Pilot-Training-Manual Falcon-900 PDF

FlightSafety
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FALCON 900
PILOT TRAINING MANUAL
VOLUME 1
OPERATIONAL INFORMATION
SECOND EDITION
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371-1061
(800) 877-5343
www.FlightSafety.com
Courses for the Falcon 900 and other Falcon aircraft are taught at
the following FlightSafety learning centers:
FlightSafety International
Teterboro Learning Center
Teterboro International Airport
100 Moonachie Avenue
Moonachie, New Jersey 07074
Phone: (201) 528-0100
Toll-Free: (800) 827-8058
Fax: (201) 528-0101
Paris Learning Center
BP 25, Zone d’Aviation d’Affaires
1300 Avenue de l’Europe, Aeroport du Bourget
93352 Le Bourget, CEDEX
FRANCE
Phone: +33 (1) 49-92-1919
Fax: +33 (1) 49-92-1892
Copyright © 2007 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:

Second Edition .......0 ..............June 2007
NOTE
For printing purposes, revision numbers in footers occur at the bot-

tom of every page that has changed in any way (grammatical or typo-
graphical revisions, reflow of pages, and other changes that do not
necessarily affect the meaning of the manual).
THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision
No. No. No. No.
Cover ...................................... 0 CRM-i–CRM-iv ...................... 0
Copyright ................................ 0 CRM-1–CRM-8 ...................... 0
iii–viii ...................................... 0 SR-i–SR–iv ............................ 0
EC-i–EC-ii .............................. 0 SR-1–SR-60 .......................... 0
NP-i–NP-vi .............................. 0 MWS-i–MWS-ii ...................... 0
NP-1–NP-52 .......................... 0 MWS-1–MWS-18 .................. 0
AP-i–AP-vi .............................. 0 APP-i–APP–iv ........................ 0
AP-1–AP-122 ........................ 0 APP-1–APP-4 ........................ 0
EP-i–EP-iv .............................. 0
EP-1–EP-50 .......................... 0
LIM-i–LIM-iv .......................... 0
LIM-1–LIM-22 ........................ 0
MAP-i–MAP-iv ........................ 0
MAP-1–MAP-20 .................... 0
WB-i–WB-ii ............................ 0
WB-1–WB-2 ............................ 0
PER-i–PER-ii ........................ 0
PER-1–PER-2 ........................ 0
*Zero in this column indicates an original page.
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information

obtained from the aircraft manufacturer’s 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 wel-

come any suggestions you might have for improving this manual or any
other aspect of our training program.

CONTENTS
EXPANDED CHECKLIST
Normal Procedures
Abnormal Procedures
Emergency Procedures
LIMITATIONS
MANEUVERS AND PROCEDURES
WEIGHT AND BALANCE
PERFORMANCE
CREW RESOURCE MANAGEMENT
RECURRENT
System Review
Master Warning System
APPENDIX
FlightSafety
international
FALCON 900 PILOT TRAINING MANUAL
EXPANDED CHECKLISTS
CONTENTS
Page
NORMAL PROCEDURES ................................................................ NP-I
EMERGENCY PROCEDURES......................................................... EP-I
ABNORMAL PROCEDURES........................................................... AP-I
FOR TRAINING PURPOSES ONLY EC-i

FlightSafety international
NORMAL PROCEDURES
CONTENTS
Page
BEFORE START (POWER OFF) ..................................................... NP-1
COCKPIT CHECK............................................................................ NP-1
Overhead Panels....................................................................... NP-1
CONSOLE/OVERHEAD PANEL .................................................... NP-5
Left Console............................................................................. NP-5
Pilot Instrument Panel.............................................................. NP-5
Center Instrument Panel........................................................... NP-6
Copilot Instrument Panel ......................................................... NP-7
Right Console........................................................................... NP-8
Pedestal .................................................................................... NP-9
BEFORE START (POWER ON) .................................................... NP-10
After APU Start or Engine 2 Start
or if a Ground Power Unit Is Used ........................................ NP-15
STARTING ENGINES.................................................................... NP-22
Starting Problems................................................................... NP-22
Start........................................................................................ NP-23
BEFORE TAXI ............................................................................... NP-25
TAXI ............................................................................................... NP-29
BEFORE TAKEOFF ....................................................................... NP-33
AFTER TAKEOFF.......................................................................... NP-35
CRUISE ........................................................................................... NP-37
DESCENT ....................................................................................... NP-37
Approach................................................................................ NP-40
Before Landing ...................................................................... NP-41
After Landing......................................................................... NP-42
PARKING........................................................................................ NP-45
FOR TRAINING PURPOSES ONLY NP-i

FlightSafetyinternational
ADVERSE WEATHER CONDITIONS ......................................... NP-46

Operating in Icing Conditions ............................................... NP-46
Cold Weather Operation ........................................................ NP-49
Severe Turbulence Penetration .............................................. NP-51
Windshear Situation............................................................... NP-51
NP-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
NP-1 Overhead Switch Panel .............................................. NP-11
NP-2 Warning Panel ............................................................ NP-27
NP-3 Buffet Onset Envelope................................................ NP-50
TABLE
Table Title Page
NP-1 Landing Computations .............................................. NP-38
NP-2. Three Engines Operative ............................................ NP-47
FOR TRAINING PURPOSES ONLY NP-iii

NORMAL PROCEDURES
NOTE
This Normal checklist is designed only for training
purposes. Where checklist procedures differ from
the Airplane Flight Manual, the Airplane Flight
Manual takes preference.
NOTE
Items marked with an asterisk are to be accomplished
on the first flight of the day with the same crew.
BEFORE START (POWER OFF)

1. *Preflight Checklist................................................................ COMPLETE
The aircraft exterior and interior preflight checks must be completed and
the chocks removed before closing the door and starting the engines.
2. *Documents and Keys ............................................................ ON BOARD
The aircraft flight, performance, weight and balance, and operating

manuals must be on board before dispatch. The Certificates of Registration
and Airworthiness must also be readily available at all times prior to flight.
Any other documents as required by company policy must be on board at
this time. Any keys and/or security items required for the flight should be
on board as well.
COCKPIT CHECK
1. Park Brake ..................................................... INTERMEDIATE DETENT
OVERHEAD PANELS
1. Circuit Breakers....................................................................................... IN
Check that all circuit breakers are in before powering the aircraft. Circuit
breakers are not to be used as switches, so as to preclude premature wear
of these protective devices.
2. LH AV Master and RH AV Master .............................................. OFF (IN)
FOR TRAINING PURPOSES ONLY NP-1

3. FMS Master (LH and RH) ........................................................... OFF (IN)
In order to save battery power when turning on the batteries later on in the
checklist, these master switches should be placed off, ensuring that the
switches are “in” or flush with the surrounding panel.
4. Bus-Tied Switch.......................................................... FLIGHT NORMAL
By separating the buses, this allows an individual battery check when

turning on the batteries later in the checklist. Separation of the buses
allows for detection of low battery voltage and proper discharge rates.
5. APU Generator Switch.......................................................... DEPRESSED
This action satisfies APU start interlock circuitry requirement and excites
and APU generator field circuit.
6. BAT 1–BAT 2 Switches ....................................................................... OFF
This prevents the needless discharge of the batteries while the Power Off
checklist is complete.
7. GEN 1–GEN 2–GEN 3 Switches .......................................................... ON
The generator switches must be placed in the on position in order to

provide engine start interlock circuitry.
8. *IRS1–IRS 2–IRS 3 Battery Voltages ...................................... CHECKED
These test buttons are depressed individually to test the voltage of the
respective auxiliary batteries on the overhead panel left voltmeter.
Minimum voltage is 24 volts.
9. *E BAT Battery Voltage ........................................................... CHECKED
This test button is depressed to test the voltage of this optional battery.
Minimum voltage is 24 volts.
10. APU Master Switch.................................................................. OFF (OUT)
This limits battery discharge when they are placed on later in the checklist.
11. DC Power Selector ..................................................................... NORMAL
This two-position selector allows selection of an electrical power source

for use in starting the engines. In this case, power would be supplied by
the two aircraft batteries, connected in parallel, when the battery switches
are on and the start is initiated.
NP-2 FOR TRAINING PURPOSES ONLY

12. CMPTR 1–2–3 Switches .................................................................. AUTO
The engine computers must be in the auto position for proper starting of
the engines. Ensure that the CMPTR lights on the master warning panel
are out when electrical power is applied to the aircraft.
13. Start Selector Switches (All 3)............................................... GRD START
These three-position switches must be placed in the GROUND START

position in order to provide ignition and part of the proper electrical
interlock for starting the engines.
14. XTK Switch .............................................................................. NEUTRAL
Ensure that the switch used to connect Group 1 fuel tanks with Group 3
fuel tanks is in the neutral position.
15. Booster (Pump) Switches (All 3) ......................................................... OFF
This limits battery discharge when they are placed on later in the checklist.
16. X-BP Rotary Switches (All 3) ..................................................... CLOSED
These three rotary switches are closed to provide a direct tank-to-engine

configuration for starting the engines and takeoff.
17. XTK 2 Switch (If Installed).............................................................. AUTO
This switch, if installed, is placed to the AUTO position, allowing automatic

operation of the valve between the forward and aft Group 2 fuel tanks.
18. HP and PRV Bleed Switches (3) ...................................................... AUTO
These switches are placed in the AUTO position to ensure proper

operation of the pneumatic systems for air conditioning, pressurization,
and anti-icing requirements.
19. APU Bleed-Air Switch......................................................................... OFF
It is required that the APU bleed-air switch be in the OFF position before
APU start. This ensures proper loading of the APU after its start.
Generator load, associated with the charging of the batteries, must be
considered before selecting APU bleed on. It is recommended that a one-
minute waiting period be observed before selecting bleed air on after APU
is started and on speed.

20. Isolation Valve Knob.......................................................... HORIZONTAL
This switch is in the horizontal (open) position in order that the entire
bleed-air manifold can be supplied by all three engines and the APU.
21. Crew and Passenger Air-Conditioning Valve Switches (2) .............. AUTO
Placing these three-position switches to the AUTO position allows a logic

circuit to automatically close the valves when takeoff power is applied,
then open the valves slowly after takeoff.
22. BAG Switch..................................................................................... NORM
This three-position switch allows normal pressurization and ventilation of

the baggage compartment.
23. Windshield Switches (3) ...................................................................... OFF
This position ensures that the demand on the batteries is at a minimum

when they are turned on.
24. Anti-ice Switches (4)............................................................................ OFF
This precludes unwanted anti-ice system operation after APU or engine start.
25. Pitot Heating Switches (3) ................................................................... OFF
This position ensures minimal battery discharge when they are turned on
and prevents overheating of the pitot static components.
26. Wiper Switches (2)............................................................................... OFF
This position ensures minimal battery discharge when they are turned on
and prevents wipers from operating on a dry windshield.
27. Exterior and Interior Lights Switches (7)............................................. OFF
This position ensures minimal battery discharge when they are turned on.
28. Instrument and Panel Lighting Rheostats (8)........................ FULLY CCW
These switches, four above each pilot, should be rotated fully

counterclockwise to ensure minimal battery discharge when the batteries
are turned on.

CONSOLE/OVERHEAD PANEL
LEFT CONSOLE
1. Data Loader .............................................................................. OFF (OUT)
The FMS data loader should be turned off until such time as the aircraft is
powered by other than batteries and the data loader is needed for updating
the flight management system.
2. Oxygen Mask............................................................................ CHECKED
The pilot’s oxygen mask must be checked as being in place, selected to

100%, and with both the hose and communications cable connected to
the proper positions. Press the test button on the mask to ensure a flow of
oxygen.
3. IRS 1 (and Optional IRS 3).................................................................. OFF
IRS 1 should be off until the aircraft is powered by other than batteries or
unless the checklist calls for the IRS to be turned on for programming. If
IRS 3 is installed, it also should be off.
4. Audio Control Panel............................................................................. SET
a. SPK, ST Audio VHF 1 and VHF 2.................................. DEPRESSED
b. Microphone VHF and C’PIT ........................................... DEPRESSED
c. All Other Pushbuttons........................................................ RELEASED
d. VOR–DME Potentiometer ................................................ FULL HIGH
Set the pilot’s radio jackbox for the proper radio transmitter/receiver and
mask communication positions.
PILOT INSTRUMENT PANEL

1. Clock ......................................................................................... CHECKED
2. EFIS Dim Controls (2) ...................................................... FULL BRIGHT
The EFIS dim controls, located in the front of each pilot, should be turned
fully clockwise to the bright position before powering the aircraft. The
brightness of the instruments can be adjusted after the aircraft is powered
by other than batteries and the master avionics, FMS, and switches are
turned on.
3. Standby Horizon ............................................................................ CAGED

CENTER INSTRUMENT PANEL

1. Radar (2)............................................................................................... OFF
If two radar control panels are installed, the master switches should be
turned off until the checklist calls for the radar to be turned on. This
action will save the batteries and prevent damage to equipment and/or
injury to personnel.
2. Fuel Shutoff Switches (3)......................................................... GUARDED
These three switches should be in the guarded position to ensure a flow of

fuel to the engines for starting. These switches are to be used only in the
event of an engine fire.
3. Fire-Extinguisher Switches (5) ..................................... ZERO/SAFETIED
These five switches must be in the zero/safetied position to preclude

inadvertent discharge of the fire bottles.
4. Normal L/G Control..................................................... DOWN/LATCHED
It is imperative that the normal landing gear handle be in its proper

position to preclude the inadvertent retraction of the landing gear when
power is applied to the aircraft.
5. Gear Pull Handle..................................................................... PUSHED IN
This ensures normal electrical retraction sequencing of the landing gear

and, when required and operated, allows landing gear extension.
6. Brake Selector Switch ......................................................... #1/ASKID ON
This action ensures proper positioning of the brake selector valves before
engine start.
7. ST-BY Pump Switch ............................................................................ OFF
This three-position switch must be placed in the OFF position to prevent a

high draw on the batteries when the batteries are placed on, prior to
starting the APU. This unit can draw 68 to 80 amps, depending on the
hydraulic demand on the pump.
8. Temperature Controllers (2) Selector and Knob....... AUTO/12 O’CLOCK
The temperature controllers can be selected to AUTO and set to the desired
temperature levels unique to individual user needs. Usually, a setting at 10
to 11 o’clock on the automatic controller is standard for most users.

9. Thrust Reverser Switch.......................................... NORMAL/GUARDED
This switch is usually kept in this position to allow normal operations of

the thrust reverser while on the ground. The switch is used for emergency
stowing of the thrust reverser either on the ground or in flight.
COPILOT INSTRUMENT PANEL

1. Automatic Cabin Pressure Controller................................... PROG OR FL
This three-position switch on the controller panel allows the operation of

the pressurization system based on a predetermined schedule or normal
barometric control.
2. DN/UP Knob ............................................................................ FULLY DN
The DN position (green index) allows that the cabin will be manually
commanded to an increased pressure condition in the event of electrical
failure of the automatic cabin pressurization controller. This position
commands a cabin altitude rate of descent of approximately 1,000 feet
per minute.
3. Auto/Manual Selector Switch........................................................... AUTO
This allows for the normal operation of the cabin pressurization controller.
4. NORM/EMERG Selector Switch.................................................... NORM
The NORM position permits full normal operation of the air-conditioning

and pressurization systems. The EMERG selection is used only for
abnormal and/or emergency checklist procedures.
5. Dump Switch ................................................................... OFF/GUARDED
This switch is used to dump cabin pressure in the event of flight

emergencies. The normal operation of the pressurization system is
possible only with this switch in the off position.
6. Clock......................................................................................... CHECKED
7. ELT Switch................................................................... AUTO/GUARDED
This switch ensures proper operation of the emergency locator.

8. GPWS Flaps O’RIDE Switch .................................................. GUARDED
This switch, when not guarded and in the override position, disables the
“TOO LOW FLAPS” warning given by the GPWS system. This warning
usually occurs when on final approach and when the aircraft is not
configured in the SLATS + 40° flaps configuration.
RIGHT CONSOLE
1. Passenger Oxygen Valve Selector .............................................. NORMAL
Placing the passenger oxygen valve in the normal position will allow
automatic deployment of the passenger oxygen masks should the cabin
altitude exceed 10,000 feet during flight.
2. Oxygen Pressure................................................................ APPROPRIATE
Minimum oxygen pressure with no passengers on board is 700 psi,

assuming the flight stays under 10,000 feet altitude. This minimum covers
the consumption requirements of each crewmember for two hours. It is
recommended that if passengers are carried, the oxygen system be fully
charged to its capacity. This is especially true if the flight is planned over
oceanic areas or over desolate terrain. The aircraft performance manual can
be used as reference as to the minimum pressure required for execution of a
mission with passengers and is based on the following assumptions:
• The flight is being flown either above or below 41,000 feet. If flying
above 41,000 feet, one of the pilots must breathe oxygen.
• An emergency descent to 10,000 feet is made with all occupants of the

aircraft breathing oxygen on NORMAL.
• Further flight is conducted at 10,000 feet or below with one passenger

using first aid oxygen.
3. VHF 3 (If Installed) ............................................... NORMAL/GUARDED
4. Audio Control Panel............................................................................. SET
a. SPK, ST Audio VHF 1 and VHF 2.................................. DEPRESSED
b. Microphone VHF AND C’PIT ........................................ DEPRESSED
c. All Other Pushbuttons........................................................ RELEASED
d. VOR–DME Potentiometer ................................................ FULL HIGH
Set the copilot’s radio jackbox for the proper radio transmitter/receiver and
mask communication positions.

5. Autoload Shed Switch (If Installed) ...................... NORMAL/GUARDED
This switch allows for the resumption of electrical supply to selected A

bus items if a generator disconnects from its bus in flight.
6. IRS 2 ..................................................................................................... OFF
IRS 2 should be off until the aircraft is powered by other than batteries or
if the checklist calls for IRS programming.
7. Oxygen Mask............................................................................ CHECKED
The copilot’s oxygen mask must be checked as being in place, selected

to 100%, and both the hose and communications cable connected to
the proper positions. Press the test button on the mask to ensure a flow
of oxygen.
8. Cond Lever (If Installed)............................................................ NORMAL
This lever must be placed in the full forward position. This lever isolates
the crew and passenger air-conditioning systems for normal operations.
This lever has been removed on SN 165 and subsequent.
9. Nose Lever (If Installed) ............................................................ NORMAL
This lever connects the cabin with the nose compartment for ventilation of
the nose cone in flight. On later aircraft (SN 70 and subsequent), the nose
lever has been removed.
PEDESTAL
1. Power Levers (All 3) .................................................................... CUTOFF
The power levers are placed in the cutoff position in order for the engines
to be started.
2. Radios (VHF 1) .................................................................................... OFF
VHF 1 may be wired directly to the A2 electrical bus, bypassing the left
avionics master switch, if a VHF 3 is not installed.
3. Airbrake Handle ................................................................................ ZERO
Ensure the airbrake handle is fully forward in the “0” detent.

4. Normal Tailplane Circuit Breaker ............................................ ENGAGED
The mechanical circuit breaker, located aft of the emergency elevator trim
switch, must be in the down position in order to provide electrical power
for operation of the normal elevator trim system.
5. Flap-Slat Handle............................................................................. CLEAN
Ensure that the flap-slat handle is fully forward in the clean position prior to
starting the engines or applying pressure to either the No. 1 or No. 2 system.
6. Emergency Slats Switch........................................................... GUARDED
This switch controls the emergency operation of the outboard slats and
should be used only in the event of a main system malfunction. Therefore,
the switch should be kept in the off and guarded position.
7. MMO Switch (If Installed) ...................................................... GUARDED
This switch, if installed, allows adjustment of the MMO overspeed aural

warning based on aircraft gross weight.
8. Landing Gear Emergency Extension Handles (3) .................... CHECKED
Check that the nose landing gear emergency extension handle, located on
the left aft side portion of the center pedestal, is fully down and stowed in
the clips provided. The main landing gear extension handles, located in the
floor area to the right and left of the pilot and copilot seats respectively,
must be stowed by pushing down on the handles and covered by their
access doors.
BEFORE START (POWER ON)

NOTE
On aircraft without the electronic transfer valve
XTK2, the overhead panel (Figure NP-1) does not fea-
ture the block diagram and XTK2 transfer switch.
1. Battery Switches (2) .......................................................... ON/CHECKED
a. BAT 1 BAT 2 Lights ............................................... OUT
In order to start the APU or an engine, these two switches must be on

to provide electrical power. The BAT 1 and BAT 2 lights on the master
warning panel should be extinguished. Minimum battery voltage for
APU start is 23 volts and 22 volts for engine start.

FlightSafety
international
Figure NP-1. Overhead Switch Panel
CAUTION
Check the battery temperatures as follows:
• If either battery temperature is above 120°F and

the amber WARM light is on, do not attempt a bat-
tery start. The APU/engines must be started using
a ground power unit.
• If either battery temperature exceeds 120°F

during starting, monitor temperature changes for
a few minutes after starting.
• If either battery temperature exceeds 140°F

during starting, wait until it drops to 120°F
before takeoff.

• If either battery temperature reaches 150°F or

160°F on aircraft SN 132 and subsequent, and the
red HOT BAT lights are on, the battery must be
turned off, monitored while it cools, and replaced
prior to takeoff.
NOTE
On the average, the rate of battery cooling on the
ground is 1°F per minute.
2. Battery Voltages........................................................................ CHECKED
Minimum battery voltage for APU start is 23 volts and 22 volts for main
engine start.
3. *HRZN Battery Voltage ........................................................... CHECKED
The standby horizon battery voltage test button is located beneath the
left voltmeter on the overhead panel. The reading should be 24
volts minimum.
If the No. 2 emergency battery is installed, its voltage should be checked,

and the reading should be 24 volts as well.
4. Bus-Tied Switch ................................................................................. TIED
This rotary switch controls the bus tie relay, which in turn controls the BUS
TIED light on the master warning panel. The switch is placed in the tied
position to tie the left and right main DC buses together for engine start.
5. Park Brake/No. 2 Park Brake Light .............................. SET/ON STEADY
Pull the parking brake handle to the first detent, hesitate, and then, using
three fingers, release the first detent lock and pull the parking brake
handle to the second detent. This technique is recommended for all
parking brake handle operations to preclude pulling the parking brake
handle through the first detent when emergency stopping is required
during landing or taxi operations. The No. 2 position allows 2,175 psi of
No. 2 hydraulic system pressure to be applied to the brakes for holding
the aircraft in position. The No. 2 position is recommended for use after
the aircraft is brought to a complete stop. The No. 1 position of the
parking brake handle applies 800 psi of the No. 2 hydraulic system
pressure to the brakes and is not recommended for holding the aircraft.
The #2 P BK light should be on and steady. If the light is flashing, there
is less than 1,200 psi remaining in the parking brake accumulator, and is
not sufficient for holding the parking brakes. Until the APU or another
source of electrical power is available to the aircraft, the aircraft should
be chocked until electrical power other than the batteries is available.
When other electrical power is available, use the standby hydraulic pump
to charge the No. 2 hydraulic system, and reset the parking brake handle
to the No. 2 position after the #2 P BK light stops flashing.

6. Fire Detection ............................................................................... TESTED
Set the test control switch, located on the master warning panel, to the
FIRE position. All detection and warning systems will be tested
simultaneously and the aural warning will sound. If one of the systems is
malfunctioning, the corresponding light will not come on. During the test,
the test control must be held in the FIRE position until the FIRE BAG
COMP smoke detection light comes on, that may require up to 4 seconds.
Do not silence the aural warning until the FIRE BAG COMP light comes
on. After silencing the aural warning, release the test switch back to the
center. It may take up to a maximum of 10 seconds for the FIRE BAG
COMP light to extinguish.
7. COND BAT Pushbutton Light (SB 125) .................................. CHECKED
Aircraft with SB 125 will have a toggle switch and circular amber light
normally located on the copilot’s instrument panel. The valve controlled
by the toggle switch must be closed before takeoff.
8. Navigation Lights.............................................................. AS REQUIRED
Although not a mandatory requirement, the FAA encourages all pilots to

turn on the aircraft position or navigation lights any time electrical power
is applied to the aircraft.
9. ENG 2 FAIL and T/O CONFIG Lights
and Wording “NO TAKEOFF”..................................................... TESTED
Move the No. 2 power lever from the cutoff position, and advance it
toward the takeoff position. The T/O CONFIG and ENG 2 FAIL lights
should illuminate. Move the power lever back to the cutoff position, and
the lights should extinguish.
A—APU Start
1. Booster 2 .......................................................................................... ST-BY
FUEL 2 Light ............................................................................. OUT
After placing the booster pump switch to ST-BY, observe that the FUEL 2
light on the master warning panel extinguishes.
2. APU Master........................................................................... DEPRESSED
Depress the APU master pushbutton on the overhead panel, and it should
illuminate green.

3. APU Start Switch (1 Second)................................................ DEPRESSED
Do not hold the APU start pushbutton in for more than 1 second. The
holding coil, if operating properly, should hold the starter engaged
through the start sequence. The starter will stay engaged to 50% N1. The
OIL light should extinguish by 60% N1. The GEN light should extinguish
at 97% N1 + 4 seconds, signifying the generator is on line. If the green
APU master light should start blinking after the start button is pushed,
one of the start interlock circuit requirements may not have been satisfied
or the APU may shut down for activation of a protective circuit.
4. APU N1-T5 Indicators—APU Generator Volts/Amps.............. CHECKED
After the APU is on speed and the generator has gone out, check that the
APU voltage output is 28.5 volts. The amperage draw will normally peg
out at the maximum of 350 amps. If desired, it may be advisable to turn
off one of the batteries to ease the demand on the APU generator until the
charge draw for the battery being charged is less than 75 amps. Then, the
other battery may be turned on for charging. Closely monitor the battery
charging and the APU generator load before proceeding further on the
checklist. The load demand on the APU should be at 300 amps or less
before performing an engine start.
CAUTION
Discontinue start (STOP PUSHBUTTON) if ITT
does not rise within 10 seconds. Wait 5 minutes prior
to attempting a second start.
5. APU Bleed-Air Switch...................................................... AS REQUIRED
It is recommended that a 1-minute minimum waiting period be observed

before turning on the APU bleed. If possible, wait until both batteries have
charged to less than a 50-amp draw per battery. All these actions help
preserve the life of the APU, which can be placed under some high
demands when powering up for the first flight of the day. The
23-amp-hour batteries can be subjected to some very high loads when first
turned on, if certain equipment items have not been turned off.
6. COND BAT Switch (SB 125) ........................................... AS REQUIRED
This service bulletin, if installed, provides additional cooling air to the

batteries in the rear compartment from the crew cold air system.
B—Ground Power Unit Connection

1. DC Power Selector................................................................ EXT POWER
BAT 1 BAT 2 Lights ....................................................... ON

A ground power unit providing 28.5 volts DC and 1,200 amps maximum
must be connected at the receptacle, located on the lower right rear portion
of the aircraft. Move the two-position switch from NORMAL to EXT
POWER. The BAT 1 and BAT 2 lights on the master warning panel will
illuminate, as well the BUS TIED light. The No. 1 and No. 2 batteries are
completely isolated from the electrical system, and the left and right main
DC buses are automatically tied together.
AFTER APU START OR ENGINE 2 START

OR IF A GROUND POWER UNIT IS USED
1. LH AV Master and RH AV Master ........................................................ ON
AV
MASTER Light (LH and RH)....................................................... OUT
2. FMS Master (LH and RH)..................................................................... ON
FMS
MASTER Lights (LH and RH) ..................................................... OUT
If all four switches are installed, turn them on at this time.
3. Maintenance Test Panel .................................................... CHECK/RESET
The test panel at the right side panel of the copilot should be opened and
checked for any red indications at one or more of the magnetic indicators of
the panel. Push the reset button at the center of the panel to clear any red
indicators, or address the malfunction if the red indicator cannot be reset.
4. Voice Recorder ............................................................................. TESTED
5. IRS (3)/FMS (2) VLF-Omega ........................................... NAV/INITIATE
POS Sensors ............................................................................. CHECKED
Database Validity...................................................................... CHECKED
Initialization of the flight management and long range navigational

systems should take place at this time. Flight plan programming and any
other activity needed to program the navigational units should be
accomplished as well.
6. Clocks ............................................................................... CHECKED/SET
Clocks should be checked and set as required by company policy. Flight

time should be zeroed in preparation for the next flight.

7. Fasten Belt/No Smoking Lights............................................................. ON
These lights should be placed on in preparation for the arrival

of passengers.
8. Emergency Lights .................................................................. ON/ARMED
If on, turn off the cockpit dome lights, check that the overhead lights have
two bulbs illuminated in each fixture, and check the cabin and exterior
emergency lighting for proper operation. After the check is complete,
move the switch to ARMED.
9. Exterior/Interior Lights ..................................................... AS REQUIRED
Adjust the cockpit lights as required for a day or night flight. The cabin
window valance, ceiling, and entry lights will not operate unless the
CABIN–ENTRANCE–OFF switch, located on the bottom and extreme
right of the overhead panel, is in the CABIN position.
10. Standby Horizon ...................................................................... UNCAGED
The standby horizon, located on the right top pilot’s instrument panel,
must be uncaged and adjusted.
11. Master Warning Panel................................................................... TESTED
Move the warning panel test switch to the left (LIGHTS position). This
illuminates the lights on the warning panel, the hydraulic control and
monitoring panel, the overhead panel, the side panels, reverse thrust and
engine turbine temperature for each ITT indicator, and the FAULT lights
on the fire panel. Check the BRIGHT–DIM control while holding the test
switch to the LIGHTS position.
12. Landing Gear Panel ...................................................................... TESTED
Push the test button on the landing gear panel to test the landing gear panel
lights, the aural “GEAR” warning, and the flashing light in the gear
handle. The aural warning should be silenced during the test.
13. Fuel Quantity Indicators ........................................................... CHECKED
If installed, the counters should be zeroed and set. The small knobs at the
bottom of the fuel flow counters on the engine panel should be carefully
pulled out from the instrument, about 1/2 inch, to zero the fuel flow
counters. Pushing in on this knob will allow a digital readout of the actual
fuel flow to the engines. This fuel flow readout will remain in view for
approximately 30 seconds.

14. Fuel/Gross Weight Counters................................................ ZEROED/SET
If installed, the counters mounted below the landing gear panel should be
zeroed and set.
15. Takeoff Data/Bugs......................................................... COMPUTED/SET
Takeoff data should be computed using the Airplane Flight Manual. The
analog airspeed indicators, located to the left of the pilot and copilot
EADIs, have four airspeed bugs attached to the bezel. These bugs should
be set on V1, VR = V2, VMFR (V2 + 25 knots), and VFS (1.43 VS). The
indicated airspeed displays, presented on the pilot and copilot EADIs,
should each be set to V2 by adjusting the IAS knob on the two DC-820
display controllers, located on the center pedestal.
16. Cabin Pressure Controller............................................. PROG OR FL/SET
The automatic pressure controller, located on the bottom right of the

engine instrument panel, is normally selected to the PROG position for
automatic operation of the pressurization system. Barometric setting
should be adjusted to the local altimeter setting. The landing airfield
altitude can be set if the landing airfield elevation is within 1,000 feet of
the takeoff airfield elevation. Otherwise, it is recommended to leave the
departure airfield altitude set until descent is begun from altitude for
landing at the destination airfield, in conjunction with accomplishment of
the Descent checklist. This is especially true when takeoff is made from
high-elevation airports like Denver and the flight is to lower elevations like
New York, or vice versa. In such a situation, the pressurization system is
more compatibly set up in case of an emergency return.
If the FL mode is used, the automatic programming feature is disabled.

The crew must set the flight level to which a clearance to climb is
received, and must continue to do so each time such a climb clearance is
received. When descending, the controller must be switched over to the
landing mode, and the landing elevation must be set for the descent.
17. ST-BY Pump Light.............................................................................. OUT
Check that the ST-BY PUMP light on the hydraulic panel is out. If the
light is on steady, then the standby pump is connected to the No. 1
hydraulic system by means of the hydraulic selector located in the rear
compartment, near the No. 2 hydraulic reservoir.
CAUTION
Before changing the selector valve to the No. 2
hydraulic system, all hydraulic pressure must be
depleted from both hydraulic systems.

18. HYDR Quantity No. 1 and No. 2.............................................. IN GREEN
At zero pressure, with the accumulators empty, the minimum indication on

the gage should be above 3/4. After starting, the volume absorbed by the
accumulators causes the levels to drop slightly. The quantities should read
in the green in either case.
19. *Stabilizer Trim (Normal and Emergency) .............. CHECKED/SET T.O.
This check starts with the stabilizer trim in the green range (4.5 to 7.5°).
The captain trims nose down; upon the captain’s call to stop, the copilot
trims nose up and releases. After confirming the stabilizer has stopped, the
captain trims nose up and repeats the above check. Activate the emergency
stabilizer trim nose up and nose down, and observe that the stabilizer
moves properly. Reset the trim circuit breaker, and set takeoff trim using
the normal trim system. Split control wheel switches must be checked to
confirm there is no stabilizer movement with only one switch activated in
either direction.
NOTE
Whenever the stabilizer is in motion, an aural clacker
will sound. The STAB TRIM indicator on the upper
right side of the center instrument panel should also
be checked for proper movement.
20. *ST-BY Pump Switch/HYDR Press No. 2 ....... AUTO/1,500 TO 2,150 PSI
Move the three-position switch to the AUTO position. The standby

hydraulic pump will now cycle between approximately 1,500 to 2,150 psi
on the No. 2 hydraulic system pressure gage. Perform the following
checks with the standby pump on.
21. *Emergency Aileron Trim ................. CHECKED/LIGHT OUT/SET T.O.
Press the left emergency aileron button until the AIL ZERO light
illuminates. Press the right emergency aileron button until the AIL ZERO
light goes out and then again illuminates. Press the left emergency aileron
button until the AIL ZERO light goes out.
NOTE
If there is hydraulic pressure on the flight control ser-
vos, the control wheel should not move during this
check. However, if there is no hydraulic pressure on
the flight control servos, it is normal to observe that
the control wheel will move in the direction opposite
to the emergency aileron trim input.

22. Rudder/Aileron Trim ................................................ CHECKED/SET T.O.
Check the operation of the aileron and rudder trim in each direction by
actuating the double switches on the center pedestal. Check trim travel by
observing the trim indicators and movement of the ailerons and rudder in
the direction in which the respective trim switches are moved. After
checking movement, center the trim to zero for each surface. Additionally,
check that the trim does not move when only one of the trim switches for
each surface is actuated.
23. No. 2 Stall Test Pushbutton................................................... DEPRESSED
Depress the No. 2 stall button on the center pedestal to activate the No. 2
stall warning system. The following actions should be observed:
• The aural stall warning sounds and cannot be silenced.
• The IGN lights on the overhead panel illuminate.
• The outboard slats extend. A red light followed by a green flashing slat
light should be observed on the slat/flap indicating panel.
24. Standby Pump Switch .......................................................................... OFF
Place the standby hydraulic pump switch to the OFF position. This
terminates the prestart hydraulic checks.
25. Cabin Pressure Controller .................................................... TESTED/SET
Cabin Aural Warning................................................................ CHECKED
Push the test button located on the bottom of the cabin pressure controller.
The cabin altitude aural warning should be heard and then be silenced.
The red CABIN light should illuminate. The cabin pressure controller
window display should show:
• In PROG or LDG mode .............................................................. 18.800
• In FL mode ................................................................................. FL 880
• QNH display.................................................................................. 88.88
26. Battery Temperature Indicator...................................................... TESTED
Push the test button at the bottom of the battery temperature gage. Observe
an increase in both needles, the amber light illuminating at 120°F and the
red light and HOT BAT annunciator illuminating at 150°F (SN prior to
132) or 160°F (SN 132 and subsequent).

CAUTION
Check battery temperatures:
• if either battery temperature is above 120°F and

the amber WARM light is on, do not attempt a bat-
tery start. The APU/engines must be started using
a ground power unit.
• if either battery temperature exceeds 120°F dur-

ing starting, monitor temperature changes for a
few minutes after starting.
• if either battery temperature exceeds 140°F dur-

ing starting, wait until it drops to 120°F before
takeoff.
• if either battery temperature reaches 150°F (SN

prior to 132) or 160°F (SN 132 and subsequent)
and the red HOT BAT lights are on, the battery
must be turned off, monitored while it cools, and
replaced prior to takeoff.
27. ADC 1, then ADC 2 Pushbuttons ................................................. TESTED
VMO/MMO Aural Warnings ...................................................... CHECKED
Individually test ADC 1 and ADC 2 by depressing the test buttons on the
center pedestal. These tests allow the various functions of the air data
computers and the VMO/MMO aural warnings to be tested. When pushing
the test buttons, the following should be observed as well:
• Predetermined values appear on the indicators associated with the air

data computer:
• Altitude—1,000 feet
• VSI—5,000 feet per minute, or flag V/S and VS pointer goes out
on A/C equipped with TCAS II COLLINS and two LCD VSI
• IAS—350 knots, red color on EADI airspeed ribbon
• VMO—300 knots
• Mach—0.79
• TAT— –16°C
• SAT— –45°C
• TAS—466 knots
• AUTO SLAT light illuminates on master warning panel

28. EFIS Annunciators/GPWS ........................................................... TESTED
Push and hold the PUSH TEST button on top of the DH knob, located on
the instrument remote controller, which is located on the aft portion of the
center pedestal. This tests the radio altimeter and EFIS systems. The test
results in display of a height of 100 feet and appearance of the amber
comparators for the first 4 seconds. The comparators will extinguish,
followed by the flashing red illumination of all EFIS warning flags on
both the EADIs and EHSIs. After 10 seconds, the flashing red will turn to
steady red for all warnings, except for CAT II, which remains flashing. An
amber TEST light is displayed on the EADI for the entire duration of the
test. Release the test button to restore normal operation.
If the aircraft is in the air, only the radio altimeter is tested, displaying the
red RA flag on the EADI. The EFIS system test is inhibited in the air. The
RA test is inhibited after glide slope capture.
The GPWS system is tested by pushing the TEST pushbutton, located

on either GPWS annunciator panel, located on the pilot’s and copilot’s
instrument panels. Hold the button in for the duration of the test until
the PULL-UP light goes out. The system will test annunciators and
aural warnings.
29. Altimeters and ASEL ........................................................................... SET
Four altimeters must be set to the local station altimeter setting: both the
pilot and copilot altimeters, the standby altimeter, and the cabin pressure
controller altimeter.
The ASEL box, located in each EADI, is set for departure altitude by
adjusting the ALT SEL knob on the instrument remote controller, located
on the aft portion of the center pedestal. To set 100-foot increments in
altitude, pull up on the knob before turning it to the desired altitude. To set
1,000-foot increments in altitude, push down on the knob before turning it.
NOTE
It is highly recommended that, after setting the alti-
tude in 1,000-foot increments, the knob be pulled up
to the 100-foot increments position. This is done in
case the ALT SEL knob is inadvertently hit or touched
while climbing or descending to selected altitudes.
In this way, the accidental knob altitude changes will
be in 100-foot increments and should be more read-
ily caught during an instrument crosscheck.
30. Radio Altimeter ......................................................... TEST AND DH SET

31. Radios/E. Bat 2 ...................................................................................... ON
Any radios that have not already been turned on by the avionics master
switches should be turned on at this time.
Some aircraft have an option including an emergency battery No. 2 for

additional electrical power capability in the event of a total loss of
normal electrical power. The switch to turn on this emergency battery is
located on the middle portion of the center pedestal, just behind the
throttle quadrant.
32. VHF 1 .................................................................................................... ON
33. CABIN and REAR DOORS Lights........................................... OUT
The red CABIN and amber REAR DOORS lights, located on the master
warning panel, should be out prior to taxiing the aircraft. If possible, it is
recommended that the doors be closed prior to starting the engines. The
CABIN light is wired to the main cabin door (two microswitches) and, if
installed, the forward lavatory door (one proximity switch).
34. Seats and Rudder Pedals ........................................ ADJUSTED/LOCKED
STARTING ENGINES
STARTING PROBLEMS
Discontinue a start whenever any one of the following conditions occurs:
• The ITT does not rise within 10 seconds after moving the power lever
to idle.
• Oil pressure does not rise within 10 seconds after light off.
• N 1 remains close to zero when N 2 is 20%.
• The ITT rises rapidly and approaches the 952° (5AR) or 978° (5BR)
limit.
• N 2 speed is not rising rapidly and smoothly after light off.
1. Power Lever ................................................................................ CUT OFF
The power lever is placed to cutoff to stop fuel flow to the engine
and ignition.
2. Start Selector Switch ............................................. MOTOR-START STOP
This drops out the engaged starter.

NOTE
Perform a dry motoring whenever fuel is suspected
to have accumulated in the tailpipe.
1. Power Lever ................................................................................ CUT OFF
This completes motoring circuit interlock requirements.
This allows engine motoring while the start button is depressed and
prevents starter engagement after releasing the start button.
3. Start Button....................................... HOLD DEPRESSED 15 SECONDS
The starter remains engaged as long as the start button is pushed to clear
the exhaust pipe of fuel.
If the amber IGN light remains on, although N 2 speed is greater than 50%,
and all idle parameters are within limits:
This allows the operator to manually disengage the start circuit if there is a
failure of the aircraft’s automatic dropout circuitry.
If the ignition light goes out:
2. Start Selector Switch.............................................................. GRD START
If the ignition light remains on:
2. Associated GEN Switch....................................................................... OFF
3. Associated Ignitor Circuit Breaker............................................... PULLED
START
Engine 2 Start
1. Anticollision Lights Switch................................................................. RED
Aside from FAR 91.33 and FAR 91.73 requirements, where anticollision
lights are required for flight, AIM paragraph 246 prescribes an FAA
voluntary safety program. This program, “Operation Lights On,” is an
enhancement of the “see and avoid” concept in aviation safety. Pilots are
encouraged to turn on their anticollision lights any time the engine(s) are
running, day or night. However, anticollision lights need not be

illuminated when the pilot in command determines that, because of

operating conditions, it would be in the interest of safety to turn off the
lights, whether on the ground or in flight.
2. Booster 2 Switch .............................................................................. ST-BY
Place the No. 2 boost pump switch to the standby position. Check to
ensure that the FUEL 2 light on the master warning panel goes out.
3. DC Power Selector ............................................................ AS REQUIRED
a. Battery Start or APU Assist Start ......................................... NORMAL
b. GPU Start......................................................................... EXT POWER
If starting the engines with the batteries or with an APU assist, place the
DC power selector switch in the NORMAL position. If starting with a
ground power unit, place the DC power selector switch in the EXT
POWER position.
4. Start Button............................... DEPRESSED LESS THAN 2 SECONDS
At 12 to 15% N2 and indication of N1 rotation, do not induce fuel

without indication of LP spool (N1) rotation.
5. Power Lever........................................................................................ IDLE
This introduces fuel flow and ignition.
a. IGN 2 Light....................................................................... ON
6. ITT, N1, Fuel Flow, and Oil Pressure.................................................. RISE
When N2 reaches 50%, IGN 2 Light ................................... OUT
With N2 stabilized:
a. PUMP 2 Light ....................................................................... OUT
b. Hydraulic Pressure No. 2.............................................. GREEN BAND
c. OIL 2 Light ....................................................................... OUT
d. GEN 2 Light:
(1) If Normal Start ...................................................................... OUT
(2) If External Power Start ........................................................... ON

7. Idle Speed Parameters .............................................................. CHECKED
8. Power Selector Switch ............................................................... NORMAL
Subsequent engine starts should be made using aircraft electrical power.

Therefore, at this point, the DC power selector should be in the
NORMAL position.
9. Ground Power Unit (As Applicable) ....................................... REMOVED

GEN 2 Light ............................................................................ OUT
Removing ground power from the ground power receptacle allows

generator connection to the respective main bus(es).
Engine 3 and 1 Start

1. Booster Switch (3 or 1).......................................................................... ON
FUEL Light ............................................................................ OUT
2. GEN 2 Ammeter.............................................................. 300 AMPS MAX
Use same starting procedure as used for engine 2.
Engine Anti-ice ................................................................. AS REQUIRED
BEFORE TAXI
1. Circuit Breakers........................................................................ CHECKED
After the engines are started and stabilized, check the circuit-breaker
panels to ensure that no circuit breakers have opened during the starting
process. Check the circuit breakers by running your hand across the panels
to feel if any have opened. It is difficult to see an opened circuit breaker,
especially at night.
2. Bus-Tied Switch ............................................................... FLIGHT NORM
Turn this switch to FLIGHT NORM. Confirm that the BUS TIED light on
the master warning panel is out. This position isolates the left and right
main DC buses and prevents current or voltage variations on one bus from
affecting the other bus. Check the voltmeters and ammeters on one side
with those on the other side to ensure that the buses are not tied.

3. Battery Amps/Temperature....................................................... CHECKED
Check the battery amperage and temperatures are normal. The batteries will
probably show a charge since they assisted in the starting of the engines.
4. Generators Volts/Amps............................................................. CHECKED
Check the bus voltage on each side by observing the two voltmeters and
their output at 28.5 volts. Move each generator ammeter switch to the
respective generator positions to read the amperage draw for each
generator. The amperage should not exceed 95 to 100 amps for each
generator. Normally, the amperage draw for the No. 1 and No. 3
generators is 110 to 125 amps for each generator, while the No. 2
generator provides 125 to 150 amps. After the check, place each ammeter
switch to the BAT 1 and BAT 2 positions.
5. Booster 2 Switch.............................................................................. NORM

FUEL 2 Light ..........................................................CHECKED/OUT
6. *Isolation Valve Knob ............................................... ISOLATION/NORM

ISOL Light ...................................................................... ON/OFF
This rotary switch on the pneumatic section of the overhead panel is

selected to the closed position and the ISOL light illuminates confirming
closure of this valve. This confirms the operation of the valve that
separates the bleed air from the No. 1 and No. 3 engines from the No. 2
engine and APU. This valve is then opened and the ISOL light goes out.
7. Compass Headings (5).............................................................. CHECKED
Check the headings on the EHSIs, the RMIs, and the standby compass to
be sure they are all the same and that the IRS systems have aligned.
8. Windshield—Pilot and Copilot .................................................. NORMAL
9. Windshield Side..................................................................................... ON
Move the windshield heat switches on and observe that the standby
compass may move away from the aircraft aligned heading. Only the
normal position should be selected after starting the engines. Temperature
control of windshield heating is maintained between 25 and 32°C.
10. Warning Panel Lights (7 or 8) .................................................. CHECKED
All warning panel lights (Figure NP-2) should be extinguished except for
the following: L. AOA, R. AOA, L. PITOT, R. PITOT, ST BY PITOT, #2
P BK, and MACH TRIM. An eighth light on extra optional equipment
such as the Teledyne AOA heater light may be illuminated.

Figure NP-2. Warning Panel
NOTE
On aircraft without transfer valve XTK2 lights,
the amber lights labeled “XTK 2 OPEN” and “XTK
2 CLOSED” are not used.
11. Hydraulic System 1 and 2 Pressure and Quantity..................... IN GREEN
Check the hydraulic quantities and pressures to ensure that there has been
no loss of hydraulic fluid during activation of these hydraulic systems.
12. Standby Pump Switch....................................................................... AUTO
Place the standby hydraulic pump switch in the AUTO position. On the
ground, through the left main gear squat switch, the standby hydraulic
pump will automatically operate to supply hydraulic pressure to the No. 2
system should the No. 2 engine-driven hydraulic pump fail.
13. Antiskid System............................................................................ TESTED
The antiskid system is tested as follows:
a. The brake selector switch should be in #1 ON.
b. Depress and hold the brake pedals until the green L and R brake lights
illuminate.
c. Depress the antiskid test button until the green brake lights extinguish.

d. Release the antiskid test button, and after approximately 2.5 to 4

seconds, the green L and R brake lights will again illuminate.
e. Release the brakes and the green lights will go out.
14. *Airbrakes .............................................................................. POSITION 2
The airbrake handle in the trim well on the center pedestal, moved to the
No. 2 position, allows the extension of the center and lateral airbrake
panels. Check the illumination of the AIRBRAKE light on the flap/slat
configuration panel.
15. *No. 1 Stall System ...................................................................... TESTED
Now that the No. 1 hydraulic system is powered by engine-driven pumps 1

and 3, the No. 1 stall system is tested to ensure that the outboard slats can
be extended by the No. 1 hydraulic system. A flashing green slat extended
light will be seen, the aural stall warning will sound, and the igniter lights
for all three engines will illuminate. The airbrakes will automatically stow
and the AIRBRAKE light will flash.
16. *Airbrakes................................................................... ZERO/LIGHT OUT
Move the airbrake handle to zero to extinguish the flashing airbrake light
and arm the system for deployment as required. The airbrakes must be
retracted for takeoff.
17. Flaps/Slats ................................................................. SET FOR TAKEOFF
18. No. 1 and No. 2 Stall Systems ...................................................... TESTED
After the slats and flaps have extended to the proper setting selected
above, depress the STALL 1 button. The aural stall warning will sound,
the igniter lights will illuminate, and the inboard slats will retract as
indicated by the flashing green slat light. After these indications have been
seen and heard, release the test button, and allow the slats to return to the
steady green indication. Then depress the STALL 2 button and ensure that
the same test results occur. Release the test button and ensure that the slats
return to the steady green indication.
19. Mach Trim ............................................................................................. ON
Depress the M TRIM button on the flight guidance controller to engage

the Mach trim system. When it is properly engaged, the pointer on the left
or right of the M TRIM button should illuminate. Additionally, the MACH
TRIM light located on the master warning panel should extinguish.
20. Yaw Damper.................................................................................. ON/OFF

21. AP Transfer by (LH FCS and RH FCS

Pushbuttons on ID-802)............................................................ CHECKED
22. COMM/NAV/Radar/IRS ...................................................................... SET
Before taxiing the aircraft, check that all the communication and
navigation radios are on, the radar is in the standby position, and the IRS
systems are fully aligned with the mode selector switches selected to the
NAV position.
23. Flight Recorder ......................................................................... CHECKED
24. EFIS/MFD Displays ............................................................................. SET
Select the desired mode(s) for the EHSI presentations and the
multifunction display. Set the heading and course information, dependent
upon the departure course to be flown.
25. All Flags............................................................................. OUT OF VIEW
26. COND BATT Switch (SB 125)...................................... OFF/LIGHT OUT
Operators with this service bulletin must close the valve supplying cold air
to the batteries in the rear compartment before takeoff.
TAXI
NOTE
The taxi check should be accomplished after leaving
the blocks and when clear of congested areas. One
pilot must maintain an outside watch at all times
during taxi operations.
1. Taxi Light............................................................................................... ON
It is recommended that the taxi light be placed on for all taxi operations,
day or night.
2. Parking Brake Handle................................................. FULLY FORWARD
Release the parking brake handle and confirm that the #2 P BK light is out.
3. No. 1 and No. 2 Brakes............................................................. CHECKED
When moving the brake selector switch from one position to another, the
pilot’s feet should be removed from the brake pedals until after the brake
position is selected and the check is to be made.

Check the No. 1 brakes simultaneously, and gently depress the left and
right brake pedals until the green L and R lights come on. The lights
indicate that a hydraulic pressure of at least 225 psi is being applied to the
brakes. A slight feedback of pressure should also be felt in the brake
pedals. Maximum pressure delivered to the brakes is as follows:
• 1,595 psi for aircraft SNs 1, 75 and subsequent, and those with AMD-
BA SB F900-42 incorporated
• 2,175 psi for aircraft SNs 2 through 74, except for those with
AMD-BA SB F900-42 incorporated
Check the No. 2 brakes individually, and gently depress the L and R brake
pedals until each brake pedal is depressed enough to illuminate the #2 BK
light. Release one brake check before checking the other brake. This light
illuminates when the hydraulic pressure to the No. 2 brakes is at least 225
psi. A slight feedback of pressure should also be felt in the brake pedals.
The maximum pressure delivered to the brakes by the No. 2 hydraulic
system is 1,080 psi.
A general rule to be followed is that whenever a different brake system is

selected, the brakes should be checked to ensure that the system is
working properly.
4. Brake Selector ..................................................................... #1/ASKID ON
After the foregoing brake checks have been made, select the brakes to the
No. 1 system with the antiskid on.
5. Thrust Reverser ....................................................... CHECKED/STOWED
With the No. 2 throttle at idle, pull the reverser lever to REVERSE IDLE
and observe that the amber TRANS light illuminates, then goes out when
the green DEPLOYED light illuminates. Place the emergency stow switch
to STOW and observe the following: the green DEPLOYED light goes
out, the red REV UNLOCK light illuminates, and the amber TRANS light
illuminates. When the reverser is fully stowed, all lights should be out.
Return the reverser lever to the stowed position and the emergency stow
switch to the normal guarded position.
6. Engine Computers ........................................................ CHECKED/AUTO
This check should not be accomplished in congested areas or on slippery

surfaces. It is highly recommended that this check be performed while the
aircraft is stationary, in the event that an engine runaway occurs. The pilot
performing this check should be prepared to shut the engine down should
a runaway occur. With the parking brakes set in the No. 2 detent position,
and while guarding the toe brakes, perform the check on one engine at a
time. Place the engine computer switch to the MAN position. The
respective CMPTR light on the master failure warning panel will

illuminate, and a fluctuation in the temperature, fuel flow, and rpm gages
may be observed. Slowly advance the throttle forward to approximately
40% N1 to ensure that manual control of the engine is possible. Return the
throttle to idle, return the computer switch to AUTO, and repeat the check
for all engines.
7. Pilot Window .............................................................. CLOSED/LOCKED
Slide the left direct-vision window forward and then outward to close the
window. While holding the window closed against the frame, move the
locking lever forward and downward to lock the window in position.
Ensure that the green mark on the grooved tip of the locking button
located on the end of the handle is in view.
8. APU Stop Button ......................................................................... PUSHED
Push the APU STOP button, which simulates an overspeed signal and
commands APU shutdown by closing the fuel solenoid valve.
9. APU Master (N1 Zero) ............................................................. OFF (OUT)
When the APU low oil pressure light illuminates, the APU master switch
may be turned off by pushing in on the switch. This action ensures shutdown
of the APU by removing electrical power from the control circuits.
10. APU Bleed ........................................................................................... OFF
The APU bleed switch should be turned off before closing the pilot
window to preclude any adverse pressure bumps due to the high volume of
air supplied by the APU.
11. Engine Anti-ice/Wing

(or Wing BRK) Anti-ice.................................... CHECKED (5 SECONDS
MAX FOR WING)
Turn on the wing anti-ice switch on for a maximum of 5 seconds and

observe a rise on the ITT instruments for the No. 1 and No. 3 engines. The
amber light located above the switch should illuminate steadily. Turn the
wing switch off, and observe a temperature drop on the two ITT gages
while the amber light flashes momentarily and then goes out.
Turn the engine anti-ice switches on one at a time, and observe a rise on the
ITT instruments for each respective engine. The respective amber lights
located above the switches should illuminate a steady amber. Turn off each
switch, one at a time while observing a drop in the respective ITT gages.
Except for the No. 2 engine, the amber lights immediately extinguish. The
No. 2 engine amber light will flash momentarily and then extinguish.

12. Engine Anti-ice ...................................... AS REQUIRED FOR TAKEOFF
If visible moisture is present and the outside air temperature is below

+10°C, the engine anti-ice system must be switched on. The wing anti-ice
system must not be used on the ground. Wing anti-ice is not to be used
until after takeoff when the landing gear is retracted. While advancing the
engine power for takeoff, ensure that the green anti-ice lights located
above each engine anti-ice switch have turned green before beginning
takeoff roll.
13. Flight Controls.......................................................................... CHECKED
Actuate all three primary flight controls over their full range. These
controls should be completely free and automatically return to the neutral
position when released. Normally, the copilot checks the ailerons and
elevator, while the captain checks the rudder.
14. Takeoff Briefing ..................................................................... COMPLETE
a. Confirm the V-speeds and N1 to be used for takeoff. Check that the
airspeed bugs are properly set.
b. Discuss the departure with respect to turns, initial altitude, and climb
requirements for noise and/or obstacles as published for the airport
being used.
c. The takeoff roll should be aborted if any of the following occur

before V1:
• Fire/overheat warning
• Engine malfunction
• Illumination of the ENG 2 FAIL light
• Illumination of any red light on the master failure warning panel
• Uncommanded horizontal stabilizer movement
• Any other condition prebriefed by the captain as dictated by

company policy or environmental conditions
NOTE
The pilot observing the problem will say “Abort.” It
is important to note that the immediate use of anti-
skid braking is the most important part of the stop-
ping procedure. Therefore, the aircraft will be stopped
using the following simultaneous procedure:
1. Antiskid Braking ............................. MAXIMUM
2. Throttles........................................................ IDLE

3. Airbrake ................................................. EXTEND
4. Thrust Reverser ...................... AS NECESSARY
d. The captain starts the throttles forward, and the copilot trims the power
to takeoff N1 while calling “Power set.”
e. The copilot calls “80 knots.” At this call the captain normally moves
his left hand from the nosewheel steering to the yoke. Above 80 knots,
the rudder should be effective for directional control. However, if
runway or wind conditions dictate otherwise, the nosewheel steering
can be safely used up to rotation speed.
f. The copilot calls “V1” as the charted speed is attained on the airspeed
indicator. Any malfunction after V 1 will be treated as an inflight
problem, with the proper actions and checklists applied after a safe
altitude is reached. The captain’s intentions as to the type of emergency
return to be requested, if necessary, should be briefed at this time.
g. The copilot calls “Rotate” at the charted VR/V2 speed. The captain
will then apply back pressure to the yoke to attain the charted
rotation attitude.
BEFORE TAKEOFF
1. Radar (2)/Transponder........................................................................... ON
The radar should be tuned and ready, especially if there is questionable

convective weather in the area of the departure airfield. The transponder
must be turned on with the appropriate code set.
2. Parking Brake Handle ............................................................................. IN
Disengage the parking brake handle by pushing in on the center button

release while moving the handle to the full forward position. Ensure that
the #2 P BK light on the master warning panel is extinguished.
3. Flaps-Airbrakes-Trims-Speeds (FATS) ............................ CHECKED/SET
Check that each item is in its proper position by physically checking the
control handles, switches, or dials. The respective indicators must be
checked as well to ensure proper indications of the selected positions.
4. Anticollision Lights ............................................................................. ALL
This selection ensures the white wingtip strobe lights are activated, as well
as the belly and tail red strobe lights.

5. Landing Lights....................................................................................... ON
Place the landing lights on or, in the case of some aircraft, in pulse, day or
night conditions dictating.
CAUTION
Do not use the landing lights for more than 15
minutes while on the ground, as damage may result.
A 45-minute ground cooling period must be ob-
served at the end of 15-minute ground operation.
There is no time restriction for use of the landing
lights in flight, as they are individually ventilated by
ram-air scoops.
6. Start Selector Switches (3) (If Necessary)................................ AIRSTART
Select the AIRSTART position for takeoff if the runway has any amount of
water, snow or slush on it, or if the presence of birds is expected.
NOTE
It is advisable to use ignition for all takeoffs and
landings, as it may provide an immediate relight of
an engine should an inadvertent flameout occur dur-
ing these critical phases of flight.
7. Pitot Heat Switches (3) .......................................................................... ON
Just prior to beginning takeoff roll, turn on all three pitot heat switches to
obtain anti-icing of the pitot probes, stall warning vanes, static ports,
Rosemont probe, and, if installed, the Teledyne AOA probe.
CAUTION
Avoid placing these switches to the on position at too
early a time before beginning the takeoff roll.
Overheating of the probes may cause the loss of proper
pitot-static and temperature data provided to the flight
instruments and the ID-802 advisory display.
8. All Warning Lights.............................................................................. OUT
All warning lights on the master warning panel, hydraulic panel, and fire
warning panel must be out.
9. Heading and Bugs..................................................................... CHECKED

AFTER TAKEOFF
1. Landing Gear.......................................................................................... UP
When a positive rate of climb is indicated on both the altimeter and

vertical speed indicator, and upon the captain’s command, the copilot
places the landing gear selector up. Confirm the proper retraction of the
landing gear until the gear is up and the door lights are out.
After takeoff from a snow- or slush-covered runway, delay landing gear

retraction 15 seconds, provided that obstacle clearance requirements are
respected in case of an engine failure. If necessary, and at an airspeed
below 190 knots, cycle the gear up and down prior to final retraction.
However, gear cycling does not apply to aircraft equipped with a brake
heating system (SB F900-32).
2. Wing Anti-ice Switch........................................................ AS REQUIRED
If the total air temperature is below +10°C and prior to entering visible
moisture, place the wing anti-ice switch on after the gear has fully retracted.
For aircraft equipped with a brake heating system (SB F900-32), and after
takeoff from a snow- or slush-covered runway, the following procedure
applies. Once the landing gear is retracted, switch on the brake heating
system by selecting the WING-BRK position on the wing anti-ice switch.
Leave the switch in this position for at least 10 minutes. After this time,
depending on atmospheric conditions, the anti-ice switch should be set to
WING or OFF.
3. Flaps-Slats ....................................... CLEAN/HYDRAULICS CHECKED
Flaps-slats are retracted at V 2 +25 knots, regardless of the takeoff

configuration. Upon the captain’s command, the copilot retracts the flaps-
slats incrementally, one notch at a time. Confirm the proper retraction by
referring to the flap-slat gage on the copilot’s instrument panel. Check that
the hydraulic pressures and quantities are normal at the end of the
retraction cycle.
4. Start Selector Switches (3) ............................................ GROUND START
Select all three igniter switches to ground start unless conditions require
that the ignition remain on.
5. Climb Power......................................................................................... SET
6. Taxi Light ............................................................................................ OUT
The landing lights may be turned off at this time unless company policy
dictates leaving them on until a higher altitude is reached.

7. Fasten Belts/No Smoking Switches .................................. AS REQUIRED
These switches may be turned off at any time the flight conditions permit.
8. Cabin Pressure and Temperature .............................................. CHECKED
Check the cabin rate of climb, cabin altitude, and differential pressure
indicator to confirm a normal pressurization schedule. Confirm there is
airflow through the gaspers. Rotate the temperature control knobs for the
desired temperature in the cabin and in the cockpit. If desired, and if there
is a remote temperature control for the cabin, the remote position may be
selected at this time for passenger convenience.
9. Entrance Curtain................................................................ AS REQUIRED
It is recommended that the entrance curtain be closed to provide insulation

from the cold and to reduce the noise level at this location.
After 10,000 feet:
1. Landing Lights ..................................................................................... OFF
The landing lights may be turned off at this time unless company policy
dictates leaving them on until a higher altitude is reached.
After 18,000 feet or transition level:
1. Altimeters .................................................................................. 29.92/1013
Set the altimeter to QNE to comply with the FARs.
2. Oxygen .............................................................................. AS REQUIRED
Recheck the oxygen quantity to ensure adequate quantity remains and that
no oxygen has leaked since the Before Start checklist. Passenger oxygen
should be in normal, and each pilot mask should be selected to 100%.
3. Station Check:
a. Circuit Breakers................................................................... CHECKED
b. Electrical Panel.................................................................... CHECKED
c. Engine Instruments.............................................................. CHECKED
d. Hydraulic Panel .................................................................. CHECKED
e. Fuel Panel and Quantities.................................................... CHECKED
f. Pressurization and Temperatures......................................... CHECKED

CRUISE
1. Fuel Management.............................................................. AS REQUIRED
Check that all tanks are feeding properly and that a reasonable balance is
maintained. If the takeoff was made with a full load of fuel, and upon
reaching the filed altitude, open the boost pump 1 to 2 and 3 to 2 crossfeed
valves. The No. 2 fuel boost pump must be selected to the normal position
in order that both boost pumps in group 2 tanks operate, to crossfeed fuel
from the group 2 tanks to all three engines. When group 2 fuel tanks have
shown a decrease of approximately 900 pounds of fuel, or when all three
tank groups show the same level, return the 1 to 2 and 3 to 2 crossfeed
valves to the closed position. The No. 2 boost pump should be kept in the
normal position during all phases of flight.
2. Station Check.................................................................. PERIODICALLY
The station check should be performed at least once each 15 minutes to

ensure that all aircraft systems are operating normally. It is further
recommended that systems readings be kept at least once an hour to track
systems operations, especially fuel consumption.
DESCENT
1. Cabin Pressure Controls ....................................................................... SET
Set the automatic pressure controller mode selector to PROG. Set the
landing field elevation in the LAND ELV window. Set the QNH, the local
altimeter setting for the field at which the landing will be made, in the
QNH window of the controller.
2. Fasten Belt ............................................................................................. ON
Set the seat belt sign to go on in the event turbulence is encountered during
the descent.
3. Anti-ice Systems ............................................................... AS REQUIRED
If icing conditions are expected during the descent (temperature below

+10°C and visible moisture), the anti-ice systems for the engines and
wings should be turned on prior to entering the icing conditions. Ensure
that the minimum power settings prescribed for anti-ice operations are
followed, especially when in icing conditions. It may be necessary to use
the airbrakes to maintain speeds and rate of descent when anti-ice systems
are on and higher power settings become necessary.

4. Altimeters............................................................. SET/CROSSCHECKED
When passing the transition level in the descent, four altimeters should be
set to the landing airfield’s QNH; the pilot’s and copilot’s barometric
altimeter, the standby altimeter, and the QNH on the cain pressure controller.
5. Landing Computations/Bugs.......................................... COMPLETE/SET
Determine the landing weight, and compute the requirements for runway
distance/field length, VREF, and go-around for that weight. Set the VREF
on the EADI by rotating the IAS knob on the DC-820 display controller
on the center pedestal. This VREF setting should only be changed for
additives regarding the final approach configuration of the aircraft, that
is, for flap settings less than 40°, if the airbrakes are locked in the
extended position or if there is a flight control problem requiring an
airspeed additive (Table NP-1).
When landing with any wind, or especially if gusty wind conditions exist
at the landing airport, add half the steady wind component, plus the full
gust component, not to exceed a 20-knot additive. Do not change the VREF
bug setting to incorporate wind, but carry the wind additive as a target
speed above VREF. One of the analog airspeed indicator bugs may be set
on this target speed for final approach to touchdown. Any other analog
airspeed indicator bugs may be set on VFR and 1.43 VS in the eventuality
of a go-around.
Wind additives are to be carried as an additive all the way to touchdown.
Table NP-1. LANDING COMPUTATIONS
WT/1,000 LB 24 26 28 30 32 34 36 38 40 42 44
VREF 100 104 108 112 115 119 122 126 129 132 135
HOLDING 172 179 187 193 201 207 212 219 223 228 234
VREF Correction for Configuration (New Bug)

Clean Wing + 30 KT Outboard Slats Only + 25 KT
Slats Only + 20 KT Outboard Slats + 7° Flaps + 20 KT
Slats + 7° Flaps +15 KT Outboard Slats + 20° Flaps + 10 KT
Slats + 20° Flaps + 5 KT Outboard Slats + 40° Flaps + 5 KT
All wind gust + 1/2 Steady Wind (Max. 20 KT)
6. Approach Briefing .................................................................. COMPLETE
a. Confirm the VREF and landing distance/field length.

FlightSafety
international
b. Discuss the approach to be used:
(1) Type and runway direction
(2) Approach frequency and identification
(3) Airport elevation
(4) Minimum safe altitude
(5) Any transition altitude
(6) The inbound magnetic course
(7) The final approach fix altitude
(8) All missed-approach information
(9) The final approach speed to be used
(10) The missed approach point, timing, DME, etc.
(11) All added information to clarify the approach
(12) All lighting that is available
(13) All runway information: length, width, displaced threshold,

touchdown runway remaining, etc.
c. The pilot not flying will make calls on final approach in accordance
with the following:
(1) One dot left or right—“Localizer”
(2) One dot above or any below—“Glide slope”
(3) Any altitude deviation—“Altitude”
(4) Any vertical sink over 1,000 fpm—“Sink rate”
(5) Any bank over 30°—“Bank”
(6) +10/–0 knots from target speed—“Airspeed”
(7) 1,000 feet above DH or MDA—“1,000 above”
(8) 500 feet above DH or MDA—“500 above”
(9) 100 feet above DH or MDA—“Approaching minimums”

(10) At minimums:
• With runway in sight—“Minimums-land”
• With no runway in sight—“Minimums-go around”
Below 10,000 feet:
1. Landing Lights....................................................................................... ON
Turn the landing lights on or to pulse (those so equipped) to assist in being

seen by other aircraft.
APPROACH
1. Entrance Curtain ............................................................................... OPEN
As soon as practical prior to entering the approach pattern, open the

entrance curtain, as it is an FAA requirement that the main entrance be
clear of obstructions prior to landing.
2. No Smoking Sign................................................................................... ON
Place the no smoking sign on prior to landing, as it is an FAA requirement

that all smoking materials be extinguished before landing. This is also a
signal to the passengers that landing is imminent.
3. Altimeters/Radio Altimeters ................................ SET/CROSSCHECKED
Once again, confirm all altimeters are set to the current station setting to
ensure proper altimeter readings at the DA or MDA. Additionally, set the
HAT/HAA on the radio altimeter for the approach to be flown. This RA
setting is for backup information only and not to be used for determining
decision altitude or minimum descent altitude. Its primary use if for
determining the missed approach point for a Category II ILS approach.
4. Fuel Crossfeeds (3) ...................................................................... CLOSED
The aircraft manufacturer requires that all three fuel crossfeed valves be
closed and that the fuel system be in a tank-to-engine configuration for all
normal operations.
5. Flaps-Slats .............................................................. +20° FLAPS + SLATS
When the airspeed is below 200 knots, select the flap-slat handle to
7° FLAPS + SLATS. Confirm that the flaps move to the position selected
and that the slats have properly extended by observing that the green slat
light is steady. When the airspeed is below 190 knots, select the flap-slat
handle to 20° FLAPS + SLATS. Confirm that the flaps move to the
position selected.

CAUTION
Whenever moving the flap-slat handle in flight, move
it one increment at a time to ensure the proper move-
ment to the position selected.
BEFORE LANDING
1. Landing Gear ...................................................... DOWN/THREE GREEN
Select the landing gear handle to the down position. Confirm proper
operation of the landing gear doors and extension of the landing gear. Make
a positive effort to watch the gear until all three are down and locked with
the proper three green arrow light indications. The red gear door lights
should be out as long as the gear was lowered in the normal manner.
2. Antiskid ........................................................................................ TESTED
The brake selector switch must be in the #1 ASKID ON position. The

landing gear control handle must be in the down position. Depress and
hold the brake pedals. The green L or R brake lights should not illuminate.
While holding the brake pedals depressed, momentarily depress and then
release the antiskid test button. The green L and R brake lights will
illuminate about one second after depressing the test switch and should
then extinguish about one second later. Release the foot pressure on the
brakes after the green lights extinguish. The lights should remain out.
3. Hydraulics................................................................................. CHECKED
Check that the hydraulic pressure and quantity indications are normal after
final activation of all the hydraulic components on final approach before
landing. This is a final check to ensure that you have hydraulic pressure
available for activation of airbrakes, brakes, and nosewheel steering during
landing roll.
4. Airbrake Handle.......................................................... ZERO/LIGHT OUT
The airbrakes must not be extended in flight when within 300 feet above
ground level. Physically check that the airbrake handle is in the forward,
or zero, position and that the amber AIR BRAKE light on the landing gear
control panel is out.
5. Flaps-Slats .............................................................. +40° FLAPS + SLATS
Normal approach conditions are as follows:
• During a VFR approach, the flaps may be set to 40° upon turning from
the base leg to final approach.

• During an ILS approach, the flaps may be set to 40° when the
instruments indicate you are one dot below the glide path.
• During a nonprecision approach, the flaps may be set to 40° when the
aircraft is visual and in a position to land, usually when “breaking out”
on final approach or at the visual descent point.
• When inside the final approach fix, with the flaps set at 40°, establish
an airspeed of VREF + wind correction. The demonstrated maximum
crosswind component on a dry runway is 30 knots.
NOTE
Whether landing in steady or gusty wind conditions,
VREF must be increased by half the steady wind
factor plus the full gust factor, not to exceed a
20-knot additive.
6. Start Selector Switches (3) ................................................ AS REQUIRED
It is recommended that the igniters be placed to the AIRSTART position if

birds are present on final approach or if the runway is reported to be wet or
covered with snow, slush, or ice.
7. Autopilot .............................................................................................. OFF
The autopilot must be disconnected before landing the aircraft. The

autopilot may be disconnected by any one of the following means:
• Depressing the autopilot disconnect switch at the forward, lower,

outboard position of either pilot’s control wheel
• Depressing the go-around switch at the top outboard position of

either yoke
• Depressing the normal elevator trim switches at the top outboard

position of either yoke
• Activating the emergency elevator control switch on the center pedestal
• Depressing the AP button on the flight guidance controller on the

center pedestal. This is the button used to engage the autopilot as well.
AFTER LANDING
1. Thrust Reverser ........................................................................... STOWED
TRANSIT and REV UNLOCK Lights ........................................ OUT
Confirm that the thrust reverser has stowed when the thrust reverser
control lever is placed to the stow position.

2. Anti-ice—Wing (or Wing-BRK).......................................................... OFF
Wing anti-icing must be turned off as soon as possible after landing. If

icing conditions still exist after landing, engine anti-icing may be left on
until parking the aircraft.
CAUTION
If wing anti-icing is inadvertently left on after land-
ing, do not retract the slats until the wing leading edge
has cooled sufficiently.
3. Pitot Heat Switches (3)......................................................................... OFF
In sequence with the preceding items, it is necessary to turn off all three
pitot heat switches as soon as landing roll is complete to preclude
overheating of the pitot-static components and errors in the air data systems.
4. Start Selector Switches (3) ................................................................... OFF

IGN Lights (3)...................................................................... OUT
If the igniters were placed to airstart for the approach and landing, they
should be placed to the ground start position during taxi-in to the ramp.
5. Anticollision Lights ............................................................................. RED
Move the three-position anticollision light switch to the RED position,

which turns off the white wingtip strobe lights. Only the red lights need be
illuminated until the engines are shut down at the ramp.
6. Landing Lights ..................................................................................... OFF
If the landing lights are not needed for taxi to the ramp, they should be
turned off to prevent overheating of the housings and the lenses. The
landing lights may be used for 15 minutes on the ground but require a
45-minute cooling period after that 15-minute use. There is no limit to the
in-flight use of landing lights.
7. Taxi Light............................................................................................... ON
The taxi light should be left on for taxi-in to the ramp, day or night.
During the day, the taxi light provides additional recognition potential for
the aircraft to other taxiing aircraft, as well as for ground vehicles.

8. Radar (2)/Transponder .............................................................. STANDBY
These units are no longer needed for ground operations and should be
turned off before reaching the ramp.
9. Flap + Slats Handle ........................................................................ CLEAN
Place the flap-slat handle to CLEAN to prevent possible damage to these

surfaces while taxiing near or over obstacles.
Select the zero position with the airbrake control handle.
11. Windshield Heat Switches (3).............................................................. OFF
If not required for further flight, the windshield heat switches may be
turned off.
12. Trims (3) ................................................................. TAKEOFF POSITION
Set all three control surface trims to the proper position for takeoff. The
aircraft will be in proper trim for an ensuing takeoff.
If the APU is to be started, this properly arms the electrical interlock

circuit for starting. This action also ensures APU electrical power is
supplied to all the electrical buses when the engines are shut down.
14. APU ................................................................................... AS REQUIRED
If the APU is needed for ground operations, or for subsequent engine

starting during a short turnaround, start the APU as follows:
a. APU Master ....................................................................... ON/GREEN
b. APU Generator................................................................... ON/GREEN
c. APU Start Switch .............................. DEPRESSED 1 SECOND MAX
d. APU Bleed Switch ....................................................... AS REQUIRED
NOTE
As a minimum, the No. 2 and No. 3 engines should
be kept running until parked at the ramp. The No. 1
engine may be shut down during taxi to the ramp, pro-
vided a 2-minute conditioning period at idle power
is accomplished.

PARKING
1. Park Brake/No. 2 Brake Light........................................ INTERMEDIATE
DETENT/ON STEADY
2. Flight Data (Fuel-IRS) ........................................................... RECORDED
3. AVIONICS/FMS/EFIS Masters ................................................... OFF (IN)
For those aircraft equipped with one, two, or three master switches, turn
them off at this time. It is recommended that the communication and
navigation radios be turned off at their respective control heads as well to
save the LED from early failure when AVIONICS masters are turned on
and off during ground operations.
4. Engine Anti-ice Switches (3) ............................................................... OFF
Prior to shutting down the engines, the engine anti-ice switches should be
turned off and the engines stabilized.
5. Taxi Light ............................................................................................. OFF
6. IRS (2 or 3)........................................................................ AS REQUIRED
7. Radar (2)/Transponder ......................................................................... OFF
8. Standby Horizon ............................................................................ CAGED
Pull the knob on the emergency horizon, and rotate it clockwise to cage
the mechanism.
9. Standby Pump ...................................................................................... OFF
The standby hydraulic pump should be selected off.
10. VHF/No. 2 Emergency Battery............................................................ OFF
11. Engines (3) (After 2 minutes at idle speed) ................................ CUT OFF
12. Booster Pump Switches (3) with APU (2) ........................................... OFF
13. Anticollision/Navigation Lights........................................................... OFF
These lights may be turned off as long as the engines are not running or if
there is no power being supplied to the aircraft.

14. Fasten Belt/No Smoking/Emergency Lights........................................ OFF
Turn the cabin warning and emergency exit lights off before removing
electrical power from the aircraft. Although this does not affect the cabin
warning lights, it does affect the emergency lights, as they will come on
when power is removed from the main buses.
15. Interior Lights....................................................................................... OFF
Turn off all extraneous cabin lights to prevent excessive drain on the main
batteries when power is again applied to the aircraft.
16. APU/No. 2 Booster Pump ......................................................... STOP/OFF
Depress the stop button on the APU to shut it down, and turn off the No. 2
booster pump, as it is no longer needed. Turn the APU master switch off
when the low oil pressure light comes on.
17. Batteries (2).......................................................................................... OFF
As soon as possible after supplementary electrical power is removed

from the aircraft, turn off both batteries to prevent an excessive drain of
battery power.
18. Engine Computers (Last Flight)........................................ AS REQUIRED
19. Generator Switches (Last Flight) ...................................... AS REQUIRED
20. Aircraft Chocked ................................................................. BRAKES OFF
The park brake should not be left on for extended parking periods. Ensure
proper chocking before release of parking brake.
ADVERSE WEATHER CONDITIONS

OPERATING IN ICING CONDITIONS
NOTE
Icing conditions exist on the ground or for takeoff
when OAT is 10°C (50°F) or below when operating
on ramps, on taxiways, or runways where surface
snow or slush may be ingested by the engines or
freeze on engines, nacelles, or engine sensor probe.
Icing conditions exist in flight when TAT is 10°C

(50°F) or below and visible moisture is present in any
form (such as clouds, fog with visibility of one mile
or less, rain, snow, sleet and ice crystals).

1. Engine anti-ice systems (ENG ANTI-ICE) should be switched on in

flight or on ground when icing conditions exist or are anticipated, except
during climb and cruise when the temperature is less than –40°C SAT or
TAT more than +10°C (50°F).
However, flying in vicinity or through a “cumuliform” cloud can result in
rapid variation of SAT with SAT increasing above –40°C. In such case,
anticipate icing conditions by selecting the anti-icing system on.
Do not rely on airframe visual cues to turn anti-icing system on. Use the
temperature and visible moisture criteria specified.
Conclusion:
During climb and cruise, the pneumatic anti-ice system shall be turned on:
• Below +10°C (50°F) TAT and above –40°C
• In visible moisture
If both of these conditions are not met, the anti-ice should be turned off.
2. Wing anti-ice system (WING ANTI-ICE) should be switched on in flight
prior to entering visible moisture whenever the TAT is +10°C or below.
3. Encounter with icing conditions is evidenced by the formation of ice on
the non anti-iced area around the windshield panes. In night flight
operation, lights switched on by WING (EXTERIOR LIGHTS) switch
illuminate the wing leading edges to allow the detection of ice.
4. Comply with engine and wing anti-ice system operational limits and with
minimum N1 speed values.
5. If necessary during the approach , increase the approach speed and extend
the airbrakes to help keep N1 speed to no less than the specified value.
The N 1 speed of the operative engines must not be less than the minimum val-
ues as shown in table below.
Three Engines Operative
Table NP-2. THREE ENGINES OPERATIVE
–30° to –20° to –10° to 0° to

TAT –20°C –10°C 0°C +10°C
Above 20,000 ft 80% 76% 73% 65%
From 20,000 ft to 10,000 ft 76% 73% 65% 58%
Below 10,000 ft 68% 65% 61% 58%

FlightSafety
international
Two Engines Operative

Increase the values shown in Table NP-2:
• By 9% if N 1 is equal to or higher than 65%
• By 6% if N 1 is lower than 65%
Landing Gear Operation

In icing conditions, the failure of the red landing gear lights to go out when
landing gear retraction is accomplished may be due to ice preventing lock-
ing of the main gear in up position.
• Maintain indicated airspeed lower than or equal to VLO (190 KIAS)
• After take-off from a snow (dry or wet) or slush covered runway,

delay landing gear retraction for 15 seconds, provided that obstacle
clearance requirements are respected in case of one engine failure (with
gear extended, the second segment climb is 1.7% less). If necessary,
and at airspeed below 190 kts, cycle the gear up and down prior to final
retraction (gear cycling does not apply to aircraft equipped with a brake
heating system (SB F900-32).
• During approach, if take-off was from a snow (dry or wet) or slush

covered runway, proceed as follow:
° Landing gear down and checked
° Brake selector #1, anti-skid OFF
• Apply maximum brake pressure several times .
° Re-active anti-skid system, brake selector #1, anti-skid ON
• Perform antiskid test as usual
Slat System Operation

Should the slats fail to fully retract when retraction is initiated in icing con-
ditions (red transit light ON):
1. Maintain airspeed at VFE (200 KIAS) or below.

2. Leave wing anti-ice system on and maintain engine power settings at or
above minimum values.
Windshield Anti-Icing
Selection of the WINDSHIELD PILOT and COPILOT switches to the MAX

position should be limited to those icing conditions encountered in flight such
that the ice protection afforded in the NORM position is inadequate

FlightSafety
international
When the aircraft has been left on the ground for several hours or one night
in ambient temperatures of 5 °F ( -15°C) or below , cockpit windows incor-
porating a heating network must be heated as follows :
• Place both WINSHIELD PILOT/COPILOT switches in the NORM

position (medium heating )
• Also switch on the side window heating switch SIDE.
• Keep the heating ON for 15 minutes before leaving the ramp
COLD WEATHER OPERATION

Fuel Selection
Prior to prolonged parking in very low temperature conditions, ensure (by re-
placement if necessary) that the freezing point of the fuel used is lower than
the anticipated minimum ambient temperature.
In-flight tank fuel temperature must be maintained at least 3°C above the freez-
ing point of fuel being used. If necessary, increase mach number or decrease
altitude to raise the total air temperature.
This should be achieved if the total air temperature is not more than 13°C (23°F)
below the fuel freezing point .
As water may freeze as it settles out of the fuel when the aircraft is parked in
the cold, draining must not be carried out until the aircraft has been parked
on heated areas of the airfield or in a heated hangar.
While moisture in the fuel is not exclusively a cold weather problem, it does
frequently cause trouble during engine starts in below freezing weather.
Water Servicing
On ground when cold temperatures are expected, water has to be drained prop-
erly to prevent any water circuit leaks.
Observe the procedure in the Ground Servicing Manuel (DTM 567, Water
Section)
Operational Conciderations
During starting, taxing, after take off and prior to landing on a runway cov-
ered with snow or slush:
• Activate the airstart engine ignition system
• After take off, to get rid of the slush accumulated during taxi and take
off, cycle the gear up and down prior to final retraction.
• Before landing, apply maximum brake pressure several times, using

the anti-skid OFF. Reactivate and check the antiskid prior to landing.

FlightSafety
international
Figure NP-3. Buffet Onset Envelope

SEVERE TURBULENCE PENETRATION

Flights in severe turbulence should be avoided whenever conditions permit.
If necessary, reduce the speed to 280 KIAS max or MI 0.76 max, fasten the
seat belts, decrease altitude to increase buffet boundary margin.
NOTE
Autopilot or yaw damper operation is permitted.
With the autopilot disengaged:

• Fly attitude
• Avoid using the stabilizer trim
• Do not chase altitude and speed
WINDSHEAR SITUATION
If windshear is anticipated:
• Do not take off—Wait
• Do not land—Wait or fly to an alternate airport
Pilot reaction time must be very low—3 to 5 seconds. If the pilot takes 15 sec-
onds or more to understand the situation, it will be too late.
If a windshear encounter is imminently anticipated, decide to go around:
1. Go around pushbutton ........................................................... DEPRESSED

2. Level the wings
3. Pull up to stall warning onset
4. Power levers .................................................................. FULL FORWARD
5. AIRBRAKES handle.............................................................. POSITION 0
6. Slats-flaps handle .................................... SECOND NOTCH MAXIMUM
At pilot’s discretion according to aircraft height and vertical speed:
7. Landing gear........................................................................................... UP
Pilot must be aware that the landing gear must not be raised as long as a posi-
tive rate of climb and terrain clearance are not established. The following are
two reasons for this:
• In case of contact with the ground, the gear will absorb most of the
impact energy
• Although a small performance increase is available after landing gear
retraction, initial performance degradation may occur when landing
gear doors open for retraction.

ABNORMAL PROCEDURES
CONTENTS
Page
LANDING DISTANCE/LANDING FIELD
LENGTH ADDITIONS .................................................................... AP-1
Emergency Checklist ............................................................... AP-1
Abnormal Checklist ................................................................. AP-1
ENGINES .......................................................................................... AP-3
Engine Failure Before V1 ......................................................... AP-4
Engine Failure After V1 ........................................................... AP-5
Engine Failure in Flight ........................................................... AP-7
One Engine Inoperative—Approach and Landing................... AP-9
One Engine Inoperative—Go-Around................................... AP-12
Airstart ................................................................................... AP-15
Fuel Control Computer Inoperative ....................................... AP-25
Engine Oil .............................................................................. AP-26
No. 2 Engine Inlet Door Open ............................................... AP-27
Takeoff Configuration............................................................ AP-28
HYDRAULIC SYSTEMS............................................................... AP-29
Loss of No. 1 System............................................................. AP-29
Failure of a No. 1 System Pump ............................................ AP-31
Loss of No. 2 System............................................................. AP-31
Unwanted Operation of Standby Pump ................................. AP-33
FLIGHT CONTROLS..................................................................... AP-34
Landing with Inoperative Stabilizer....................................... AP-34
Landing with Inoperative Elevator......................................... AP-35
Arthur Unit Inoperative.......................................................... AP-36
Flap Asymmetry or Jammed Flaps ........................................ AP-36
Slat Monitoring System ......................................................... AP-38
Slat System Abnormal Operation .......................................... AP-38
Unwanted Outboard Slat Extension....................................... AP-42
FOR TRAINING PURPOSES ONLY AP-i

Airbrake(s) Do Not Retract.................................................... AP-43

Airbrakes Do Not Extend in Flight........................................ AP-44
LANDING GEAR........................................................................... AP-45
Emergency Extension ............................................................ AP-45
Control Handle Jammed in Down Position ........................... AP-47
Abnormal Retraction ............................................................. AP-47
Emergency Retraction On Ground......................................... AP-48
No. 1 Brake System or Antiskid Inoperative ......................... AP-48
No. 1 and No. 2 Brake Systems Inoperative .......................... AP-50
Nosewheel Steering Inoperative ............................................ AP-50
Nosewheel Shimmy ............................................................... AP-51
FUEL SYSTEM .............................................................................. AP-51
Low Boost Pump Pressure ..................................................... AP-51
Fuel Transfer System Malfunction on Aircraft
Equipped with XTK 2 System ............................................... AP-56
Tank Level Abnormally Low on A/C
without XTK 2 System .......................................................... AP-59
Tank Level Abnormally Low on A/C
with XTK 2 System ............................................................... AP-59
Fuel Asymmetry .................................................................... AP-60
Fueling Light On In Flight..................................................... AP-61
ELECTRICAL SYSTEMS.............................................................. AP-62
One Generator Inoperative..................................................... AP-62
Two Generators Inoperative................................................... AP-68
Battery Overheat .................................................................... AP-76
Battery Failure ....................................................................... AP-77
PITOT-STATIC SYSTEM ............................................................... AP-78
Either Air Data Computer Inoperative................................... AP-78
Both Air Data Domputers Inoperative................................... AP-79
Jammed or Abnormal Pilot, Copilot, and Possibly
Standby IAS/Mach Indication at High Altitude .................... AP-80
Probe Anti-icing Malfunction................................................ AP-83
ICE PROTECTION SYSTEMS ...................................................... AP-83
AP-ii FOR TRAINING PURPOSES ONLY

Wing Anti-ice Inoperative Without Brake Heating ............... AP-83

Wing Anti-ice Unwanted Operation
Without Brake Heating .......................................................... AP-86
Wing Anti-ice Inoperative With Brake Heating .................... AP-87
Wing Anti-ice Unwanted Operation With Brake Heating ...... AP-92
Engine Anti-ice Inoperative................................................... AP-93
Engine Anti-ice Overpressure................................................ AP-95
Engine Anti-ice Unwanted Operation.................................... AP-96
Late Activation of Systems .................................................... AP-98
AIR CONDITIONING.................................................................... AP-98
Bleed-Air System Overheat ................................................... AP-98
ECU Overheat...................................................................... AP-100
Cabin Air-Conditioning Unit Overheat (On Aircraft Without
Turbocooling Unit Anti-icing Emergency Control) ............. AP-102
Cabin Air Conditioning Overheat On Aircraft
Equipped With Anti-icing Emergency Control (SB-131) ... AP-103
Battery Conditioning Failure (SB-125) ............................... AP-104
Nose Cone Overheat............................................................ AP-105
PRESSURIZATION...................................................................... AP-105
Improper Cabin Vertical Speed ........................................... AP-105
Too High Cabin Pressure ..................................................... AP-107
Too High Cabin Altitude or Slow Depressurization............ AP-108
Door Unlocked Indication.................................................... AP-111
Oxygen—No Automatic Deployment of Masks ................. AP-113
APU Bleed Light ................................................................. AP-113
WINDSHIELD.............................................................................. AP-114
Cracked or Bubbles Forming ............................................... AP-114
Heat System Inoperative ...................................................... AP-114
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) .............. AP-115
AFCS Out-of-Trim Condition.............................................. AP-115
Mach Trim Inoperative ........................................................ AP-116
ANGLE-OF-ATTACK STALL PROBE HEATING FAILURE.... AP-116
Angle-of-Attack Probe—Heat System Inoperative ............. AP-116
FOR TRAINING PURPOSES ONLY AP-iii

FIRE PROTECTION SYSTEMS.................................................. AP-116

Failure of Engine Detection System .................................... AP-116
Failure of APU Fire Protection System ............................... AP-117
EFIS ............................................................................................. AP-117
Either EADI CRT Failure .................................................... AP-117
Either EHSI CRT Failure..................................................... AP-118
Simultaneous Failure of EADI and EHSI
CRTs on the Same Side ....................................................... AP-118
Successive Failure of EADI and EHSI
CRTs on the Same Side ....................................................... AP-119
Loss of ASCB Control......................................................... AP-119
Invalid Attitude and/or Heading Data.................................. AP-119
IRS Attitude Comparison Annunciation with
or without a Heading Comparison Annunciation ................ AP-120
IRS Heading Comparison Annunciation without
an Attitude Comparison Annunciation ................................ AP-120
IAS/Mach Data Invalid........................................................ AP-121
IAS Disparity Annunciation ................................................ AP-122
LOC or GS Disparity Annunciation .................................... AP-122
Failure of Either FMS.......................................................... AP-122
AP-iv FOR TRAINING PURPOSES ONLY

ILLUSTRATION
Figure Title Page
AP-1 Inflight Relight Envelope............................................ AP-15
TABLES
Table Title Page
AP-1 Landing Data .............................................................. AP-14
AP-2 Pitot-Static System—Either Air
Data Computer Inoperative ........................................ AP-78
AP-3 Pitot-Static System—Both Air
Data Computers Inoperative ...................................... AP-79
AP-4 Flight In Icing Conditions .......................................... AP-85
FOR TRAINING PURPOSES ONLY AP-v

ABNORMAL PROCEDURES
NOTE
This abnormal procedures checklist is provided for
training purposes only. Where checklist procedures
differ from the Airplane Flight Manual, the Airplane
Flight Manual takes precedence.
LANDING DISTANCE ADDITIONS

The following are additives to be made to the landing distances computed for
a 40° flaps + slats landing under normal circumstances.
NOTE
LD—Landing distance
EMERGENCY CHECKLIST
Loss of Both Hydraulic Systems
Clean configuration, VREF + 30 knots. Twice the normal landing distance.
Landing field length is not addressed.
Approach and Landing—Two Engines Inoperative

If using No. 2 brakes, add 50% to both the LD.
After making the additive for use of No. 2 brakes above and if landing with:
• 7° flaps + slats, fly VREF + 20 knots; add 800 feet to LD.
ABNORMAL CHECKLIST
Approach and Landing—One Engine Inoperative
If using:
FOR TRAINING PURPOSES ONLY AP-1

Loss of No. 1 Hydraulic System

Add 60% to the LD.

The following additions must be made to the landing distance (LD) compu-
tations.
• 0° flaps + slats, fly V REF + 20 knots; add 800 feet to LD.
• 40° flaps + slats, land at V REF .
After making the additions for flaps and slats add 10% to the LD for no air-
brakes.
Inoperative Stabilizer
Use 20° flaps + slats, and fly VREF + 20 knots; add 800 feet to LD.
Inoperative Elevator
Use 40° flaps + slats, and fly VREF + 10 knots; add 1,800 feet to LD.
PITCH FEEL Light On (Arthur Unit

Failed in Heavy Force Position)
Fly VREF + 10 knots; add 800 feet to LD.
Flap Asymmetry
If using:
• Up to 7° flaps + slats, fly VREF + 20 knots; add 800 feet to LD.
• 7° to 20° flaps + slats, fly VREF + 15 knots; add 600 feet to LD.
AP-2 FOR TRAINING PURPOSES ONLY

Landing with Slats or Flaps Malfunctions

If using:
• 40° flaps + outboard slats only, fly VREF + 5 knots; add 200 feet to
LD.
• Flaps/slats clean, fly VREF + 30 knots; add 50% to LD.
Landing with Airbrake Malfunctions
If:
• Airbrakes are extended to position 1, fly VREF + 10 knots; add 600 feet
to LD.
• Airbrakes are extended to position 2, fly VREF + 15 knots; add 600 feet
to LD.
• Airbrakes do not extend, add 10% to the LD.
Landing with Antiskid Inoperative

Use brakes in #2 A/SKID OFF selected; add 50% to the LD.
Landing with Parking Brake Only

Add 50% to the LD.
ENGINES
NOTE
The warning of an engine failure on the ground dur-
ing takeoff roll is given either by a yawing of the air-
craft, if the No. 1 or No. 3 engine fails, or by
illumination of the red ENG 2 FAIL light, if the cen-
ter engine fails.

ENGINE FAILURE BEFORE V1

Reject the takeoff:
1. Brakes................................................................. MAXIMUM PRESSURE
Use the brakes to their maximum pressure, depending on length of

runway, during any aborted takeoff. The brakes, in No. 1 position with
antiskid on, are the most important factor in stopping performance. They
should be applied as other actions are taken to decelerate the aircraft.
2. Power Levers ...................................................................................... IDLE
Immediately upon the abort call, retard the power levers to idle. Do not
bring the power levers to cutoff; otherwise, hydraulic pressure for stopping
the aircraft may be lost.
3. Airbrake Handle ..................................................................... POSITION 2
Ensure that the airbrake handle is placed to position 2. Extending the

airbrakes decreases lift on the wings and makes braking more effective.
While on the ground, if the failure was the No. 2 engine, the standby
hydraulic pump will automatically operate when the hydraulic pressure in
the No. 2 system drops to approximately 1,500 psi.
4. Thrust Reverser....................................................................... DEPLOYED
Use the thrust reverser as an added benefit to stopping performance.

Before ordering reverser deployment, ensure that the aircraft is firmly on
the ground on all three gears, the airbrakes are extended, and No. 2 engine
is effectively at idle power. The thrust reverser can be used until normal
taxi speed is achieved without risk of reingestion of gases and compressor
stalls. The thrust reverser is most effective, however, at the higher speeds
during deceleration. It should be used to slow the aircraft to at least a
speed of 89 knots, which is the hydroplaning speed of a Falcon 900.
NOTE
Accelerate-stop performance is based on a 2-second
time delay from initiation of the abort to being in the
stopping configuration described in this procedure.
Thrust reverser is not a performance consideration in
stopping performance of the aircraft. Charted stop-
ping performance is based on the use of antiskid brak-
ing and the deployment of airbrakes to position 2.

ENGINE FAILURE AFTER V1

Continue the takeoff:
1. At VR ...................................................................... ROTATE NORMALLY
Rotate the aircraft to the normal pitch attitude calculated from the flight
manual charts, usually a minimum of 13.5° for a 20° flaps + slats takeoff
or 14.5° for 7° flaps + slats takeoff. This will ensure a minimum climbout
gross climb gradient of 2.7% in the second segment of climb.
2. Airspeed .............................................................................. MAINTAIN V2
If possible, maintain a speed of V2 for climbout to a minimum altitude of

400 feet AGL. If the speed is higher than V2, maintain that speed, and do
not allow the speed to increase further. Do not pull the nose up further to
try to bring the speed back to V2.
3. Positive Rate of Climb................................................................ GEAR UP
A positive rate of climb is defined as an indication of climb showing on

both the altimeter and the rate-of-climb indicator.
4. Crew and Passenger Bleed-Air Switches ............................................. OFF
The performance charts for climbout in the second segment are calculated
with these bleed systems turned off.
5. Wing Anti-ice .................................................................... AS REQUIRED
If anti-icing conditions are present, turn on the wing anti-ice switch after
the landing gear has been retracted. The performance charts do account for
the use of wing anti-icing, if needed.
CAUTION
If the engine failure occurs at a speed above V2, main-
tain the speed attained.
At no lower than 400 feet AGL and above safety altitude:
6. Level Flight Acceleration ........................................................... INITIATE
Acceleration to flaps/slats retraction speeds may be accomplished while in

level flight. Do not descend. However, the aircraft must be capable of
climbing in this transition segment with a minimum gross climb gradient
of 1.5%. If the aircraft meets second-segment climb requirements, it will
automatically meet transition and final segment climb requirements.

7. ST–BY Hydraulic Pump Switch (If No. 2 Engine Failed) .................... ON
If the No. 2 engine has failed, there may not be enough windmilling rpm to
operate the engine-driven hydraulic pump. In order to obtain operation of
No. 2 hydraulic system components, position the standby hydraulic pump
switch to ON. In flight, with the standby pump switch in AUTO, the standby
pump will operate only when the airbrakes are selected to position 1 or 2.
8. At V2 + 25 knots—FLAPS–SLATS Handle .................................. CLEAN
When an airspeed of V2 + 25 knots is achieved, regardless of the takeoff

configuration, retract the slats and flaps incrementally to the clean
position. Check that the flap position indicator on the configuration panel
is at 0°.
9. Enroute Climb Speed..................................................................... ATTAIN
Compute the enroute climb speed from the performance charts. This speed
is 1.43 VS in the clean configuration. It is also the best rate-of-climb speed
if on one engine, the maximum lift over drag speed, and the best speed to
use for driftdown if all engines have failed and cannot be restarted.
10. Failed Engine......................................................................... IDENTIFIED
Analyze all engine indications. Attempt an airstart on the failed engine

unless a greater emergency exists with the engine. Both pilots must make a
positive and confirmed identification of the affected engine before any
further actions are taken. Shut down the inoperative engine (see “Engine
Failure In Flight,” this chapter).
Five minutes after brake release:
11. Crew and Passenger Bleed Switches ................................................ AUTO
At this point, it may no longer be necessary to leave these switches off to

meet performance chart requirements. If required, they may be turned
back on as soon as the final climbout segment has begun.
12. Maximum Continuous Thrust .............................................................. SET
On the two remaining engines, change the thrust from the takeoff thrust
power settings to the charted maximum continuous thrust power settings.
NOTE
It is the captain’s responsibility to decide whether to
continue the flight or interrupt it as soon as possible
and apply the One Engine Inoperative Approach and
Landing procedure.

NOTE
An attempt airstart may be tried on the failed engine
(see “Airstart” section, this chapter). If an airstart is
unsuccessful, complete the engine shutdown proce-
dure (see “Engine Failure In Flight” section in this
chapter).
ENGINE FAILURE IN FLIGHT

The OIL, GEN, and possibly PUMP lights illuminate.
Yawing tendency (failure of No. 1 or No. 3 engine):
Determine which engine has failed. Analyze all engine indications. Attempt
an airstart on the failed engine unless a greater emergency exists with the en-
gine. Both pilots must make a positive and confirmed identification of the af-
fected engine before any further actions are taken.
Engine Shutdown
1. Power Lever ..........................................RETARDED AND MAINTAINED
ONE MINUTE TO IDLE (IF POSSIBLE)
If the engine is still running, and a precautionary engine shutdown is

necessary, if possible, allow the engine to cool at idle for one minute
before shutdown.
2. Power Lever.................................................................................. CUTOFF
After positive identification of the proper engine to be shut down, move

the affected engine power lever to cutoff.
3. Booster Switch ..................................................................................... OFF
Unless needed for fuel balance operations, place the affected booster pump
switch to OFF and check for corresponding fuel light on warning panel.
4. GEN Switch ......................................................................................... OFF
The generator for the failed engine is no longer useful and should be
turned OFF to preclude electrical anomalies associated with the electrical
system.
5. Engine Anti-ice Switch ........................................................................ OFF
This closes the anti-icing valves (air intake and No. 2 engine S-duct).

6. Fuel Shutoff Switch (If Engine Cannot Be Restarted)......................... OFF
CAUTION
If the engine cannot be restarted, switch the fuel
shutoff valve off. In icing conditions, operate No. 2
engine anti-icing even with the No. 2 engine shut
down. The isolation valve must be open.
This will allow bleed air from the bleed-air manifold

to anti-ice the S-duct. If the No. 1 or No. 3 engine is
shut down, turn off the engine anti-icing switch, even
when in icing conditions.
If Engine Shutdown procedure was initiated due to engine failure during take-
off (after V1) 5 minutes after brake release and if obstacle clearance permits:
7. Crew and Passenger Bleed-Air Switches.......................................... AUTO
8. Maximum Continuous Thrust .............................................................. SET
If required, see One Engine Inoperative Drift Down chart.
NOTE
After an unsuccessful airstart attempt of engine 1 or
3, select bus-tied switch to FLIGHT NORM and
check that the BUS TIED light is out.
If the No. 2 engine is shut down:
Since the No. 2 generator is no longer supplying electrical power to the

right DC electrical buses, tie the buses to save the No. 2 battery from
depletion. Check the volts and amps on the two operating generators and
illumination of the bus-tied light.
9. ST-BY Hydraulic Pump Switch............................... ON (AS REQUIRED)
If needed to supply hydraulic power to the No. 2 hydraulic system, turn on

the standby hydraulic pump switch. A windmilling engine, dependent
upon its rpm, may not be able to supply enough hydraulic power to
operate No. 2 system components..
CAUTION
Regardless of flight conditions, fuel in the center
group of tanks must not be kept at a higher level than
the side tanks to prevent problems caused by an aft
CG location at the end of the flight.

10. Booster 2 Switch ........................................................................ NORMAL
This will allow normal booster pump operation and prepare the standby
booster pump for automatic operation once X–BP 2–1 and or 2–3
crossfeed switches are selected to crossfeed.
11. X–BP 1–2 and/or 2–3........................................................................ OPEN
a. X–BP light(s) checked...................................................................... ON
If tank 2 level is higher:
b. BOOSTER 1 or 3......................................................... AS REQUIRED
In this case, BOOSTER 2 also supplies the side engine.
If tank 2 level is lower:
c. BOOSTER 2 ................................................................................... OFF
In this case, BOOSTER 1 or 3 also supplies the center engine.
ONE ENGINE INOPERATIVE—APPROACH AND LANDING

1. Hydraulic Implications ............................................................. CHECKED
Depending on which engine is shut down and which hydraulic system is

affected, the hydraulic implication and special requirements should be
checked, evaluated, and applied before beginning the approach.
2. Electrical Implications.............................................................. CHECKED
Depending on which engine is shut down and which DC electrical bus is

affected, electrical implications and bus loading should be taken care of
before starting the approach.
3. Fuel Implications ...................................................................... CHECKED
If necessary, fuel quantities should be equalized to prevent problems that

might be caused by an aft CG location at the end of the flight. After
shutdown of the No. 2 engine, and regardless of the flight conditions, fuel in
the center group of tanks must not be kept at a higher level than in side tanks.
4. Landing and Climb Requirements............................................ CHECKED
The landing distance and landing field length requirements, as amended

for hydraulic implications, must be calculated for the landing. In the event
of a go-around, the maximum gross weight limit, to meet the 2.4% gross
climb gradient requirement, must be checked.

5. EGPWS FLAPS O’RIDE Switch .......................................................... ON
The GPWS FLAPS O’RIDE switch prevents the TOO LOW FLAPS audio
warning from sounding when a less than 40° flap landing is made.
6. Crew Briefing ......................................................................... COMPLETE
The crew should be fully briefed on all plans and contingencies for the
approach and landing to be flown. Special consideration must be given to
the special requirements dictated by the emergency or abnormal situation
that caused the engine to be shut down. The crew has to decide the
approach configuration. The approach speed and the LD have to be
adjusted accordingly. With 20° flaps + slats, increase the LD by 200 ft and
VREF + 5 knots. When 7° flaps + slats, increase the LD by 600 ft and VREF
+ 15 knots.
7. Approach Checklist............................................................ ACCOMPLISH
a. Passenger Door Curtain........................................................ OPEN

Open the passenger door curtain to permit use of the passenger door as
an emergency exit if necessary, and also ensure that the passengers
have attached their seat belts correctly and that the passenger seats are
in the required position for landing.
b. No Smoking Sign...................................................................... ON
c. Altimeters ............................................................................ SET
Set QNH or QFE as instructed by local air traffic control. QFE can
only be selected if the pressure altitude of the destination airfield is
inside the altimeter setting limits.
d. Radio Altimeter DH ............................................................ SET
Set the decision height according to the local regulations (approach

map, crew qualifications, etc.).
e. X–BP (All 3) ............................................................... CLOSED
The fuel crossfeed valves must be closed for landing.
f. Landing Lights ...................................................................... ON

If the landing lights incorporate a pulse mode, ensure that the ON

position is selected.
g. Approach with 20° flaps + slats:
• Flap/Slat Handle..................................... 20° FLAPS + SLATS
At the usual point on approach, as would be done on a normal

approach flown with three engines, set the flap/slat handle to 20°
flaps + slats incrementally.
• Landing Gear Control ............................................... DOWN

approach flown with three engines, place the landing gear down.
• Airspeed .................................................... VREF + 5 KNOTS
Fly the final approach at the normal 40° flaps + slats VREF speed
plus 5 knots. Increase the landing distance by 200 feet. The
standard correction for wind must be applied.
OR
g. Approach with 7° flaps + slats:
• Flap/Slat Handle ................................... 7° FLAPS + SLATS

approach flown with three engines, set the flap/slat handle to 7°
flaps + slats.
• Landing Gear Control ............................................... DOWN

approach flown with three engines, place the landing gear down.
•Airspeed ....................................... VREF + 15 KNOTS
Fly the final approach at the normal 40° flaps + slats VREF speed
plus 15 knots. Increase the landing distance by 600 feet. The
standard correction for wind must be applied.
8. Landing Checklist .............................................................. ACCOMPLISH
a. Landing Gear .............................................. DOWN/CHECKED
Check for proper indication of landing gear extension and door

sequencing.
b. Hydraulic Pressure ................................................... CHECKED

Check for normal operating pressure of approximately 3,000 psi. If the

No. 2 engine is inoperative, required hydraulic pressure for the No. 2
hydraulic system operating components can be supplied from the
standby hydraulic pump (1,500 to 2,150 psi).
c. Anti-Skid .................................................................. CHECKED
Ensure that the braking selector switch is selected to the #1/ASKID

ON position. Depress the brake pedals and check that the L and R
NORM brake lights remain out. Depress the test pushbutton and check
that the L and R NORM brake lights come on after one second, then go
out one second later and remain out after releasing the brake pedals.
d. Airbrake Handle ..................................................................... IN
NOTE
Airbrakes may be used during landing approach pro-
vided airspeed is at least VREF + 10 knots. Increase
landing distance by 15%.
e. Start Selector Switches (If Necessary) .................... AIRSTART
Check for appropriate IGN lights on.
f. CAT 2 Mode Armed ......................................... AS REQUIRED
Depress the CAT 2 pushbutton on the AP control unit and check that
the CAT 2 message appears on the ID 802.
g. FLAP + SLAT HANDLE .................................... 40° FLAPS +

SLATS AS REQUIRED
NOTE
If landing with the No. 2 engine inoperative, opera-
tion time for flap extension from 7 to 40 degrees
(standby pump in use) will be doubled.
h. AUTOPILOT ..................................................... DISENGAGED
i. INDICATED AIRSPEED ................................................... VREF
ONE ENGINE INOPERATIVE—GO-AROUND

1. Engine Thrust (Full Power) .................................................................. SET
Upon the decision to go around, immediately advance the two operating

engine power levers to the computed takeoff N1.
2. Pitch Attitude........................................................................................ SET

It is imperative that the landing climb attitude be attained to ensure that the
descent is stopped and the climbout is begun. This action is simultaneous
with the advancement of the power levers to takeoff N1.
If the airbrakes were extended for some reason during the approach, they
must be retracted as power is applied and the aircraft is rotated to the
landing climb attitude.
After completing the above checklist items, follow Procedure A or B below,

depending on the flap configuration flown on the approach:
Procedure A—If the Approach

was Flown with 20° Flaps + Slats
1. Flap/Slat Handle ....................................................... 20° FLAPS + SLATS
Ensure that the FLAPS–SLATS handle is set to 20° flaps + slats during the
go-around.
2. Landing Gear Control............................................................................. UP
As soon as a climb is indicated on both the altimeter and the rate-of-climb

indicator, raise the landing gear.
3. Airspeed to 400 Feet AGL .............................................. VREF + 5 KNOTS
The best climb speed to maintain to a minimum altitude of 400 feet above
ground level is VREF + 5 knots. If a higher speed is achieved during the
rotation, maintain that speed to 400 feet AGL. Do not overrotate the aircraft.
Procedure B—If the Approach

was Flown with 7° Flaps + Slats
1. Flap/Slat Handle ......................................................... 7° FLAPS + SLATS
Ensure that the FLAPS–SLATS handle is set to 7° flaps + slats during the
go-around.
When a positive rate of climb is established:
2. Landing Gear Control............................................................................. UP
As soon as a climb is indicated on both the altimeter and the rate-of-climb

indicator, raise the landing gear.

3. Airspeed to 400 Feet AGL ............................................ VREF + 15 KNOTS
The best climb speed to maintain to a minimum altitude of 400 feet above
ground level is VREF + 15 knots. If a higher speed is achieved during the
rotation, maintain that speed to 400 feet AGL. Do not overrotate the aircraft.
For all go-around configurations, when reaching 400 feet AGL and above safety
altitude:
4. Level Flight Acceleration ........................................................... INITIATE
At an altitude no lower than 400 feet above ground level, maintain level
flight while accelerating to the slats-flaps retract speed.
5. At V2 + 25 Knots—FLAPS–SLATS .............................................. CLEAN
This is the normal retraction speed for the FLAPS–SLATS. You can use
VREF as the base speed, which is a conservative speed. For a given gross
weight of the aircraft, VREF speed is 7 knots higher than the V2 speed for a
20° flaps + slats takeoff. Moreover, for a given gross weight, the VREF speed
is equal to the V2 speed for a 7° flaps + slats takeoff. Remember, there is
only one VREF for the aircraft at a given gross weight. VREF is 1.3 VS in the
normal landing configuration, which is 40° flaps + slats, gear down.
6. Enroute Climb Speed..................................................................... ATTAIN
Once the slats-flaps are retracted, accelerate to the enroute climb speed of
1.43 VS. Reduce engine thrust to the maximum continuous power setting.
Table AP-1. LANDING DATA
LANDING DATA 40° FLAPS + SLATS—

STANDARD TEMPERATURE UNCORRECTED
G. W. LANDING DISTANCE/LANDING FIELD LENGTH G. W.
X VREF SEA VREF X
1,000 2,000' 4,000' 6,000' 8,000' 10,000' 1,000
LEVEL
24 100 2,150/3,500 2,250/3,750 2,350/3,900 2,450/4,050 2,550/4,250 2,650/4,400 172 24
26 104 2,250/3,750 2,350/3,900 2,450/4,050 2,550/4,250 2,700/4,500 2,800/4,700 179 26
28 108 2,350/3,900 2,450/4,050 2,600/4,300 2,700/4,500 2,850/4,750 2,950/4,900 187 28
30 112 2,500/4,100 2,600/4,300 2,700/4,500 2,850/4,750 2,950/4,900 3,100/5,200 193 30
32 115 2,600/4,300 2,750/4,600 2,850/4,750 3,000/5,000 3,150/5,250 3,300/5,500 201 32
34 119 2,800/4,700 2,900/4,800 3,050/5,100 3,150/5,250 3,300/5,500 3,500/5,850 207 34
36 122 2,950/4,900 3,100/5,200 3,200/5,350 3,350/5,600 3,550/5,950 3,700/6,200 212 36
38 126 3,150/5,250 3,300/5,500 3,400/5,700 3,600/6,000 3,750/6,250 3,950/6,600 219 38
40 129 3,350/5,600 3,500/5,850 3,650/6,100 3,850/6,450 4,000/6,700 5,200/7,000 223 40
42 132 3,550/5,950 3,700/6,200 3,850/6,450 4,000/6,700 4,200/7,000 4,400/7,400 228 42

AIRSTART
General
WARNING
Do not attempt to relight an engine after an engine

fire if the engine integrity is questionable, or if N 1
rotation is not observed (Figure AP-1).
CAUTION
Wait ten seconds between two consecutive airstart at-
tempts. Do not make more than three successive
airstart attempts.
ALTITUDE (X 1,000 FT)
30
M
=0
.80
20
MAXIMUM AIRSTART ALTITUDE IN MANUAL MODE
VMO
10
VMO
0
100 150 200 250 300 350 400
INDICATED AIRSPEED (KT)
Figure AP-1. Inflight Relight Envelope
Engines Flameout and High Speed Airstart

N 2 rpm must be 15% or higher.
NOTE
This immediate airstart procedure may be attempted
at high altitude, even at altitudes above the maximum
start envelope.

The best technique is to apply this procedure in a

timely fashion, as soon as it has been ascertained that
the engine malfunction that caused the flameout will
not present a danger if an airstart attempt is made. The
power lever must be immediately set to idle and the
airstart ignition selected in order to take advantage of
the high rotational speed of the compressors.
If the relight attempt is unsuccessful, it is necessary

to descend to an altitude which is within the normal
airstart envelope.
1. Power Lever ..................................................... IMMEDIATELY TO IDLE
The power lever must be immediately retarded to idle to minimize the

input of fuel for an immediate relight, which might result in a hot start.
2. Start Selector Switch ............................................................... AIR START
As soon as the power lever is retarded to idle, place the start selector
switch to AIR START. The above two actions must be accomplished
before the N2 rpm decays to 15% or less to increase the probability for a
successful start. This provides ignition for engine starting. Check IGN
light on.
3. ITT Rise within 10 Seconds ..................................................... CHECKED
This is the indication of a successful relight of the engine. Ensure the ITT
rises normally, being careful the temperatures stay within the limitations
envelope. All other engine instruments must be checked as well for their
proper indications.
4. Power Lever .............................................................................. ADVANCE
If all engine instruments indicate that the engine is operating normally, the
power lever may be advanced, as required, for normal flight.
After a successful relight:
5. Start Selector Switch ..................................................... GROUND START
Place the start selector switch from AIR START to GRD START to shut
off the ignition circuit and check that the IGN light is out.
6. Engine Instruments ................................................................... CHECKED
Continually monitor the engine instruments for normal operations. Engine

warning lights must be out.

If an airstart is unsuccessful, complete the ENGINE SHUTDOWN

procedure in this manual.
Abnormal Airstart
Abort an airstart whenever any one of the following conditions occurs:
• The ITT does not rise within 10 seconds after moving the power levers
to idle.
• The oil pressure does not rise within 10 seconds after light-off.
• The ITT rises rapidly and approaches the 952°C (TFE-731-5AR) or

978°C (TFE-731-5BR) limit.
• An N 1 remains close to zero when N 2 speed reaches 20%.
• N 2 speed is not rising rapidly and smoothly after light-off.
• If, during an airstart with the computer in manual mode, the N 1 ex-
ceeds 80% with the power lever at idle.
If any of the above are observed during the airstart, shut down the engine as
follows:
This is done to shut off the fuel at the engine fuel control and stop the start.
2. Start Selector Switch ............................................ MOTOR–START STOP
This action disengages the starter if it was used to assist in the airstart
attempt.
3. Complete the Engine Shutdown checklist.
Airstart—Computer in Normal (AUTO) Mode

Preparation Phase
1. Airstart Envelope .............................................................. ESTABLISHED
If an immediate relight was not possible, establish the aircraft within the
airstart envelope as prescribed in Figure AP-1.
The power lever must be placed in cutoff to prepare the engine for the
airstart. Fuel is shut off at the fuel control.

3. Fuel Shutoff Switch.................................................................. GUARDED
If the fuel shutoff switch was placed off at some point during engine
shutdown, place the switch, located on the fire panel, on. This will restore
the fuel supply from the fuel tanks to the engine.
4. GEN Switch ........................................................................................... ON
Place the generator switch on, to provide a start interlock, if needed for an
assisted airstart. This will also configure the generator to provide
immediate electrical power to the buses when the engine comes on speed.
5. Engine Computer Switch.................................................................. AUTO
The engine computer switch, unless the computer is inoperative or was the
cause of the engine shutdown in the first place, should be placed in AUTO.
Check for CMPTR light out. If the computer is inoperative, apply the
Airstart—Abnormal—Computer Off checklist, which follows this
procedure.
6. Booster Switch....................................................................................... ON
Place the booster pump switch on, checking that the fuel pressure light
goes out, to supply fuel under pressure from the tank to the engine.
7. Engine and Wing Anti-ice Switches .................................................... OFF
Place the anti-ice switches off to prevent any unwanted tap-off of bleed
air from the engine being started. The unwanted tap-off of bleed air
might impede the start and/or cause an overtemperature on the engine
being started.
The DC electrical buses must be tied together, especially if a starter-

assisted airstart is necessary. This, along with other switch requirements,
provides the proper start interlock in case the starter is needed. Confirm
illumination of bus-tied light.

Select either procedure A or B below, based on N 2 rpm speed and N 1 other

than zero.
Abort airstart when anyone of the abnormal conditions occur (see “Abnormal
Airstart,” this chapter).
Procedure A—Windmilling Airstart

(N2 more than 15% and Indication of N1 Rotation)
NOTE
If N 2 speed is greater than 15%, a starter assist may
not be required.
The start selector switch will provide ignition for relight when placed to
AIR START in flight. Check IGNITION light on.
2. Power Lever........................................................................................ IDLE
Move the power lever from cutoff to idle. This action allows fuel to be
supplied through the engine fuel control to the injectors of the affected
engine.
This is the indication of a successful relight of the engine. Ensure that the
ITT rises normally, being careful the temperature stays within limits. All
other engine instruments must be checked as well for their proper
indications.
4. Engine Acceleration to Idle........................................................ NORMAL
Monitor all engine instruments as the engine accelerates to idle. Ensure

that all start limitations are observed as in a normal ground start.
Windmilling airstart when N 2 is above 50%:
Place the START SELECTOR SWITCH from AIR START to GRD

START to shut off the ignition circuit.
Place the bus-tied switch to FLIGHT NORM to restore the electrical buses
to an isolated operation, the normal in-flight configuration. The BUS
TIED light should go out.

If the ignition light remains on after the engine is on speed:
attempt. Check that the ignition light on the overhead engine start panel
is out.
After the airstart attempt has been aborted, move the start selector switch
back to its normal position of GRD START.
OR
If the BUS TIED light stays on after the bus-tied switch is moved to
FLIGHT NORM:
This means the buses are still tied together. Attempt moving the rotary bus-
tied switch in the opposite direction. If the BUS TIED light is still on:
7. Generators Volts and Amps ...................................................... MONITOR
Closely monitor the buses for proper power supply and loading. The
buses are no longer isolated in case of generator, battery, bus or
component malfunctions.
Procedure B—Starter-Assisted Airstart—N2 less than 15%

The start selector switch will provide ignition for relight when placed to
AIR START in flight.
2. Start Switch.................................. PUSH (TWO SECONDS MAXIMUM)
Push the start button switch for a maximum of two seconds. This engages
the starter to rotate the engine to the normal rpm for starting, as is done in
ground starting of the engine.
At 10% N 2 and indication of N 1 rotation:
3. Power Lever........................................................................................ IDLE
engine.

ITT rises normally, being careful that the temperature stays within limits.
5. N1, Fuel Flow, and Oil Pressure..................................................... RISING
All other engine instruments must be checked as well for their proper
indications.
When N 2 is above 50%:
Place the start selector switch from AIRSTART to GRD START to shut off
the ignition circuit.
IGN–GEN–OIL–PUMP Lights........................................................... OUT
These lights go out when the normal starting sequence is complete.
Continually monitor the engine instruments for normal operations.
Place the bus-tied switch to FLIGHT NORMAL to restore the electrical

buses to an isolated operation, the normal inflight configuration. The BUS
TIED light should go out.
attempt.
Ignition Light....................................................................................... OUT
Check that the ignition light on the overhead engine start panel is out.

OR
FLIGHT NORM:
This means the buses are still tied together. Attempt moving the rotary
bus-tied switch in the opposite direction.
If the BUS TIED light is still on:
Closely monitor the buses for proper power supply and loading. The buses
are no longer isolated in case of generator, battery, bus or component
malfunctions.
Airstart—Computer in MANUAL Mode

Preparation Phase
1. Airstart Envelope .............................................................. ESTABLISHED
If an immediate relight was not possible, establish the aircraft within the
airstart envelope as prescribed in the chart (see Figure AP-1).
The throttle must be placed in cutoff to prepare the engine for the airstart.
3. Fuel Shutoff Switch.................................................................. GUARDED
If the fuel shutoff switch was placed off at some point during engine
shutdown, place the switch, located on the fire panel, on. This will restore
the fuel supply from the fuel tanks to the engine.
4. Generator Switch ................................................................................... ON
Place the generator switch on, to provide a start interlock, if needed for an
assisted airstart. This will also configure the generator to provide
immediate electrical power to the buses when the engine comes on speed.
5. Engine Computer Switch ........................................................... MANUAL
The engine computer switch should be placed in MAN for this start
attempt. It is assumed the computer is not operating, thus necessitating the
use of this procedure. Engine instruments must be more closely monitored
than before, as computer control of fuel input and protection of
temperature is lost. Check CMPTR light on.

6. Booster Switch....................................................................................... ON
Place the booster pump switch on, checking that the fuel pressure light
goes out, to supply fuel under pressure from the tank to the engine.
7. Engine and Wing Anti-ice Switches .................................................... OFF
Place the anti-ice switches off to prevent any unwanted tap-off of bleed air
from the engine being started. The unwanted tap-off of bleed air might
impede the start and/or cause an overtemperature on the engine being
started.
The DC electrical buses must be tied together, especially if a starter-

assisted airstart is necessary. This, along with other switch requirements,
provides the proper start interlock in case the start is needed. Confirm
illumination of bus-tied light.
Abort airstart when any one of the abnormal conditions occur (see “Abnormal
Airstart,” this chapter).
Windmilling
After preparing the engine for the computer in manual mode, use the wind-
milling airstart procedure as used for the computer normal mode procedure.
However, the N 2 speed must be greater than 15%, and the N 1 speed must be
greater than 10%.
Start-Assisted Airstart—N2 less than 15%

Move the start selector switch to AIR START to provide engine starting
circuitry. Confirm IGN light is on.
2. Start Switch.................................. PUSH (TWO SECONDS MAXIMUM)
Push in on the start button switch for a maximum of two seconds. This
engages the starter to rotate the engine to the rpm necessary for starting
with the computer off.
When N 2 speed is 15% and N 1 rotation is observed:
3. Power Lever........................................................................................ IDLE

engine.
4. ITT Rise within 10 Seconds........................................................... CHECK
ITT rises normally, being especially careful the temperature stays within
limits since the computer is in manual mode.
NOTE
If any abnormal situations occur as described in the
beginning of the airstart checklist, or if the N1 exceeds
80% with the power lever at idle, abort the start.
When N 2 is above 50%:
5. Start Selector Switch (As Required)..................... MOTOR–START STOP
Move the start selector switch to MOTOR–START STOP to disengage the

starter function of the starter-generator, which causes the generator to
come online to power its bus and stops the ignition to the engine.
IGN–GEN–OIL–PUMP Lights........................................................... OUT
These lights go out when the starting sequence is completed.
Continually monitor the engine instruments for normal operations and

ensure that the CMPTR light remains on.
Move the start selector switch to GRD START, the normal inflight
position of the switch.
Place the bus-tied switch to FLIGHT NORM to restore the electrical buses
to an isolated operation, the normal inflight configuration. The BUS TIED
light should be out.

attempt.
Ignition Light....................................................................................... OUT
Check that the ignition light on the overhead engine start panel is out.
OR
FLIGHT NORM:
This means the buses are still tied together. Attempt moving the rotary
bus-tied switch in the opposite direction.
If the BUS TIED light is still on:
Closely monitor the buses for proper power supply and loading. The buses
are no longer isolated in case of generator, battery, bus or component
malfunctions.
FUEL CONTROL COMPUTER INOPERATIVE

CMPTR
NOTE
If the fuel control computer fails, check that the en-
gine is operating within established limits. The com-
puter no longer monitors the operating limits of the
engine; therefore, the crew must closely monitor all
engine instruments and warning lights to ensure
operating limitations are not exceeded.
1. Power Lever of the Affected Engine .................................................. IDLE
Retarding the power lever will assist in maintaining the engine within
operational limits when attempting to reset the engine computer.

2. Engine Computer Switch ......................................................... OFF/AUTO
Cycle the computer switch to MAN, to OFF, and back to AUTO to see if
normal circuitry can be restored. Monitor the engine instruments and
guard the power lever while cycling the computer switch.
If the CMPTR light stays on:
3. Engine Computer Switch ................................................................... MAN
If the attempt to reset the computer fails, set the computer switch to MAN,
and operate in that position for the remainder of the flight. Computer
control circuits will be lost, except for N1 and N2 overspeed protection,
necessitating close scrutiny of engine instruments and lights.
NOTE
Do not let the ITT indications of the affected engine
exceed the operating ITT of the other engines.
Avoid rapid displacements of the power lever. The

surge bleed valve cannot open completely, and com-
pressor stalls might result.
CAUTION
Maximum thrust may not be attainable.
Idle thrust may be higher than normal. This should

be taken into consideration, when landing, due to
the increase in residual power of the engine.
The fuel flow on the affected engine may be ap-

proximately 5% higher when its N 1 speed is matched
to the N 1 speeds of the other engines.
Acceleration time is longer in manual mode.
ENGINE OIL
OIL
NOTE
The OIL light illuminates at 25 psi if there is a loss
of oil pressure. It will also illuminate if metal chips
are detected in the oil system.
1. Oil Pressure Gage .................................................................... CHECKED

If the indicated oil pressure is greater than 25 psi:
Illumination of the OIL light is caused by the metal chip detector.The

detection of a chip in the oil may indicate engine internal problems. In this
case it would be prudent to reduce thrust on the engine to minimize the
potential of further damage at high operation speeds and temperatures.
Continue to monitor the oil pressure and temperature gages throughout the
flight if the engine is kept running.
2. Engine Thrust (If Possible)....................................................... REDUCED
If the indicated oil pressure is less than 25 psi
3. Retard the power lever and shut down the affected engine as soon as
possible.
4. Complete engine shutdown by check list .
Engine lubrication is no longer available and extensive engine damage

may result.
CAUTION
In icing conditions, operate the No. 2 engine anti-ice
even with the No. 2 engine shut down. The isolation
valve must be open.
If the engine 2 is shut down, the bus B remains supplied by the BAT 2 during
a limited period. The buses A and B have to be tied and the bus tied light checked
illuminated.
NO. 2 ENGINE INLET DOOR OPEN

ENG 2 FAIL
If the ENG 2 FAIL light comes on in flight, it indicates that the inlet, or
S-duct, door in the aft compartment is not properly fastened. Much damage
can be done to the engine if the inlet door should unlock and open. The inlet
door itself, or any loose equipment present in the aft compartment, might be
ingested into the No. 2 engine.
1. Power Lever........................................................................................ IDLE
Immediately retard the No. 2 engine power lever to idle to minimize

damage to the engine if the door should actually be open.

If the engine surges or if any abnormal engine instruments indications are

observed:
2. Complete the engine shutdown by checklist in the “Engine Failure In

Flight” section in this chapter.
TAKEOFF CONFIGURATION
T/O + AURAL WARNING “NO TAKEOFF”
CONFIG
This is a ground warning and is activated when at least one of the power levers
is advanced above a position of 82° to 84° or greater and one or more of the
following conditions have not been met:
1. Airbrakes .............................................................................. RETRACTED
The airbrakes must be fully retracted and the airbrake handle must be in
the zero position.
2. Slats ........................................................................................ EXTENDED
The flap/slat handle must be placed to the desired configuration for takeoff,
and both inboard slats are not deployed to the fully extended position.
3. Flaps ...................................................................................... 22° OR LESS
The trailing-edge flaps must not be extended beyond 22°.
4. Stabilizer Trim................................................................. GREEN RANGE
The horizontal stabilizer trim must be in the green range or positioned be-
tween 4.5° and 7.5° on the trim indicator.
5. Flap + Slats Handle......................................................... OUT OF CLEAN
The flap/slat handle must be placed in the desired takeoff position. The
aircraft is not certified for a no flap/slat takeoff.
6. PARK BRAKE Handle ........................................................... RELEASED
On aircraft employing MOD 880, the PARK BRAKE handle must be fully
retracted and the dual braking system must be deactivated.

HYDRAULIC SYSTEMS
LOSS OF NO. 1 SYSTEM
PUMP 1
AND POSSIBLY
PITCH
FEEL
PUMP 3
1. Hydraulic Pressure and Quantity.............................................. CHECKED
A loss of the No. 1 system may also be indicated by a drop in pressure on

the hydraulic pressure gage. The hydraulic fluid quantity may also read
zero.
2. Airspeed ..................................................... 260 KNOTS/.76 MACH MAX
This is the maximum speed for flight in the eventuality that all hydraulic
pressure is lost to the flight controls.
3. New Bug Speed .................................................................................... SET
Set the appropriate bugs to VREF plus additive, flap retracting speed, and
1.43, respectfully.
4. Flaps + Slats Handle (On Approach).......................... 7° FLAPS + SLATS
Ensure that the flaps + slats handle is selected to 7° flaps + slats on

approach. This action will provide electrical circuit protection, which will
prevent any flap operation until the outboard slats are fully extended, as a
function of the emergency slat switch. Check for illumination of the red
slat light.
5. Emergency Slats Switch ........................................................................ ON
This selection will provide for outboard slat extension from the No. 2
hydraulic system. Check for extinguishing of the red slat transit light and
illumination of a green flashing slat light. Land with flaps extended to 40°
and VREF + 5 knots.
6. Brake Selector Switch...................................................... #2 A/SKID–OFF
Set the three-position selector switch to #2 A/SKID–OFF to achieve

braking using the brake pedals supplied through the No. 2 hydraulic
system; the anti-skid system is inoperative. Test system operation by
pressing the left and right brake pedals in turn, and check that the #2 P. BK
light comes on. Brake operating efficiency can be visually checked by

FlightSafety
international
monitoring the deceleration rate on the EADI, optimum deceleration on a

dry runway being between 0.25 g and 0.30 g, increasing with weight.
7. Landing Gear (At Appropriate Time) ...................................... FREEFALL
Complete the “Landing Gear—Emergency Extension” procedure,

following the “Airbrakes Do Not Extend In Flight” procedure outlined
later in this chapter.
System Status
Operative Systems
• Servoactuators barrel 2
• Flaps
• Airbrakes
• Emergency slats (add 5 knots to VREF )
• Aileron Arthur Q
• No. 2 brakes
• Nosewheel steering
• Parking brake
• Thrust reverser
Inoperative Systems
• Pitch Arthur unit
• Normal slats (use EMERG SLATS control switch, land with outboard
slats, flaps 40 and V REF + 5 knots)
• No. 1 Braking system with antiskid (select No. 2 system)
• Landing gear—normal and emergency lowering (use free fall proce-

dure)
NOTE
Increase the landing distance computations by 60%.

FAILURE OF A NO. 1 SYSTEM PUMP

PUMP 1
PUMP 3
This indicates failure of only one of the No. 1 hydraulic system pumps.
1. Hydraulic Pressure and Quantity ................................................... CHECK
Check both hydraulic system gages to ensure proper quantity and pressure.
The other engine-driven hydraulic pump light should be out, with normal
pressure and quantity indicated.
If the pressure and quantity are normal, expect longer operating times for No.
1 system components.
LOSS OF NO. 2 SYSTEM

AIL
PUMP 2 AND POSSIBLY
FEEL
A loss of the No. 2 system may also be indicated by a drop in pressure on the
hydraulic pressure gage. The hydraulic fluid quantity may also read zero. This
procedure differs from the No. 1 hydraulic system loss in that only one pump
drives the No. 2 system. Illumination of the PUMP 2 light may simply mean
the loss of the No. 2 engine-driven pump. The standby hydraulic pump is avail-
able if it was the engine pump that failed, provided hydraulic quantity is normal.
Depending on airspeed, the AIL FEEL light may illuminate.
1. No. 2 Hydraulic Pressure and Quantity .................................... CHECKED
If the hydraulic quantity is normal and if the standby pump is to be used:
2. ST–BY Hydraulic Pump Switch............................................................ ON
The No. 2 hydraulic system pressure gage should cycle between 1,500 and
2,150 psi, indicating that the standby pump is operating. The No. 2
hydraulic system is usable but with an increase in the operating times of
the components.
OR
If the quantity is low or if the standby pump is not used:
2. Airspeed ..................................................... 260 KNOTS/.76 MACH MAX
This is the maximum speed for flight in the eventuality that all hydraulic
pressure is lost to the flight controls.

3. ST–BY Hydraulic Pump Switch .......................................................... OFF
If the hydraulic quantity is zero, turn off the pump to prevent overheating
and possible damage. If the quantity is normal, use the pump sparingly or
only for those key phases of flight.
4. New Bug Speed .................................................................................... SET
Set the airspeed bug to reflect the approach being flown without the
benefit of flaps.
This switch prevents the TOO LOW FLAPS audio warning from sounding
if a less than 40° flap landing is made.
System Status
Operative Systems
• Normal slats
• No. 1 brakes (antiskid)
• Landing Gear (normal and emergency control system)
• Pitch Arthur unit
• Thrust reverser (available if accumulator is charged)
• Parking brake (available if accumulator is charged)
Inoperative Systems
• Emergency slats (use normal slats control)
• No. 2 braking
• Aileron Arthur Q (aircraft SN below 165)
• Nosewheel steering
• Airbrakes (see following note)
• Flaps (see following note)

NOTE
If the No. 2 hydraulic system is lost for landing, the
following additives must be made to the landing dis-
tance and landing field length computations.
• 0° flaps + slats, fly VREF + 20 knots; add 800 feet

to LD and 1,335 feet to LFL.

to LD and 1,000 feet to LFL.

to LD and 335 feet to LFL.
• 40° flaps + slats, land at VREF
• After making the additive for flaps + slats, add

10% to both the LD and LFL for no airbrakes.
UNWANTED OPERATION OF STANDBY PUMP

ST BY
PUMP
On the ground, the ST BY PUMP light may indicate that the hydraulic selector
in the rear compartment is out of the IN-FLT detent.
CAUTION
Before correcting the situation by moving the han-
dle to the IN-FLT position (No. 2 hydraulic system),
ensure that all hydraulic pressure is removed from
both the No. 1 and No. 2 hydraulic systems. Do not
restore hydraulic pressure to either system until after
the handle has been fully displaced from one posi-
tion to the other. The handle must be safety-wired to
the IN-FLT position for flight.
On the ground or in flight, illumination of the light may indicate that the standby
hydraulic pump has been running in excess of one minute. In this case:
1. Standby Hydraulic Pump Switch ......................................................... OFF
Turn off the pump to prevent overheating and possible damage.

FLIGHT CONTROLS
LANDING WITH INOPERATIVE STABILIZER
This condition is indicated by the inability to trim the horizontal stabilizer
by either the normal or emergency trim system. The horizontal stabilizer will
remain in the last position selected prior to the trim failure. Hold the control
column and then perform the following procedures:
1. Autopilot ............................................................................ DISENGAGED
If the autopilot is engaged, and if it hasn’t already been disconnected due

to the loss of normal trim capability, disengage it from the aircraft controls
by depressing the yaw damper pushbutton on the center pedestal. This
action will disengage the autopilot and yaw damper and cause the AP light
to come on and show a disengagement message on the ID 802.
NOTE
The failure of the horizontal stabilizer causes the el-
evator Arthur unit to lock in the position it is in at the
time of failure. When the flaps and slats are extended,
the Arthur unit returns to the low-speed position,
which results in a significant, but very gradual, de-
crease of elevator feel force.
If the stabilizer is jammed in the +2 to –4° range:
2. Flaps + Slats Handle ................................................. 20° FLAPS + SLATS
This is the recommended final flap setting for approach and landing. This
is a normal trim setting for a 20° flaps + slats landing, which provides
sufficient elevator control for the pilot.
3. Airspeed ........................................................................ VREF + 20 KNOTS
A final approach speed of VREF + 20 knots will ensure sufficient elevator

control.
4. GPWS FLAPS O’RIDE Switch............................................................. ON
The GPWS FLAPS O’RIDE switch cancels the “TOO LOW FLAPS”
audible warning when landing with flaps less than 40°.
Increase the landing distance by 800 feet.
CAUTION
Since the flaps will not be extended to 40° for approach
and landing, ensure that all three landing gears are
visually checked to be down and indicating properly

by both pilots before landing. The landing gear warn-

ing horn, normally activated by the 40° flap position
circuitry, will not sound if one or more of the land-
ing gears are not fully extended and locked down.
If the stabilizer is jammed in the –4° to –10° range:
This is the normal range for the elevator trim when making a slats 40° flap
landing. Make a normal approach.
6. Airspeed .............................................................................................. VREF
LANDING WITH INOPERATIVE ELEVATOR

The elevator portion of the control column will be frozen in position. The pilot
will be unable to control movement about the pitch axis, except by use of the
horizontal stabilizer trim. Fly the approach and landing using the following
procedures:
It is recommended that the normal 40° flap configuration be used for

approach and landing. Check proper positioning on the configuration panel.
The extra speed will improve controllability of the aircraft with a jammed
elevator.
3. Increase the landing distance by 1,800 feet.
4. Use very short pitch trim inputs to set the stabilizer trim.
This method of trimming the aircraft is recommended over the use of long
bursts of trim, which may cause the loss of aircraft control. Use several
short bursts of trim to control pitch, making the pitch trim clacker sound
much like several short bursts of a Gatling gun.
5. Make a shallow final approach.
Make as shallow an approach as possible to minimize trim changes and

landing flare actions during this phase of flight. If possible, hold the
landing flare on final approach, using power and trim and keeping the
airspeed additive and power on until touchdown.

ARTHUR UNIT INOPERATIVE

AIL OR
PITCH
FEEL FEEL
These lights illuminate when either of the Arthur unit monitoring systems de-
tects a failure. Normally, the autopilot can still be used. If the PITCH FEEL
light is on, reduce airspeed down to 260 KIAS or MI 0.76 maximum.
1. FASTEN BELTS Light Pushbutton ....................................................... ON
CAUTION
The pitch and/or roll control forces may be higher or
lower than normal, depending on whether the Arthur
unit has failed in the high- or low-speed position.
Follow either procedure below, depending on the
control forces experienced.
Light forces—Avoid large displacements and rapid movement of the flight

controls.
High forces—Use normal or emergency trim systems. If the AIL FEEL light
is on, execute an approach at VREF . If the PITCH FEEL light is on, execute
an approach at VREF + 10 knots, and increase the landing distance by 800 feet.
FLAP ASYMMETRY OR JAMMED FLAPS

FLAP
ASYM
This light illuminates when a flap asymmetry is detected by comparison of

the relative position of the outboard portion of the left and right flaps. The
outboard section of the left and right flaps contain potentiometer transmit-
ters that provide flap asymmetry indications. Flap position indication is pro-
vided by only the left outboard flap transmitter. The flaps will stop movement
immediately upon detection of an asymmetry, and the flap control circuit
breaker will open.
With flaps extended up to 7°:
1. Approach Speed ............................................................ VREF + 20 KNOTS
This higher approach speed is flown to allow more controllability of the

aircraft with any degree of asymmetry in this range of flaps. Trim the
aircraft as well as possible under the circumstances.

The EGPWS FLAPS O’RIDE switch cancels the “TOO LOW FLAPS”
With the flaps extended between 7° and 20°:

The EGPWS FLAPS O’RIDE switch cancels the “TOO LOW FLAPS”
1. Approach Speed .............................................................. VREF + 5 KNOTS

2. Increase the landing distance by 200 feet.
CAUTION
Since the flaps may not be extended to 40° for ap-
proach and landing, ensure that three landing gears
are checked to be down and indicating properly by
both pilots before landing. The landing gear warn-
ing horn, normally activated by the 40° flap position
circuitry, will not sound if one or more of the land-
ing gears are not fully extended and locked down.

SLAT MONITORING SYSTEM

AUTO
SLATS
Illumination of this light indicates that information from the slat monitoring
circuits (ground/flight proximity switches, angle of attack, airspeed) are in
disparity.
If the light comes on after takeoff or at a speed lower than 280 knots:
1. Airspeed Envelope............................. BETWEEN 1.3 VS TO 270 KNOTS
Do not allow the airspeed to go outside of these limits. Avoid stall

situations, as the stall warning system may not operate properly for
indication of a stall and automatic deployment of the slats. Do not
deliberately perform stall tests.
If the light comes on when at an airspeed of 280 knots or greater:
2. Reduce Airspeed ........................................................ 270 KIAS OR LESS
The airspeed must be limited to less than 270 knots. When flying above
270 knots, the safety systems that lock out the automatic deployment of
the slats are not operational, and unwanted and untimely extension of the
outboard slats could occur, causing damage to the slats and/or adverse
aircraft control.
SLAT SYSTEM ABNORMAL OPERATION

If using the flaps + slats handle on the center pedestal, continuous illumina-
tion of the red arrow light on the gear/ flaps + slats indicator panel indicates
that at least one of the four slats is being maneuvered, neither fully extended
nor fully retracted. If using the emergency control or automatic operation, at
least one of the two outboard slats is being maneuvered, neither fully extended
nor fully retracted. The red light will also be illuminated.
Some normal slat system indications to consider:
• The green light is on steady when all four slats are extended.
• The green light usually flashes when only the outboard slats are
extended and in conformity with the command.
• The red light remains illuminated during slat displacement.
• During slat extension by normal control, the red light comes on when
the control handle is set to the 7° flaps + slats position. The red light
goes out when all slats are extended, at which time the green light comes
on steady.

• During slat retraction, when the FLAPS–SLATS handle is set to

CLEAN, the green light flashes during retraction of the inboard slats
and flaps. As soon as the inboard slats and flaps are retracted, the
outboard slats retract, at which time the green flashing light goes out
and the red light comes on. The red light goes out when the slats are
fully retracted.
• During automatic or emergency extension of the slats, the red light

comes on until the outboard slats are fully extended, at which time
the red light goes out and the green light flashes. When the slats begin
retracting after auto deployment, the green flashing light goes out, and
the red light comes on until the slats are fully retracted.
• During automatic retraction of the inboard slats, when all slats are
deployed and an AOA stall angle of 23° is detected, the green light
goes from a steady state to a flashing state immediately upon receipt
of the retraction signal. This really means that only the outboard slats
are fully extended. When a stall angle below 16.5° is detected, the green
flashing light goes out, and the red light comes on during extension
of the inboard slats. When the inboard slats are fully extended, the red
light goes out, and the green light comes on steadily, indicating that
all four slats are fully extended.
• If the Bus A1 failure occurs in the cockpit, the outboard slats can be
extended through the normal slats control handle (via the battery
bus). In this case the green light flashes.
• Green and red light can never illuminate simultaneously except dur-
ing test on the indication panel.
In Cruise
Normally, in the cruise regime of flight, the flaps + slats handle is kept in the
CLEAN position. There should be no movement of the slats or flaps unless
caused by selection of the handle or activation of the automatic stall system.
If one or more of the slats fail to retract after the handle is placed to the CLEAN
position, the red slat transit light will remain on. There may also be a tendency
for the aircraft to roll. If either of these conditions is noted, the following
procedures should be performed:
1. Airspeed ..................................................................... 200 KIAS OR LESS
It is imperative that this maximum operational speed, with the slats

extended, not be exceeded.
Firmly hold the control wheel during disengagement of the autopilot.

Disengage the autopilot by depressing the autopilot disconnect switch on
the aft bottom portion of either control wheel. The AP light will illuminate
and a disengagement message will be presented on the ID-802. These
indications can be cleared by depressing the disconnect button once again.

During Approach
Depending on indications, follow the instructions for either case 1 or case 2 below.
Case 1
A flashing green slat light with the red light off indicates that only the
outboard slats are extended. This is the indication that only the outboard slats
are extended. At this time the power used to supply the outboard slats extension
solenoid is from the battery bus.
Proceed as follows:
The flaps may be extended to 40° as long as the outboard slats are
extended.
Due to the loss of the lift normally provided by the inboard slats, 5 knots
must be added to the VREF speed to provide the proper margin from the
stall speed.
Case 2
Assume that the flaps + slats handle has been placed in the 7° FLAPS +
SLATS position. The green slat light off, the red slat light on, and a possible
tendency for the aircraft to roll due to asymmetry indicate that one or more
of the slats are not fully extended.
CAUTION
Emergency slat actuation is only authorized when a
failure is experienced.
Proceed as follows:
1. Flaps + Slats Handle ................................ LEAVE IN 7° FLAPS + SLATS
This selected position will provide electrical circuit protection which will
prevent any inboard slats or trailing-edge flap extension until outboard slat
extension is first satisfied.
If outboard slats are visually extended and flaps 7°, go directly to section
titled “Procedure B.”

If outboard slats are visually not extended and flaps not at 7°, continue
with the following item 2.
2. Emergency Slats Switch ........................................................................ ON
The use of this switch will provide outboard slat extension provided from
the No. 2 hydraulic system.
Note the slats indications after placing the switch on, and follow procedure
A, B or C below, depending on the indications you observe.
Procedure A
If the green light comes on steadily, all slats extended.
1. Flaps + Slats Handle............................................... 40° FLAPS + SLATS
A normal full 40° flap approach and landing may be made without
additive or penalty.
2. Approach Speed .................................................................................. VREF
Procedure B
If the red light stays on and only the outboard slats are visually checked
extended, it can be assumed safe to use other flap configurations for approach
and landing.
The flaps may be extended to 40° as long as the outboard slats are
extended.
Due to the loss of the lift normally provided by the inboard slats, 5 knots
must be added to the VREF speed to provide the proper margin from the
stall speed.
Procedure C
If the red light stays on and neither inboard or outboard slats are extended:
1. Flaps + Slats Handle ...................................................................... CLEAN

If the slats cannot be extended by any or all means, the wing must be clean
of flaps for approach and landing.
2. EGPWS Flaps O'Ride Switch................................................................ ON
To compensate for the loss of lift normally provided by the slats and flaps,
the VREF must be increased by 30 knots to ensure a proper margin from
stall during final approach and landing.
4. Increase the landing distance and the landing field length by 50%.
The increased speed to be maintained on final approach necessitates an

increase in runway requirements to allow for a longer stopping distance.
CAUTION
Do not change the emergency slats switch position.
The landing-gear-not-extended aural warning, nor-

mally activated by the 40° flap warning circuitry,
may not sound if the gear is not fully down and the
flaps are not selected to 40°.
UNWANTED OUTBOARD SLAT EXTENSION

AUTO AND IGN
SLATS
The red slats transit light comes on and then goes out, indicating that the slats
are in transit. The green slat light then comes on flashing, indicating outboard
slats extension. The audio warning for stall warning sounds.
This warning may occur while in cruise at high altitude and while cruising at
normal cruise speed/Mach number. It is usually due to an erroneous sensing
by either the left or right stall warning vane.
1. RH AUTO SLAT Circuit Breaker (B1 Bus)................................. PULLED
On primary bus B1, pull the RH AUTO SLAT circuit breaker to deactivate
the right-side stall warning system. This should cause the slats to retract,
and all warnings should cease.

If the slats do not retract:
2. LH AUTO SLAT Circuit Breaker (A1 Bus)................................. PULLED
On primary bus A1, pull the LH AUTO SLAT circuit breaker to deactivate
the left-side stall warning system. This should cause the slats to retract,
and all warnings should cease.
3. RH AUTO SLAT Circuit Breaker ................................................... RESET
If the warnings were stopped by pulling the left circuit breaker, then restore
the right-side stall warning system to provide proper warning of stall.
Continue the flight at an indicated airspeed of less than 270 knots, with the
circuit breaker of the defective system pulled.
Depending on the final position of the circuit breakers, if the RH AUTO

SLAT circuit breaker remains pulled:
• Manual action of the flap/slat handle remains operative
• Emergency slats switch is inoperative
If the LH AUTO SLAT circuit breaker remains pulled manual action of the
flap/slat handle:
• Causes only extension of outboard slats. Inboard slats remain in

retracted position and the slat green light is flashing.
• Has no action on flaps when flap/slat handle is selected to 7° position,

but will operate flaps when selected to 20° and 40° positions. Add 5
knots to VREF and increase landing distance by 200 feet and landing
field length by 333 feet.
AIRBRAKE(S) DO NOT RETRACT

AIR
BRAKE
Illumination of this light means that at least one airbrake panel has not
retracted. If in doubt about the actual position of the airbrakes, consider them
to be extended to position 2.
For approach and landing:

NOTE
Keep the flap/slat handle in this position for land-
ing in order to preclude the possibility of airbrake
asymmetry that can be particularly bothersome on
final approach.
With the airbrakes extended to position 1:
To compensate for the loss in lift due to the airbrake being extended to
position 1, add 10 knots to the normal VREF to maintain the proper margin
from stall.
With the airbrakes extended to position 2:

To compensate for the loss in lift due to the airbrake being extended to
position 2, add 15 knots to the normal VREF to maintain the proper margin
from stall.
NOTE
Airbrakes may be used during landing approach, pro-
landing distance by 10%.
AIRBRAKES DO NOT EXTEND IN FLIGHT

Airbrakes, as well as antiskid brakes, are considerations in the performance
charts for computing landing distance and landing field length. Since the
airbrakes cannot be extended, a penalty must be applied to these landing
factors. Make the following additives:
Increase the landing distance by 10%.
The normal procedure provides for airbrake extension to position 2 immedi-

ately after touchdown.

LANDING GEAR
ABNORMAL LANDING GEAR EXTENSION
If, after the LANDING GEAR handle has been placed to the DOWN position,
and one or more of the following indications occur, perform an EMERGENCY
LANDING GEAR EXTENSION.
• One or more green gear down light is out
• The landing gear handle light is flashing
• Landing gear not extended GEAR voice warning may sound
NOTE
The Landing Gear Abnormal Extension procedure is
to be applied as soon as one green light is missing.
It gives no alleviation to any red indicator light/green
gear symbol combination as long as one green gear
symbol is off.
CAUTION
The landing gear handle must be maintained down.
Emergency Landing Gear Extension

1. EMERGENCY GEAR PULL Handle ......................................... PULLED
Unlatch and pull this T-handle, which is located next to the normal gear
handle. Pulling this handle shuts off the electrical sequencing circuit,
exposes the retraction side of the gear and door actuators to return, and
allows No. 1 system hydraulic pressure to be ported directly to the extend
side of the main doors and all three landing gear actuators.
If all three green gear down lights illuminate and the landing gear handle
light (red) is not illuminated, the landing gear is down and locked. Do not
actuate any landing gear controls.
If at least one green gear down light does not illuminate and the landing
gear handle light is flashing, apply the FREE FALL EXTENSION
procedure.
Free Fall Extension

1. Airspeed ...................................................................... Not Less than KIAS
Before actuating the main gear red unlocking handles, ensure that the
normal gear handle is down and that the emergency hydraulic gear control
handle is pulled. The main gear unlocking handles are located on the floor
on either side of the center pedestal. A pull of about six inches should be
sufficient. The speed shall be maintained between 160 KIAS and VLO.

FlightSafety
international
CAUTION
Rapidly alternating large rudder applications in com-
bination with large side-slip angles may result in
structural failure at any speed.
2. LH MAIN MANUAL GEAR RELEASE Handle............................. PULL
Gently apply up to full rudder to the left while accelerating (190 KIAS
max) until the left green gear down light is illuminated.
Maintain wing level with appropriate aileron input .
NOTE
Illumination of the green gear down light may take
more than 30 secs with full rudder deflection.
Gently come back to neutral rudder.
3. RH MAIN MANUAL GEAR RELEASE Handle ............................ PULL
Gently apply up to full rudder to the right while accelerating (190 KIAS
max) until the right green gear down light is illuminated .
Maintain wings level with appropriate aileron input.
NOTE
more than 30 secs with full rudder deflection.
4. NOSE GEAR MANUAL RELEASE Handle ................................... PULL
The nose gear manual release handle is located on the left aft side of the
center pedestal. Pull the handle upward to unlock the nose gear. A pull of
about 1 to 2 inches should be sufficient.
Accelerate until illumination of the nose green gear down light is achieved
(190 KIAS).
CAUTION
Do not actuate any landing gear control once the
three landing gears are locked down . The landing gear
must be maintained down.

If, after applying all the methods possible to try to extend the landing gear, a
problem with one or more landing gears still exists, plan on landing with the
assumption that at least one landing gear is locked in the up position. Declare
an emergency, and make a shallow approach and as soft a landing as possible.
If the nose gear is the one gear whose extension is in doubt, touch down on
the main wheels as for a normal landing. Hold the nose off the ground for as
long as possible and then bring it gently into contact with the runway while
the elevators remain effective. Do not use the brakes, unless a greater
emergency exists, until after the nose touches the ground. As soon as the nose
touches the ground, begin normal, or differential, braking as necessary to
maintain directional control. Use No. 1 brakes, No. 2 brakes or the parking
brake handle, depending on the availability of hydraulic and/or braking
systems.
If extension of either of the main landing gears is in doubt, touch down on

the side of the runway corresponding to the extended gear. Hold the wings
level for as long as possible. Control direction with the rudder pedals and
nosewheel steering. When the wing touches the ground, brake with the brake
pedals and counteract veering.
CONTROL HANDLE JAMMED IN DOWN POSITION

It is impossible to retract the landing gear.
1. Airspeed ...................................................... 245 KIAS MAXIMUM (VLE)
Jamming of the landing gear control handle in the down position may be
caused by misalignment of the nosewheels; consequently, do not attempt
to free the control handle by pressing the red ground safety override
pushbutton located above the control handle (or by pulling the control
handle if the modification M1688 is installed). Damage could be incurred
if the gear is retracted in this configuration.
Keep the landing gear extended to the landing.
ABNORMAL RETRACTION
WARNING
At least one red light remains on.
Gear handle light blinking.
1. Airspeed ................................................ AT OR BELOW 190 KIAS (VLO)
In icing conditions or if takeoff was made through snow or slush on the

runway:

a. If the red landing gear lights fail to go out upon retraction of the
landing gear, ice may be preventing the main landing gear from locking
in the UP position.
2. Cycle the gear down and up to get rid of the ice.
In nonicing conditions or if takeoff was made without snow or slush on

the runway:
a. Extend and keep the landing gear down.
EMERGENCY RETRACTION ON GROUND

Emergency retraction of the landing gear on the ground must only be consid-
ered if it is imperative to stop the aircraft immediately (risk of collision with
another aircraft or a large obstacle) and conventional means are not adequate.
Ground retraction of the landing gear is achieved using the following proce-
dure, with the first two operations being performed simultaneously:
1. Ground Safety Override

Pushbutton (If Installed) ....................................... PRESS IN AND HOLD
This is a red pushbutton located above the normal landing gear control
handle. On aircraft with modification M1688, this pushbutton is no more
installed. Unlocking of the gear control handle is performed by pulling it.
2. Landing Gear Control Handle............................................. UP POSITION
3. Power Levers ................................................................................ CUTOFF
Normal shutdown of engines.
4. FUEL SHUT OFF switches (all three) ................................... ACTUATED
This closes the three shutoff valves and cuts off the fuel supply.
NO. 1 BRAKE SYSTEM OR ANTISKID INOPERATIVE

WARNING
Results of abnormal anti-skid test before landing.
The following brake system information is provided as a review:
• The L and R brake lights illuminate at 232 psi.

• The #2 P BK light illuminates at 232 psi.
• Brake pressure for the No. 1 brake system is:
• 1,595 psi for SNs 1, 75, and subsequent, and those incorporating
Service Bulletin F900-42
• 2,175 psi for SNs 2 to 74, except for those with Service Bulletin
F900-42
NOTE
Service Bulletin 42 provides a double-braking sys-
tem, that assures a better brake-holding capability dur-
ing pretakeoff, full-engine-power runups.
• Brake pressure for the No. 2 brake system is 1,080 psi.
• The first detent of the parking brake handle provides 800 psi of No.
2 hydraulic system pressure. This detent stops the aircraft gradually
without locking the brakes.
• The second detent of the parking brake provides 2,175 psi of No. 2
hydraulic system pressure. This detent will lock the brakes.
This malfunction is indicated by an abnormal antiskid brake test. The

green No. 1 system L and R brake lights do not illuminate when the
brakes are tested in either the #1/ASKID ON or #1/ASKID OFF
positions of the brake selector switch.
1. Brake Selector Switch....................................................... #2/ASKID–OFF
Set the three-position selector switch to #2/ASKID OFF. Braking is

achieved using the pedals that are supplied through No. 2 hydraulic
system; the antiskid system is inoperative. Test No. 2 hydraulic system
braking by pressing the LH and RH brake pedals in turn, and check that
the #2 P BK light comes on.
2. Brake progressively.
Braking efficiency can be visually checked by monitoring the deceleration

rate on the EADI optimum deceleration on a dry runway is between –0.25 g
and –0.30 g, increasing with weight.
3. Increase the landing distance by 50%.
NOTE
For takeoff, operation of the aircraft on an exceptional
basis with antiskid inoperative is described in annex
5 of the Airplane Flight Manual. Operation on this
basis is subject to prior authorization defined in a
Minimum Equipment List (MEL).

NO. 1 AND NO. 2 BRAKE SYSTEMS INOPERATIVE

Land on the centerline of the runway, and maintain directional control down
the centerline by use of the rudders.
1. Runway Requirements ................................................................... CHECK
Carefully calculate the normal runway landing requirements using the

Airplane Flight Manual. Charted stopping performance is based on
antiskid brakes and airbrakes.
2. Thrust Reverser.......................................................... APPLY MAXIMUM
Use the thrust reverser to its maximum throughout the landing roll. The
thrust reverser is most effective at the first portion of the landing roll, but
should be used all the way to the stop in conjunction with the use of the
parking brake in the intermediate detent.
3. Parking Brake ................................................ INTERMEDIATE DETENT
Pull the parking brake handle to the first or intermediate detent. Do not
cycle the handle in and out of this detent. Select the first detent, and leave
the handle there. Avoid pulling the handle to the second detent unless a
greater emergency exists and it becomes necessary to lock the wheels. The
parking brake accumulator can allow up to five applications of the parking
brake using the second detent, if necessary.
NOTE
If the #2 P BK light is flashing, indicating a pressure
of 1,200 psi or less in the parking brake accumula-
tor, residual pressure remaining allows for only one
brake application.
NOSEWHEEL STEERING INOPERATIVE

If a malfunction occurs with the nosewheel steering system:
1. Release the steering control wheel to neutral.
If steering the aircraft with the control wheel, release it to remove

electric control and hydraulic actuation of the nosewheel steering
system. The nosewheel is now free to caster in either direction by use of
differential braking.
2. Use differential braking to steer the aircraft.

NOSEWHEEL SHIMMY
Hold the nosewheel steering control depressed.
This applies hydraulic pressure to the nosewheel steering system to provide

some shimmy dampening.
FUEL SYSTEM
LOW BOOST PUMP PRESSURE
Case 1
FUEL 2
(4.64 psi)
1. No. 2 Booster Switch ...................................................................... ST–BY
If the No. 2 booster switch was in the NORM position, move it to the
ST–BY position to turn on the other boost pump in the group 2 tanks.
Check the FUEL 2 light. If it goes out, continue the flight with use of the
standby boost pump.
If the FUEL 2 light stays on:
2. Associated Fuel Quantity.......................................................... MONITOR
Carefully observe the No. 2 fuel quantity. Check that the fuel quantity
is dropping normally through normal engine consumption. Follow
either procedure A or B below, depending on whether a fuel leak is or is
not evident.
Procedure A
If a significant fuel loss is evident:
3. No. 2 Engine Power Lever ........................................................... CUTOFF
Since the area of the fuel leak is unknown, an isolation process is begun by
shutting down the engine. This action shuts off fuel to the engine at the
fuel control.
4. No. 2 Engine Fuel Shutoff Switch............................................. ACTUATE
Further isolation of the engine and fuel system is accomplished by this

action. Check for illumination and then extinguishing of TRANS light.
Continue to monitor the fuel quantity to see if the leak stops or continues.
In any situation involving a fuel leak, a precautionary landing might be
appropriate.

5. GEN Switch ......................................................................................... OFF
The generator for the shutdown engine is no longer useful and should be
turned OFF to preclude electrical anomalies associated with the
electrical system.
This closes the anti-icing valves (air intake and ENG 2 S-duct).
CAUTION
In icing conditions, operate the No. 2 engine anti-icing
even with the No. 2 engine shutdown. The isolation
valve must be open to allow air bleed from the bleed-
air manifold to anti-ice the S-duct.
Since the No. 2 generator is no longer supplying electrical power to the

right DC electrical buses, tie the buses to save the No. 2 battery from
depletion. Check the volts and amps on the two operating generators and
illumination of the bus-tied light.
8. ST–BY Hydraulic Pump Switch.................................... ON (As Required)
If needed to supply hydraulic power to the No. 2 hydraulic system, turn on

the standby hydraulic pump switch. A windmilling engine, dependent
upon its rpm, may not be able to supply enough hydraulic power to
operate No. 2 system components.
9. No. 2 Fuel Tank Fuel................................................................ USE FIRST
Because the group 2 tank fuel is located mainly in the fuselage, it is desirable
to use up the fuel in group 2 tanks first to preclude any center-of-gravity
problems. To use group 2 fuel, follow the next steps to crossfeed the fuel to
all engines.
10. No. 2 Booster Switch....................................................................... NORM
This turns on the normal pump in the group 2 tanks and arms the standby
pump for operation when one of the X-BP 1-2 or 3-2 valves is open.
11. X-BP 1-2 and X-BP 3-2 .................................................................... OPEN
Open these two valves, which turns on the standby boost pump and allows
feeding of fuel to all three engines, thereby using the fuel from the group 2
tanks first. Check for illumination of X-BP 1-2 and 2-3 lights.

To prevent an engine flameout, carefully monitor the fuel quantity gages

during this operation. The goal is not to run out of fuel in the group 2 tanks
before returning the fuel panel to a configuration, whereby all three engines
can be kept running from the fuel supplied by group 1 and 3 tanks. See One
Engine Inoperative Approach and Landing Procedure, this chapter.
Procedure B
If no fuel leak is evident:
The flight may be continued, as required, by feeding fuel to the No. 2 engine,
by gravity, from the group 2 fuel tank only, except for the descent phase
above 31,000 feet that must be performed with X-BP 1-2 and 3-2 open. Check
that X-BP 1-2 and 3-2 lights are illuminated.
Case 2
FUEL 1 OR FUEL 3 (4.64 PSI)
1. X-BP 1–3........................................................................................... OPEN
Rotate the X-BP 1-3 switch to connect group 1 and group 3 tanks-to-supply
both lateral engines. The corresponding X-BP light should illuminate.
2. Associated Booster Switch................................................................... OFF
Turn off the boost pump switch that corresponds to the illuminated fuel
pressure warning light.
If the fuel pressure light stays on after opening the X-BP valve:
3. X-BP 1–3 ..................................................................................... CLOSED
Close the X-BP valve previously opened. The corresponding X-BP light
should go out. There is no crossfeed between engines 1 and 3 fuel feed
system. This may indicate that a fuel leak is present in the respective fuel
feed system.
4. Associated Fuel Quantity .................................................... MONITORED
Carefully observe the fuel quantity in the fuel tank associated with the
illuminated fuel pressure light. Check that the fuel quantity is dropping
normally through normal engine consumption.

If a fuel loss is evident:
5. Associate Engine Power Lever..................................................... CUTOFF
Since the area of the fuel leak is unknown, an isolation process is begun by
shutting down the associated engine. This action shuts off fuel to the
engine at the fuel control.
6. Associated Fuel Shutoff Switch.............................................. ACTUATED
Further isolation of the engine and fuel system is accomplished by this

action. Continue to monitor the fuel quantity to see if the leak stops or
continues. In any situation involving a fuel leak, a precautionary landing
might be appropriate. Check for TRANS light on, then off indication.
7. GEN Switch ......................................................................................... OFF
The generator for secured engine is no longer useful and should be turned
off to preclude electrical anomalies associated with the electrical system.
This closes the nacelle anti-icing valve.
OR
If the fuel pressure warning light goes out:
The flight may be continued using fuel management procedures commensu-

rate with flight requirements.
3. XTK Switch Set to Low Level Side .................................. AS REQUIRED
This selection will allow a transfer of fuel from the high-level wing tank to
the low-level tank, as long as one of the later tanks booster pump is
operational. Check illumination of the XTK light.
Case 3—Side Engines are Supplied with X-BP 1-3 Open

FUEL 1 AND FUEL 3
1. X-BP 1-3 ...................................................................................... CLOSED
Close the X-BP 1-3 valve on the upper portion of the fuel panel to prepare
for the crossfeed of fuel using different fuel plumbing.

2. X-BP 1-2 and X-BP 3-2 .................................................................... OPEN
Crossfeed the lateral engines using the two X-BP switches located on the
lower portion of the fuel panel. Check that the FUEL 1 and FUEL 2
lights go out.
If the FUEL 1 and FUEL 3 lights are out:
3. No. 1 and No. 3 Booster Switches ....................................................... OFF
4. Fuel Quantity Indicators ...................................................... MONITORED
To consume fuel in side tanks when no leak is suspected:
5. Flight Altitude .................................................. 31,000 FEET MAXIMUM
Since gravity flow of fuel, assisted by air pressure, is now the only way
fuel can be transferred from the tank groups to the engines, limit the
altitude of the aircraft.
6. X-BP 1–3, X-BP 1–2, and X-BP 3–2 .......................................... CLOSED
FUEL 1 and FUEL 3 Lights .................................................................. ON
7. Fuel Quantity Indicators ........................................................... MONITOR
The range of aircraft may be severely affected by flying at the lower

altitude. Continually monitor the fuel gages for determination of range
capability and for any abnormal consumption of fuel.
If the FUEL 1 or FUEL 3 light remains on (and FUEL 2 light may possi-
bly come on):
3. X-BP 1-2 and X-BP 3-2.................................... CLOSE SUCCESSIVELY
According to result obtained:
4. X-BP 1-2 or X-BP 3-2 ................................................................. CLOSED
5. Associated Engine Power Lever................................................... CUTOFF
6. Associated Fuel Shutoff Switch ................................................ ACTUATE
Check TRANS light on, then off.

7. GEN Switch ......................................................................................... OFF
The generator for the secured engine is no longer useful and should be
turned off.
FUEL TRANSFER SYSTEM MALFUNCTION ON

AIRCRAFT EQUIPPED WITH XTK 2 SYSTEM
Case 1
XTK 2
OPEN
This light indicates that the XTK 2 valve is open when it should be closed.
At times, this situation can be corrected by merely moving the XTK 2 switch
through each of its respective positions, then back to AUTO. If this does not
correct the indication, follow either procedure A or B below:
Procedure A
If group 2 fuel total quantity indicates approximately 4,400 pounds
green range):
1. No. 2 Rear Tank Quantity......................................................... CHECKED
Depress the button next to the group 2 tank fuel gage and check the fuel
quantity in the rear tank.
If the group 2 rear tank level is 3,300 pounds and steady, indicating that the
rear tank is full:
2. XTK 2 Switch .............................................................................. CLOSED
By closing the XTK 2 valve, the fuel flow from the front to the rear tank is
stopped.
XTK 2 OPEN Light......................................................... CHECKED/OUT
Normally, the XTK 2 OPEN light should go out after the XTK 2 switch is
moved to the close position. If the XTK 2 OPEN light does not go out and
there is a possibility of reaching the rear CG limit:

3. Manual XTK Valve ............................................ CLOSED, THEN NORM
This manually positioned valve is located in the rear cabin area of the
aircraft, in the floor on the left aisle, in line with No. 11 and No. 12 cabin
windows. Lift the carpet cutout to gain access to the handle. Raise the flap
of the valve and rotate it to the closed position. After turning the handle,
return the flap to the stowed position. Now check the master failure
warning panel.
XTK 2 OPEN Light......................................................... CHECKED/OUT
The XTK 2 OPEN light should go out after the manually controlled XTK
2 valve has been closed. Fuel management of the fuel from the front to the
rear tank must be carefully followed. It may become necessary to open the
valve once the rear tank level has burned down to a reasonable level.
OR
Procedure B
If group 2 fuel quantity indicates approximately 2,200 pounds
(amber range):
If No. 2 rear tank level is above 1,400 pounds:

2. XTK 2 Switch .............................................................................. CLOSED
This is done to shut off the fuel transfer from the front to the rear tank.
XTK 2 OPEN Light............................................................................. OUT
NOTE
If the XTK 2 OPEN light does not go out and boost
pump 1 or 3 has failed, or if side tank interconnec-
tion has been used, the attitude shall be limited to 10°
pitch up as long as the light remains illuminated.

Case 2
XTK 2
CLOSED
This light indicates that the XTK 2 valve is closed when it should be open.
At times, this situation can be corrected by merely moving the XTK 2 switch
through each of its respective positions and then back to AUTO. If this does
not correct the indication, proceed as follows:
If the rear tank quantity is lower than 1,100 pounds:
2. XTK 2 Switch ................................................................................... OPEN
Move the XTK 2 switch to the open position to allow a transfer of fuel
from the front fuselage tank to the rear fuselage tank.
XTK 2 CLOSED Light ................................................... CHECKED/OUT
Check to see that the light goes out when the XTK 2 switch is moved to
the open position.
If the XTK 2 CLOSED light remains on:
3. Manual XTK 2 Valve .............................................. OPEN, THEN NORM
This manually positioned valve is located in the rear cabin area of the
aircraft, in the floor on the left aisle, in line with No. 11 and No. 12 cabin
windows. Lift the carpet cutout to gain access to the handle. Raise the flap
of the valve, and rotate it to the open position. After turning the handle,
return the flap to the stowed position. Now check the master failure
warning panel.
XTK 2 CLOSED Light ................................................... CHECKED/OUT
The XTK 2 CLOSED light should go out after the manual control XTK 2
valve has been opened. Fuel management of the fuel from the front to the
rear tank must be carefully followed.
NOTE
The manually controlled opening of the XTK 2 valve
will cause the XTK 2 OPEN light to come on later
on in the flight. The attitude shall be limited to 10°
pitch-up as long as the light remains on.

TANK LEVEL ABNORMALLY LOW

ON A/C WITHOUT XTK 2 SYSTEM
LO OR
LO OR
LO
FUEL 1 FUEL 2 FUEL 3
This light indicates that a fuel level below 200 pounds is detected. Equivalent
to a cruise flight time of 15 minutes at an altitude of 2,500 feet.
1. Associated Fuel Quantity Gage ................................................ CHECKED
Verify the indication given by the warning light by checking the respective
fuel quantity gage. However, the warning light indication may be more
accurate of the actual fuel quantity in the fuel tank.
2. Associated X-BP ............................................................................... OPEN
In order to supply fuel to the low-side engine, the crossfeed of fuel can be
gained from a fuel tank containing more quantity. The X-BP light for the
respective valve opened should come on.
3. Booster of Affected Tank ..................................................................... OFF
Turn off the low-side boost pump until it becomes absolutely necessary to
use the fuel from that low tank.

ON A/C WITH XTK 2 SYSTEM
LO OR
LO OR
LO
This light indicates that a fuel level below 200 pounds is detected. Equivalent
1. Associated Fuel Quantity Gage ................................................ CHECKED
Verify the indication given by the warning light by checking the respective
fuel quantity gage. However, the warning light indication may be more
accurate of the actual fuel quantity in the fuel tank.
2. Associated X-BP ............................................................................... OPEN
In order to supply fuel to the low-side engine, the crossfeed of fuel can be
gained from a fuel tank containing more quantity. The X-BP light for the
respective valve opened should come on.

3. Booster of Affected Tank ..................................................................... OFF
Turn off the low-side boost pump until it becomes absolutely necessary to
use the fuel from that low tank.
LO If the LO FUEL 2 light and the No. 2 total quantity indicator

FUEL 2 is higher than the No. 2 rear tank quantity indication, this
indicates a malfunction of front-to-rear tank transfer.
4. XTK 2 Switch ................................................................................... OPEN
If the rear tank quantity is still decreasing:
5. If necessary, MANUAL XTK 2 Valve .................... OPEN, THEN NORM
Disregard illumination of the XTK 2 open light.
When the rear tank quantity has increased:
6. No. 2 Booster Switch....................................................................... NORM
7. X-BP............................................................................................. CLOSED
Check that the X-BP light is out.
FUEL ASYMMETRY
This condition is indicated by asymmetric fuel indications and/or by an ab-
normal application of aileron trim to one wing versus the other. Ensure that
the asymmetry is not caused by a fuel leak. Follow either Case 1 or Case 2
below, depending on the type of asymmetry:
Case 1—Side Tank Asymmetry

1. X-BP 1-3............................................................................................. OPEN
Open the crossfeed line between the No. 1 and No. 3 fuel tanks.
X-BP Light......................................................................... CHECKED/ON
This light verifies that the X-BP 1-3 opened.
2. XTK Switch Set to Low Side............................................ AS REQUIRED
Move the XTK switch from the center position to the low-side tank. This
action, by opening the valve between the wing fuel tanks, will further
assist in the balancing of fuel. The high-side boost pump will move fuel
from the high-side tank to the low-side tank through jet pump action.

XTK Light ......................................................................... CHECKED/ON
If the XTK valve opened, the XTK light should illuminate.
If booster 1 and 3 switches are on:

3. Booster Switch on Low-Level Side...................................................... OFF
Case 2—Tank 2 to Side Tank Asymmetry

1. X-BP 1-2 or 3-2................................................................................. OPEN
Move either rotary switch to the open position to allow a crossfeed from
the high tank.
X-BP Light......................................................................... CHECKED/ON
When either rotary switch is moved to the open position, the

corresponding light should illuminate.
If group 2 tank fuel level is higher:

2. Booster No. 1 or No. 3 Switch.................................. AS REQUIRED/OFF
Turn off either or both of these boost pumps to allow the group 2 tank fuel
to be crossfed to the other engine(s). This will help achieve a balance in
the fuel tanks.
If group 2 tank fuel level is lower:

3. Booster 2 Switch .................................................................................. OFF
This allows the center engine to be fed from either the No. 1 or No. 2 fuel
tank groups, whichever is higher in quantity.
FUELING LIGHT ON IN FLIGHT

FUELING
1. Airspeed (If Possible) .................................................................. REDUCE
Reduce the speed of the aircraft to preclude structural damage to the

aircraft should one of the fuel doors come open.

Avoid the following:
• High noseup or nosedown pitch attitudes
• Rapid changes in pitch or roll
2. Fuel Quantities .......................................................................... MONITOR
Monitor fuel quantity indicators to detect any fuel loss. Consider landing
the aircraft as soon as possible in the event a fuel leakage occurs through
the fuel tank vent system or if structural damage is suspect.
The FUELING light comes on if the following occurs:
• One of the two fuel tank vent valves is not closed.
• The defueling/refueling valve is not closed.
• The refueling connector door is not closed.
• The refueling control panel door is not closed.
• The gravity-fueling switch is on.
• The defueling switch is on.
• The vent valve lever is not stowed.
• The B2 bus is not powered.
• PRESSURE FUELING circuit breaker
ELECTRICAL SYSTEMS
ONE GENERATOR INOPERATIVE

Illumination of a generator light indicates that the corresponding generator
is disconnected from its main DC bus system. When a generator malfunctions,
the generator switch may or may not trip off. Determine the position of the
generator switch for the inoperative generator, and then proceed following
Case 1, Case 2 or Case 3 below, depending on the position of the respective
generator switch.

Case 1—Any Generator Switch is Tripped

SWITCH OFF GEN 1 OR GEN 2 OR GEN 3
1. Bus Voltages ............................................................................. CHECKED
Check that the voltages are within prescribed limits.
2. Batteries and Generators Load ................................................. CHECKED
Check the ammeter readings for each battery and generator to ensure bus
and generator loading is within limits. Each operator should keep a
running record of normal bus loading and have a knowledge of the normal
power demands on the electrical system.
3. Shed the load, as necessary, to limit the load on the respective battery or
operating generator.
CAUTION
Do not attempt to reset a tripped generator switch.
Since the generator switch has tripped, an overvolt-
age condition will exist if a reset attempt is made.
If the No. 2 generator is inoperative and BATT 2 load is normal:
This will allow a sharing of the load between the operating generators and
will preclude abnormal demands on the No. 2 battery, as necessary. Check
bus-tied light illumination and normal bus load and voltage.
5. Bus Load and Voltages ............................................................. CHECKED

Case 2—GEN 1 Switch is Not Tripped

GEN 1
Set the ammeter selector to the position corresponding to the generator

concerned. On aircraft fitted with an auto-load system, a reduced load will
be indicated on the generator still connected to the bus. Shed the load, if
necessary, to keep the load on each remaining generator within limits on
the aircraft without the auto-load feature.
If the left main bus voltage is normal:
The absence of an overvoltage condition for bus A is an indication that the

online generator is the one associated with the extinguished GEN light.
3. GEN 1 Switch........................................... OFF, THEN ON (TWO RESET

ATTEMPTS MAXIMUM)
If resetting cannot be achieved:
4. GEN 1 Switch ...................................................................................... OFF
OR
If the left main bus voltage is above the green range:
The existence of an overvoltage condition not high enough to cause the GEN
switch to trip may prevent the associated generator from coming on line. In
this case, the faulty generator is the one associated with the extinguished GEN
light. Switching this generator off should cause the other generator to come
back on line.
3. GEN 3 Switch ...................................................................................... OFF
a. GEN 3 Light ..................................................................................... ON
b. GEN 1 Light................................................................................... OUT
4. Left Main Bus Voltage within the Green Range....................... CHECKED
5. Bus Load................................................................................... CHECKED

If voltage and amperage indications are normal, retain this configuration:
OR
If the GEN 1 and GEN 3 lights remain on, representing that a possible nor-
mal No. 1 generator did not automatically reconnect to the bus, then:
ATTEMPTS MAXIMUM)

5. GEN 1 Switch ...................................................................................... OFF
The generator is no longer useful and should be turned off to preclude any
electrical anomalies.
6. Left and Right Main Bus Volts/Amps ...................................... CHECKED
Never tie the buses together without previously checking that voltages and
amperage are within limits.
Check the volts and amps on the left main bus carried by the No. 1 battery
for normal valves. Normal voltage and amperage carried by the No. 2
generator should be shown for the right main bus.
Ensure that the left and right main buses are tied by monitoring
equalization on voltmeters and ammeters, and that they are within
prescribed limits. Check for bus-tied light illumination.
8. Bus Load and Voltage............................................................... CHECKED


GEN 3

be indicated on the generator still connected to the bus. Shed the load, if
necessary, to keep the load on each remaining generator within limits on
If the left main bus voltage is normal:

The absence of an overvoltage condition for bus A is an indication that the
online generator is the one associated with the extinguished GEN light.

ATTEMPTS MAXIMUM)
4. GEN 3 Switch ...................................................................................... OFF
OR
If the left main bus voltage is above the green range:

back on line.
3. GEN 1 Switch ...................................................................................... OFF
a. GEN 1 Light ..................................................................................... ON
b. GEN 3 Light................................................................................... OUT
5. Bus Load................................................................................... CHECKED
If voltage and amperage indications are normal, retain this configuration:

OR
If the GEN 1 and GEN 3 lights remain on, representing that a possible nor-
mal No. 1 generator did not automatically reconnect to the bus, then:

ATTEMPTS MAXIMUM)
5. GEN 3 Switch ...................................................................................... OFF
Never tie the buses together without previously checking that voltages and
amperage are within limits.
Check the volts and amps on the left main bus carried by the No. 1 battery
for normal valves. Normal voltage and amperage carried by the No. 2
generator should be shown for the right main bus.
Ensure that the left and right main buses are tied by monitoring
equalization on voltmeters and ammeters, and that they are within
prescribed limits. Check for bus-tied light illumination.


GEN 2

be indicated on the generator still connected to the bus. Shed the load if
necessary to keep the load on each remaining generator within limits on
3. GEN 2 Switch................................................ TWO RESETS MAXIMUM
Turn the GEN switch off and then on a maximum of two times to see if the
generator will reset. If the generator cannot be reset:
4. GEN 2 Switch ...................................................................................... OFF
Left and Right Main Bus Voltage ............ NOT ABOVE GREEN RANGE
5. Check the right battery load for normal indications.
7. Limit the load on the operating generator.
TWO GENERATORS INOPERATIVE

Case 1—One or No Generator Switch Has Tripped
GEN AND GEN
Two generators have been disconnected from the main DC bus system. The
respective generator switches may or may not be tripped. This procedure would
assume a simultaneous tripping of the reverse current relay of the corre-
sponding generator.

2. Batteries and Generator Load ................................................... CHECKED

be indicated on the generator and/or battery still connected to the left main
bus and normal loading on the right main bus.
CAUTION
Shed the load on the bus, if necessary, to limit the load
on the operating generator and/or battery. Never tie
the buses together without previously checking that
the voltage and amperages on each bus are within the
prescribed limits.
CAUTION
Do not attempt to reset the generator that has the
tripped switch, as an overvoltage condition will exist
when a reset attempt is made.
On the generator for which the switch has not tripped and bus voltage is
within the green range:
3. GEN Switch(es) ................................................................ OFF, THEN ON
Attempt two resets maximum of the generator(s) concerned by moving the

GEN switch off, and then on, to see if the generator will reset. If the
generator will not reset, and main bus voltages are not above the green
range, then:
4. Both GEN Switches ............................................................................. OFF
Check to see that amperage indications on both main buses are indicating
normal loading. If the indications are normal:
Once the buses are tied, continually monitor the voltages and amperages
for normal indications,
OR
On the generator(s) for which the switch has not tripped and main bus
voltage is above the green range, comply with the following appropriate
procedures A, B, and C.

Procedure A
back on line.
1. GEN 3 Switch ...................................................................................... OFF
a. GEN 3 Light ................................................................. CHECKED/ON
b. GEN 1 Light............................................................... CHECKED/OUT
3. Bus Load................................................................................... CHECKED
If GEN 1 and GEN 3 lights remain on, representing that a possible normal
No. 1 generator did not automatically reconnect to the bus, then:

ATTEMPTS MAXIMUM)
5. GEN 1 Switch ...................................................................................... OFF
OR
Procedure B
back on line.
1. GEN 1 Switch ...................................................................................... OFF
a. GEN 1 Light ......................................................... CHECKED/ON
b. GEN 3 Light....................................................... CHECKED/OUT
3. Bus Load................................................................................... CHECKED

If the GEN 1 and GEN 3 lights remain on, representing that a possible
normal No. 3 generator did not automatically reconnect to the bus, then:

ATTEMPTS MAXIMUM)
5. GEN 1 Switch ...................................................................................... OFF
OR
Procedure C
If GEN 2 light is on:
1. GEN 2 Switch ................................................................... OFF, THEN ON
Turn the GEN 2 switch off and then on a maximum of two times to see if
the generator will reset. If the generator cannot be reset:
2. GEN 2 Switch ...................................................................................... OFF
3. Left and Right Main Bus Voltage ............ NOT ABOVE GREEN RANGE
Check the right battery load for normal indications.
Ensure the left and right main buses are tied by monitoring equalization on
voltmeters and ammeters and that they are within prescribed limits. Check
for bus-tied light illumination.

Case 2—GEN 2 and GEN 1 or GEN 3 Switches Have Tripped

GEN AND GEN
Two generators have been disconnected from the main DC bus system.
The respective generator switches have tripped. This procedure would as-
sume a simultaneous tripping of the reverse current relay of the corre-
sponding generators.

be indicated on the generator and/or battery still connected to the left main
bus and normal loading on the right main bus.
CAUTION
prescribed limits.
3. Bus-Tied Switch...................................... CHECKED/FLIGHT NORMAL
Ensure the buses are not tied when attempting to reset a generator whose
switch has tripped. The objective is to protect the bus not associated with
the generator being reset.
4. BAT Switch of Associated Side......................................... CHECKED/ON
The respective battery will not only provide electrical power to the bus,
but will also function as a buffer when attempting to connect the generator.
5. Power Lever of No. 2 Engine ............................................................. IDLE
This will minimize the effects, should the reset attempt result in an
overvoltage condition. Consequently, the reset attempt should not
be performed during a critical phase of flight when engine thrust may
not be reduced.
Engine Idle Setting ............................................................... STABILIZED
6. GEN 2 Switch ........................................................................................ ON

Perform only one reset attempt of generator 2. No more than one reset
attempt should be made, for the reason that a failure to reset is an
indication that the fault still exists, and a new attempt could have
detrimental effects.
Carefully observe the voltmeter/ammeter while placing the generator

switch on. Be prepared to immediately return the switch to off should an
overvoltage condition exist. In fact, the overvoltage condition should cause
the switch to trip.
If No. 2 generator cannot be reset:
If the volts and amps are normal (in the green range):
Check that the bus-tied light is on and monitor to make sure the loads are
kept within limits.
10. Power Lever of No. 2 Engine after

Generator Reset Attempt ........................................... NORMAL THRUST
Case 3—GEN 1 and GEN 3 Switches Have Tripped

GEN AND GEN
Two generators have been disconnected from the main DC bus system. The
respective generator switches have tripped. This procedure would assume a
simultaneous tripping of the reverse current relay of the corresponding generator.

be indicated on the No. 1 battery still connected to the left main bus and
normal loading on the right main bus powered from generator 2.

CAUTION
prescribed limits.
3. Bus-Tied Switch...................................... CHECKED/FLIGHT NORMAL
Ensure the buses are not tied when attempting to reset a generator whose
switch has tripped. The objective is to protect the bus not associated with
the generator being reset.
4. BAT 1 Switch..................................................................... CHECKED/ON
The battery will not only provide electrical power to the bus, but will also
function as a buffer when attempting to connect the generator.
This will minimize the effects, should the reset attempt result in an
overvoltage condition. Consequently, the reset attempt should not be
performed during a critical phase of flight when engine thrust may not be
reduced.
6.GEN 1 Switch .................................................................................................. ON

the switch to trip.
If No. 1 . generator cannot be reset:
7. Power Lever of No. 1 Engine .................................... NORMAL THRUST
Since the reset attempt of the No. 1 generator was unsuccessful, an attempt
to reset the No. 3 generator will be made. This reset attempt will require a
thrust reduction on the No. 3 engine. To preclude two engines at reduced
thrust at the same time, set normal thrust on the No. 1 engine.

This will minimize the effects should the reset attempt result in an
overvoltage condition. Consequently, the reset attempt should not be
performed during a critical phase of flight when engine thrust may not be
reduced.
9. GEN 3 Switch ........................................................................................ ON

the switch to trip.
10. Power Lever of No. 3 Engine after

Generator Reset Attempt ........................................... NORMAL THRUST
If No. 1 and No. 3 generators cannot be reset:
11. Right Main Bus Volts/Amps.......................................................CHECKED
Check to see that the voltage and amperage are within limits as this bus
and its associated No. 2 generator will pick up the entire electrical load
when connecting the main buses. If the indications are normal:
Check to make sure the bus-tied light is illuminated and the bus load and
voltage are kept within prescribed limits.

BATTERY OVERHEAT
HOT
BAT
Additionally, the battery temperature indicator red light is on.
In flight:
Determine which battery is overheating by referring to the battery tempera-

ture gage and checking the individual battery temperature needles. After de-
termining which battery is overheating:
1. Associated BAT Switch........................................................................ OFF
This action disconnects the battery from the electrical system, which
should reduce the load or charging action that may be causing the overheat
condition.
If the battery temperature keeps rising:
2. Land as soon as possible.
NOTE
If required, the faulty battery may be switched back
on for landing, provided the HOT BAT light has gone
out. Closely monitor the battery temperature indicator.
On the ground:
If the batteries are warm (temperature higher than 120°F) and the amber light
is on, a battery start must not be attempted. Use an external power cart for
starting the engines.
If the temperature during engine start exceeds 120°F, monitor the tempera-
ture for a few minutes after starting to ensure that the temperature does not
rise further and that it starts to cool.
If the temperature during engine start exceeds 140°F, wait for it to drop below
120°F before taking off.
If the temperature reaches 150°F with the red battery gage light and the HOT
BAT light on, the battery must be switched off. Monitor the battery closely
for cooling and have it removed for inspection.
NOTE
The average cooling time of a battery on the ground
is 1°F per minute.

BATTERY FAILURE
BAT 1 OR BAT 2
The associated battery switch is tripped. If grounding upstream of a battery

protection device occurs, or if a battery has an internal fault, the make-and-break
switch trips open under the action of the reverse current, the corresponding BAT
switch flips off, and the corresponding BAT light on the warning panel comes on.
If these indications occur:
1. Associated Battery Switch........................................................ ON/RESET
No more than two resets of any electrical system malfunction are allowed.
Try to reset the associated battery by moving the battery switch to on. Loss
of one or both batteries in flight will not have a serious effect on the
operation of electrical systems. However, should the three engine
generators fail, the emergency power normally supplied by the batteries
will be lost if the batteries cannot be reset.

PITOT-STATIC SYSTEM
EITHER AIR DATA COMPUTER INOPERATIVE
Table AP-2. PITOT-STATIC SYSTEM—EITHER
AIR DATA COMPUTER INOPERATIVE
FUNCTION LOSS OF INDICATIONS REMARKS

“On-side” Airspeed scale Data from other ADC
IAS flag on EADI
EFIS recovered using XFR IAS
M
ASEL ASEL flag on EADI Coupling to remaining

source by “x” side CPLD
“On-side” Vertical modes Reversion to basic mode Coupling to remaining

AP-FD CPLD MSG: CPLD DATA source by “x” side CPLD
INVALID on ID 802.
“On-side” Altimeter Flags Use the instrument of

flight instruments rate-of-climb other instrument panel
indicators side
ID 802 CPLD SAT-TAT-TAS Dashes on Data recovered using

“on-side” corresponding “x side” CPLD
line
Autoslats Extension Possibility See slat system

inhibition at AUTO malfunctions
light
high speed SLATS
Horizontal If ADC 1 has Normal trim limited Use the emergency

stabilizer trim failed the –4° to –4° trim control
limitations at
high speed or
the overriding
of the stop at
low speed
“On-side” Altitude coding Use the “x side” XPDR

ATC XPDR
NOTE:
If VMO/MMO warning sounds permanently, pull out inoperative air data computer circuit breaker.

BOTH AIR DATA COMPUTERS INOPERATIVE
Table AP-3. PITOT-STATIC SYSTEM—BOTH AIR

DATA COMPUTERS INOPERATIVE

EFIS Mach Use the standby Mach
Airspeed scale IAS flag on EADI
airspeed indicator
ASEL
Wind on EHSI
ASEL flag on EADI
AP-M TRIM Autopilot, flashing on Coupling to remaining

AP
YD-FD Mach trim, and EADI, source by “x” side CPLD
yaw damper command bars go out
of view.
on warning
AP
panel and
MACH
TRIM
MSG: DADC DATA
INVALID in ID 802
Flight instruments Altimeters, Flags Use the standby
rate-of-climb instruments
indicators
ID 802 SAT-TAT-TAS Dashes on Avoid or leave
corresponding line icing conditions
(see note 1 below)
Autoslats Extension AUTO light See slat system

inhibition at SLATS malfunctions
high speed
Horizontal –4° limitation Normal trim limited Use the emergency
stabilizer trim at high speed to –4° trim control
or stop over-
riding at
low speed
Aileron Arthur Monitoring AIL

FEEL
light
Q unit
Warnings VMO/MMO Operative with flaps
landing gear 40° + slats and gear up
not extended
FMS VNAV wind Message in the
page data SCRATCH PAD
FLT TIME
ATC XPDR Altitude report
NOTE:
If VMO/MMO warning sounds permanently, pull out inoperative air data computer circuit breaker.
(1) If icing conditions cannot be avoided, engine N1 speed MUST NOT be less than
the figure corresponding to the coldest temperature of the N1 anti-icing table.

JAMMED OR ABNORMAL PILOT,

COPILOT, AND POSSIBLY STANDBY
IAS/MACH INDICATION AT HIGH ALTITUDE
This problem may come about as a result of aircraft operations being conducted
in colder than normal altitude temperatures and while flying through ice
crystals, which may block the pitot heads. The problem may disappear if a
descent is made to an altitude where air temperatures will normally increase.
Cross-check normal instruments with standby instruments.
The warning are as follows:

AIL AUTO MACH AP
FEEL SLATS TRIM
The VMO /M MO audio warning sounds, the IAS EADI comparator annuncia-
tor illuminates, the AP disengagement and/or DADC DATA INVALID message
appears on ID 802, and a disagreement with standby IAS/Mach indications shows.
CAUTION
If it is certain that the VMO /M MO warning is false, do
not modify flying parameters.
If the above indications are experienced:
1. Autopilot and Yaw Damper ............................................... DISENGAGED
Due to possible spurious information inputs to air data components,

disconnect the autopilot and yaw damper to prevent any unwanted flight
control inputs. Hand-fly the aircraft, and avoid any large displacements
and rapid movements of the flight controls.
If the VMO /M MO warning sounds:
2. AUDIO WARN A/AUDIO WARN B Circuit Breakers ............... PULLED
On the left and right circuit-breaker panels, pull the circuit breakers as
labeled above to silence the VMO/MMO audio warning.
3. Use the standby altimeter to stabilize and fly altitude.
4. Since air data information may be erroneous, use the standby altimeter for
altitude reference.
5. Engine Thrust Setting.............................. MAXIMUM CRUISE THRUST
Since airspeed/mach indications may be in error, set the power as

indicated to ensure a safe airspeed for the given flight conditions of gross

weight and temperature. Since SAT/TAT indications may also be in error,

use the last known temperature observed, or use ISA for the given altitude.
6. Aircraft Attitude ........................................................... 0° TO 4° NOSEUP
This would be a normal indicated attitude for cruise flight. It would be

wise for every pilot to learn the normal attitude indications for all regimes
of flight.
After the fault has been identified, follow Procedure A for the climb phase
of flight, Procedure B for the cruise phase of flight, or Procedure C for the
descent phase of flight.
Procedure A
Climb
1. N1 RPM .......................................................................... CLIMB THRUST
Set maximum climb thrust N1 in accordance with the maximum climb

thrust charts contained in the Airplane Performance Manual.
2. Aircraft Attitude ........................................................... 4° TO 5° NOSEUP
This would be a normal climb attitude if a climb was necessary while at

high altitudes.
Procedure B
Cruise or Level Flight
Set N 1 rpm according to the setting for Mach 0.75 cruise, taking into account
flight altitude, aircraft weight, and TAT (if known).
Since SAT/TAT indications may also be in error, use the last known temper-
ature observed, or use ISA for the given altitude.
Limit aircraft attitude to less than 4° noseup.
Procedure C
Descent
Follow either checklist below for operations without anti-icing or for oper-
ations with engine and wing anti-icing on.

Without Anti-icing
1. N1 RPM .............................................................................................. IDLE
Reduce the power levers to idle rpm for the descent. Cross-check
pressurization requirements. If at high altitude, ensure the cabin pressure is
maintained with the power levers at idle.
2. Vertical Speed........................................................ –2,000 TO –3,000 FPM
3. Aircraft Attitude .................................................... 0° TO 2° NOSEDOWN
This attitude range should assure a –2,000- to –3,000-fpm descent.
With Engine and Wing Anti-icing On

1. N1 RPM ........................................ MINIMUM BY ANTI-ICING CHART
Use the three engines operative minimum N1 anti-ice chart found in the
Normal Procedures section of the Airplane Flight Manual, a copy of
which is printed in this manual, or in the abbreviated checklist.
2. Airbrakes ................................................................................ POSITION 1
Deploy the airbrakes to position 1 to provide drag in the descent, while the
engine power is kept at a higher power setting for anti-icing purposes.
3. Vertical Speed in the Descent................................ –1,500 TO –2,000 FPM
4. Aircraft Attitude .................................................... 0° TO 2° NOSEDOWN
This attitude range should assure a 1,500- to 2,000-fpm descent, with

engines at a higher rpm, while the airbrakes are deployed to position 1.
NOTE
1. Check aircraft altitude frequently by referring
to the standby altimeter.
2. If, prior to the problem occurring, flight was

performed at a static temperature lower than the
authorized minimum limit prescribed by the AFM,
descend as soon as possible until air data indi-
cations become normal. Minimum temperatures
are as follows:
a. Sea level to 25,000 feet........................ –54°C

b. 25,000 to 34,000 feet ................. Linear from

–54 to –75°C
c. 34,000 to 51,000 feet ........................... –75°C
3. Reset AUDIO WARN A and AUDIO WARN B

circuit breakers at frequent intervals to see if the
audio warning has stopped. Leave the circuit
breakers engaged if the warning has stopped.
4. If IAS/Mach indications are unreliable, the indi-

cated static air temperature may also be incorrect.
PROBE ANTI-ICING MALFUNCTION

ST BY
L. PITOT OR R. PITOT OR
PITOT
Compare instrument readings with the readings of the other two systems. Check
bus power and proper switch positioning.
ICE PROTECTION SYSTEMS

WING ANTI-ICE INOPERATIVE
WITHOUT BRAKE HEATING
The following four cases, with procedures, assume that the wing anti-ice
switch was turned on for anti-ice protection and the system malfunctioned.
Case 1
The wing anti-ice switch is on and the wing amber light comes on steady. This
indicates an insufficient supply of bleed air is available for wing anti-icing.
1. No. 1 Engine N1 Speed................................................ INCREASE UNTIL

GREEN LIGHT ILLUMINATES
Increase the thrust on the No. 1 engine to attempt to supply more high-
pressure bleed air through the HP 1 valve.
If the light turns green:
2. No. 1 Engine N1 Speed............................................................ MAINTAIN

If the light remains amber:
3. No. 3 Engine N1 Speed ............................................................ INCREASE
While maintaining a higher rpm on the No. 1 engine, increase the thrust on
the No. 3 engine to attempt to supply more high-pressure bleed air through
the PRV 3 valve.

4. No. 3 Engine N1 Speed............................................................ MAINTAIN
Keep the thrust increased on both No. 1 and No. 3 engines, while in icing
conditions, to keep the wing anti-ice light green and to ensure a sufficient
anti-icing capability.
If the light still remains amber:
Set the N 1 No. 1 and No. 2 engines to the minimum rpm, according to Table
AP-4 for operations in icing conditions.
Avoid or leave icing conditions as soon as possible. Since the wing anti-icing
is no longer provided, structural icing may result.
Case 2
The wing anti-ice switch is on, and the wing amber light is flashing. This
indicates a system malfunction in which there is too much bleed air sensed
in the system.
1. No. 1 Engine N1 Speed................................................................ REDUCE
Reduce the No. 1 engine N1 rpm until the flashing amber light goes out
and the green light illuminates. This action should reduce the high-
pressure bleed-air supply to the wing surfaces.
If the light does not turn green:
2. No. 1 Engine N1 Speed ..................................................... AS REQUIRED
3. No. 3 Engine N1 Speed................................................................ REDUCE
While maintaining a required speed on the No. 1 engine, reduce the engine
speed on the No. 3 engine to further reduce the high-pressure bleed-air
supply to the wing surfaces.

FlightSafety
international
NOTE
Do not go below the minimum engine speed
prescribed for flight in icing conditions, corrected for
temperature (Table AP-4).
Table AP-4. FLIGHT IN ICING CONDITIONS
THREE ENGINES OPERATIVE—ANTI-ICING N1

TAT –30° TO –20° TO –10° TO 0° TO
–20°C –10°C –0°C +10°C
>20,000 80% 76% 73% 65%
>20,000
76% 73% 65% 58%
>10,000
<10,000 68% 65% 61% 58%
ONE ENGINE INOPERATIVE

Increase the values of the above by the following:
• 9% if N1 is equal to or higher than 65%
• 6% if N1 is lower than 65%
ON AIRCRAFT WITH WING-BRAKE HEATING

When the heating system is used:
• The minimum required N1 speed with two or all
engines operating must be increased by 1%.
Maintain that engine speed on No. 1 and No. 3 engines when flying through
icing conditions.
Case 3
The wing anti-ice switch is on, and both the amber and green anti-ice lights
are on. It would be quite rare for such an indication as this to appear. However,
the aircraft manufacturer feels that this is a coverall procedure in the event
any other indescribable indications might be seen when you turn on the wing
anti-icing switch. This indicates that the wing anti-ice system may be
malfunctioning and you must:
If in icing conditions, not reduce N 1 speed below the specified value and avoid
or leave icing conditions as soon as possible.

Case 4
The wing anti-ice switch is on, and the wing green light is out. This may indicate
that the green wing anti-icing light is not operative for one reason or another.
The corrective action to determine if it is an indication problem and not an
operational problem is to:
1. Wing Anti-ice Switch........................................................................... OFF
Turn off the wing anti-ice switch, and observe the off indications by
watching the wing anti-ice lights. Normally, when turning the wing anti-
ice switch off, the amber light will flash a couple of times and then
extinguish. Turn the switch back on.
2. Wing Anti-ice Switch ............................................................................ ON
If you observe the normal indications of the amber light coming on and
then going out, you can assume that the wing valves have opened and are
being supplied sufficient bleed air for anti-icing purposes.
If you do not observe these proper indications, the wing anti-icing system
must be considered inoperative. You must:
3. Avoid or leave icing conditions as soon as possible.
WING ANTI-ICE UNWANTED

OPERATION WITHOUT BRAKE HEATING
The wing anti-ice switch is off and the amber wing light is flashing. This may
mean that some bleed air may still be going to the wings or an indication failure,
even though the wing anti-icing switch is off. To try to correct this malfunc-
tion by the following procedure:
1. Wing Anti-ice Switch ............................................................................ ON
If the green wing light does not come on, it means a failure of the
indicating system and there is no anti-ice pressurized air in the wings.
Flight may be continued with:

OR
If the green light comes on, it means the operation of the wing anti-icing
system is out of sequence. High-pressure bleed air may still be supplied to
the wings even when the wing switch is off. This case is either untimely
operation of the wing anti-ice system or seizing of the wing anti-ice
system electrovalve in the open position. If the TAT is above +10°C, the
following procedure must be followed to eliminate, or to limit, the flow of
high-pressure bleed air to the wings.
The amber light may still be flashing.
3. Isolation Valve Knob ................................................................... ISOLATE
Move the rotary switch on the overhead panel to the isolate position. The
amber ISOL light should come on. This separates the bleed-air system so
that the No. 1 and No. 3 engines feed one side while the No. 2 engine
feeds the other side of the bleed-air manifold.
4. HP 1 and PRV 3 Switches .................................................................... OFF
Moving these switches to off should keep any high-pressure airflow, from
the No. 1 and No. 3 engines, from entering the bleed-air manifold. It is this
side of the manifold from which the wing anti-ice system plumbing taps
its air. Therefore, only low-temperature, low-pressure bleed air can be
delivered to this side of the manifold. To minimize any adverse effects this
low-pressure bleed air might have, perform the following:
5. Reduce No. 1 and No. 3 engines power settings as soon as possible.
WING ANTI-ICE INOPERATIVE WITH BRAKE HEATING

The following three cases, with procedures, assume that the wing anti-ice switch
was turned on to the position indicated for anti-ice protection and the system
malfunctioned.
Case 1
The wing anti-ice switch is on as specified in Procedure A or B below, and

the wing amber light comes on steady. This indicates an insufficient supply
of bleed air is available for wing anti-icing.

Procedure A
Switch is in the WING position:
1. No. 1 Engine N1............................................ INCREASE UNTIL GREEN

LIGHT ILLUMINATES
Increase the power on the No. 1 engine to attempt to supply more high-
pressure bleed air through the HP 1 valve.
2. No. 1 Engine N1....................................................................... MAINTAIN
OR
If the amber light remains on and steady:
2. No. 3 Engine N1 ....................................................................... INCREASE
While maintaining a higher rpm on the No. 1 engine, increase the power
on the No. 3 engine to attempt to supply more high-pressure bleed air
through the PRV 3 valve.
3. No. 3 Engine N1....................................................................... MAINTAIN
Keep the power increased on both No. 1 and No. 3 engines, while in icing
conditions, to keep the wing anti-ice light green and to ensure a sufficient
anti-icing capability.
OR
3. WING–BRK Switch............................................................... WING–BRK
The purpose of this operation is to detect a brake heating valve not closed
malfunction.
4. Maintain an N1 rpm not less than 1% above the specified value for flight
in icing conditions (see Table AP-4).

OR
4. WING–BRK Switch ......................................................................... WING
If in icing conditions, do not reduce N1 speed below the specified value

(see Table AP-4).
Wing anti-icing is no longer available.
Procedure B
Switch is in the WING–BRK position:
If the green light comes on, it is an indication that the brake heating
system is inoperative.
If the green light stays out:
Increase the N1 speed of the No. 1 engine until the green light comes on. If
the attempt is unsuccessful, repeat similar N1 speed increase on the No. 3
engine. Maintain this N1.
If the light does not turn green and if in icing conditions:
3. Maintain an N1 rpm not less than 1% above the specified value for flight
Consider the brake heating system inoperative as well.

Case 2
The WING–BRK switch is in the position as indicated in Procedure A or B

below, and the amber light is flashing with the green light out. This indicates
excessive anti-icing to the wings.
NOTE
When reducing N 1 rpm as directed below, do not re-
duce the N 1 below the minimum speed required for
operations in icing conditions.
Procedure A
Switch in the WING position:
1. Reduce N1 speed of No. 1 engine until the amber flashing light goes out
and the green light comes on.
If this does not correct the problem:
Procedure B
Switch in the WING–BRK position:
If this does not correct the problem:
Maintain an N1 speed not less than 1% above the specified value for flight

Case 3
The wing anti-ice switch is on, and both the amber and green anti-ice lights
are on. It would be quite rare for such an indication as this to appear. However,
the aircraft manufacturer feels that this is a coverall procedure in the event
any other indescribable indications might be seen when you turn on the wing
anti-icing switch. This indicates a general total malfunctioning of the sys-
tem, and you must:
Avoid or leave icing conditions.
Case 4
The WING–BRK switch is in the position as indicated in Position A or B below,

and the amber and green wing anti-ice lights are out.
Procedure A
Switch in the WING position:
1. WING–BRK Switch............................................................................. OFF
The amber light should flash and then go out. This indicates that the wing
anti-ice valves were open and that they closed normally.
Carefully watch the indicator lights as the switch is moved to the WING
position. The amber light should come on steady and then go out. This is a
normal indication; however, the green light should come on. If the green
light did not come on, there is a malfunction in the indicating system, and
it can be assumed that the wing anti-ice system is working properly.
If the amber light did not come on steady and then go out:
If in icing conditions, do not reduce engine rpm below specified values.

Procedure B
Switch in WING-BRK position:
If the green light stays out:
The amber light should flash and then go out. This indicates that the wing
anti-ice valves were open and that they closed normally.
Carefully watch the indicator lights as the switch is moved to the

WING–BRK position. The amber light should come on steady and then go
out. This is a normal indication; however, the green light should come on.
If the green light did not come on, there is a malfunction in the indicating
system, and it can be assumed that the wing anti-ice system is working
properly.
If the amber light did not come on steady and then go out:
If in icing conditions, do not reduce engine rpm below specified values.
WING ANTI-ICE UNWANTED

OPERATION WITH BRAKE HEATING
The WING–BRK switch is off and the amber wing light is flashing. This
may mean that some bleed air may still be going to the wings, or indica-
tion failure, even though the wing anti-icing switch is off. To try to correct
this malfunction:
If the green wing light does not come on, it means a failure of the
indicating system and there is no anti-ice pressurized air in the wings.

OR
If the green light comes on, it means the operation of the wing anti-icing system
is out of sequence. High-pressure bleed air may still be supplied to the wings
even when the wing switch is off. The cause is either untimely operation of the
wing anti-ice system or seizing of the wing anti-ice system electrovalve in the
open position. If the TAT is above +10°C, the following procedure must be
followed to eliminate, or to limit, the flow of high-pressure bleed air to the wings.
The amber light may still be flashing.
3. Isolation Valve Knob ................................................................... ISOLATE
Move the rotary switch on the overhead panel to the isolate position. The
4. HP 1 and PRV 3 Switches .................................................................... OFF
Moving these switches to off should keep any high-pressure airflow, from
the No. 1 and No. 3 engines, from entering the bleed-air manifold. It is this
side of the manifold from which the wing anti-ice system plumbing taps
delivered to this side of the manifold. To minimize any adverse effects this
low-pressure bleed air might have, perform the following:
5. Reduce No. 1 and No. 3 engines power settings as soon as possible.
ENGINE ANTI-ICE INOPERATIVE

Case 1
ENG 1, ENG 2 or ENG 3 amber light on steady.
The associated engine anti-ice switch is on and the amber anti-ice light is on
steady, indicating that the air intake (nacelle lip) anti-icing air pressure as-
sociated with engine 1 and/or engine 3, or that either the S-duct or the air in-
take (nacelle lip) anti-icing surfaces of engine 2, are not receiving enough air
pressure for anti-icing purposes.
1. Increase power on the affected engine until the amber light goes out and
the green light comes on.

FlightSafety
international
If the amber light goes out and the green light illuminates:
2. Retain this thrust setting while in icing conditions.
If the amber light does not go out:
3. In icing conditions, do not reduce N1 below the specified value (see

Table AP-4).
4. Avoid or leave icing conditions.
Case 2
ENG 1, ENG 2 or ENG 3 amber and green lights on.
The engine anti-ice switches are on and both the amber and green anti-ice lights
are on for one or more engines. It is quite rare for such an indication to
appear. However, the aircraft manufacturer feels that this is a coverall procedure
in the eventuality any other indescribable indications might be seen when you
turn on the engine anti-icing switches. This indicates a general total
malfunctioning of the system and you must:
1. If in icing conditions, do not reduce N1 below the specified value (see

Table AP-4).
Since this is an unknown condition and impossible to troubleshoot, it is

best to avoid or leave icing conditions.
Case 3
The No. 2 engine anti-ice switch is on, the amber light is out, but the green
light did not come on. This may be a case where the indicating system is
malfunctioning. If you see the amber light come on and then go out, you can
assume that the system is working correctly. The procedure is to cycle the switch
off and then on again to observe the other indications associated with the
operation of No. 2 engine anti-icing.

1. No. 2 Engine Anti-ice Switch ........................................ CYCLE OFF–ON
Observe No. 2 Engine Amber Light............................................. ON–OFF
As you cycle the switch off, carefully watch the light indications.
Normally, the amber light should flash a couple of times and then
extinguish. If this is observed, turn the anti-ice switch back on. Now you
should observe that the amber light comes on and then goes out. You can
assume the system is operating, but only with a green light indication
malfunction.
If the amber light does not come on and then go out:
2. In icing conditions, do not reduce N1 below the specified value (see

Table AP-4).
The No. 2 engine anti-icing system must be considered inoperative;

therefore, you must leave or avoid icing conditions.
ENGINE ANTI-ICE OVERPRESSURE

ENG 1, ENG 2 or ENG 3 flashing amber light.
The associated engine anti-ice switch is on and the amber anti-ice light flashes
on one or more engines. This indicates that the pressure in the air intake anti-
ice system of the corresponding engines is too high.
1. Reduce the power on the affected engine until the flashing amber light
goes out and the green light illuminates.
By reducing the power on the affected engine, you reduce the temperature
and pressure of the high-pressure bleed air being supplied the manifold
and, in turn, the engine anti-ice surfaces.
2. Retain this power setting. Do not go below the minimum N1 engine rpm
prescribed for flight in icing conditions (see Table AP-4).

ENGINE ANTI-ICE UNWANTED OPERATION

Case 1
ENG 1 or ENG 3 amber light flashing.
The associated engine anti-ice switches are off and an amber light flashes.
This may mean that some bleed air may still be going to an engine’s anti-ice
surfaces even though the engine anti-ice switch is off.
1. Associated Engine Anti-ice Switch ....................................................... ON
If the green engine anti-ice light does not come on, it means a failure has
occurred in the indicating system.
2. Associated Engine Anti-ice Switch...................................................... OFF
If the green engine light comes on, it means the operation of that engine anti-
icing system is out of sequence. High-pressure bleed air may still be supplied
to the engine surfaces even when the engine anti-ice switch is off.
If the TAT is above +10°C, the following procedure must be followed to elim-
inate, or to limit, the flow of high-pressure, high-temperature bleed air to the
engine anti-ice surfaces. Make sure the associated anti-ice switch is off and
perform the following:
3. Associated Engine Power Thrust................................................. REDUCE
Reduce the power on the associated engine to the minimum needed for
operational purposes.
Case 2
ENG 2 amber light flashing.
The No. 2 engine anti-ice switch is off and the amber light flashes. This may
mean that some bleed air may be going to the engine’s air intake and S-duct
surfaces even though the engine anti-ice switch is off.

1. No. 2 Engine Anti-ice Switch................................................................ ON
If the green engine anti-ice light does not come on, it means a failure has
occurred in the indicating system.
The flight may be continued with:
2. No. 2 Engine Anti-ice Switch .............................................................. OFF
If the green No. 2 engine light comes on, it means the operation of that engine
anti-icing system is out of sequence. High-pressure bleed air may still be
supplied to the engine air intake and S-duct surfaces even when the engine
anti-ice switch is off.
If the TAT is above +10°C, the following procedure must be followed to

eliminate, or to limit, the flow of high-pressure, high-temperature bleed air
to the No. 2 engine anti-ice surfaces:
3. No. 2 Engine Anti-ice Switch .............................................................. OFF
The amber light is now on steady.
4. Isolation Valve Knob .............................................................. ISOLATION
Move the rotary knob on the overhead panel to the isolate position. The
5. PRV 2 Switch ....................................................................................... OFF
Moving this switch to off should keep any No. 2 engine high-pressure,
high-temperature airflow from entering the bleed-air manifold. It is this
side of the manifold from which the S-duct anti-ice system plumbing taps
delivered to this side of the manifold.
If the amber flashing light does not go out and the TAT is above +10°C:
6. No. 2 Engine Thrust .................................................................... REDUCE
Reduce the thrust on the No. 2 engine to the minimum needed for operational
purposes, which will reduce this anti-icing air temperature.

LATE ACTIVATION OF SYSTEMS

CAUTION
Before turning on the anti-ice systems, when it has
been discovered that you are already flying in icing
conditions, caution should be exercised due to the pos-
sible damage that could be caused by the engine in-
gestion of large pieces of ice. The following steps
should be closely followed before anti-ice switches
are turned on.
1. Start Selector Switches (3) ...................................................... AIR START
This will help preclude the possibility of an engine flameout. It is also

recommended that the rpm for each engine be reduced, one at a time, as
engine anti-ice switches are turned on.
2. No. 1 and No. 2 Engine Anti-ice Switches............................................ ON
After waiting 30 seconds:
3. No. 3 Engine Anti-ice Switch................................................................ ON
4. Wing or WING–BRK Anti-ice Switch .................................................. ON
5. Start Selector Switches (3) ............................................ GROUND START
(When no longer required.)
AIR CONDITIONING
BLEED-AIR SYSTEM OVERHEAT
Light on steady.
BLEED
OVHT
This light, on the master failure panel, illuminates when one of three tem-
perature probes, located in the bleed-air manifold downstream from each en-
gine, detects an excessive bleed-air temperature.
The following is a step-by-step identification process.
1. PRV 3 Switch ....................................................................................... OFF

After turning off the PRV 3 switch, carefully observe the BLEED OVHT
light, and note any changes in its actions.
If the BLEED OVHT light starts blinking and then goes out, leave the
PRV 3 switch off and continue the flight in this configuration. This was
the faulty system.
OR
If the BLEED OVHT light starts blinking and keeps blinking in icing
conditions:
2. Associated Engines Blinking Light.................................................... IDLE
Move the associated power lever to idle to lower the bleed-air temperature
and pressure in the manifold. Set N1 of other engines corresponding to one
engine inoperative conditions (see Table AP-3) to ensure adequate air for
anti-icing.
NOTE
If you are not in icing conditions, and to preclude hav-
ing to reduce to idle on an engine, an alternate pro-
cedure is possible.
1. Turn the isolation valve knob to isolation.
2. Set the passenger air-conditioning valve switch to

off if the overheat is from No. 2 engine bleed air.
3. Set the crew air-conditioning valve switch to off

if the overheat is from the No. 1 or No. 3 engine.
4. Move the COND control lever, located on the

copilot’s right console, to the tied position.
If the BLEED OVHT light stays on and is steady:
3. PRV 3 Switch.................................................................................... AUTO
If the light stayed on and steady after turning the PRV 3 switch off, the
PRV 3 system was not the problem.
If PRV 3 was not the problem:
4. Apply the above procedures with PRV 2 and HP 1, if necessary.

For the aircraft with AUXITROL EL 124 box (modification M1905 not applied):
• After a flight with a BLEED OVHT warning light illuminated in the

cockpit, it is mandatory to check the LEDs in the rear compartment
on EL 124 box before switching off electrical power.
For the aircraft with AUXITROL EL 137 box (modification M1905 applied):
• After a flight with a BLEED OVHT warning light illuminated in the

cockpit, it is mandatory to check the LEDs in the rear compartment on
EL 137 box. This information remains available after switching off elec-
trical power, which makes maintenance of the bleed-air system easier.
Modification M1905 is applied in production since aircraft S/N 167 or in retrofit

by changing boxes.
ECU OVERHEAT
ECU
OVHT
This light indicates failure of the cold-air generation system.
1. Passenger Temperature Controller........ MANUAL/MINIMUM 40% HOT
Move the passenger temperature control toward the hot position, a

minimum of 40% of the dial. This will decrease the amount of hot bleed
air that is directed through the turbocooling unit compressor.
2. Passenger Air-Conditioning Valve Switch (If Required) ..................... OFF
If it is necessary to further limit the amount of air demand for cooling by

the turbocooling unit, move the passenger air-conditioning valve switch to
the off position. The air demand will quickly diminish, and the overheat
light should go out.
3. COND Control Lever ......................................................................... TIED
If it was necessary to turn off the passenger air-conditioning system, to

eliminate the ECU OVHT indication, you must connect the crew and
passenger air-conditioning systems.
If the ECU OVHT light stays on, you must perform the following procedures:
4. Passenger Air-Conditioning Valve Switch ....................................... AUTO
This allows airflow from the passenger environmental circuit.

5. Crew Temperature Controller ............... MANUAL/MINIMUM 40% HOT
Move the crew temperature control toward the hot position, a minimum of
40% of the dial. This again will decrease the amount of bleed air that is
directed through the turbocooling unit. Perhaps the crew system was
making a larger demand than the passenger system.
6. Crew Air-Conditioning Valve Switch (If Required) ............................ OFF
If it is necessary to further limit the amount of air demand for cooling by

the turbocooling unit, move the crew air-conditioning valve switch to the
off position. The air demand will quickly diminish, and the overheat light
should go out.
If the ECU OVHT light is still on:
7. Airspeed.................................................... LESS THAN 300 KNOTS TAS
Reduce the airspeed of the aircraft to less than 300 knots true airspeed.
This will allow the turbofan to operate and the air intake door on the
bottom aft of the empennage to open to provide more ventilating air
through the heat exchangers.
NOTE
If you are not in icing conditions, the HP 1, PRV 2,
and PRV 3 switches may be turned off.
If the overheat warning persists:
8. Passenger Air-Conditioning Valve Switch (If Required) ..................... OFF
If you are unable to control the overheat condition by the time you have
reached this point in the checklist, control of the overheat condition may
not be possible. The air-conditioning system should be isolated from
operation, a descent should be initiated because you will be unable to
pressurize the aircraft, and a landing should be made at the nearest
suitable airport.

CABIN AIR-CONDITIONING UNIT OVERHEAT

(ON AIRCRAFT WITHOUT TURBOCOOLING
UNIT ANTI-ICING EMERGENCY CONTROL)
High air temperature occurs along with the light.
COND’G
OVHT
This light indicates overheating in one of the passenger or crew air-conditioning

ducts. Check the valve positions on both the passenger and crew temperature
control panels.
1. Temperature Controllers................................................. MANUAL/COLD
Move the mode selector switch on each panel from AUTO to MANUAL
to turn off the automatic regulation system. Move the manual temperature
control switch to the cold position.
If the light does not go out or if the temperature does not decrease:
2. Passenger Air-Conditioning Valve Switch ........................................... OFF
Move the passenger air-conditioning valve switch to the off position to

eliminate some of the excess temperature coming through the air-
conditioning ducts. However, in order to provide air circulation throughout
the aircraft, you must perform the following procedure:
Move the COND control lever to the tied position to connect the two
systems together. This will provide circulation of air from the cockpit air-
conditioning unit, which will supply the entire interior of the aircraft.

CABIN AIR CONDITIONING OVERHEAT ON AIRCRAFT

EQUIPPED WITH ANTI-ICING EMERGENCY CONTROL
(SB-131)
COND’G
OVHT
High air temperature occurs along with light.
This light indicates overheating in one of the cabin or cockpit air-conditioning

ducts. Check the valve positions on both the passenger and crew temperature
control panels.
1. Temperature Controllers................................................. MANUAL/COLD
Move the mode selector switch on each panel from AUTO to MANUAL
to turn off the automatic regulation system. Move the manual temperature
control switch to the COLD position.
CAUTION
Since anti-icing on the turbine is no longer ensured,
the amber ECU A/I pushbutton can only be used at
high altitude (above 35,000 feet) where the water
concentration is practically close to zero.
If altitude is below 35,000 feet:
See note below.
If the temperature is NOT decreasing:
2. ECU A/I Pushbutton ........................................... DEPRESSED (AMBER)
The turbocooling fan is no longer deiced. Check for amber illumination of

the ECU A/I pushbutton.
If the temperature is still not decreasing after ECU A/I operation:
3. Passenger Switch.................................................................................. OFF
Move the passenger, or cabin, air-conditioning valve switch to the off

position to eliminate some of the excess temperature coming through the
air-conditioning ducts. However, in order to provide air circulation
throughout the aircraft, you must perform the following procedure:
Move the COND control lever to the tied position to connect the two
systems together. This will provide circulation of air from the cockpit air-
conditioning unit, which will supply the entire interior of the aircraft.

OR
If the temperature is decreasing:
3. Temperature Controllers ................................................................... AUTO
The temperature decrease confirms the source of overheat was from a

malfunctioning turbofan anti-icing valve, which has now been closed as a
result of the activation of the ECU A/I pushbutton.
At the beginning of descent:
4. Pressure Norm/Emergency Switch ..................................... EMERGENCY
This will simultaneously close the passenger air-conditioning valve and

drive the crew temperature control valve to full hot. Check for proper
position indication on the control panel.
5. ECU A/I Pushbutton ............................................................... RELEASED
Check for extinguishing of light.
If temperature is too high and if not previously accomplished:
6. Crew Switch ......................................................................................... OFF
NOTE
For operation below 35,000 feet with the amber
COND’G OVHT light on, complete only the below
listed items:
Passenger Switch.................................................................................. OFF
COND Control Lever ......................................................................... TIED
BATTERY CONDITIONING FAILURE (SB-125)

COND BATT light
1. COND BATT Switch ....................................................... OFF/CHECKED
Aircraft with Service Bulletin 125 have a switch that controls a valve that
provides crew cold air to the aircraft battery compartment. Takeoff is
authorized provided the cold air battery conditioning duct is closed. If the
valve will not close, the conditioning duct is blocked. In this case, the
warning light stays on.

NOSE CONE OVERHEAT

NOSE
CONE OVHT
This light indicates that the nose cone temperature is too high.
1. Nose Control Lever (If Installed) ................................ CHECK/NORMAL
Check that the nose conditioning lever, located on the copilot’s right
console, is in the normal, or forward, position. This allows cabin air to be
used for inflight ventilation of the electronic components mounted in the
nose cone.
2. Unnecessary Avionics .......................................................................... OFF
Check maintenance panel MINELCO indicators for indications of faulty

equipment.
EFIS and MFD symbol generators are located in the nose cone and do
require ventilation. However, certain radios, a radar, and navigation units
are also located in this area. This additional electronic equipment varies
from aircraft to aircraft. It is recommended that an inventory of the
components contained in the nose cone be made available on board each
aircraft in the event that an electrical isolation becomes necessary.
PRESSURIZATION
IMPROPER CABIN VERTICAL SPEED
This is an erratic indication on the cabin vertical speed indicator when the
cabin pressure should be maintaining a stable differential pressure. Certain
steps are necessary to ensure that the controls and switches are in their proper
position for flight.
As a review, remember that the automatic controller commands the elec-

tropneumatic outflow valve, and the pneumatic outflow valve is slaved to it.
When not in automatic and in manual, the manual pressurization knob con-
trols the pneumatic outflow valve, and the electropneumatic outflow valve is
slaved to it.
1. Pressurization UP–DN Knob.............. ALIGNED WITH GREEN INDEX
Check the manual pressurization knob to be sure it is set in the green index
on the dial. The automatic pressurization system is calibrated to maintain
cabin pressure automatically with the manual pressurization knob in the
green index. Here it commands a closed configuration on the pneumatic
outflow valve. If the knob is not in this position, the system will not operate
properly, as the automatic system will try to compensate for the knob being
out of its proper calibrated position, commanding a change on the
pneumatic outflow valve, thus causing an erratic vertical speed indication.

2. PRV 2 and 3 Switches................................................... CHECKED/AUTO
3. Bleed-Air Crew and Passenger Switches........................... CHECKED/ON
Ensure that the air-conditioning valve switches are in the auto position, or
if that does not seem to correct the problem, move them to the on position.
This will bypass the automatic opening circuit and allow the valves to go
to full open. Check that the PRV 2 and PRV 3 switches are selected to auto
to ensure a proper air supply to the bleed-air manifold for air-conditioning
and pressurization purposes.
If normal operation is not restored:
4. Pressurization UP–DN Knob.................... 1- TO 2-O’CLOCK POSITION
At this point, it is assumed the automatic pressurization system may

be malfunctioning. By moving the manual pressurization knob to the
1- to 2-o’clock position, you command a level cabin altitude signal to the
pneumatic outflow valve in preparation for manual pressurization control.
You may notice a slight fluctuation in cabin vertical velocity when
performing this step. This is normal, as the automatic controller tries to
compensate for the manual knob being out of its compensated position.
If you do not move the knob to the 1- or 2-o’clock position, a large

pressurization surge may result when selecting manual pressure.
5. Auto/Manual Pressure Selector Switch.............................................. MAN
Move the two-position switch, located to the right of the manual

pressurization knob, from the AUTO to the MAN position. This cuts out
automatic pressurization control and allows manual control of cabin
pressure through the use of the manual pressurization knob.
6. Pressurization UP–DN Knob ............................ ADJUST AS REQUIRED
Use the manual knob to control cabin pressure. Moving the switch
counterclockwise, from the 1- or 2-o’clock position, commands a cabin
down signal to the pneumatic outflow valve. Moving the knob to its full
counterclockwise position closes the pneumatic outflow valve and
commands an approximate 1,500-foot-per-minute rate of descent for the
cabin, thereby increasing pressure differential.
Moving the knob clockwise, from the 1- or 2-o’clock position, commands

a cabin up signal to the pneumatic outflow valve. This opens the
pneumatic valve and allows a cabin rate of climb of up to 1,500 feet per
minute when the knob is turned to the UP position on the dial. By moving
the knob past the UP position to the end of the stop, a cabin rate of climb
of 2,500 feet per minute is commanded.

TOO HIGH CABIN PRESSURE

The indication for this situation is seen on the cabin pressure triple indica-
tor for altitude and differential pressure. An abnormally high cabin pressure
can cause pressurization surges if the overpressure valve opens and closes as
it reaches its preset relief values.
1. Cabin Pressure Controller....................................................................... FL
Move the PROG–FL–LDG switch on the cabin pressure controller to the

FL position. You can now select a flight level higher than the one you are
flying, which increases cabin altitude and keeps the outflow valves from
riding on the maximum differential limits.
2. Select a higher flight level.
If the cabin pressure does not decrease, the automatic regulation system may
be inoperative. Take the following steps:
3. Pressurization UP–DN Knob......................................... 1 TO 2 O’CLOCK
In the event the cabin pressure problem is connected to the automatic

pressurization system, this step prepares the pressurization system for
manual operation. This position of the knob approximates a level cabin
altitude command on the pneumatic outflow valve.
4. AUTO/MANUAL Pressure Selector Switch...................................... MAN
This is done to disable the automatic (electropneumatic) system and to

enable manual (pneumatic) control of the pressurization system.
5. Pressurization UP–DN Knob...................................... UP, AS REQUIRED
Moving the knob clockwise, from the 1- or 2-o’clock position, commands

a cabin up signal to the pneumatic outflow valve. This opens the
pneumatic valve and allows a cabin rate of climb of up to 1,500 feet per
minute when the knob is turned to the UP position on the dial. By moving
the knob past the UP position to the end of the stop, a cabin rate of climb
of 2,500 feet per minute is commanded.
If cabin pressure keeps increasing:
6. Crew and Passenger Air-Conditioning Valve Switches ....................... OFF
This closes the electric valves of the cockpit and passenger cabin air-
conditioning system, shutting off the flow of bleed air into the aircraft.
Without the flow of air, the pressure differential should decrease.

If flight requirements so dictate maintaining altitude, cycle the crew and pas-
senger switches off to on periodically to maintain a cabin altitude no higher
than 8,000 feet or a cabin differential pressure no greater than approximately
9 psi. Descend, as required.
TOO HIGH CABIN ALTITUDE

OR SLOW DEPRESSURIZATION
CABIN
The aural warning occurs along with the light.
The red CABIN light will illuminate accompanied by the aural “cabin” warn-
ing as heard from the cockpit speaker system. This indicates that the cabin al-
titude has climbed higher than 10,000 feet. This is a loss of cabin pressure and
should be dealt with in a timely manner. If climbing, the climb should be stopped
until the problem is corrected. A descent may even be in order. If at a high al-
titude, immediate donning of the oxygen masks is mandatory by all occupants.
1. Bleed-Air Crew and Passenger Conditioning ........................................ ON

1A. PRV 2 and PVR3 Switches....................................................... CHECKED
Check that the crew and passenger air-conditioning valve switches are on and
that air is coming into the aircraft. PRV 2 and 3 switches must be in auto. If
these actions have not been taken, then air will not be able to enter the aircraft
cabin. It is suggested that the crew and passenger air-conditioning valve
switches be placed to the on position if it is thought that the automatic feature
is not working.
2. BAG Switch ........................................................................................ ISOL
When placing the baggage switch to ISOL, you shut off the supply of hot
air to the baggage compartment and close the isolation valve between the
main passenger cabin and the baggage compartment. In the event there is a
pressure leak in the baggage compartment area, it will be isolated by this
step, thereby conserving main cabin depressurization. Check to see if the
cabin altitude is still increasing or is too high, and confirm illumination of
the BAG ISOL light on the warning panel and mechanics panel.
3. Nose Control Lever (If Installed)................................................. CLOSED
On the copilot’s right console, pull the nose conditioning lever aft to the
closed position. This isolates the nose cone from the main cabin of the
aircraft, and preserves cabin pressurization should a pressure leak exist in
the nose cone area.

4. Pressurization UP–DN Knob......................................... 1 TO 2 O’CLOCK
In the event the cabin pressure problem is connected to the automatic

pressurization system, this step prepares the pressurization system for
manual operation. This position of the knob approximates a level cabin
altitude command on the pneumatic outflow valve.
5. AUTO/MAN Pressure Selector Switch.............................................. MAN
This is done to disable the automatic (electropneumatic) system and to

enable manual (pneumatic) control of the pressurization system.
6. Pressurization UP–DN Knob .............................. DOWN, AS REQUIRED
Use the manual knob to control cabin pressure. Moving the switch
counterclockwise, from the 1- or 2-o’clock position, commands a cabin
down signal to the pneumatic outflow valve. Moving the knob to its full
counterclockwise position closes the pneumatic outflow valve and
commands an approximate 1,500-foot-per-minute rate of descent for the
cabin, thereby increasing pressure differential.
If cabin pressure cannot be restored:
7. Isolation Valve Knob .............................................................. ISOLATION
This action separates the bleed-air manifold. The ISOL light should come
on. This is an attempt to see if there is a bleed-air leak in one side of the
manifold or the other. If there is a leak, it will be isolated to one side, and
bleed air will be available from the other side for air conditioning and
pressurization.
If cabin pressure is restored:
8. Cycle the crew and passenger air-conditioning valve switches on and off
alternately to determine which is the operating system for maintaining air
conditioning and pressurization.
Leave the operating system switch on, and turn the malfunctioning system
switch off.
If it was necessary to turn off one of the air-conditioning systems, you

must tie the crew and passenger air-conditioning systems together in order
to provide complete interior air circulation.

OR
If cabin pressure is not restored:
8. NORM–EMERG Pressure Selector Switch .................................. EMERG
Moving this switch to EMERG causes the closure of the passenger air-
conditioning system electric valve and moves the electric valve of the crew
air-conditioning system to the full hot position. This bypasses the total
conditioning system and allows engine bleed air to be directed straight to
the cabin of the aircraft, through the crew air-conditioning system. If the
aircraft stays in this configuration for long, the air inside the cabin will
begin to get warm.
THEN
If cabin pressure is restored:
9. Continue flight at the highest possible altitude.
In the decision to continue flight or to descend and land at a suitable

airport, take into account the source of the problem. Where the aircraft is
flying, over land or water, should enter into the judgment.
10. Crew Temperature Controller............................................ AS REQUIRED
As the temperature of the cabin gets warmer, select manual control on the
crew temperature control panel, and move the temperature control toward
cold. However, do not move the temperature control to less than 50% hot,
i.e., less than half way of the dial. To go lower than 50% hot would mean
that you could start losing pressure again as more air is channeled through
the heat exchanger and other temperature-lowering devices.
If the temperature gets too high during the descent:
11. Crew Air-Conditioning Valve Switch .................................................. OFF
This will close off the flow of hot bleed air to the cabin. However, keep a
vigilance on the pressurization needs of the aircraft relative to the altitude
through which the descent is made.
OR
9. Crew Oxygen Masks ..................................................DONNED/NORMAL
To prevent oxygen deprivation, immediately put on the oxygen masks and

ensure 100% is selected.

10. Microphone Selector........................................................................ MASK
Set the audio panels on each side console to MASK and C’PIT for hot
mike communications in the cockpit.
Smoking and oxygen are not a good mix in an aircraft. A verbal directive
over the loud speaker system might be appropriate as well.
12. Passenger Oxygen Masks ........................................................... DONNED
13. If necessary, execute an emergency descent to 14,000 feet or to the

minimum safe altitude, as required.
DOOR UNLOCKED INDICATION

Case 1
CABIN
No aural warning occurs.
The red cabin light illuminates without any aural warning. If the aural warning
were heard, it is another abnormal procedure for too high a cabin altitude.
This indicates that either the cabin access door is not fully closed or the
forward toilet service door (for those aircraft so equipped) is not fully closed
and latched.
If on the ground, proceed as follows:
1. Cabin Entrance Door............................................ CHECKED VISUALLY
Visually check the position of the index marks on the handle and the two
crankpins in their tracks on the doorframe.
If the door is properly secured:
2. Exit the aircraft and check that the forward toilet service door is properly
latched closed.
If in flight:
1. FASTEN BELTS Sign ........................................................................... ON
Turn on the FASTEN BELTS sign and announce over the cabin paging
system that passengers must take their seats.

2. Cabin Entrance Door ................................................. VISUALLY CHECK
Visually check the alignment of the index marks on the handle and the
position of the two crankpins in their tracks on the doorframe. The two
microswitches for cabin door warning indication are located in the bottom
of each crankpin track.
If the door is, or seems to be, improperly locked:
3. Cabin Differential Pressure ................................ REDUCE, IF POSSIBLE
Be cautious in the method of reducing cabin pressure. It is recommended

that the way to reduce cabin differential is to begin a slow descent and let
the normal automatic reduction of pressurization differential take place. A
sudden rash reduction of pressure by dumping might prove detrimental.
Case 2
REAR
DOORS
This light indicates that either the baggage compartment external door, or the
rear compartment door, is not fully closed and latched.
Access to the baggage compartment is not permitted.
WARNING
If the suspect door is the baggage compartment door,

access to the baggage compartment must be denied
in the event of a sudden decompression.
1. BAG ACCESS Light ........................................................................... OUT
This light should normally be out. If it is on, ascertain that the baggage
compartment has been evacuated and that the baggage access door is
closed and latched.

Case 3
BAG
ACCESS
This light should normally be out. This light comes on when a person opens
the access door to the baggage compartment. Entry to the baggage compart-
ment is permitted in flight to a maximum flight level of 410.
If the baggage compartment is not in use, visually check for proper closing
of the baggage compartment access door.
Case 4
BAG
ISOL
This light illuminates if the baggage compartment electric isolation valve is

not fully open. The baggage compartment may not be pressurized if the
baggage access door is closed. Check the BAG selector switch on the overhead
bleed-air panel.
OXYGEN—NO AUTOMATIC DEPLOYMENT OF MASKS

If the oxygen masks do not automatically deploy when cabin altitude reaches
11,500 ±750 feet:
1. Oxygen Controller ................................................................... OVERRIDE
This emergency manual setting for the controller should deploy the masks
if the automatic system fails.
2. Passenger Masks..................................................... DONNED/CHECKED
APU BLEED LIGHT

BLEED
APU
This light illuminates if the APU bleed-air valve is not completely closed
whenever the bleed switch is off or when one of the power levers is moved
beyond 54° of power lever movement and the valve has not automatically closed.
Investigate the cause and correct the problem before takeoff.

WINDSHIELD
CRACK OR BUBBLES FORM
If a windshield gets fissured or cracked, the flight can be continued without
danger. Pressurization integrity should be maintained.
1. Limit Airspeed....................................................... 230 KIAS MAXIMUM
By limiting airspeed, the adverse effects of heavy airloads on a cracked

window are lessened.
2. Cabin Differential Pressure ........................................ 7.5 PSI MAXIMUM
Maintain this pressure differential as a maximum to preclude further

cracking due to a high-pressure differential.
3. Associated Windshield Heat Switch .......................................... NORMAL
HEAT SYSTEM INOPERATIVE

XFR
This light illuminates when there is an electrical short or a stoppage in the

left or right regulator probe. Heating regulation is automatically transferred
to the operating regulator. System performance should not be affected.
1. Pilot and Copilot Windshield Heat Switches ................ SAME POSITION
Pilot and copilot windshield heat switches should be selected to the same
position.
If possible, before landing:
2. Windshield Heat Switches (Pilot and Copilot) .................................... OFF

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

AFCS OUT-OF-TRIM CONDITION
Case 1
MISTRIM
A message will also appear on the ID 802: PITCH MISTRIM NOSE or NOSE
DOWN. This indicates that there is a permanent load on the pitch servomotor.
1. Hold the control wheel firmly.
Before disconnecting the autopilot, grasp and hold the control wheel
firmly to overcome any out-of-trim condition that might exist when the
autopilot is disconnected.
Disengage the autopilot by pressing the disengage button located on the

bottom aft portion of the control wheel. The autopilot can also be
disconnected by pressing the go-around button, the elevator trim buttons,
or the emergency elevator trim switch or by pulling the AFCS circuit
breakers. Be ready for any unusual aircraft flight condition as the
disconnect is initiated. The AP light will come on and the ID 802 will
show disengagement. The AP light can be extinguished by pressing the
autopilot disconnect button once again.
3. Manually trim the aircraft.
In other words, hand fly the aircraft and retrim the surfaces.
4. Try to reengage the autopilot.
Case 2
MISTRIM
A message will also appear on the ID 802: RETRIM ROLL R WING DOWN
or L WING DOWN. This indicates that there is a permanent load on the roll
servomotor.
1. Retrim the aircraft without disengaging the autopilot.

FlightSafety
international
MACH TRIM INOPERATIVE

MACH
TRIM
This indicates a malfunction of the Mach trim device.
Do not exceed .80 Mach unless the autopilot is engaged.
ANGLE-OF-ATTACK STALL
PROBE HEATING FAILURE
L. AOA OR R. AOA
Illumination of either light indicates a failure of the anti-icing system of the

corresponding angle-of-attack stall probe.
1. Avoid icing conditions.
ANGLE-OF-ATTACK PROBE—
AOA PROBE
This indicates failure of the anti-icing system of the angle of-attack

indicator probe.
The angle-of-attack indicator system must not be used in icing conditions.
FIRE PROTECTION SYSTEMS

FAILURE OF ENGINE DETECTION SYSTEM
FAULT
Illumination of this light indicates a defect in the fire protection monitoring

circuit of the corresponding engine.

FAILURE OF APU FIRE PROTECTION SYSTEM
FAULT
Illumination of this light indicates a defect in the APU fire protection

monitoring circuit.
1. APU...................................................................................... SHUT DOWN
EFIS
NOTE
I n t h e e v e n t o f a f a i l u r e o f e i t h e r C RT, t h e
approach will be flown by the pilot who has both
CRTs operational.
NOTE
In the event of the failure of the EHSI CRT, on air-
craft so equipped with the multifunction display, the
MFD controller may be selected to the HSI position,
if required.
EITHER EADI CRT FAILURE

The CRT display on the EADI will go blank, or the color will be altered and
difficult to interpret.
On the associated EFIS reversion controller:
1. EADI ON–OFF Dimmer Knob .......................................... OFF/COMPOS
Information that was formerly displayed on the EADI CRT will be

transferred and will appear in a composite form on the EHSI CRT.
If a multifunction display is installed and if desired:
1. Place the mode selector switch in the EHSI position corresponding to the
inoperative CRT.
The EHSI display will now appear on the MFD. The composite on the
EHSI will disappear, leaving the full EADI display that formerly appeared
on the EADI CRT.

EITHER EHSI CRT FAILURE

The CRT display on the EHSI will go blank or the color will be altered and
1. EHSI ON–OFF Dimmer Knob ............................................OFF/COMPOS
Information that was formerly displayed on the EHSI CRT will be

transferred and will appear in a composite form on the EADI CRT.
If a multifunction display is installed and if desired:
inoperative CRT.
The EHSI display will now appear on the MFD. The composite on the
EADI will disappear, leaving the full EADI display.
SIMULTANEOUS FAILURE OF EADI

AND EHSI CRTs ON THE SAME SIDE
Both CRT displays go blank, SG flags appear on the EHSI and EADI or the
color is altered and difficult to interpret. This indicates a malfunction in the
respective symbol generator for that EFIS system.
1. SG Pushbutton ............................................................................ DEPRESS
This will allow the good EFIS information that is presented on the other
pilot’s side to be transferred to the side that was experiencing a
malfunction. White XSG annunciators will illuminate on the EADI and
EHSI. One symbol generator supplies all four CRTs. The center CRT
goes blank.
NOTE
The MFD symbol generator may be used in the backup
mode for both the pilot and copilot symbol genera-
tors simultaneously. The crossover annunciation is
an amber XSG flag on all four CRTs.

SUCCESSIVE FAILURE OF EADI

In this situation, one CRT goes blank, soon followed by the other CRT
going blank.
1. EADI/EHSI ON–OFF Dimmer Knobs............................... OFF/COMPOS
Move both knobs to the counterclockwise position.
inoperative CRT.
3. Use the standby horizon.
4. The pilot whose CRTs are operating flies the aircraft.
LOSS OF ASCB CONTROL

XDATA flag appears on both EADIs.
Items that are lost:
• Cross-side data
• Glide-slope, localizer, and radio altimeter comparison annunciators.
NOTE
If the aircraft is equipped with a third IRS, IRS 3 may
be used in the backup mode for both IRS 1 and IRS
2 simultaneously. The associated display is an amber
IRS annunciator on all four CRTs.
INVALID ATTITUDE AND/OR HEADING DATA

IRS flag appears on EADI and EHSI, and loss of attitude and heading refer-
ence occurs.
On the associated reversion controller:
1. IRS Pushbutton........................................................................... DEPRESS
Push the IRS button to cross over to the other side IRS. White XIRS flags
will appear on the EADI and EHSI. Attitude data is supplied by the
operational IRS.

NOTE
be used in the backup mode for both IRS 1 and IRS
2 simultaneously. The associated display is an amber
IRS annunciator on all four CRTs.
IRS ATTITUDE COMPARISON ANNUNCIATION WITH OR

WITHOUT A HEADING COMPARISON ANNUNCIATION
IRS comparison annunciators appear on both EADIs and a possible IRS data
invalid message appears on the ID 802.
1. Standby Horizon .............................................................. CROSS-CHECK
Compare the standby attitude indicator with the information displayed on

the EADI.
2. Faulty IRS ................................................................................. IDENTIFY
Troubleshoot the electronic instrument systems to try to identify the

faulty IRS.
When the faulty IRS is identified, on the EFIS reversion controller panel on
the faulty side:
To cross over the system, to put the operative side on the bad side, push
the IRS pushbutton, and observe that an XIRS flag appears. Turn off the
bad IRS.
IRS HEADING COMPARISON ANNUNCIATION

WITHOUT AN ATTITUDE COMPARISON ANNUNCIATION
IRS comparison annunciation appears on both EHSIs.
1. Standby Compass and RMI.............................................. CROSS-CHECK
Compare the readings on the standby compass and RMI against the
readings on each EHSI. From this comparison, the faulty IRS can be
identified.
2. Faulty IRS ................................................................................. IDENTIFY

Follow either Procedure A or B below:
Procedure A
If the faulty IRS is in the NAV mode and the position indication is correct,
on the reversion controller for the faulty side IRS:
To cross over the system, to put the operative side on the bad side, push
the IRS pushbutton, and observe that an XIRS flag appears.
OR
Procedure B
If the faulty side IRS is in the NAV mode, but the position indication is
incorrect, on the mode select unit (MSU) of the faulty IRS:
2. Selector................................................................................................. ATT
Move the MSU knob from NAV to ATT. This eliminates the navigation
computer and allows the IRS to become a basic attitude reference system.
3. FMS of Faulty Side IRS........................... ENTER CORRECT HEADING
To enter the correct heading for the FMS to track its IRS, you must select
the POS SENSORS page on the FMS. When this page comes into view,
select the status page of the IRS that is in ATT. Enter the heading in the
space provided on this page. The heading may be obtained from the
information provided by the other FMS or from the standby magnetic
compass if straight and level and with the windshield heat off.
IAS/MACH DATA INVALID

IAS flag appears on EADI and loss of IAS and Mach data occurs.
On the associated faulty side reversion controller:
1. IAS/Mach Pushbutton ................................................................ DEPRESS
This action will allow the crossover of IAS and Mach information from
the good side. The XIAS annunciators in each EADI should illuminate.

IAS DISPARITY ANNUNCIATION

IAS comparison annunciation appears in each EADI.
It is possible that a DADC DATA INVALID message will appear in the ID 802
as well.
1. Standby Airspeed Indicator............................................................ CHECK
Cross-check the information given on the standby airspeed indicator with

the information given on each EADI. The EADI having the same, or
nearly the same, information as the standby airspeed indicator can be
considered having the good DADC information.
After the faulty DADC has been identified, on the faulty side reversion
controller:
2. IAS/Mach Pushbutton ................................................................ DEPRESS
This action will allow the crossover of IAS and Mach information from
the good side. The XIAS annunciators in each EADI should illuminate.
LOC OR GS DISPARITY ANNUNCIATION

LOC or GS comparison annunciation appears in each EADI for any altitude
below 1,200 feet AGL.
1. Faulty ILS ................................................................................. IDENTIFY
Check each navigation radio for proper identification of the facility, and
try to determine which radio is malfunctioning. Turn the bad navigation
receiver off and:
2. Proper ILS Radio for Each Side ................................................... SELECT
FAILURE OF EITHER FMS

1. Cross-Check Position ...............................................EVERY 30 MINUTES
Continually cross-check the position given by one FMS and IRS with the
position given by the other side FMS and IRS.
If one side FMS appears to have failed:
2. Select the FMS of the good side for navigation on its respective EHSI.

EMERGENCY PROCEDURES
CONTENTS
Page
GENERAL......................................................................................... EP-1
ENGINE FIRE................................................................................... EP-2
INTERNAL ENGINE FIRE ON THE GROUND............................. EP-4
APU FIRE.......................................................................................... EP-5
BAGGAGE COMPARTMENT FIRE................................................ EP-8
MAIN WHEEL WELL OVERHEAT................................................ EP-9
AIR-CONDITIONING SMOKE..................................................... EP-10
ELECTRICAL SMOKE OR FIRE.................................................. EP-15
SMOKE REMOVAL ....................................................................... EP-19
INADVERTENT THRUST REVERSER
DEPLOYMENT IN FLIGHT.......................................................... EP-21
TWO ENGINES INOPERATIVE—
APPROACH AND LANDING ....................................................... EP-23
Preparation ............................................................................. EP-23
Approach................................................................................ EP-24
When Committed for Landing ............................................... EP-25
After Touchdown ................................................................... EP-27
TWO ENGINES INOPERATIVE—GO-AROUND ....................... EP-27
On the Go-Around ................................................................. EP-27
ALL ENGINES INOPERATIVE .................................................... EP-28
LOSS OF BOTH HYDRAULIC SYSTEMS .................................. EP-31
Landing Preparation............................................................... EP-32
LOSS OF ALL THREE GENERATORS........................................ EP-35
Reduced Load on Batteries (SAFT 2376).............................. EP-39
RAPID DEPRESSURIZATION...................................................... EP-40
EMERGENCY DESCENT ............................................................. EP-41
FORCED LANDING ...................................................................... EP-42
Preparation ............................................................................. EP-42
FOR TRAINING PURPOSES ONLY EP-i

Approach................................................................................ EP-43
Just Before Touchdown.......................................................... EP-44
After the Airplane Has Come to a Stop ................................. EP-45
DITCHING...................................................................................... EP-45
Preparation ............................................................................. EP-45
Approach—Parallel to the Major Swell................................. EP-47
Just Before Touchdown.......................................................... EP-48
EP-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
EP-1 Fire Panel and Warning Lights ...................................... EP-2
EP-2 Fire Panel and Warning Lights—FIRE APU ................ EP-6
EP-3 Fire Panel and Warning Lights—FIRE BAG COMP .... EP-8
EP-4 Bleed-Air Panel .......................................................... EP-12
EP-5 Inflight Airstart Envelope............................................ EP-29
EP-6 Hydraulic Panel .......................................................... EP-31
FOR TRAINING PURPOSES ONLY EP-iii

FlightSafety
international
GENERAL
Where these emergency checklist procedures differ from the Airplane Flight
Manual, the Airplane Flight Manual takes precedence.
Compliance with the order prescribed for application of these procedures

is recommended.
Where more than one phase for a procedure is specified:
• Phase 1 specifies immediate action to be accomplished without the

need for reference to the checklist.
• Phase 2 items shall be completed only after phase 1 items have been
accomplished by checklist.
• Phase 3 items shall be accomplished as soon as time permits.
Aural warnings shall be identified before being silenced. Eliminating these

aural warnings will enable better coordination during accomplishment of the
emergency procedures.
The Airplane Operating Manual prescribes the following procedure if the fire
aural warning sounds without the presence of a FIRE light:
• Test the detection system by activating the test switch to FIRE.
• If a FIRE light does not come on, the fire corresponds to that light.
• If all the FIRE lights come on, the aural warning is a false alarm.
In all cases, carefully observe all other indications and instruments to con-
firm either a malfunction or a false alarm.
FOR TRAINING PURPOSES ONLY EP-1

ENGINE FIRE
FIRE + AURAL WARNING
NOTE
The following procedure must be followed, whether
or not the FAULT light is on.
Phase 1
After positively identifying the engine affected and silencing the aural warning:
1. Power Lever of Engine Concerned............................................... CUTOFF
Moving the power lever cutoff closes the fuel supply to the engine at the
fuel control.
2. Fuel Shutoff Switch of Engine Concerned ............................. ACTUATED
Raise the guard on the fuel shutoff switch (Figure EP-1) and move the
switch up to electrically close the fuel shutoff valve. The fuel shutoff valve
is located in the crossfeed manifold downstream from the fuel tank system.
Carefully observe that the amber TRANS light, located under the fuel
shutoff switch, comes on and then goes out after the shutoff switch is
actuated. This light will illuminate during the movement of the valve in
order to confirm positioning of the valve with the position of the switch.
Figure EP-1. Fire Panel and Warning Lights
EP-2 FOR TRAINING PURPOSES ONLY

FlightSafety
international
3. Airspeed ................................................................... BELOW 250 KNOTS
The airspeed must be reduced to ensure that the fire-extinguishing agent,

when discharged to the engine, stays within the engine cowling and is not
siphoned overboard.
4. Fire-Extinguisher DISCH Switch.......................................... POSITION 1
Break the safety wire holding the fire-extinguisher switch in position 0.

Without pulling out on the switch, carefully move the switch up to
position 1. This is best done by placing only one finger under the switch
and moving it upward from the bottom.
Selecting position 1 discharges one fire-extinguisher bottle to a lateral

engine or two fire-extinguisher bottles to the center engine.
If the fire warning persists:
5. Fire-Extinguisher DISCH Switch.......................................... POSITION 2
Position 2 is a lever-locked position, and the switch must now be pulled

out and moved upward to select this position.
Selecting position 2 discharges one alternate fire extinguisher bottle to a

lateral engine and two alternate fire extinguisher bottles to the center engine.
Phase 2
Proceed with phase 2 items after phase 1 items have been verified by
the checklist.
CAUTION
After the fire has been extinguished, do not attempt
to restart the affected engine.
Engine Shutdown
6. Booster Switch ..................................................................................... OFF
Move the respective engine booster switch to the off position, unless the
pump is needed for fuel management purposes, and check for illumination
of the corresponding fuel light on the warning panel. If the No. 2 engine is
shut down, No. 2 system fuel must be consumed first in order to maintain
a correct center of gravity.

7. GEN Switch ......................................................................................... OFF
The generator switch should be placed off to remove the affected generator
from the electrical circuitry.
8. Engine Anti-ice .................................................................................... OFF
9. Bus-Tie Switch ................................................................................... TIED
With the No. 2 engine shut down, generator power to the right side
electrical buses is lost. To prevent the No. 2 battery from being depleted,
tie the bus to supply the right-side bus from the No. 1 and No. 3
generators. Check the generator volts and amps to ensure the buses have
been tied. A higher-than-normal bus load may be indicated on the
remaining generators. This higher load may be caused by the No. 2 battery
being charged after tying the buses. Continue to monitor bus loading until
the No. 2 battery is fully charged.
10. Standby Hydraulic Pump ........................................... ON/AS REQUIRED
Consider moving the standby hydraulic pump switch to ON. The engine-
driven hydraulic pump may not have sufficient windmilling rpm for normal
operation of the No. 2 hydraulic system components. In flight, in the AUTO
position, the standby pump cycles only to support airbrake operations.
CAUTION
If in icing conditions, operate the No. 2 engine anti-
ice even with the engine shut down. The S-duct will
continue to be anti-iced through bleed air supplied
from the main manifold by the No. 1 and No. 3 en-
gine.
The aircraft must be landed at the nearest suitable airport for inspection
and repair.
INTERNAL ENGINE FIRE ON THE GROUND

The best way to fight an internal engine fire is to rotate the compressor by
means of the starter in order to cool the engine at the location of the fire. The
purpose is to evacuate both excess fuel and any flames present.

If a fire breaks out during a starting attempt, or when shutting down the en-
gine, the engine must be rotated, with the power lever set to cutoff, until the
fire is out.
Move the power lever to cutoff to shut off the fuel at the fuel control.
2. Fuel Shutoff Switch ................................................................ ACTUATED
Move the fuel shutoff switch (Figure EP-2) up to shut off fuel at the fuel
manifold for the engine affected.
This arms the start circuit for engine motoring.
4. Start Button ........................................................................... DEPRESSED
Hold the respective engine start button depressed until the fire goes out.
This rotates the engine without the presence of fuel, an action that should
evacuate any residual fuel, causing the fire to extinguish.
5. Crew and Passenger Bleed Switches.................................................... OFF
This is done to keep fumes from entering the cabin of the aircraft.
6. Evacuation...................................................... INITIATED IF REQUIRED
Initiate the evacuation when crew and passengers have been breifed. Fire
brigade is also advised.

APU FIRE
See Figure EP-2 for location of the FIRE APU and FAULT indicator light.
FUEL FUEL FUEL

DISCH SHUT DISCH SHUT DISCH SHUT 1
2 OFF 2 OFF 2 OFF FAULT
0
1 1 1
0 0 0 FIRE APU
TRANS TRANS TRANS
1
FAULT FAULT FAULT 0
FIRE 1 FIRE 2 FIRE 3 FIRE

BAG COMP
Figure EP-2. Fire Panel and Warning Lights—FIRE APU
APU FIRE + AURAL WARNING
NOTE
The following procedure must be followed, whether
or not the FAULT light is on.
NOTE
If a fire or an overheat is detected and indicated, the
APU stops automatically through closure of the
fuel shutoff valve and removal of the electrical
power supply.
1. APU Master Pushbutton Light............................................. SHUT DOWN
This action is taken to ensure power is removed from the APU electrical
control circuitry.
2. APU Generator Pushbutton Light ........................................................ OFF
This is part of the cleanup procedure to disconnect any possible residual

electrical circuitry.
3. Bleed-Air APU Switch......................................................................... OFF
This action is necessary to close off any potential air supply to the cabin to
prevent smoke or fumes from entering.

NOTE
Wait for ten seconds to allow the APU to come to a
complete stop before discharging the fire extin-
guisher. This will ensure that the discharge agent
stays within the APU compartment to increase the ef-
fectiveness of the agent.
4. APU Extinguisher Switch ...................................................... POSITION 1
There is only one position on the APU extinguisher switch that fires one
bottle to the APU compartment. This same bottle is used for protection of
the baggage compartment.
If the fire warning persists:
5. No. 2 Engine Fuel Shutoff Switch .......................................... ACTUATED
The fuel supply to the APU is provided through the No. 2 engine fuel
system. If the fire persisted, shutdown of the No. 2 engine is required to
further attempt to isolate the cause of the fire. Check for illumination and
then extinguishing of the TRANS light on the fire panel.
6. No. 2 Engine Power Lever ........................................................... CUTOFF
The No. 2 engine must be shut down as well to permit access to the APU
by firefighting personnel. This is the continuing cleanup procedure to
ensure engine shutdown.
7. Booster 2 Switch .................................................................................. OFF
As it is no longer needed, the boost pump must be turned off.
8. No. 2 GEN Switch................................................................................ OFF
9. No. 2 Engine Anti-ice .......................................................................... OFF
If the anti-ice system was turned on for ground operations, it should be

turned off as part of the cleanup procedure.
CAUTION
Do not attempt to restart the APU after it has been
shut down, due to a fire or an overheat condition.

BAGGAGE COMPARTMENT FIRE

FIRE + AURAL WARNING
BAG COMP
See Figure EP-3 for location of FIRE BAG COMP light.
Phase 1
1. XAT
BAG Switch....................................................................................... HE
Move the BAG switch from NORM to the HE XAT position. This action
shuts off the hot bleed-air supply to the baggage compartment. Because
the isolation valve between the cabin and baggage compartment is still
open, the pressure between the two compartments should remain equal,
allowing the baggage access door to be opened for firefighting purposes.
FUEL FUEL FUEL

0
1 1 1
0 0 0 FIRE APU
TRANS TRANS TRANS
1
FAULT FAULT FAULT 0

BAG COMP
Figure EP-3. Fire Panel and Warning Lights—FIRE BAG COMP
NOTE
For aircraft registered in the United States, Australia,
Italy, and the U.K., access to the baggage compart-
ment is not authorized when the aircraft altitude is
above 41,000 feet. Modifications to the following
procedures must be made in order to comply with this
restriction when above 41,000 feet.
2. If access to the baggage compartment is permitted, the copilot dons the

smoke hood and fights the fire with the handheld fire extinguisher.

CAUTION
The lavatory door must be properly closed prior to
opening the baggage compartment door to prevent
smoke and fumes from entering the passenger cabin.
If access to the baggage compartment is not permitted because the

compartment has depressurized, the aircraft is above 41,000 feet, the
aircraft is in the takeoff or landing phase of flight, or the presence of both
pilots is required in the cockpit.
1. BAG Switch................................................................................... ISOL
This will close the isolation valve between the cabin and baggage
compartment in order to keep fumes from entering the main cabin.
Confirmation of valve closing is obtained by illumination of both the
BAG ISOL light and ISOL light indications on the mechanic’s panel.
It may serve a secondary purpose by starving the oxygen supply to a
fire existing in the compartment. Your judgment in evaluating this
situation and applying the proper decision-making process is certainly
very important.
2. BAG COMP Extinguisher Switch .................................... POSITION 1
Break the safety wire on the baggage compartment fire-extinguisher

switch and move the switch to position 1. This fires one bottle to the
baggage compartment.
Phase 2
and repair.
MAIN WHEEL WELL OVERHEAT

L. WHL AND/OR
R. WHL
OVHT OVHT
Lights are on the master failure warning panel.
NOTE
There is no fire-extinguishing system for the wheel
wells. The warning can originate from either wheel
well, usually caused by overheated brake units.
However, if the wheel well heating system has been in-
stalled, this system could be the cause of the warning.

1. Airspeed ..................................................................... 190 KIAS OR LESS
This is the maximum airspeed for landing gear operations (VLO). Slow to
this speed before extending the landing gear.
2. Landing Gear.......................................................................... EXTENDED
Place the normal landing gear selector handle down to extend the gear.
Check for normal indications during the extension of the landing gear.
Keep the landing gear down until the overheat warning light(s) is out, but
not for less than ten minutes. Do not exceed 245 KIAS while the landing
gear are extended.
3. Brake Heating System (A/C Equipped with this System) ................... OFF
This will close the respective brake heat valves and limit the introduction
of heated air into the wheel well area.
CAUTION
The overheat condition may have caused brake and/or
tire damage. Make a shallow final approach and as
soft a landing as possible.
NOTE
Unless a greater emergency exists, it is advisable to
leave the landing gear extended until landing at the
nearest suitable airport is achieved, especially if tire
or brake damage is suspected.
AIR-CONDITIONING SMOKE
The warning associated with this emergency may be smoke originating from
the air-conditioning outlets and the gaspers.
Phase 1
1. Crew Oxygen Masks and Smoke Goggles....................... 100%/DONNED
The crew oxygen masks must be put on immediately upon the detection of
smoke. Be careful of eye glasses when putting on the masks to avoid
personal injury or to avoid a poor fit of the mask around the glasses. The
mask must fit tightly around the face to ensure smoke does not penetrate
the mask and enter the breathing passages. Ensure that the
NORMAL–100% oxygen selector button on the front of the mask is in the

100% (pure oxygen) position. Remove the smoke goggles from their
storage area and place them over the eyes with a tight fit to ensure proper
vision during the smoke/fire emergency.
2. Microphone Selector.................................................... MASK AND TEST
For hot mike communications within the cockpit, speakers must be

selected, and the mask and CPIT buttons on the pilot and copilot audio
panels must be pushed on. To communicate to an outside agency, select
the proper radio microphone button on the audio panel, and depress the
MIC button on the top inside of either control wheel.
4. Passenger Oxygen Controller .................................................. OVERRIDE
On the copilot’s right console, move the selector switch on the passenger
oxygen panel clockwise to OVERRIDE and check that the pneumatic
PASS ON indicator is fully open. This position drops the passenger oxygen
masks from their storage bins at each passenger position and allows a flow
of oxygen when the passenger pulls the mask down and then dons it.
5. Passenger Masks......................................................................... DONNED
Before takeoff on the first flight of the day, the passengers must be briefed
on the location and proper use of the masks. A crewmember must ensure
that the passengers have properly donned their masks in the event of this
emergency.
Phase 2
1. Crew Gaspers .................................................................................... OPEN
This action is designed to increase the airflow in the cockpit to expedite

smoke evacuation as the checklist continues.
2. Isolation Valve Knob (Figure EP-4) ....................................... ISOLATION
On the overhead panel, move the isolation valve knob to a straight up and
down position to isolate the bleed-air manifold into a left and right
configuration. The amber ISOL light located above the knob should be on,
indicating the valve is closed. Once the isolation valve is closed, carefully
watch the cabin and crew air-conditioning outlets to see if there is a
change in the smoke entering the aircraft.

Figure EP-4. Bleed-Air Panel
I f s m o ke i s n o l o n g e r o b s e r ve d t o b e c o m i n g t h r o u g h t h e c r ew a i r-
conditioning system, there is no need to set the crew air-conditioning switch
to OFF.
3. Crew Bleed-Air Switch (If Smoke Persists) ........................................ OFF
If the smoke decreases or disappears after this action, the smoke was
coming from the No. 1 or No. 3 engine. There are two alternatives to
consider. Follow alternative 1 or 2 below:

On the copilot’s right console, move the cabin/cockpit interconnection

control lever aft. This interconnects the ducting of the two air-conditioning
systems. Clean conditioned air will now be supplied to the entire air-
conditioning system by the passenger air-conditioning system using bleed
air from only the No. 2 engine.
OR
Troubleshoot the system to determine which engine, No. 1 or No. 3, was

causing the smoke. The air-conditioning systems can then be switched
back to normal operations, provided the defective engine N1 rpm is kept
3% below that of the other two engines. Sound judgment should dictate
your choice in this emergency. It might be prudent to choose Alternative
1 above.
If smoke persists:
5. Crew Bleed-Air Switch.......................................................................... ON
The passenger bleed-air system becomes suspect at this point. To keep air
coming into the aircraft before proceeding further with the checklist, move
the crew bleed-air switch to ON.
6. Passenger Bleed-Air Switch................................................................. OFF
If the smoke decreases or disappears, continue the flight with the

faulty bleed-air switch isolated. The smoke probably emanated from the
No. 2 engine.
If the smoke persists, the cooling unit is suspect. Proceed as follows:
7. Crew Temperature Controller ................................... MANUAL/40% HOT
Since the crew bleed-air switch is the only bleed on, an attempt to control
the flow of cold air to a minimum will be made. Set the crew temperature
controller to MANUAL, and hold the manual COLD–HOT selector to the
HOT position until the indicator needle moves toward the H indication,
about 40% away from the left side of the gage.
If the smoke disappears:
If the smoke decreases or disappears, continue the flight and use the crew tem-
perature controller, as required, to establish the proper cabin temperature. Do
not select a position lower than 40% HOT.

If the smoke persists:
8. Crew Bleed-Air Switch ........................................................................ OFF
The only remaining procedure is to turn off the entire bleed-air supply to
the air-conditioning system. The aircraft will now begin to depressurize,
yet may still be filled with smoke.
9. Descend to 14,000 feet or below or to the minimum safe altitude.
CAUTION
The following procedure must not be applied if flames
are present in the cabin or cockpit.
At or below 14,000 feet:
10. Pressurization Dump Switch............................................................ DUMP
Lower the guard on the dump switch, and set the switch to the DUMP
position. This action opens the outflow valves and dumps the cabin
pressure at a rapid rate down to the cabin altitude limiter altitude of
14,000 ±500 feet. Smoke should be evacuated from the cabin during the
dump operation.
At or below and indicated airspeed of 215 knots:

11. LH Direct-Vision Window ................................................................ OPEN
If required to help eliminate smoke from the cockpit, the pilot’s direct-
vision window may be opened.
Phase 3
1. Descend to 10,000 feet or to the minimum safe altitude for the
route flown.
This is the maximum altitude for sustained flight, without oxygen, in an

unpressurized aircraft.
If the smoke continues or if the fire is not visibly verified to be out:
and repair.

ELECTRICAL SMOKE OR FIRE

Phase 1
Smoke and Unusual Odors
The crew oxygen masks must be put on immediately upon the detection of
personal injury and to avoid a poor fit of the mask around the glasses. The
100% (pure oxygen) position. Remove the smoke goggles from their
storage area, and place them over the eyes with a tight fit to ensure proper
vision during the smoke/fire emergency.

selected and the mask and CPIT buttons on the pilot and copilot audio
Only if there are no flames in the cabin:
4. Passenger Oxygen Controller

and Passenger Masks............................................. OVERRIDE/DONNED
PASS ON indicator is fully open. This position drops the passenger
oxygen masks from their storage bins at each passenger position and
allows a flow of oxygen when the passenger pulls the mask down and then
dons it. Before takeoff on the first flight of the day, the passengers must be
briefed on the location and proper use of the masks. A crewmember must
ensure that the passengers have properly donned their masks in the event
of this emergency.

Phase 2
1. Crew Air Gaspers.............................................................................. OPEN

If the origin of the fire or smoke is evident:
2. Suspected Equipment ............................................................... ISOLATED
If equipment has been malfunctioning, or if smoke is observed to be

coming from a specific electrical component, turn off that equipment if it
is the apparent cause of smoke or fire.
OR
If the origin of the fire or smoke is not evident, and if flight conditions
permit a total electrical shutdown:
2. GEN 1, BAT 1, BAT 2, GEN 2, and GEN 3 Switches ......................... OFF
If inflight situational conditions will permit such an action, turn off all
BAT and GEN switches to shut off all electrical power supplied to the
aircraft. After the fire/smoke has stopped, attempt to find the source of the
fire/smoke by turning on the batteries, one at a time, to see which bus side
causes the fire/smoke to recur. When the origin is known:
3. BUS TIED Switch....................................................... FLIGHT NORMAL
Confirm BUS TIED light out on the master warning panel.
4. BAT Switch (Affected Side)................................................................. OFF
Turn off the BAT switch for the bus which is causing the fire/smoke.
5. BAT and GEN Switches (Opposite Side) .............................................. ON
In order to restore electrical power to at least some of the aircraft

components, turn on the battery and generator for the bus not affected by
the fire/smoke. Do not tie buses.
OR
If the origin of the fire or smoke is not evident, and if flight conditions do
not permit a total electrical shutdown:
2. BAT 2 and GEN 2 Switches................................................................. OFF

Move the BAT 2 and GEN 2 control switches to the OFF position. This
action eliminates the electrical power supply to the right DC electrical
buses. The amber BAT 2 and GEN 2 lights on the master failure warning
panel will illuminate.
4. BUS TIED Light ................................................................................. OUT
Ensure that this normal flight configuration, one which isolates the right
DC bus from the left DC bus, is maintained. This is necessary in order that
the troubleshooting procedure be effective.
5. Passenger Temperature Controller ................................. MANUAL/COLD
Set the passenger temperature controller to manual. Hold the COLD–HOT

switches to the full cold position of the indicators.
If the smoke or fire persists:
6. AUTO–MAN Pressurization Selector Switch.................................... MAN
Since the left DC buses are no longer supplied with electrical power,
which includes control of automatic pressurization, the manual mode must
be selected to control the cabin pressure. Adjust the manual pressurization
control knob, as required, to control the cabin pressure within limits.
7. BAT 2 and GEN 2 Switches .................................................................. ON
This action is taken to restore electrical power to the right DC electrical

buses, prior to isolating the left DC electrical buses. It is assumed that the
smoke or fire was not caused by a component on the right main bus.
8. GEN 1, BAT 1, and GEN 3 Switches................................................... OFF
This action removes electrical power from the left DC electrical buses in
order to further troubleshoot the cause of the problem.
9. Crew Temperature Controller......................................... MANUAL/COLD
Set the crew temperature controller to MANUAL. Hold the COLD–HOT

switches to the full COLD position of the indicators.
If fire or smoke is visibly verified removed:
10. Continue the flight to the nearest suitable airport.

If fire or smoke is not visibly verified removed:
and repair.
If smoke persists:

12. Descend to 14,000 feet or below or to the minimum safe altitude.
CAUTION
13. Pressurization Manual UP–DN Control ................................................. UP
Positioning of the manual knob control will ensure a decrease in cabin

differential and cabin depressurization.
At or below an indicated airspeed of 215 knots:
Phase 3
route flown.

If the smoke continues or if the fire is not visibly verified to be out:
and repair.

SMOKE REMOVAL
Phase 1
The crew oxygen masks must be put on immediately upon the detection
personal injury and to avoid a poor fit of the mask around the glasses. The
100% (pure oxygen) position. Remove the goggles from their storage area,
and place them over the eyes with a tight fit to ensure proper vision during
the smoke/fire emergency.

If there are no flames in the cabin:

and Passenger Masks............................................. OVERRIDE/DONNED
oxygen panel clockwise to OVERRIDE, and check that the pneumatic
PASS ON indicator is fully open. This position drops the passenger
oxygen masks from their storage bins at each passenger position and
allows a flow of oxygen when the passenger pulls the mask down and then
dons it. Before takeoff on the first flight of the day, the passengers must be
briefed on the location and proper use of the masks. A crewmember must
ensure that the passengers have properly donned their masks in the event
of this emergency.
Phase 2

2. Crew and Temperature Controllers ................................ MANUAL/COLD

This action is intended to prevent the recirculation of smoke entrained air

into the cabin and cockpit.
3. Descend to 14,000 feet or below or to the minimum safe altitude for the
route flown.
CAUTION
3. Pressurization Dump Switch............................................ DUMP (A1 BUS

POWER REQUIRED)
Lower the guard on the dump switch, and set the switch to the DUMP
position. This action opens the outflow valves and dumps the cabin
pressure at a rapid rate down to the cabin altitude limiter altitude of
14,000 ±500 feet. Smoke should be evacuated from the cabin during the
dump operation.
At or below and indicated airspeed of 215 knots:

Phase 3
route flown.

If the smoke persists or if the fire is not visibly verified to be out:
and repair.

DEPLOYMENT IN FLIGHT
REV
UNLOCK
AND POSSIBLY TRANSIT AND/OR DEPLOYED
The aircraft may experience a pitch-down moment, accompanied by abnor-

mal noise and buffeting.
The REV UNLOCK light means the thrust reverser has deployed when it is
supposed to be fully stowed. The clamshell doors of the thrust reverser may
not be fully stowed and locked.
The TRANSIT light means the clamshell door claws are not locked.
The DEPLOYED light means the synchronizing bellcrank controlling the

clamshell doors has moved to the deployed position.
Phase 1
1. No. 2 Engine....................................................................................... IDLE
Move the throttle on the No. 2 engine to idle to reduce the engine power
loads on the deployed clamshell doors.
2. Thrust Reverser NORM/STOW Switch ........................................... STOW
On the center instrument panel, raise the guard on the switch and move the
switch upward to the stow position. This causes retraction of the thrust
reverser by overriding all other thrust reverser electrical circuitry,
regardless of the flight conditions or the position of the thrust reverser
lever or system microswitches.

3. Airspeed.................................................................. 230 KNOTS OR LESS
This will additionally reduce the airloads on the clamshell doors.
Phase 2
If the thrust reverser stows:
1. Continue the flight with the NORM/STOW switch in the stow position.
Do not actuate the thrust reverser handle. Leave the NORM/STOW switch
in STOW to maintain a constant retraction signal with hydraulic pressure
on the stow side of the actuator.
If the thrust reverser remains deployed:
2. Thrust Reverser NORM/STOW Switch ........................................... STOW
Keep the thrust reverser NORM/STOW switch in STOW to keep

the emergency stow signal and hydraulic pressure on the retraction side of
the actuator.
Land at the nearest suitable airport for inspection and repair.
NOTE
The drag associated from an idling No. 2 engine,
with the thrust reverser deployed, adversely affects
the performance characteristics of the aircraft. It is
recommended that the engine be shut down for ap-
proach and landing.
Follow the procedure for One Engine Inoperative—Approach and Landing

found in the Abnormal Procedures section in this manual.

TWO-ENGINES INOPERATIVE—
APPROACH AND LANDING
PREPARATION
Reduce the aircraft weight as much as practical. If the actual weight of the
aircraft exceeds the maximum limits for landing weight, go-around or land-
ing distance, burn off fuel, if practical.
Determine the weight limitation for enroute climb gradient. This chart is
found in the Flight Manual, Section 5, subsection 60, page 2.
1. Fuel Supply to Remaining Engine............................................ CHECKED
Check that the booster pumps and booster crossfeed valves are in the
proper configuration to ensure an uninterrupted flow of fuel to the
operating engine. A reasonable wing fuel balance should be maintained if
conditions permit. Group 2 fuel should be used first for proper weight-
and-balance maintenance of the aircraft center of gravity.
Tie the left and right DC buses together to ensure the one operating
generator supplies the electrical power requirements. The BUS TIED light
should be on.
3. Limit Generator Load .......................................... 300 AMPS OR BELOW
Generator limitations of 300 amps, 350 amps for one minute, should be
observed. Check the buses for proper load distribution by the operating
generator. Turn off nonessential electrical equipment.
4. Crew and Passenger Bleed-Air Switches ............................................. OFF
This action eliminates the tap-off of bleed air from the operating engine,
thus producing more power for flight.
If No. 1 and No. 3 engines are inoperative:
5. Brake Selector Switch....................................................... #2/ASKID–OFF
Move the brake selector switch to #2/ASKID–OFF to supply emergency

braking from the No. 2 hydraulic system. This means no antiskid
braking, and add 50% to the landing distance and 50% to the landing
field length computations.

6. ST–BY Hydraulic Pump Switch............................................................ ON
The standby hydraulic pump is now available to back up the No. 2 engine-
driven hydraulic pump, should No. 2 system pressure drop below 1,500 psi.
The one remaining engine may not be able to supply sufficient bleed air
for anti-icing purposes without jeopardizing the power reserve required for
flight of the aircraft.
APPROACH
1. Flaps + Slat Handle..................................................... 7° FLAPS + SLATS
When in the traffic pattern, in preparation for the final approach, extend
the slats and flaps to the first detent, provided aircraft control and power
reserve permit.
2. Emergency Slats Switch (If Necessary and

Inoperative Engines are No. 1 and No. 3).............................................. ON
The No. 2 hydraulic system is available to provide extension of only the

outboard slats at VFE (200 KIAS).
3. Make the decision to land or go around at not less than 1,000 feet above
ground level.
The aircraft should be in a position to land at this point. If not, go around.

A go-around is not recommended when below 1,000 feet above ground
level. See the Two Engines Inoperative Go-Around checklist.

WHEN COMMITTED FOR LANDING

1. Landing Gear ............................................................................... EXTEND
NOTE
If the No. 1 or No. 3 engine is the operating engine,
the gear may be extended using the normal procedure.
If the No. 2 engine is the operating engine , it is necessary to perform an emer-

gency extension as follows:
2. Normal Gear Handle……………………………………………….. DOWN
CAUTION
3. EMERGENCY GEAR PULL Handle …………………………….. PULLED

The electrical sequence is bypassed . The No. 1 system residual fluid is routed
straight to the gear uplock boxes and actuators.
If all three green gear down lights illuminate and the landing gear handle
light (red) is not illuminated, the landing gear is down and locked. Do not ac-
tuate any landing gear controls.
If at least one green gear light does not illuminate and the landing gear han-
dle light is flashing , apply the FREE FALL EXTENSION procedure .
Free Fall Extension Procedure

4. Airspeed.............................................................. Not Less Than 160 KIAS
CAUTION
structural failure at any speed .
Extend the main gear first, one at a time :
5. LH Main Manual Gear Release Handle ........................................... PULL
max) until the left green gear down light is illuminated. Maintain wings
level with appropriate aileron input.

NOTE
more than 30 seconds with full rudder deflection .
6. RH Main Manual Gear Release Handle ............................................ PULL
NOTE
more than 30 seconds with full rudder deflection.
Gently come back to neutral rudder .
7. Nose Gear Manual Release Handle................................................... PULL
Accelerate until illumination of the green gear light is achieved (190

KIAS max).
NOTE
Free fall extension of the three landing gear may
take approximatelytwo minutes to complete.
8. Flaps/Slats (As Required) ......................................... 20° FLAPS + SLATS
At some altitude below 1,000 feet above ground level, after the landing gear
is down and locked, extend the flaps to 20°, if performance will permit.
Airspeed on approach:
9. 7° Flaps + Slats............................................................. VREF + 20 KNOTS
If this is selected as the final flap setting for landing, fly the approach at
this speed, plus the additive for the wind correction. Increase the normal
landing distance by 800 feet and the normal landing field length by
1,335 feet.
10. 20° Flaps + Slats........................................................... VREF + 10 KNOTS
If this is selected as the final flap setting for landing, fly the approach at
this speed, plus the additive for the wind correction. Increase the normal
landing distance by 400 feet and the normal landing field length by
670 feet.

NOTE
With No. 1 and No. 3 engines inoperative, extend the
slats using the emergency system. Extend the gear
manually as described above.
AFTER TOUCHDOWN
1. Thrust Reverser (If Available)..................................................... APPLIED
The normal deceleration devices, such as airbrakes and antiskid braking,

should be applied, if available. The thrust reverser is most effective at the
higher speeds of the landing rollout.
If the No. 2 brake system must be used, use moderate braking, as antiskid
braking is not available. Use the thrust reverser to slow the aircraft to more
effective braking speeds. This is necessary to prevent skidding of the
wheels and the possibility of tire failure.
If No. 2 braking system is used, increase the landing distance, calculated

above by 50%, due to the lack of antiskid brakes and the use of less than
40° flaps for landing.
TWO ENGINES INOPERATIVE—GO-AROUND

CAUTION
The decision to land or go around must be made at
or above 1,000 feet above ground level. The altitude
loss associated with this go-around procedure is ap-
proximately 500 feet.
ON THE GO-AROUND
1. Engine Thrust (Full Power) .................................................................. SET
Set maximum takeoff power on the operating engine as soon as the

decision is made to go around.
2. Landing Gear (If Down)....................................................... RETRACTED
Place the landing gear selector up as the power is being applied to the
maximum. This is one case when you do not wait for a positive rate climb
before retracting the landing gear.

CAUTION
The landing gear cannot be retracted if No. 1 and
No. 3 engines are inoperative.
3. Accelerate the aircraft while in descent on normal slope.
At V REF + 25 knots:
4. Flaps + Slat Handle ........................................................................ CLEAN
As soon as the airspeed reaches the 40° flap VREF + 25 knots, retract the
slats and flaps incrementally to clean.
5. Accelerate to and maintain the enroute climb speed, then begin to climb
the aircraft.
As soon as the airspeed of 1.43 velocity of stall in the clean configuration

is achieved, begin to climb the aircraft to a safe altitude. Maintain the
enroute climb speed until the assigned, or a safe, altitude is reached.
CAUTION
The altitude loss associated with this go-around pro-
cedure is approximately 500 feet.
ALL ENGINES INOPERATIVE

Phase 1
1. Communications ................................................................... VHF 1/ATC 1
The VHC 1 and ATC 1 should be used to establish emergency

communications and for identification with ATC. These radios may be
powered through emergency battery packs on some aircraft or by the left
main electrical bus on many aircraft.
2. Establish the aircraft within the airstart envelope (Figure EP-5).
3. Reduce the electrical load to the lowest possible.
Reduce the electrical load by turning off nonessential radios and

electrical equipment. Attempts to reduce the load on each battery to less
than 50 amps.

30
M
=0
.80
MAXIMUM COMPUTER-OUT ALTITUDE

20
VMO
START ENVELOPE
10
VMO
0
100 150 200 250 300 350 400
Figure EP-5. Inflight Airstart Envelope
NOTE
To load shed the electrical network, switch OFF the
below listed items:
Booster Pumps
Windshield Heat
Pitot
RH Avionics Master
Lavatory/Galley Master
Unnecessary Lights.
4. Relight the engines using the airstart procedure.
Attempt to airstart all three engines, one at a time, using the Airstart
checklist found in the Abnormal Procedures section in this manual.
Selection as to which engine is to be started first must be based on the
factors that caused the engines to be shut down in the first place; that is,
choose the best engine first.
It is important to note that, if the airspeed is low, a starter assist may be

necessary. This will place a high demand on battery power. Ensure that the
generator switch is on for the engine being started and that the bus-tied
switch is tied. Judicious and expeditious management of resources
available is mandatory.

Phase 2
If no engine(s) can be started:
1. Prepare for a forced landing or a ditching.
Refer to the Forced Landing or Ditching checklists found in this section of

the manual.
2. ST-BY Hydraulic Pump (For

Emergency Flaps + Slats Extension) ..................................................... ON
Remember to use this pump carefully, as its power demands on the

batteries will be great. Turn it on only when you are ready to deploy the
emergency slats and the flaps to the desired configuration. Turn the pump
off after the desired configuration has been achieved.
3. Extend the flaps/slats at VFE (200 KIAS) using the emergency slat system,
if necessary.
If a forced landing is anticipated:
4. Extend the landing gear.
At VLO (190 KIAS) if possible, and if necessary, perform a landing gear

emergency (freefall) extension of the landing gear.
CAUTION
The landing gear should not be extended if a ditch-
ing is anticipated.

LOSS OF BOTH HYDRAULIC SYSTEMS

PUMP 1 PUMP 2
PUMP 3 AND POSSIBLY

AIL AND
PITCH
FEEL FEEL
Hydraulic indicators show a pressure drop (Figure EP-6).
Figure EP-6. Hydraulic Panel
Phase 1
1. Autopilot and Yaw Damper .................................................. DISENGAGE
Hold the control column while the autopilot is being disengaged.

Disengage the autopilot and yaw damper by depressing the yaw damper
button on the center console. The AP light should come on. Press the
autopilot button on the back of the control wheel to clear the AP light and
the autopilot disengagement message on the ID 802.
2. Airspeed.............................................. 260 KIAS/.76 MACH MAXIMUM
Whenever hydraulic power is removed from the flight control servos,

reduce the airspeed or Mach number. Control of the aircraft will be easier
when flown below these speeds.

Phase 2
1. Avoid high-pitch attitudes and zones of air turbulence.
Very slight movements of the control surfaces are called for, making
gentle bank and pitch changes. If at all possible, avoid any known areas of
turbulence and high wind conditions.
LANDING PREPARATION
1. Flaps + Slats Handle ...................................................................... CLEAN
Since there is no hydraulic pressure to the systems, the flaps + slat handle
must not be actuated.
2. Landing Gear ........................................................................... FREEFALL
With no hydraulic pressure available to lower the gear normally, freefall or

manual extension of the gear is required.
3. Normal Landing Gear Handle......................................................... DOWN
4. Emergency Hydraulic Gear Control .................................................. PULL
Push in on the latching mechanism to release the lock holding the handle
against the panel, and pull the handle aft to its mechanical stop.
5. Airspeed .............................................................. 160 KNOTS MINIMUM
Maintain an airspeed of 160 to 190 knots to facilitate manual gear

lowering. Extend the main landing gear first.
CAUTION
structural failure at any speed .
Extend the main gear first, one at a time:
6. LH Main Manual Gear release handle............................................... PULL

NOTE
Illumination of the green gear down ligh may take
7. RH Main Manual Gear Release Handle ........................................... PULL
max) until the left green gear down light is illuminated . Maintain wings
NOTE
more than 30 seconds with full rudder deflection .
8. Nose Gear Manual Release Handle .................................................. PULL
Accelerate until illumination of the green gear light is achieved (190

KIAS max).
NOTE
Free fall extension of the three landing gear may
take approximately two minutes to complete.
CAUTION
Do not actuate the landing gear controls, hydraulic
or mechanical, once the landing gear is down and
locked.
9. Approach Speed ........................................................... VREF + 30 KNOTS
This is the minimum speed prescribed to maintain the safety margin from
stall when flying the aircraft in the clean-wing configuration.
NOTE
In the likelihood where high lift devices are already
extended, observe the following approach speeds:
• Slats only ............................... V REF + 20 KNOTS
• 7° Flaps + Slats..................... V REF + 20 KNOTS
• 20° Flaps + Slats .................. V REF + 15 KNOTS

• 40° Flaps + Slats .................. V REF + 10 KNOTS
10. Vertical Speed ............................................. APPROXIMATELY 300 FPM
If possible, do not exceed a 300-foot-per-minute rate of descent on final

approach for landing.
CAUTION
The landing distance will be twice the nominal charted
40° flaps + slats landing distance.
AFTER TOUCHDOWN
1. Full Reverse Thrust .............................................................................. SET
In the event of a total hydraulic failure of the main systems, there may still
be accumulator hydraulic pressure available for at least one deployment of
the thrust reverser.
2. Parking Brake..................................... INTERMEDIATE DETENT ONLY
If the #2 P. BK light is not flashing, there should be hydraulic pressure

stored in the parking brake accumulator circuit for up to five applications
of the parking brake. Flashing of the #2 P. BK light indicates only one
more brake application is possible. Be careful when deploying the parking
brake handle to the first detent. Be sure the aircraft is aimed as straight as
possible down the runway before pulling the brake handle. If possible,
limit the number of pulls on the brake handle to one, for best effective use
of the stored hydraulic pressure.
CAUTION
The hydraulic power-off condition requires greater
pilot forces. Landing requires greater caution
because directional control is available mainly by
rudder and differential forward thrust.
NOTE
During actual flight without hydraulic power, aircraft
maneuverability is reduced but remains sufficient in
all three axes when flight is maintained within the pre-
scribed flight envelope (260 KT/MI 0.76).

Pitch attitude is controlled essentially with the hor-

izontal stabilizer.
Loss of hydraulic power causes an upward deflection

of both ailerons, which produces a slight pitch-up mo-
ment that is easily counteracted with pitch control.
If the aircraft is not perfectly trimmed in roll when
hydraulic power is lost, it is difficult to keep the
wings level while accelerating to 260 knots; in this
case, it is best to decelerate, recenter the control,
then reaccelerate.
The rudder is the most maneuverable control sur-

face when hydraulic power is lost. The aircraft can
be turned by induced roll using the rudders.
At speeds below 200 knots, the aircraft maneuver-

ability improves.
Approach is made at a shallow angle to land in a

clean configuration at V REF + 30 knots.
LOSS OF ALL THREE GENERATORS

GEN 1 GEN 2 AND GEN 3
NOTE
Simultaneous illumination of these three lights in-
dicates that the three engine generators have been dis-
connected from the main DC buses. The generator
switches may be tripped off.
Check the voltmeter on each bus side to determine the voltage being
supplied to the buses.
2. Generator and Battery Ammeters ............................................. CHECKED
Check the ammeters for each of the generators and batteries to determine
which unit is supplying the bus and the load being supplied.

If the generators have tripped, and if the batteries are the only source of elec-
trical power:
3. Battery Load ......................................... SHED AS MUCH AS POSSIBLE
Turn off nonessential electrical equipment to conserve battery power.

Monitor the voltmeters and ammeters while attempting to reset
the generators.
CAUTION
To limit the battery load, accomplish the following
in the sequence shown:
a. Booster Pump Switches (3)............................................................. OFF
b. Windshield Heat (3)........................................................................ OFF
In icing conditions, it is imperative to keep the following switches on:
• Pilot Windshield Heating System
• Engine and Wing Anti-icing System
4. Pilot and Copilot Pitot Heater .............................................................. OFF
Do not switch off the standby pitot heat.
5. Right Avionics Master.................................................................. OFF (IN)
6. Lavatory and Galley Master Circuit Breakers ................................... PULL
7. Unnecessary Lights .............................................................................. OFF
Attempt to reset the last generator that failed:
If not already in that position, ensure that the bus-tied switch is in the
flight normal position to isolate the left and right electrical buses.
9. BAT Switch (On Side Concerned)..................................... ON/CHECKED
On the side for which the generator is to be reset, ensure that the BAT
switch is on and the volts/amps are checked.

10. Power Lever (of Engine Concerned) .................................................. IDLE
11. Engine at Idle Setting............................................................ STABILIZED
The reset attempt should be deferred until the engine is operating at flight
idle power to enhance the reset attempt.
12. GEN Switch (of Generator Concerned)................................................. ON
There are two alternatives to follow. Follow alternative 1 or 2 below.
Carefully observe the voltmeter and ammeter while resetting the generator.
Alternative 1
If the voltmeter deviates to maximum attempting the reset:
1. GEN Switch (of Generator Concerned) ............................................... OFF
Turn and leave the GEN switch off should an overvoltage condition exist.
Before tying the buses, check the ammeter and voltmeter of each bus. Tie
the buses together unless a short is detected on one of the buses and check
that the bus-tied light is on. If a short is detected on one bus, do not tie the
buses. The battery supplying that bus will be depleted rapidly and
probably should be turned off.
3. Reduce the electrical load to the minimum required for flight.
Switch off as many systems as possible to maintain a minimum demand

on battery power.
4. FMS 2................................................................................................... OFF
5. IRS 2 ................................................................................................... OFF
6. Power Lever (of Generator Concerned)..................... NORMAL THRUST
If at all possible, avoid icing conditions, as electrical control of some anti-

icing valves is necessary for proper operation. Without this control, anti-
icing capability will be lost, and the aircraft may begin to build ice on the
wings and engines. Pitot-static heating may also be lost.

Land at the nearest suitable airport for inspection and repair.
Alternative 2
If voltmeter is within the green band:
1. Power Lever (of Generator Concerned)..................... NORMAL THRUST
Before tying the buses, check the ammeter and voltmeter of each bus for
normal values. Check that the bus-tied light is on.
3. Turn on previously shed items.
4. Monitor voltmeter and ammeter indications.
After load-shedding, the batteries in good condition will provide for:
• 40 minutes of operation with an average load of 25 amps per bat-

tery in nonicing conditions.
• 20 minutes of operation with an average load of 45 amps per bat-

tery in icing conditions.
NOTE
The following items are recommended for load-
shedding to help prolong battery life even longer:
Cabin Entrance Light .......................................... OFF

Anticollision Light .............................................. OFF
Landing/Taxi/Wing Lights ................................. OFF
Navigation Lights.......... NAV INTERMITTENTLY
Unnecessary Instrument Panel Lighting .......... OFF
Pull the following right-panel circuit breakers:

• All navigation section
• All radio section
• All miscellaneous section

CAUTION
Do not pull the fire warning circuit breakers. Pull the
following left-panel circuit breakers:
• Navigation section:
• AFCS 1, (4)
• RAD ALT 1, ALT 1, FMS 1, CDU 1
• IRS 3 BAT, IRS 3
• R/T WR, MFD/WRD
• SG 3
• GPWS
• Radio section:
• HF I (2)
• FLITE FONE
• ADF 1
Pull the following center-panel circuit breakers:
• Lights, miscellaneous section:

• RH CABIN READING
• LH CABIN READING
CAUTION
If in icing conditions, do not pull the circuit break-
ers for anti-ice of the engines and wing. Additionally,
do not pull the circuit breaker for the pilot’s wind-
shield heat.
NOTE
Operation of the flaps and slats, airbrakes, and land-
ing gear appreciably increase the electrical demand
on the batteries.
REDUCED LOAD ON BATTERIES (SAFT 2376)

In Nonicing Conditions
The load corresponds to a total output from the batteries of 35 amps at 24 volts
that ensures 59 minutes of operation with two 23-Ah batteries charged at 75%
of their capacity.

In Icing Conditions
The load corresponds to a total output from the batteries of 82 amps at 24 volts
that ensures 25 minutes of operation with two 23-Ah batteries charged at 75%
of their capacity.
During Approach
During the last five minutes of flight, the load is increased. It can therefore
be considered that two 23-Ah batteries, charged at 75% of their capacity, pro-
vide sufficient reserve power in the following conditions:
• In nonicing conditions, for 57 minutes of operation, including five min-

utes during approach
or
• In icing conditions, for 24 minutes of operation, including five min-

utes during approach
RAPID DEPRESSURIZATION
Phase 1
1. Crew Oxygen Masks ........................................................ 100% DONNED
The crew oxygen masks must be put on immediately upon detection of

personal injury or to avoid a poor fit of the masks around the glasses.
The mask must fit tightly around the face to ensure smoke does not
penetrate the mask and enter the breathing passages. Ensure that the
NORMAL-100% oxygen selector button on the front of the mask is in
the 100% position.
2. Microphone Selector........................................................................ MASK

panels must be pushed on. To communicate with an outside agency, select
the proper radio microphone button on the audio panel and depress the
3. Fasten Belts and No Smoking Light Pushbuttons ................................. ON
4. Oxygen Controller and Passenger Masks.............. OVERRIDE/DONNED
PASS ON indicator is fully open. this drops the passenger oxygen masks

from their storage bins at each passenger position and allows a flow of
oxygen when the passenger pulls the mask down and then dons it.
5. Emergency Descent.................................................................. INITIATED
Simultaneously, as the airbrake is deployed and as the throttles are brought

to idle, begin the descent by rolling the aircraft to a 45° angle of bank. This
will expedite entry into the descent without adversely affecting G-loading of
the aircraft. The initial descent angle should be approximately a 20°
nosedown pitch attitude. After the 20° nosedown pitch attitude is achieved,
remove all bank, hold the 20° pitch down until MMO/VMO is attained, and
then adjust pitch to approximately 10° of nosedown pitch, which should
maintain the aircraft at MMO/VMO in the descent.
EMERGENCY DESCENT
CAUTION
This procedure assumes normal structural integrity
of the aircraft. If structural integrity is questionable,
limit the airspeed to the lowest practical value, and
avoid high maneuvering loads.
Disengage the autopilot, and hand-fly the aircraft throughout this

procedure. Disengagement is achieved by pressing the AP pushbutton on
the control wheel. Check for the AP light on. Press the AP pushbutton
again to clear the disengagement message on the ID 802 and the AP light.
2. Power Levers ...................................................................................... IDLE
It is advisable to turn on the airstart ignition for all three engines, to

prevent an engine flameout, before retarding the throttles to idle. This is
especially true when performing an emergency descent from high altitudes.
3. Airbrake Handle ..................................................................... POSITION 2
Position the airbrake handle to position 2 to assist in making as rapid a

descent as possible while remaining within the MMO/VMO limits.
4. Descent........................................................................................ INITIATE
Simultaneously, as the airbrake is deployed and as the throttles are brought

to idle, begin the descent by rolling the aircraft to a 45° angle of bank. This
will expedite entry into the descent without adversely affecting G-loading of
the aircraft. The initial descent angle should be approximately a 20°
nosedown pitch attitude. After the 20° nosedown pitch attitude is achieved,
remove all bank, hold the 20° pitch down until MMO/VMO is attained, and

then adjust pitch to approximately 10° of nosedown pitch, which should

maintain the aircraft at MMO/VMO in the descent.
5. Airspeed (Smooth Air)............................................................... MMO/VMO
Lead the desired level-off altitude by at least 2,000 feet. Reduce the rate of
descent to a maximum of 2,000 feet per minute. Lead the final level-off
altitude at an altitude which is 10% of the rate of descent. Descend to
14,000 feet, the assigned altitude, or to the minimum safe altitude for the
route flown.
6. Transponder ............................................................................. CODE 7700
Advise ATC of your emergency and set the transponder to emergency

to ensure identification, priority handling, and a safe airspace throughout
this emergency.
FORCED LANDING
PREPARATION
1. Communications Transmission............................. TRANSMIT MAYDAY
On the most recently used communications radio, transmit “mayday” to

the monitoring communications agency. If you haven’t been talking to a
communications agency on an assigned frequency, or if you do not know
what the correct frequency is, change to 121.5 Mz and transmit your
distress message on that frequency.
Unless directed otherwise, set the transponder to code 7700, the

emergency distress code.
3. Passenger Emergency Briefing............................................... COMPLETE
If carried, use the cabin attendant to prepare the passengers for this
emergency. If a cabin attendant is not carried, use the PA system to instruct
the passengers on their roles during this emergency. The passengers should
have already been prebriefed, prior to departure, on the conduct of
emergency procedures and the location and use of emergency equipment.
4. Fasten Belts/No Smoking Signs ............................................................ ON
All cabin and cockpit occupants must have their seat belts tightly fastened
and, where applicable, have shoulder harnesses properly fastened and
locked. Smoking is prohibited throughout the aircraft.

5. AFT CABIN ISOL Light ..................................................................... OFF
On aircraft with the midcabin separation door, this door must be open and
the AFT CABIN ISOL light must be out.
6. Cockpit Jump Seat (If Possible) ............. UNOCCUPIED AND STOWED
NOTE
If possible, the jump seat should not be occupied in
the event of a forced landing. It must be stowed to
allow for the emergency egress of the pilots.
APPROACH
7. Wing Anti-ice....................................................................................... OFF
This is one of many procedures designed to close off the bleed-air systems
of the aircraft before landing.
This is done to isolate the cabin from engine bleed-air sources and to
prevent pressurization of the cabin.
9. HP 1, PRV 2, and PRV 3 Bleed-Air Switches ..................................... OFF
This is done to further isolate engine bleed-air systems.
10. Pressurization Switch....................................................................... DUMP
On the emergency pressurization control panel, lower the guard on the

DUMP switch and move the switch down to dump the cabin pressure. This
has a dual purpose:
• To release any residual pressure in the cabin that could prevent the
opening of the emergency exits after landing
• To release any residual pressure in the cabin in an attempt to keep

the cabin intact upon landing. If residual pressure was present in
the cabin upon touchdown, this pressure might cause more severe
damage to the structure when subjected to the forces of landing and
deceleration.
11. Landing Gear.......................................................................... EXTENDED
The landing gear should be extended either by normal, emergency or

gravity means. This is intended to help cushion the landing when effecting
a forced landing on any type of surface, except water. If all the landing

gear cannot be extended, it is desirable that as many gear as possible be

extended to help cushion the landing. A belly landing is the last resort.
12. Flaps + Slats.............................................................. 40° FLAPS + SLATS
If possible, the maximum flap setting should be used to fly the aircraft as
slow as possible for the landing.
With the flaps/slats set at 40° FLAPS + SLATS, fly the final approach at
the charted VREF speed.
JUST BEFORE TOUCHDOWN

14. Vertical Speed ............................................. APPROXIMATELY 300 FPM
If possible, control the rate of descent to a maximum of 300 feet per

minute to minimize impact forces.
15. Fuel Shutoff Switches (3) ....................................................... ACTUATED
On the FIRE PANEL, raise all three guards and raise the fuel shutoff
switches up to shut off the fuel supply to the engines at the respective
fuel tanks.
16. GEN Switches (3) ................................................................................ OFF
Move all three generator control switches to off to cut off the generated
electrical power supply to the buses.
17. BAT Switches (2) ................................................................................. OFF
This removes the remaining electrical power supply to the electrical buses
to prevent electrical sparking and fire. The aircraft will no longer be
powered except for any emergency battery power that, if possible, should
probably be turned off as well to prevent any fire after landing.
18. Power Levers (3) .......................................................................... CUTOFF
This ensures manual shutoff of fuel to the engines at the fuel control of
each engine.

AFTER THE AIRPLANE HAS COME TO A STOP

19. Engine Fire Extinguisher Switches (3)................................... POSITION 2
Break the safety wire on the three engine fire extinguisher switches and
move them up through position 1 to position 2. The battery bus will fire
the four extinguisher bottles to the engines to extinguish any fire that may
be started as a result of the impact of the forced landing.
20. Cockpit Jump Seat ...................................................................... STOWED
If it hasn’t already been stowed, stow it to clear the way for cockpit
evacuation.
21. Emergency Exit................................................................................. OPEN
Open the emergency exit located over the right wing and evacuate the
aircraft. Be cautious for fire that may have erupted about the aircraft.
Selection of the proper emergency exit should depend on a careful
evaluation of the total situation.
NOTE
At night, it is recommended that the aircraft be evac-
uated by way of the wing emergency exit.
22. Main Cabin Door .............................................................................. OPEN
An alternate means of evacuating the aircraft is through the main cabin

door. However, fully opening the main cabin door may not be possible,
dependent upon where the aircraft came to rest or whether or not the nose
landing gear is extended. Another alternative for evacuation is the pilot’s
direct-vision window. This should be used as a last resort if all other exits
fail to open or are covered by fire.
23. Evacuate the aircraft.
DITCHING
PREPARATION
1. Communications Transmission............................. TRANSMIT MAYDAY
On the most recently used communications radio, transmit “mayday” to

monitoring communications agency. If you have not been talking to a
communication agency on an assigned frequency, or if you do not know
what the correct frequency is, change to 121.5 Mz and transmit your
distress message on that frequency.

Unless directed otherwise, set the transponder to code 7700, the

emergency distress code.
3. Passenger Emergency Briefing............................................... COMPLETE
If carried, use the cabin attendant to prepare the passengers for this
emergency. If a cabin attendant is not carried, use the PA system to instruct
the passengers on their roles during this emergency. The passengers should
have already been prebriefed, prior to departure, on the conduct of
emergency procedures and the location and use of emergency equipment.
4. Life Jackets ............................................................. DONNED/CHECKED
Direct the passengers and crew to remove the life jackets from storage and
put them on. Life jackets are not to be inflated until the crew and
passengers evacuate the aircraft.
5. Fasten Belts/No Smoking Signs ............................................................ ON
All cabin and cockpit occupants must have their seat belts tightly fastened
and, where applicable, have shoulder harnesses properly fastened and
locked. Smoking is prohibited throughout the aircraft.
6. AFT CABIN ISOL Light ..................................................................... OFF
On aircraft with the midcabin separation door, this door must be open and
the AFT CABIN ISOL light must be out.
7. Cockpit Jump Seat (If Possible) ............. UNOCCUPIED AND STOWED
NOTE
If possible, the jump seat should not be occupied in
the event of a ditching. It must be stowed for safety
and to allow for the emergency egress of the pilots.
8. Audio Warning A and B Circuit Breakers (2).............................. PULLED
Pull out the AUDIO WARN A circuit breaker, located on primary bus A1,
and the AUDIO WARN B circuit breaker, located on primary bus B1, to
shut off the audio warning that would sound when the landing gear is left
up and the slats-flaps are placed to 40° FLAPS + SLATS for landing.

APPROACH—PARALLEL TO THE MAJOR SWELL

9. Wing Anti-ice....................................................................................... OFF
This is one of many procedures designed to close off the bleed-air systems
of the aircraft before ditching. This, and other bleed-air isolation actions,
provides airtight systems and subsystems for enhancement of the flotation
characteristics of the aircraft.
This is done to further isolate the cabin from engine bleed-air sources and
to prevent pressurization of the cabin.
11. BLEED AIR BAG Switch........................................................... ISOLATE
This will isolate the cabin and baggage compartment by closing the
baggage compartment heating valve and the cabin isolation valve. Check
BAG ISOL light on.
12. HP 1, PRV 2, and PRV 3 Switches ...................................................... OFF
This is done to further isolate engine bleed-air systems.
13. Pressurization Switch....................................................................... DUMP
On the emergency pressurization control panel, lower the guard on the

DUMP switch, and move the switch down to dump the cabin pressure.
This has a dual purpose:
• To release any residual pressure in the cabin that could prevent the
opening of the emergency exits after ditching.
• To release any residual pressure in the cabin in an attempt to keep

the cabin intact upon ditching. If residual pressure was present in
the cabin upon contact with the water, this pressure might cause
more severe damage to the structure when subjected to the forces
of ditching and deceleration.
14. Landing Gear........................................................................ RETRACTED
Ensure that the landing gear is retracted prior to ditching. Ditching with
the gear down will cause immediate loss of aircraft control upon first
contact with the water. The bottom of the aircraft should be kept
streamlined for entry into the water for better aircraft control.
If possible, the maximum flap setting should be used to fly the aircraft as
slow as possible for the ditching.

With the slats/flaps set at 40° FLAPS + SLATS, fly the final approach at
the charted VREF speed. Because the gear is not down and locked, the gear
warning horn will sound and cannot be silenced unless the audio warning
A and the audio warning B circuit breakers are pulled.
JUST BEFORE TOUCHDOWN

17. Rate of Descent ........................................... APPROXIMATELY 300 FPM
If possible, control the rate of descent to a maximum of 300 feet per

minute to minimize impact forces.
18. Fuel Shutoff Switches (3) ....................................................... ACTUATED

On the FIRE PANEL, raise all three guards and raise the fuel shutoff
switches up to shut off the fuel supply to the engines at the respective
fuel tanks.
19. GEN Switches ...................................................................................... OFF
Move all three generator control switches to off to cut off the generated
electrical power supply to the buses.
20. BAT Switches (2) ................................................................................. OFF
This removes the remaining electrical power supply to the electrical buses
to prevent electrical sparking and fire. The aircraft will no longer be
powered except for any emergency battery power which, if possible,
should be turned off to prevent any fire after ditching.
21. Contact the water on the crest, parallel to the swell, and with a noseup
attitude of 12° to 15.5°.
If possible, fly into the wind at the lowest possible airspeed. Fly parallel to
the main swell, and contact the water on the crest of the main swell.
AFTER TOUCHDOWN
22. Power Levers (3) .......................................................................... CUTOFF
The engines should be kept running until after touchdown to provide for
controlled flight until the proper spot is picked for ditching. This ensures
manual shutoff of fuel to the engines at the fuel control of each engine.

23. Cockpit Jump Seat ...................................................................... STOWED
If it has not already been stowed, stow it to clear the way for cockpit
evacuation.
24. Emergency Exit................................................................................. OPEN
Open the emergency exit located over the right wing, and evacuate the
aircraft. Deploy the life line to the anchor point on the right wing next to
the gravity-fueling cap. Inflate the life rafts only when they are outside the
aircraft. The life raft may be secured to the ring holding the life line to the
wing to keep it in place until all occupants are on board. Crew and
passengers should not inflate their life vests until they are clear of the
window or door.
Selection of the proper emergency exit, either the emergency exit over the
wing or the main cabin door, should depend on a careful evaluation of the
total situation.
25. Main Cabin Door .............................................................................. OPEN
An alternate means of evacuating the aircraft is through the main cabin

door, dependent upon the attitude of the aircraft in the water. Another
alternative for evacuation is the pilot’s direct-vision window. This should be
used as a last resort if all other exits fail to open or are covered by water.

LIMITATIONS AND SPECIFICATIONS
CONTENTS
Page
LIMITATIONS ................................................................................. LIM-1
General.................................................................................... LIM-1
Weight—Structural ................................................................. LIM-1
Weight—Performance ............................................................ LIM-1
Center of Gravity .................................................................... LIM-2
Loading ................................................................................... LIM-2
OPERATING LIMITATIONS.......................................................... LIM-3
Kind of Operation ................................................................... LIM-3
Altitude ................................................................................... LIM-7
Maneuvering Flight Load Factors........................................... LIM-7
Takeoff and Landing ............................................................... LIM-7
Minimum Flightcrew .............................................................. LIM-8
Maximum Number of Passengers........................................... LIM-8
Airbrakes................................................................................. LIM-8
Airspeed.................................................................................. LIM-8
SYSTEM LIMITATIONS .............................................................. LIM-11
Fuel System .......................................................................... LIM-11
Powerplant ............................................................................ LIM-12
Lubrication System............................................................... LIM-14
SYSTEMS...................................................................................... LIM-15
Auxiliary Power Unit (APU) Garrett GTCP 36-150 (F) ...... LIM-15
Automatic Pilot (Sperry DFZ 800)....................................... LIM-16
Anti-ice ................................................................................. LIM-16
Baggage Compartment ......................................................... LIM-17
Cabin Pressurization............................................................. LIM-17
FOR TRAINING PURPOSES ONLY LIM-i

Hydraulic .............................................................................. LIM-17

Electrical............................................................................... LIM-17
INSTRUMENT MARKINGS........................................................ LIM-18
Airspeed Indicator Markings................................................ LIM-18
Engine Instrument Markings ................................................ LIM-18
Miscellaneous Instrument Markings .................................... LIM-20
LIM-ii FOR TRAINING PURPOSES ONLY

FlightSafety
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ILLUSTRATION
Figure Title Page
LIM-1 Temperature and Altitude Limits ................................ LIM-7
FOR TRAINING PURPOSES ONLY LIM-iii

LIMITATIONS AND SPECIFICATIONS

LIMITATIONS
GENERAL
The limitations presented in this chapter focus primarily on the operational
capabilities of the aircraft. Specific system limitations are provided in the in-
dividual systems’ chapters with the exception of instrument markings which
are presented in this chapter. Refer to the FAA-approved AFM for complete
limitations listings.
WEIGHT—STRUCTURAL
Maximum ramp ............................................................... 45,700 lb (20,730 kg)
-5AR .....................................................45,700 lb or 46,700 lb (with SB 139)
-5BR ......................................................................................................46,700 lb
Maximum takeoff............................................................ 45,500 lb (20,639 kg)
-5AR .....................................................45,500 lb or 46,500 lb (with SB 139)
-5BR ......................................................................................................46,500 lb
Maximum landing ........................................................... 42,000 lb (19,051 kg)
Maximum zero fuel......................................................... 28,220 lb (12,800 kg)
-5AR .....................................................28,200 lb or 30,870 lb (with SB 139)
-5BR ......................................................................................................30,870 lb
Minimum flight weight .................................................... 20,700 lb (9,390 kg)
NOTE
Zero fuel weight may change based on SN of aircraft
WEIGHT—PERFORMANCE
General
The approved maximum weights indicated above may be reduced for com-
pliance with certification performance requirements, as follows:
Takeoff
The takeoff weight is limited by the most restrictive of the following:
• Balanced field length
FOR TRAINING PURPOSES ONLY LIM-1

FlightSafety
international
• Brake energy
• Climb gradients
Landing
The landing weight is limited by the following:
• Approach and landing climb gradients
• Available landing field length
CENTER OF GRAVITY
General
The center-of-gravity limits are expressed in percent of MAC (mean aero-
dynamic chord). The landing gear position has no effect on the center of
gravity. Refer to the center-of-gravity limits chart in the “Limitations”
section of the AFM.
Datum
Datum is 25% of MAC; it is marked on the aircraft exterior and coincides with
fuselage station (FS) 420.43 inches (10,679 mm). FS 0 is the forward end of
the aircraft nose cone.
Mean Aerodynamic Chord

Length is 113.69 inches (2,887.7 mm).
Zero percent MAC is at FS + 392 inches (9,957 mm).
LOADING
The aircraft must be loaded in compliance with the center-of-gravity limits
chart in the “Limitations” section of the AFM. Information for control of the
aircraft’s weight and balance are included in Loading Manual DTM9821.
The following baggage compartment values must not be exceeded while load-
ing the aircraft: 2,866 lb (1,300 kg), not to exceed 123 lb/sq ft (600 kg/sq m).
LIM-2 FOR TRAINING PURPOSES ONLY

FlightSafety
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OPERATING LIMITATIONS
KIND OF OPERATION
This aircraft is certified in the transport category and is eligible for the fol-
lowing kinds of operations when the appropriate instruments and equipment
required by the authorities and/or operating regulations are installed and ap-
proved and are in operable condition :
• Day and night VFR, if permitted by the regulations of the country over-
which the aircraft is flying
• IFR and automatic approaches to category I and II weather minimums
• Extended overwater
• Icing conditions
• The overflight of polar regions is limited to north and south latitudes

less than 85°
• The overflight of polar regions is authorized when SPERRY FMZ 800

FMS computer software is identified 9102 ( or 9112)
• Flight in the former USSR airspace:
° The aircraft is not allowed to fly on routes equipped only with ATC
secondary radars operating in UVD mode.
° For aircraft without M1846: the aircraft can fly only on routes
equipped with VOR/DME . The VOR/DME ruptures are limited to
one hour and 20 minutes on routes which are ±5 km (2.7 NM)
width, and two hours and 40 minutes on routes which are ±10 km
(5.4 NM) width.
° For aircraft with M1846 ( equipped with 2 GPS): if GPS system is

inoperative, the aircraft can fly only on routes equipped with
VOR/DME. In that case, the VOR/DME ruptures are limited to 1
hour and 20 minutes on routes which are ±5 km (2.7 NM) width,
and two hours and 40 minutes on routes which are ±10 km (5.4 NM)
width.
Aircraft equipped with LASERREF II IRS :
• When crossing directly over the north or south pole, the IRS longi-
tude requires 20 to 30 seconds to make the 180° transition.
• APU must be disengaged when crossing the pole . Fly across the pole
with wings level until the FMS bearing pointer is stabilized at or near
the desired FMS track.
• Do not use heading select or heading hold since these modes are
subject to the 180° change of heading at the pole.

FlightSafety
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RVSM
Reduced vertical separation minimum (RVSM) requirements are met provided
aircraft complies with SB F900-186.
In addition to SB F900-186, specific approval from the registration author-

ity is needed prior to RVSM operation .
NOTE
In normal operation for RVSM areas, select ATC on
the coupled side.
Minimum equipment list for RVSM operations is provided in F900 MMEL.
RNP 10
In accordance with FAA Order 8400.12 A, paragraph 12 B, RNP 10 airworthiness
requirements are met provided aircraft is equipped with dual operative:
• FMS NZ2000 software 4.1 or later and either of the following modes:
° GPS
° IRS (6.2 hours after last aligment or 5.7 hours after radio updating)
OR
• FMS FMZ 800 series and the following mode:
OR
• FMS NZ 920 and the following mode :
NOTE
DME/DME and VOR/DME FMS navigation modes
are B-RNAV/RNP5 approved and therefore are RNP
10 compliant under radio navaids coverage.

FlightSafety
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B-RNAV
Basic RNAV(B-RNAV) airworthiness requirements are met provided aircraft
is equipped with:
• FMS HONEYWELL FMZ 800 or FMZ 920 or FMZ 2000, and no DR

or DGRAD is present on FMS CDU, and either of the following nav-
igation mode:
° GPS type HG 2021 GB/GD
° DME/DME
° VOR/DME
° IRS (two hour time limit after last IRS aligment)
NOTE
• When GPS remains the unique means of B-RNAV
navigation source (GPS stand-alone), use of GPS
integrity monitoring (RAIM) prediction program
is mandatory before B-RNAV operation.
• GPS stand-alone not authorized for FMS FMZ 800

and FMZ 920.
• At least one VOR/DME must be available as NAV

source (DC 820) on PFD.
P-RNAV
Precision RNAV (P-RNAV) airworthiness requirements are met according to
JAA TGL 10 provided aircraft is equipped with:
• FMS HONEYWELL FMZ 920 or FMZ 2000 operating with no DR or

DGRAD warning on FMS CDU and either of the following naviga-
tion mode:
° GPS
° DME/DME
° VOR/DME
° IRS (30 minutes time limit after last IRS aligment)
Compliance with TGL 10 has been shown only for Dassault Aviation instal-
lations.
Only GPS HONEYWELL HG2021GB01 and HG2021GD02 are TSO C 129()

compliant.

FlightSafety
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NOTE
Select FMS approach procedure must not be manu-
ally modified.
US terminal and enroute area navigation (RNAV) operations (AC 90-100) and
AC–100 airworthiness requirements are met provided aircraft is equipped with:
• FMS HONEYWELL FMZ 920 or FMZ 2000 operating in either :
° GPS
° DME/DME
° VOR/DME
° Navigation mode without any DR or DGRAD warning and all

NOTAM navaid entered in the FMS NOTAM page.
R NAV airworthiness approval has not accounted for database accuracy or com-
patibility.
RNP flight operations are subject to GPS satellite availability and/or navaid
coverage for the selected route. Navigation based on DME/DME or VOR/DME
updating modes is permitted but may be restricted by the availability or per-
formance of the applicable ground navaid. Crew should deselect ( NOTAM)
ground navaids that are not to be used for navigation.

ALTITUDE
Maximum operating altitude is 51,000 feet (Figure LIM–1).
ALTITUDE (x 1,000 ft)
51
50
44
ISA
40
34
30
20
10
TAKE-OFF AND
LANDING
1.5
0
-1
-75 -54
-80 -60 -40 -20 0 20 40 60
STATIC AIR TEMPERATURE (°C)
Figure LIM-1. Temperature and Altitude Limits
MANEUVERING FLIGHT LOAD FACTORS

Clean ................................................................................................ +2.53 to –1 g
Flaps extended .................................................................................... +2.0 to 0 g
These load factors limit the angle of bank permitted in turns and limit the sever-
ity of pull-up maneuvers.
TAKEOFF AND LANDING

Weights ......................................................................... See Weight—Structural
Airport pressure altitude ................................................ –1,000 to 14,000 feet
Runway slope ............................................................................................. ±2.5%

Demonstrated crosswind ....................................................................... 30 knots

Tailwind component at takeoff:
Aircraft fitted with tires for 210 mph:
Pressure altitude of airport from –1000 to 10,000 ft ...............10 knots
Pressure altitude of airport more than 10,000 ft .........................4 knots
Aircraft fitted with 6 tires approved for 225 mph ........................10 knots
Tailwind component at landing:

Aircraft fitted with tires approved for 210 and/or 225 mph .......10 knots
Ambient temperature ......................................... Refer to the temperature and

altitude limitations chart in the
“Limitations” section of the AFM
Runway surface .......................................................... Paved and hard-surfaced
MINIMUM FLIGHTCREW
The minimum flightcrew is one pilot and one copilot.
MAXIMUM NUMBER OF PASSENGERS

The maximum number of passengers is 19.
AIRBRAKES
Airbrakes must not be extended in flight within 300 feet AGL.
AIRSPEED
General
Unless otherwise specified, airspeed limits are expressed in terms of indicated
values. Instrument error is assumed to be zero.
Maximum Operating Speed Limit (VMO/MMO)

VMO:
Sea level to 10,000 feet ..................................................... 350 to 370 knots
10,000 to 25,000 feet ..................................................................... 370 knots
MMO:
Above 35,000 pounds:
25,000 to 33,000 feet............................................................... 0.87 Mach

33,000 to 37,000 feet ................................................. 0.87 to 0.84 Mach

Above 37,000 feet .................................................................... 0.84 Mach
Below 35,000 pounds:
25,000 to 37,000 feet............................................................... 0.87 Mach
37,000 to 42,000 feet ................................................. 0.87 to 0.84 Mach
Above 42,000 feet .................................................................... 0.84 Mach
CAUTION
The maximum operating speed limit (VMO /M MO )
must not be deliberately exceeded in any regime of
flight (climb, cruise, descent) unless a higher speed
is authorized for flight test or pilot training.
For the purpose of crew training of flight test these

limits may be exceeded with the instructions given
in supplement No. 7 “Airworthiness Flight Test Data”.
Maneuvering Speed (VA)

Maximum maneuvering speed (VA ) is 228 KIAS.
CAUTION
Full application of rudder or aileron controls, as well
as maneuvers that involve angle of attack near the stall
must be confined to speeds below VA .
NOTE
structural failure at any speed.
High-Lift Devices Operating or Extended Speed (VFE)

V FE +7° flaps + slats ........................................................................... 200 KIAS
V FE +20° flaps + slats ......................................................................... 190 KIAS
V FE +40° flaps + slats ......................................................................... 180 KIAS
CAUTION
Above 20,000 feet do not establish or maintain a
configuration with the flaps or the slats extended.

CAUTION
Do not intentionally fly the aircraft slower than the
initial stall warning onset.
Maximum Landing Gear Operating Speed (VLO/MLO)

V LO ........................................................................................................ 190 KIAS
M LO ............................................................................................................. 0.70 M
V LO /M LO is the maximum speed at which it is safe to extend or retract the
landing gear.
Maximum Landing Gear Extended Speed (VLE/MLE)

V LE ......................................................................................................... 245 KIAS
M LE ............................................................................................................. 0.75 M
V LE is the maximum speed at which the aircraft can be safely flown with the
landing gear extended and locked.
Minimum Control Speed (VMCA)

VMCA (A/C with TFE 731-5AR-1C) .................................................. 83 KCAS
VMCA (A/C with TFE 731-5BR-1C)............................................... 85.5 KCAS
Demonstrated Crosswind .................................................................... 30 KCAS
Miscellaneous Limit Speeds

Windshield wiper operating............................................................... 215 KIAS
Direct vision window opening........................................................... 215 KIAS
Tire speed:
With tires approved for 210 mph............. 182 KIAS (GROUND SPEED)
With all six tires
approved for 225 mph ............................... 195 KIAS (GROUND SPEED)
Brake kinetic energy limit (per brake) ................................... 13,274,460 FT/LB
(18,000 KJ)
Nosewheels must be equipped with chined tires.

SYSTEM LIMITATIONS
FUEL SYSTEM
The total usable fuel quantity is 2,845 U.S. gallons (10,769 liters), i.e., 19,065
pounds (8,648 kg) at a density of 6.7 pounds per U.S. gallon.
This total quantity is distributed as shown in the following chart.
LITERS KG U.S. GAL LB

Left wing and left centerwing tanks 3,422 2,748 904 6,058
Right wing and right centerwing tanks 3,422 2,748 904 6,058
Front and rear fuselage tanks 3,925 3,152 1,037 6,949
Pressure fueling maximum feed pressure: 50 psi/3.5 bars/350 Kpa
Fuel used must conform to the following specifications. This following chart
is representative of the fuel definition on the date: December, 1987.
Specification Freezing Additives

Designation Equivalence point NATO
ALLIEDSIGNAL (°C) Anti-ice Anti-static code
(for info.)
ASTM D 1655 JET A * * –
EMS 53111 – 40
CAN 2-3.23 JET A * WITH –
ASTM D 1655 JET A1 * * –
KEROSENE CAN 2-3.23 JET A1 * WITH –
– 47
DERD 2494 AVTUR WITHOUT WITH F35
EMS 53112 DERD 2453 AVTUR/FSii WITH WITH F34
MIL-T-83133 JP8 WITH * F34
AIR 3405C – – 50 WITHOUT * F35
AIR 3405 C – WITH * F34
ASTM D 1655 JET B * * –
– 50
CAN 2-3.22 JET B * WITH –
WIDE CUT
MIL-T-5624 JP4 WITH WITH F40
TYPE EMS 53113
AIR 3407B – WITH * F40
FUEL – 58
DERD 2486 AVTAG WITHOUT * –
DERD 2454 AVTAG/FSii WITH WITHOUT F40
CAN 2-3.22 – WITH WITH F40
AIR 3404C – WITHOUT * F43
HIGH FLASH AIR 3404C – WITH * F44
POINT TYPE EMS 53116 DERD 2498 AVCAT – 46 WITHOUT WITHOUT F43
FUEL MIL-T-5624 JP5 WITH WITHOUT F44
DERD 2452 AVCAT/FSii WITH WITHOUT F44
CAN 3GP24 – WITHOUT * F43
CAN 3GP24 – WITH * F44
T1 – 60 WITHOUT WITHOUT –
CIS GOST TS1 regular – 60 WITHOUT WITHOUT –
FUELS 10227-86 TS1 premium – 60 WITHOUT WITHOUT –
T2 – 60 WITHOUT WITHOUT –
RT – 55 WITHOUT WITHOUT –
* Information to be checked with the fuel supplier.

POWERPLANT
Garrett TFE 731-5AR-1C Engine
Thrust Ratings (Uninstalled, Sea Level, ISA):
Takeoff ............................................................................... 4,500 lb (2,002 daN)
Maximum continuous ...................................................... 4,500 lb (2,002 daN)
Thrust Setting
The engine low-pressure rotor speed N 1 is used as the thrust setting parameter.
• Takeoff thrust (5-minute time limit)
Maximum Engine Rotor Speeds—N1 and N2
CONDITION OF USE N1 N2
Takeoff—Maximum continuous 100%* 101%*
Transient (5 seconds maximum allowable) 103% 103%
* 100% N1 = 21,000 rpm

* 101% N2 = 29,989 rpm
Maximum Interstage Turbine Temperature: ITT
Starting, ground/air Normal 952°C
Takeoff (with increased thrust) Normal (5 minutes maximum) 974°C
Takeoff (without increased thrust) Normal (5 minutes maximum) 952°C
Takeoff Transient Normal (5 seconds maximum) 984°C
Maximum continuous 924°C
Generator Load:
To 43,000 feet ..................................................................................... 300 AMPS
Above 43,000 feet ............................................................................. 260 AMPS
One minute transient ......................................................................... 350 AMPS

Starting Time
Groundstart and starter-assist airstart—
from 10% N2 speed to light-off 10 seconds maximum
Windmilling airstart—
from windmilling N2 speed to 60% N2 45 seconds maximum
Groundstart—
from light-off to idle 60 seconds maximum
Fuel Control Computers

The engine fuel control computers must be operative for takeoff.
Thrust Reverser
The thrust reverser is approved for ground-use only.
Garrett TFE 731-5BR-1C Engine

Thrust Ratings (Uninstalled, Sea Level, ISA):
Takeoff ............................................................................... 4,750 lb (2,114 daN)
Maximum continuous ...................................................... 4,634 lb (2,062 daN)
Thrust Setting
The engine low-pressure rotor speed N 1 is used as the thrust setting parameter.
• Takeoff thrust (5-minute time limit)
Maximum Engine Rotor Speeds—N1 and N2
Takeoff—Maximum continuous 100%* 100.8%*
Transient (5 seconds maximum allowable) 103% 103%
* 100% N1 = 21,000 rpm

* 100.8% N2 = 30, 540 rpm
Maximum Interstage Turbine Temperature (ITT)

Starting, ground/air Normal 978°C
Takeoff (with increased thrust) Normal (5 minutes maximum) 996°C
Takeoff (without increased thrust) Normal (5 minutes maximum) 978°C
Takeoff Transient Normal (5 seconds maximum) 1,006°C
Maximum continuous 968°C

Generator Load:
To 43,000 feet ..................................................................................... 300 AMPS
Above 43,000 feet ............................................................................. 260 AMPS
One minute transient ......................................................................... 350 AMPS
Starting Time
Groundstart and starter-assist airstart—
from 10% N2 speed to light-off 10 seconds maximum
Windmilling airstart—
from windmilling N2 speed to 60% N2 45 seconds maximum
Groundstart—
from light-off to idle 60 seconds maximum
Fuel Control Computers

The engine fuel control computers must be operative for takeoff.
Thrust Reverser
The thrust reverser is approved for ground-use only.
LUBRICATION SYSTEM
Approved Oils
Type II oils are Aeroshell/Royco Turbine Oil 500 and 560, Castrol 5000,
Exxon/Esso 2380 Turbo Oil, Mobil Jet Oil II and Mobil 254 in accordance
with AlliedSignal Engines EMS 53110 type II.
These brands may be mixed.
Oil Pressure
THRUST MINIMUM MAXIMUM
SETTING PRESSURE PRESSURE
Takeoff or maximum continuous 38 psi 46 psi
Idle 25 psi 46 psi
Transient 55 psi less than 3 minutes
NOTE
The OIL 1, OIL 2, and OIL 3 lights in the warning
panel illuminate for an oil pressure below 25 psi.

Oil Temperature
OPERATIONAL LIMITS
From sea level to 30,000 feet 127°C maximum
Above 30,000 feet 140°C maximum
Transient all altitudes 149°C maximum, less than 2 minutes
Minimum for exceeding idle power 30°C
SYSTEMS
AUXILIARY POWER UNIT (APU)
GARRETT GTCP 36-150 (F)
The APU must be operated on the ground only.
Operation of the APU with passengers in the cabin and no crewmember mon-
itoring is not authorized.
Maximum N 1 speed..................................................................................... 110%
EXHAUST GAS TEMPERATURE LIMIT (T5)

Starting Between 870° and 985°C (1,600°F/1,805°F) maximum,
less than 10 seconds
Stabilized 679°C (1,255°F)
NOTE
The duration of operation on amber range
(679°C/732°C to 1,255°F/1,350°F) must be as short
as possible.
Maximum generator output:
Transient (1 minute maximum) ........................................................... 350 A

Stabilized................................................................................................ 300 A
Refer to approved fuels and oils for the engine.

AUTOMATIC PILOT (SPERRY DFZ 800)

The autopilot must not be engaged for takeoff or landing.
The autopilot is certified to the minimum height as follows:
Mininum height radio altimeter operative ................................................ 50 ft

Mininum height radio altimeter inoperative........................................... 150 ft
Minimum decision height .......................................................................... 200 ft
Minimum height for autopilot
operation, except during approach ....................................................... 1,000 ft
Minimum height for use during an FMS approach ................................ 300 ft
CAUTION
On aircraaft equipped with FMS computer software
9004, before use of the APP mode, the mode VNAV
must be disengaged before APP mode engagement.
ANTI-ICE
Icing Conditions
Icing conditions exist when the OAT on the ground and for takeoff, or
TAT in flight is 10°C or below, and visible moisture in any form is present
(such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and
ice crystals).
Icing conditions also exist when the OAT on the ground and for takeoff is 10°C
or below when operating on ramps, taxiways or runways where surface snow,
ice, standing water or slush may be ingested by the engines or freeze on en-
gines, nacelles, or engine sensor probes.
Engine Anti-ice
Engine anti-ice systems (ENG ANTI-ICE ) should be switched ON in flight
or on ground when icing conditions exist or are anticipated, except during climb
and cruise when the temperature is less than –40°C SAT or TAT more than
+10°C (50°F).
However, flying in vicinity or through “cumuliform” clouds can result in rapid

variation of SAT with SAT increasing above –40°C. In such case, anticipate
icing conditions by selecting the anti-icing system ON.
Do not rely on airframe visual cues to turn anti-icing system ON. Use the tem-
perature and visible moisture criteria specified.

Conclusion
During climb and cruise, the pneumatic anti-ice system shall be turned ON:
• Below +10°C (50°F) TAT and above –40°C
and
• In visible moisture.
If both of these conditions are not met, the anti-ice should be turned OFF.
Wing Anti-ice
The wing anti-ice system must not be used with total air temperature in ex-
cess of +10°C. It must not be used on ground except for maintenance checks
conducted in accordance with Maintenance Manual instructions.
BAGGAGE COMPARTMENT
The lavatory-baggage compartment door must be closed and latched during
any operation above 41,000 feet.
CABIN PRESSURIZATION
Maximum differential pressure ............................ 9.6 psi/662 mbar/66.2 kPa
(pressure-relief valve setting)
HYDRAULIC
Hydraulic fluid approved for use must conform to MIL-H-5606 specification
(NATO codes H515 for H520).
ELECTRICAL
Maximum voltage of DC system ................................................................ 32 V
Transient (1 minute maximum) ........................................................... 350 A

Up to 43,000 ft ....................................................................................... 300 A
Above 43,000 ft ..................................................................................... 260 A
Battery temperature:
Before SB F900-94-1:
Amber light (WARM) at or above................................. 120°F (48.9°C)
Red light (HOT) at or above .......................................... 150°F (65.5°C)

After SB F900-94-1:
Amber light (WARM) at or above................................. 120°F (48.9°C)
Red light (HOT) at or above .......................................... 160°F (71.1°C)
NOTE
Any popped CB can be reset only if it is less than 5
amps strictly rated.
INSTRUMENT MARKINGS
AIRSPEED INDICATOR MARKINGS
ENGINE INSTRUMENT MARKINGS

Instrument Color Codes
Maximum operating limit ..................................................................... Red line
Precautionary range .......................................... Amber or yellow range or arc
Normal operating range....................................................... Green range or arc
N1 RPM
Green arc................................................ 24% to 100%
Red trapezoid ...................................... 100% to 103%
Blue test point .................................................... 106%
ITT
Green arc:
TFE 731-5AR-1C........................ 250° to 924°C

TFE 731-5BR-1C ........................ 250° to 968°C
Yellow arc:
TFE 731-5AR-1C........................ 924° to 974°C

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TFE 731-5BR-1C ........................ 968° to 996°C

Red line:
TFE 731-5AR-1C ..................... 952° and 974°C

TFE 731-5BR-1C ..................... 978° and 996°C
Blue test point:
TFE 731-5AR-1C .................................. 1,000°C

TFE 731-5BR-1C .................................. 1,040°C
N2 RPM
Green arc................................................ 48% to 100%
Red trapezoid ...................................... 100% to 103%
Blue test point .................................................... 106%
Oil Temperature and Pressure

Temperature
Green arc (sea level to FL 300)........... 30° to 127°C
Yellow arc (above FL 300) ................ 127° to 140°C
Pressure
Red line (minimum at idle) .............................. 25 psi
Yellow arc (idle range) ........................... 25 to 38 psi
Green arc (normal operating range) ...... 38 to 46 psi
Yellow arc (transient
[maximum < three minutes]) ................. 46 to 55 psi
Red line (maximum < three minutes)............. 55 psi

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MISCELLANEOUS
INSTRUMENT MARKINGS
Fuel Quantity
Left and Right Quantity Indicators
Yellow arc ............................................... 0 to 1,000 lb
Center Quantity Indicator

Aircraft with electric transfer valve XTK2:
Yellow arc ....................................... 0 to 1,000 lb

Yellow arc ............................... 2,200 to 2,400 lb
Green arc ................................. 3,100 to 3,500 lb
Green arc ................................. 4,300 to 4,500 lb
Aircraft without electric transfer valve XTK2:
Yellow arc ....................................... 0 to 1,000 lb
Cabin Pressure
Cabin Rate of Climb
Green arc .................................... –495 to +715 ft/min
Cabin Altitude
Yellow arc ...................................... 8,000 to 10,000 ft
Red arc ......................................... 10,000 to 50,000 ft
Cabin Differential Pressure

Yellow arc .............................................. 9.4 to 9.7 psi
Red arc ..................................................... 9.7 to 10 psi
Hydraulic System
Quantity
Green range .................................................. 1/4 to 1/1
Red range ......................................................... 0 to 1/4
Thick white line...................................................... 1/1

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Pressure
Green range ................................... 2,800 to 3,200 psi
Electrical System
Battery Temperature
Green range .......................................... 100° to 120°F
Yellow range ........................................ 120° to 150°F
Red range .............................................. 150° to 190°F
Aircraft above SNs 132 and aircraft below 132 with

SB-94 applied:
Yellow range ................................ 120° to 160°F

Red range ...................................... 160° to 190°F
DC Voltmeter
Green arc ............................................... 24 to 26 volts
Green arc ........................................ 28.2 to 28.8 volts
Maximum voltage .......................................... 32 volts
Ammeter—Maximum Load
Yellow triangle ............................................ 250 amps
Red line......................... Approximately at 300 amps

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Flight Control Trim

Aileron
White range ..................................................... 0 to 5%
Rudder
White range................................................. –5 to +5%
Stabilizer
Green range ............... –4° 30' aft to –7° 30' forward
Oxygen
Red arc ...................................................... 0 to 200 psi
Yellow arc ............................................ 250 to 700 psi
White arc ........................................... 700 to 2,000 psi
Yellow arc...................................... 2,000 to 2,200 psi
APU
N1 RPM
Green arc................................................ 95% to 105%
Yellow arc............................................ 105% to 110%
Red line ............................................................... 110%
T5 Temperature
Green arc .............................................. 150° to 679°C
Yellow arc ............................................ 679° to 732°C
Red line .............................................................. 732°C
Angle of Attack
Green arc .......................................................... 0 to 0.6
Yellow arc ..................................................... 0.6 to 0.8
Red arc .......................................................... 0.8 to 1.0

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CONTENTS
Page
AIRWORK MANEUVERS .......................................................... MAP-1
Takeoff with Engine Failure after V1.................................... MAP-1
Airwork—Steep Turns.......................................................... MAP-1
Airwork—Unusual Attitudes................................................ MAP-1
Coordination Maneuver ........................................................ MAP-3
Approach-to-Stall Series....................................................... MAP-4
Emergency Descent .............................................................. MAP-7
INSTRUMENT APPROACH PROFILES ..................................... MAP-7
ILS Approach—Three Engines ............................................ MAP-7
Nonprecision Approach—Three Engines........................... MAP-10
Circling Approach—Three Engines ................................... MAP-12
Missed Approach—Three Engines..................................... MAP-14
ILS Approach—One Engine .............................................. MAP-14
Nonprecision Approach—One Engine Inoperative............ MAP-16
Circling Approach—One Engine Inoperative .................... MAP-18
Missed Approach—One Engine Inoperative...................... MAP-20
FOR TRAINING PURPOSES ONLY MAP-i

ILLUSTRATIONS
Figure Title Page
MAP-1 Takeoff Flight Path ........................................................ MAP-2
MAP-2 Typical ILS Approach—Three Engines ........................ MAP-9
MAP-3 Typical Nonprecision Approach—Three Engines ...... MAP-11
MAP-4 Typical Circling Approach—Three Engines................ MAP-13
MAP-5 Missed Approach—Three Engines .............................. MAP-14
MAP-6 Typical ILS Approach—One Engine Inoperative ........ MAP-15
MAP-7 Typical Nonprecision Approach—
One Engine Inoperative................................................ MAP-17
MAP-8 Circling Approach—One Engine Inoperative.............. MAP-19
MAP-9 Missed Approach—One Engine Inoperative .............. MAP-20
FOR TRAINING PURPOSES ONLY MAP-iii

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AIRWORK MANEUVERS
TAKEOFF WITH ENGINE FAILURE AFTER V1
If an engine failure occurs after V 1 , during the takeoff roll, continue the take-
off using the rudder to maintain directional control and runway alignment
(Figure MAP-1). Perform the following procedure:
1. Rotate at the charted V R speed to the appropriate attitude for the flaps
20/7 + slats.
2. Maintain the charted V 2 speed throughout the first and second seg-
ments of climb. If a speed slightly higher than the charted V 2 speed
is attained, accept that speed and climb out on it rather than an increased
pitch attitude in order to lower the speed.
3. When a positive rate of climb is established as indicated by both the
altimeter and vertical velocity indicators, retract the landing gear.
4. At the altitude selected to retract the flaps, normally a minimum of
400 feet above the airport elevation or 35 feet above close-in obstacle,
whichever is higher, begin acceleration to V 2 +25 knots.
5. Retract the slats and flaps, accelerate to the final segment climb speed
(1.43 V S), reduce the power on the operating engines to maximum con-
tinuous thrust, and climb at 1.43 V S to 1,500 feet above the airport
elevation.
6. Engine shutdown procedures may commence during the final segment
climb if the situation allows.
AIRWORK—STEEP TURNS
Steep turns may be accomplished at altitudes of 5,000 feet above ground level
and higher to a maximum altitude of 18,000 feet. Desired airspeed through-
out the maneuver is 250 ±10 knots; bank angle is 45 ±5°. Turns should be made
through a minimum of 180° to a maximum of 360° of travel.
AIRWORK—UNUSUAL ATTITUDES
Unusual attitudes will be accomplished at an altitude of at least 10,000 feet
AGL, but not above 18,000 feet MSL.
Primary consideration should be given to smooth, unhurried recovery with a

minimum gain/loss of altitude. A minimum of two unusual attitude situations
will be given, one nose high with decreasing airspeed below 200 knots and
the other nose low with increasing airspeed above 300 knots.
Nose-high maneuvers should be given with the aircraft altitude not to exceed
30° noseup with a moderate angle of bank. Recovery is made with power, and
an increase in angle of bank not to exceed 90°, in the same direction of the
FOR TRAINING PURPOSES ONLY MAP-1

MAP-2
TAKEOFF THRUST MAX CONTINUOUS THRUST

(5 MINUTES MAX)
SLATS/FLAPS—RETRACTED SPEED—1.43 VS
RETRACTION IF SLATS/FLAPS
CLIMB GRADIENT 1.5% MIN.

ACCELERATE TO V2 +25 KT
LANDING GEAR—UP
LANDING GEAR—UP
SLATS/FLAPS—TAKEOFF POSITION SPEED—1.43 VS
LANDING GEAR—UP
NT
TAKEOFF GRADIENT 2.7% MIN. ME
SPEED—V2 SEG
FF
EO
AK
ALT
FIN
3RD SEGMENT
SLATS/FLAPS—TAKEOFF POSITION
T
EN
LANDING GEAR—DOWN
GM
TAKEOFF GRADIENT .3% MIN. 1,500 FT MIN.
SE
SPEED—V2
D
2N
T
EN
400 FT
M
REF 0
MIN.
G
SE
LANDING
T
GROUND ROLL GEAR—UP

1S
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Figure MAP-1. Takeoff Flight Path
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turn. This type of recovery allows the nose of the aircraft to descend to the
horizon with a positive G condition, thus avoiding the adversities of negative
G forces.
Nosedown maneuvers will be given by placing the aircraft in a moderate

bank with the nose down no more than 30° below the horizon. Recovery
should be smooth, reducing power to idle, leveling the wings, and using
noseup elevator to ease the nose to the horizon. The airbrakes may be used
as required.
Proper evaluation of instrument presentations is imperative in all cases.

Verify attitude indicator presentations with the copilot’s and/or standby hori-
zon. If the attitude indicator is inoperative, evaluate data given by the airspeed,
altimeter, and vertical velocity indicators.
COORDINATION MANEUVER
The objective of this maneuver is to sharpen the coordination and control skills
of the pilot while flying Dassault Aircraft and Level C simulators. This ma-
neuver is especially helpful for pilots undergoing initial training in either the
aircraft or simulator. It is also useful for pilots undergoing current training
to assist in the application of coordination skills to the flying of the Level C
simulator.
For initial training pilots, this maneuver is performed during the first train-
ing ride in the Level C simulator; accomplishment of the maneuver is
recommended but is optional dependent upon individual pilot proficiency.
This maneuver is not a specific requirement of the FAA nor is it specified by

the aircraft manufacturer. It is designed for training use only and, through ex-
perience, has proven to be most effective in enhancing aircraft and Level C
simulator controllability of pilots in training.
This maneuver is normally accomplished after the steep turn maneuvers and
prior to the stall series. It is accomplished at the same altitude as prescribed
for the stall series. It is set up and performed as follows:
1. Begin a slowdown from 250 to 160 knots using airbrakes and a power
reduction. When airspeed tapers to 160 knots, retract the airbrakes and
adjust power to maintain 160 knots and assigned altitude.
2. Establish a 60° arc on the pilot’s flight director by setting the head-
ing bug on one heading and the course arrow on a heading 60° left or
right of the heading bug. The aircraft/Level C simulator should be on
a heading within the lateral limits of the 60° arc set on the flight
director.
3. When established at 160 knots in the clean configuration, establish a
15° angle of bank turning maneuver alternating left and right be-
tween the lateral limits of the 60° arc. Maintain assigned altitude and
160 knots airspeed.
4. At the second reversal on the arc, and for each subsequent turn reversal,
incrementally configure the aircraft/Level C simulator to the landing

configuration. While in the landing configuration, closely monitor

engine instruments to preclude exceeding limitations. It may become
necessary to retract one notch of flaps to prevent exceeding these
l i m i t a t i o n s . A f t e r t h e l a n d i n g c o n fi g u r a t i o n i s e s t a b l i s h e d ,
incrementally retract gear, flaps, and leading-edge devices at each suc-
ceeding turn reversal until the clean configuration is once again
established. Maintain assigned altitude, 160 knots airspeed, and the
15° angle of bank left and right on the 60° arc.
5. The maneuver is completed after reaching the clean configuration with
one subsequent turn reversal.
Performance criteria are:
• Angle of bank ....................................................................................... 15°
• Airspeed ................................................................................ 160 ±5 knots
• Altitude...................................................................... Assigned ±100 feet
• Power limits............................................................... Not to be exceeded
APPROACH-TO-STALL SERIES
General
The approach-to-stall series should be performed at an altitude above 10,000
feet above ground level and below flight level 180. To approximate flight con-
ditions and satisfy FAA requirements, the stall series is to be performed in
the clean, takeoff, and landing configurations. These procedures are devel-
oped for training use in the aircraft and Level C simulator.
Emphasis must be placed on proper approach-to-stall recognition, smooth and

positive aircraft control, and proper recovery procedures.
Proper recognition of an approaching stall regime can be gained through

observation of any one of the following indications:
• Activation of the audible stall warning system
• Illumination of the igniter lights
• Onset of low-speed buffet
• An angle-of-attack indicator with its pointer at the low-speed buffet

reference mark (on aircraft so equipped)
Smooth and positive aircraft control is mandatory throughout the execution

of the approach-to-stall series. Power, pitch, and bank inputs must not be abrupt
or erratic.
Prior to beginning the approach to stall series, compute the V REF and set the
airspeed bugs accordingly.
MAP-4 FOR TRAINING PURPOSES ONLY

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Clean Configuration
This maneuver is performed while turning in a constant 15° angle of bank.
Airspeed at start of maneuver is 190 knots. Maintain assigned altitude. In a
Level C simulator, this may be performed at normal traffic pattern altitudes
to present realism.
1. Power setting—50% N 1
2. Trim—Do not use stabilizer trim below an airspeed which is 10 knots
above expected stall indication speed.
3. Stall indication normally occurs at a speed of V REF +20 knots.
4. Recovery—At the first indication of stall:
a. Maximum power—Smoothly advance power levers to maximum
power setting. Copilot monitors limitations.
b. Simultaneously and smoothly roll the wings level. This action
lowers the stall speed.
c. Smoothly maintain pitch only enough to stop the stall warning
or buffet and minimize altitude excursions. It is expected that as-
signed altitude be maintained throughout this maneuver. Avoid
abrupt control movements to preclude secondary stall warnings.
d. Accelerate to and hold 190 knots airspeed.
Takeoff Configuration
This maneuver is performed while turning in a constant 15° angle of bank,
preferably in a direction opposite from the one used in the previous maneu-
ver. Airspeed at start of maneuver is 190 knots. Maintain assigned altitude.
In a Level C simulator, this may be performed at normal traffic pattern
altitudes to present realism.
1. Landing gear—Up
2. Flaps/leading-edge devices—Set flaps 20° + slats.
3. Power setting—After flaps/leading-edge devices are extended:
60% N 1 .
5. Stall indication normally occurs at V REF –15 knots.
a. Maximum power—Smoothly advance power levers to maximum
power setting. Copilot monitors limitations.
b. Simultaneously and smoothly roll the wings level.
or buffet and minimize altitude excursions. It is expected that
assigned altitude be maintained throughout this maneuver. Avoid
abrupt control movements to preclude secondary stall warnings.
d. Accelerate to and hold 190 knots airspeed. Do not retract flaps
or leading edge devices.

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Landing Configuration
This maneuver is performed while holding a constant heading. Airspeed at
start of maneuver is 190 knots. Maintain assigned altitude while configuring
the aircraft and setting power.
1. Landing gear—Extend in normal landing sequence prescribed.

2. Flaps/leading-edge devices—Set flaps +40° + slats.
3. Power setting—After landing configuration is established: 70% N 1 .
4. After the power is set, allow the aircraft/simulator to slow to the V REF
speed. Descend on V REF to a simulated decision height (DH) at least
500 feet below the originally assigned altitude. When reaching the ar-
bitrary DH, level the aircraft/simulator at this altitude, and without
adjusting the power, allow the aircraft/simulator to slow to the first
indication of a stall. In a Level C simulator this maneuver may be done
in the traffic pattern while on final instrument approach, inside the
final approach fix.
6. Stall indication normally occurs at V REF –20 knots.
a. Maximum power—Smoothly advance throttles to maximum power
setting. Copilot monitors limitations.
b. Simultaneously retract flaps one notch to 20°.
or buffet and minimize altitude excursions.
d. As airspeed increases to V REF , execute normal go-around pro-
cedures: Climb on V REF to the original altitude, retract the land-
ing gear upon a positive indication of climb, and retract the flaps
and leading-edge devices in accordance with prescribed aircraft
procedures. V REF may be exceeded in the climb only to preclude
exceeding a 20° angle. In a Level C simulator, fly published
missed-approach procedure.
e. Accelerate to and hold 190 knots airspeed with the aircraft in the
clean configuration.
Performance Standards
• Smooth and positive aircraft control throughout the series
• No altitude excursions during entry; minimal altitude excursions

during recovery except for the descent and ascent required during the
landing configuration stall procedures
• Recovery without entry into the secondary stall regime

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EMERGENCY DESCENT
This maneuver affords training in the recommended procedures for establishing
the highest practical rate of descent possible during emergency conditions aris-
ing from an uncontrollable fire, sudden loss of pressurization, or any other
situation dictating an immediate and rapid descent.
This procedure assumes structural integrity of the airplane. If integrity is sus-

pect, reduce the rate of descent and avoid high load factors.
The following procedure is prescribed by the AFM:
1. Disengage the autopilot.

2. Retard power levers to idle.
3. Extend the airbrakes to position 2.
4. Descent airspeed: M MO /V MO , smooth air conditions
5. ATC Transponder, MAYDAY code—Squawk 7700.
6. Ensure that landing gear is up.
7. To start the descent, the initiation of a 45° bank will expedite entry
to the descent without adversely affecting the G-loading of the air-
craft. The initial descent angle should be 20° nosedown pitch on the
ADI. After the 20° nosedown is achieved, remove all bank as neces-
sary. Contnue in a 20° nosedown pitch angle until VMO/MMO is attained.
At this time, a reduction to a nosedown pitch angle of 10° should en-
sure maintenance of V MO /M MO throughout the descent to the level-
off altitude.
8. At 1,000 feet above the level-off altitude, reduce nosedown pitch
angle to achieve a vertical velocity of not more than 2,000 feet per
minute. Retract the airbrakes, if necessary, at 500 feet above the level-
off altitude. Begin level-off to assigned altitude at 10% of the indicated
vertical velocity in the descent.
INSTRUMENT APPROACH PROFILES

ILS APPROACH—THREE ENGINES
Figure MAP-2 illustrates the ILS Approach—Three Engines.
1. Review the approach chart for the approved procedure and prescribed
minimums. Conduct the ILS approach in accordance with these charted
procedures and as prescribed by the controlling ATC agency.
2. The Descent checklist should be accomplished prior to entry for the
approach. Set all instruments for the approach, and ensure that the ap-
proach briefing has been completed prior to being cleared for approach.
3. Tune and identify the VOR and ADF radios that will be used for the
approach. Heading and course values will be set on the respective
instruments in preparation for the approach. Ensure that the RMI
pointers have been properly selected.

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4. Prior to crossing high station outbound, slow the aircraft to 190 knots
in the clean configuration. If using the flight director for the approach,
the heading mode should be selected on the flight director control panel
until the aircraft is aligned within 90° of the inbound course and the
aircraft is proceeding inbound for course intercept.
5. At high station outbound, set the slats/flaps to S +20°, and complete
the Approach checklist. Slow the aircraft to 150 knots, and maneu-
ver through the procedure turn as prescribed on the approach chart.
6. When inbound from procedure turn and established for course inter-
cept (normally a 45° intercept heading), select the approach mode on
the flight director control panel (if flight director is used for ap-
proach). Intercept the final approach course, and proceed inbound to
the final approach fix or glide-slope intercept point at the prescribed
altitude.
7. When the glideslope is alive and reaches 1 dot low, select the landing
gear down, and call for the Before Landing checklist.
8. When intercepting glideslope, extend the flaps to 40° and establish a
final approach speed of V REF plus the wind correction (1/2 the steady
wind plus the full gust, not to exceed 20 knots). Maintain the glide-
slope with elevator and airspeed with minor power adjustments. The
pilot making the approach will handle the throttles.
9. Cross-check instruments at 1,000, 500, and 100 feet above charted min-
imums. The pilot making the approach should remain on instruments
throughout the final approach. When a visual contact is definitely
established and a safe landing can be made, as verbally indicated by
the pilot not flying the approach, continue to the runway visually for
landing.

LEGEND
IN THE FOLLOWING APPROACH FLOW CHARTS, THE APPROACH HAS BEEN BROKEN DOWN INTO TWO
AREAS. FIRST THE MANEUVERING AREA WHEREIN THE SPEED FOR EACH CONFIGURATION ALLOWS
THE PILOT TO USE STANDARD RATE TURNS FOR MANEUVERING WITH A COMFORTABLE MARGIN. SEC-
OND THE NONMANEUVERING OR FINAL APPROACH AREA WHICH IS BASED ON THE AIRPLANE BEING
STABILIZED IN THE APPROACH OR LINED UP WITH THE RUNWAY, SO THAT ANY CORRECTIONS RE-
QUIRE ONLY A SMALL BANK ANGLE.
THE MANEUVERING IS DEPICTED ON CHARTS AS A LIGHT SHADED AREA.
THE NONMANEUVERING OR FINAL APPROACH IS DEPICTED AS A DARK

SHADED AREA.
WING — CLEAN
SPEED — 190 KTS WING — SLATS +20°
SPEED — 150 KTS
(APPROACH CHECKLIST)
1 DOT HIGH — GEAR DOWN

LANDING CHECKLIST)............
SPEED — 150 KTS
AT THE FINAL FIX*

WING — SLATS +40°
SPEED — VREF + WIND * WING FLAPS MAY BE
EXTENDED TO 40°
UPON INTERCEPTING
GLIDESLOPE.
Figure MAP-2. Typical ILS Approach—Three Engines

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NONPRECISION APPROACH—THREE ENGINES

Figure MAP-3 illustrates the Nonprecision Approach—Three Engines.
minimums. Conduct the nonprecision approach in accordance with
these charted procedures and as prescribed by the controlling ATC
agency.
approach. Set all instruments for the approach, and ensure that the
approach briefing has been completed prior to being cleared for the
approach.
3. Tune and identify the VOR and/or ADF radios that will be used for
the approach. Heading and course values will be set on the respective
4. Prior to crossing high station outbound, the aircraft should be slowed
to 190 knots in the clean configuration.
6. At the completion of procedure turn and prior to the final approach
fix (FAF), select the landing gear down, and complete the Before
Landing checklist. Maintain the airspeed at 150 knots, and cross the
FAF at this speed with all checklists accomplished.
7. At the FAF, start the timing; if the missed approach point is so based,
begin a descent to the minimum descent altitude (MDA) at a rate not
to exceed 1,000 feet per minute and at a speed of 150 knots. When MDA
is reached, fly the aircraft at MDA until visual contact with the run-
way is made or the missed approach point (MAP) is reached. If visual
contact is achieved and landing is assured, extend the flaps to 40°, and
slow the aircraft to the V REF speed plus the wind correction for land-
ing. If not visual prior to reaching the designated MAP, execute the
published missed approach procedure.

WING — CLEAN
SPEED — 190 KTS
SPEED — 150 KTS
PRIOR TO THE FIX

GEAR — DOWN
AT THE FINAL FIX
(LANDING CHECKLIST)............
START TIMING.......................... SPEED — 150 KTS
SINK RATE — 1,000 F.P.M.
SPEED — 150 KTS
MINIMUMS
LANDING ASSURED AND

LINED UP WITH RUNWAY
SPEED — VREF + WIND
Figure MAP-3. Typical Nonprecision Approach—Three Engines

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CIRCLING APPROACH—THREE ENGINES

Figure MAP-4 illustrates the Circling Approach—Three Engines.
Although the Falcon 900 is considered a Category C aircraft in the true def-
inition as obtained from the TERPS Manual, it is recommended that Category
D minimums be used for circling to an airport. This affords a higher ceiling
and .6 of a mile greater maneuvering airspace.
The typical three-engine ILS and nonprecision approach profiles are flown
except that circling approaches are flown to published circling minimums with
slats/flaps set at S +20° and at an airspeed of 150 knots. When visual in the
circle for landing, and on the downwind leg, select the landing gear down,
and complete the Before Landing checklist. Maintain 150 knots, and follow
normal VFR landing pattern procedures.
When on final approach, at or above 500 AGL, and slow to VREF plus the normal
wind corrections.

RECOMMENDED USE CATEGORY “D” MINIMUMS
WING — CLEAN
SPEED — 150 KTS
AT THE FINAL FIX

START TIMING..........................
SPEED — 150 KTS
(AT MINIMUMS) ............

SPEED — 150 KTS
90°
LANDING ASSURED AND
15 SEC WING — SLATS +40°
15 SEC
SPEED — 150 KTS
GEAR — DOWN
(LANDING CHECKLIST).....
SPEED — 150 KTS
Figure MAP-4. Typical Circling Approach—Three Engines

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MISSED APPROACH—THREE ENGINES

Figure MAP-5 illustrates the Missed Approach—Three Engines. When de-
cision height is reached on an ILS approach, or when reaching the missed ap-
proach point as specified for a nonprecision approach, and visual contact with
the airport or landing runway cannot be made, execute a missed approach (go-
around).
Follow the missed approach instructions as depicted on the appropriate in-

strument approach plate used for approach.
Simultaneously apply maximum thrust to the engines, rotate the aircraft to

the go-around 14° pitch attitude, airbrakes zero, and retract the flaps to 20°.
When a positive rate of climb is indicated on both the altimeter and the ver-
tical velocity indicators, retract the landing gear. At 400 feet minimum above
airport elevation and at V REF +25 knots, retract the slats/flaps and reduce the
power to normal climb thrust. Accelerate to the normal enroute climb speeds
while climbing to the missed-approach or assigned altitude.
(5 MINUTES MAX)
MAXIMUM THRUST NORMAL CLIMB THRUST
S L AT S — + 4 0 ° PITCH—14°/FLAPS— +20°
POSITIVE RATE—GEAR UP SPEED—250 KT
CLIMB GRADIENT—3.2%
SPEED—200 KT
+ 10 KT SPEED—VREF +25 KT
–0 FLAPS + SLATS—AFTER
TAKEOFF CHECKLIST
3,000 FT
400 FT MINIMUM
“GO AROUND” AIRPORT
Figure MAP-5. Missed Approach—Three Engines
ILS APPROACH—ONE ENGINE INOPERATIVE

Figure MAP-6 illustrates the ILS Approach—One Engine Inoperative.
minimums. Conduct the ILS approach in accordance with these charted
procedures and as prescribed by the controlling agency.
approach. Set all instruments for the approach, and ensure that the ap-
proach briefing has been completed prior to being cleared for approach.

3. Tune and identify the VOR and ADF radios that will be used for the
approach. Heading and course values will be set for the respective
in the clean configuration.
6. When inbound from the procedure turn, on the ILS course inbound,
and approaching the glideslope at the 1 dot low indication, select the
landing gear down, and call for the Before Landing checklist. Maintain
the airspeed at V REF +5 knots + the wind correction, if any. Use of
40° of flaps when runway is in sight is optional at this point, and such
use should be judiciously considered in light of aircraft weight and
weather conditions. A stabilized approach from the FAF to touchdown
may be the best choice.
WING — CLEAN
SPEED — 150 KTS
1 DOT HIGH — GEAR DOWN

(LANDING CHECKLIST)............
SPEED — 150 KTS
AT THE FINAL FIX

WING — FLAPS +20°
SPEED — V REF +5
RUNWAY IN SIGHT...................
SPEED — VREF +5 + WIND
Figure MAP-6. Typical ILS Approach—One Engine Inoperative

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NONPRECISION APPROACH—
ONE ENGINE INOPERATIVE
Figure MAP-7 illustrates the Nonprecision Approach—One Engine Inoperative.
minimums. Conduct the nonprecision approach in accordance with
these charted procedures and as prescribed by the controlling agency.
approach. Set all instruments for the approach, and ensure that the
approach briefing has been completed prior to being cleared for
approach.
3. Tune and identify the VOR and/or ADF radios that will be used for
the approach. Heading and course values will be set on the respective
instruments in preparation for the approach. Ensure that RMI point-
ers have been properly selected.
in the clean configuration.
5. At high station outbound, set the slats/flaps to S +20, and complete
6. After completion of the procedure turn, and just prior to the final
approach fix, select the gear down, and complete the Before Landing
checklist. Cross the FAF at 150 knots.
7. At the FAF, start approach timing; descend at a rate not to exceed 1,000
feet per minute, and maintain a speed of 150 knots to the minimum
descent altitude. When MDA is reached, fly the aircraft at MDA until
visual contact with the runway is made or the missed approach point
is reached.
8. When landing is assured, slow the aircraft to V REF +5 knots + the wind
correction for landing. An option exists to select 40° of flaps once the
landing is assured. This option is based upon the best assessment of
the overall situation as determined by the Captain.

WING — CLEAN
SPEED — 190 KTS
SPEED — 150 KTS
PRIOR TO THE FIX

AT THE FINAL FIX
GEAR — DOWN
START TIMING.......................... LANDING CHECKLIST)............
SINK RATE — 1,000 F.P.M. SPEED — 150 KTS
SPEED — 150 KTS
MINIMUMS
LANDING ASSURED AND

SPEED — VREF +5 + WIND
OR
Figure MAP-7. Typical Nonprecision Approach—

One Engine Inoperative

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CIRCLING APPROACH—ONE ENGINE INOPERATIVE

Figure MAP-8 illustrates the Circling Approach—One Engine Inoperative.
Although the Falcon 900 is considered a Category C aircraft as defined in the

TERPS Manual, it is recommended that Category D minimums be used for
circling to an airport. This affords a higher ceiling and a .6 of a mile greater
maneuvering airspace.
The typical two-engine ILS and nonprecision approach profiles are flown except
that circling approaches are flown to published circling minimums with
slats/flaps set to S +20° and at an airspeed of 150 knots until visual and
established on downwind leg for landing. At this point, extend the landing
gear, and accomplish the Before Landing checklist. Maintain an airspeed of
150 knots until established on final approach. When aligned on the final ap-
proach to the runway, begin to slow the airspeed to V REF +5 knots + the wind
correction, if any. Again, the option to extend the flaps to 40° rests with the
Captain.

RECOMMENDED USE CATEGORY “D” MINIMUMS
WING — CLEAN
SPEED — 150 KTS
AT THE FINAL FIX

START TIMING..........................
SPEED — 150 KTS
LANDING ASSURED AND

(AT MINIMUMS)............ LINED UP WITH RUNWAY
90° SPEED — VREF +5 + WIND
OR
15 SEC WING — SLATS +40°
15 SEC
SPEED — 150 KTS

GEAR — DOWN
(LANDING CHECKLIST).....
SPEED — 150 KTS
Figure MAP-8. Circling Approach—One Engine Inoperative

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MISSED APPROACH—ONE ENGINE INOPERATIVE

When decision height is reached on an ILS approach, or when reaching the
missed approach point as specified for a nonprecision approach, and visual
contact with the airport or landing runway cannot be made, execute a missed
approach (go-around). Figure MAP-9 illustrates a Missed approach—One
engine inoperative.
Follow the missed approach instructions as depicted on the appropriate

instrument approach plate used for the approach.
Simultaneously apply maximum thrust to the operating engine, and rotate the
aircraft to a 13° pitch attitude. The flaps are assumed set at 20° as prescribed
on the one-engine inoperative approach profile. When a positive rate of climb
is indicated on both the altimeter and the vertical velocity indicators, retract
the landing gear. Maintain the charted V REF speed throughout these actions
until a minimum altitude of 400 feet above airport elevation is attained. At
this altitude, accelerate to VREF +25 knots, and retract the slats/flaps. Accelerate
to 1.43 V S , clean configuration, reduce the engine power to maximum con-
tinuous, and climb the aircraft to the prescribed missed-approach altitude.
(5 MINUTES MAX)
MAXIMUM THRUST MAX CONTINUOUS
S L AT S — + 2 0 PITCH—13°/FLAPS—+20°
POSITIVE RATE—GEAR UP
SPEED—VREF +5 KT SPEED—1.43 VS
SPEED—1.43 VS
+ 10 KT SPEED—VREF +25 KT
–0 FLAPS + SLATS—AFTER
TAKEOFF CHECKLIST
1,500 FT
400 FT MINIMUM
“GO AROUND” AIRPORT
Figure MAP-9. Missed Approach—One Engine Inoperative

WEIGHT AND BALANCE

CONTENTS
Page
INTRODUCTION ............................................................................ WB-1
WEIGHT AND BALANCE ............................................................. WB-1
Definitions............................................................................... WB-1
FOR TRAINING PURPOSES ONLY WB-i

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WEIGHT AND BALANCE

INTRODUCTION
It is the responsibility of the airplane operator to ensure that the airplane
is properly loaded. At the time of delivery, the manufacturer provides the
necessary weight and balance data to compute individual loadings. All sub-
sequent changes in airplane weight and balance are the responsibility of the
airplane owner and/or operator. Information in this chapter begins with
weight and balance definitions.
The second portion of this chapter covers performance abbreviations and

definitions and supplies acceptable performance guidelines.
WEIGHT AND BALANCE

DEFINITIONS
Maximum Gross Weight—The maximum gross weight to which the air-
plane has been certified in compliance with the Federal Air Regulations.
Payload—Weight of passengers, baggage, and cargo (does not include crew

and usable fuel)
Center of Gravity (CG)—The point at which the mass of an object is con-

sidered to be concentrated
Arm (or Moment Arm)—The horizontal distance along the longitudinal

axis from the datum to the point where a force is applied. Normally measured
in inches, aft of the datum is plus (+), and forward of the datum is minus (–).
Moment—The product of a weight or force and its moment arm (M = W × A)
Datum—Arbitrary reference plane selected by the manufacturer from which

all measurements are made for weight and balance computations. The F-900
Datum is 25% of the mean aerodynamic chord (MAC) which coincided with
fuselage station (FS) 420.43 in (10,670 mm) (fuselage station +0 is the for-
ward end of the airplane nose cone.
Mean Aerodynamic Chord (MAC)—An imaginary constant section airfoil

that produces the same aerodynamic characteristics as the real airfoil. Due
to its constant dimensions, the MAC can be assigned fuselage station num-
bers for its leading and trailing edges, and all calculations and measurements
can be referenced from those points. The center of gravity is sometimes ex-
pressed as a percent of MAC. This defines the CG location as being the lead-
ing and trailing edge MAC at a certain percentage of the total distance.
FOR TRAINING PURPOSES ONLY WB-1

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Example
Although seemingly complex at times, all weight and balance problems are
handled by use of the following moment equation.
(1) Moment = Weight X Arm
This equation is the basic equation used to find the center-of-gravity loca-
tion of an airplane and/or its components. By rearrangement of this equation
to the following forms,
(2) Weight = Moment, and (3) Arm = Moment

Arm Weight
with any two known values, the third value can be found.
In the airplane weight and balance problem, the moment equation is used many
times in calculating moments for each individual item. When all weights and
moments have been totaled, the charts provided in the Performance section
of this chapter should be used to determine CG.
WB-2 FOR TRAINING PURPOSES ONLY

PERFORMANCE
CONTENTS
Page
DEFINITIONS................................................................................ PER-1
ACCEPTABLE PERFORMANCE GUIDELINES ........................ PER-2
FOR TRAINING PURPOSES ONLY PER-i

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PERFORMANCE
DEFINITIONS
Takeoff Path—Extends from a standing start to a point 1,500 feet above the
takeoff surface
Takeoff Distance—The horizon distance along the takeoff path from the
start to a point 35 feet above the takeoff surface following an engine failure,
or 115% of all engines operating to a point 35 feet above the takeoff surface
(this includes a legal clearway)
Accelerate Stop—The distance required to accelerate to V 1 and bring the air-

craft to a full stop, assuming that one engine failed at V 1 plus a delay of two
seconds (this includes a legal stopway)
Balanced Field—When the takeoff distance is equal to the accelerate stop

distance
V 1 —The speed at which, if an engine failure occurs, the aircraft will:
• Reach 35 feet above the takeoff surface, or
• Come to a full stop on the takeoff surface plus any legal stopway
V R —The speed at which rotation is initiated; attains V 2 at or prior to reaching

35 feet
V 2—The takeoff safety speed selected by the manufacturer so that the required
climb gradient is attained
V FR —The minimum speed to initiate flap retraction, V 2 +25 knots
V MIN —The minimum speed at which the takeoff may be continued. This
speed is always greater than V MCG .
V ENGINE OUT CLIMB—1.43 V S and the speed used from the end of a
transition segment
V REF —1.3 V S in the landing configuration

V MCA—Minimum flight speed at which the aircraft is controlled, with a max-
imum of 5° bank, if one lateral engine suddenly becomes inoperative
V MBE (Maximum Brake Energy Speed)—Maximum decision speed, V 1 , at

which the maximum demonstrated brake energy is not exceeded. V MBE is not
limiting for takeoff in the slats + flaps 20° configuration.
V MCG — Is not stated for 900A or B models.
FOR TRAINING PURPOSES ONLY PER-1

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V MIN — Replaces V MCG
Landing Distance—The horizontal runway surface necessary to cross the

threshold from 50 feet at V REF , maintaining a steady 3° glide to the landing
surface, and come to a full stop using brakes, and airbrakes
Landing Field Length—Landing distance multiplied by 1.67
ACCEPTABLE PERFORMANCE GUIDELINES

Steep turns—±100 feet, ±5° bank, ±10 knots, ±10° heading
Approach to stall—Recognize perceptible stall/warning device indication;

recover at first indication, striving for minimum altitude
loss.
Holding—±100 feet, ±10 knots
IFR approaches—Initial: ±100 feet, ±10 knots

Final: –0 +10 knots
DH/MDA: –0 +50 feet, +5 knots ± 1 dot ±5 knots
Circling—Not to exceed 30° bank, MDA –0 feet +100 feet
Missed approach—DH/MDA: –0 feet (except in instances when runway

environment is in sight)
Engine failure—V 1 : V 2 KIAS, runway heading, –0 +10 knots

Clean climb: V FS KIAS, –0 +10 knots
In flight: Shutdown/restart ±20° heading, ±100 feet, or ±5
KIAS on driftdown
Landings—Traffic pattern: ±10 knots, altitude ±100 feet threshold:

V REF –0 ±10 knots
PER-2 FOR TRAINING PURPOSES ONLY


CONTENTS
Page
CREW CONCEPT BRIEFING GUIDE ........................................ CRM-1
Introduction .............................................................................. CRM-1
Common Terms ........................................................................ CRM-1
Pretakeoff Briefing (IFR/VFR) ................................................ CRM-3
Crew Coordination Approach Sequence .................................. CRM-3
ALTITUDE CALLOUTS .............................................................. CRM-6
Enroute .................................................................................... CRM-6
Approach—Precision .............................................................. CRM-6
Approach—Nonprecision ........................................................ CRM-7
Significant Deviation Callouts.................................................. CRM-8
FOR TRAINING PURPOSES ONLY CRM-i

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ILLUSTRATIONS
Figure Title Page
CRM-1 Situational Awareness in the Cockpit ...................... CRM-2
CRM-2 Command and Leadership ........................................ CRM-2
CRM-3 Communication Process .......................................... CRM-4
CRM-4 Decision-Making Process ........................................ CRM-4
FOR TRAINING PURPOSES ONLY CRM-iii

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(CRM)
CREW CONCEPT BRIEFING GUIDE
INTRODUCTION
Experience has shown that adherence to SOPs helps to enhance individual and
crew cockpit situational awareness and will allow a higher performance level
to be attained. Our objective is for standards to be agreed upon prior to flight
and then adhered to, such that maximum crew performance is achieved. These
procedures are not intended to supercede any individual company SOP, but
rather are examples of good operating practices.
COMMON TERMS
PIC Pilot in Command
Designated by the company for flights requiring more than one pilot.
Responsible for conduct and safety of the flight. Designates pilot
flying and pilot not flying duties.
F Pilot Flying
Controls the aircraft with respect to assigned airway, course, alti-

tude, airspeed, etc., during normal and emergency conditions.
Accomplishes other tasks as directed by the PIC.
N Pilot Not Flying
Maintains ATC communications, copies clearances, accomplishes

checklists and other tasks as directed by the PIC.
B Both
FOR TRAINING PURPOSES ONLY CRM-1

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CAPTAIN COPILOT Remember

INDIVIDUAL INDIVIDUAL
S/A S/A 2+2=2
- or -
2+2=5
(Synergy)
GROUP
S/A IT's UP TO YOU!
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
1. FAILURE TO MEET TARGETS

OPERATIONAL
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE "FLYING AIRPLANE"
6. NO ONE "LOOKING OUT WINDOW"
7. COMMUNICATIONS
8. AMBIGUITY
HUMAN
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.
CRM-1. Situational Awareness in the Cockpit
LEADERSHIP STYLES
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
STYLE LEADERSHIP LEADERSHIP
STYLE
(EXTREME) STYLE STYLE
(EXTREME)
PARTICIPATION
LOW HIGH
Command — Designated by Organization

— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on "What's right," not "Who's right"
CRM-2. Command and Leadership
CRM-2 FOR TRAINING PURPOSES ONLY

PRETAKEOFF BRIEFING (IFR/VFR)

NOTE
The following briefing is to be completed during
item 1 of the pretakeoff checklist. The pilot flying will
accomplish the briefing.
1. Review the departure procedure (route and altitude, type of takeoff,

significant terrain features, etc.)
2. Review anything out of the ordinary
3. Review required callouts, unless standard calls have been agreed upon,
in which case a request for "Standard Callouts" may be used
4. Review the procedures to be used in case of an emergency on departure
5. As a final item, ask if there are any questions
6. State that the pretakeoff briefing is complete
CREW COORDINATION APPROACH SEQUENCE

NOTE
The following crew coordination approach sequence
should be completed as early as possible, prior to ini-
tiating an IFR approach. These items are accomplished
during the “APPROACH (IN RANGE)” checklist.
F—Requests the pilot not flying to obtain destination weather—Transfer of

communication duties to the pilot flying may facilitate the accomplish-
ment of this task.
N—Advises the pilot of current destination weather, approach in use, and spe-
cial information pertinent to the destination

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INTERNAL EXTERNAL INTERNAL

BARRIERS BARRIERS BARRIERS THINK:
• Solicit and give
NEED SEND RECEIVE OPERATIONAL feedback
GOAL
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operation
FEEDBACK outcome is
achieved
ADVOCACY: to increase others' S/A INQUIRY: to increase your own S/A

• State Position • Decide What, Whom, How to ask
• Suggest Solutions • Ask Clear, Concise Questions
• Be Persistent and Focused • Draw Conclusions from
• Listen Carefully Valid Information
• Keep an Open Mind
— REMEMBER—
Questions enhance communication flow.
Don't give in to the temptation to ask questions when Advocacy is required.
Use of Advocacy or inquiry should raise a "red flag."
CRM-3. Communication Process
HINTS:
• Identify the problem:
EVALUATE
RESULT RECOGNIZE — Communicate it
NEED
— Achieve agreement
IDENTIFY — Obtain commitment
AND
IMPLEMENT
DEFINE • Consider appropriate SOP's
PROBLEM
RESPONSE
• Think beyond the obvious
COLLECT alternatives
FACTS
• Make decisions as a result
SELECT A
RESPONSE IDENTIFY
ALTERNATIVES
of the process
WEIGH IMPACT
OF ALTERNATIVES
• Resist the temptation to
make an immediate decision
and then support it with facts
CRM-4. Decision-Making Process

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F—Requests the pilot not flying to perform the approach setup
N—Accomplishes the approach setup and advises of frequency tuned, iden-

tified and course set
F—Transfers control of the aircraft to the pilot not flying, advising, “You have
control, heading ____________ , altitude ____________ ” and special in-
structions. (Communications duties should be transferred back to the
pilot not flying at this point.)
N—Responds, “I have control, heading ___________ , altitude ___________ .”
F—Advises, "Approach briefing."
F—At the completion of the approach briefing, the pilot flying advises,
“Approach briefing complete.”
F—Advises, “I have control, heading ___________ , altitude ___________ .”
N—Confirms “You have control, heading ___________, altitude ___________ .”
F—“Before Landing checklist.”
N—“Before Landing checklist complete.”
NOTE
The above sequence should be completed prior to
the FAF.
NOTE
During the above sequence, the terms F and N have
not been reversed during the time that transfer of
control occurs.

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ALTITUDE CALLOUTS
ENROUTE
1,000 Feet Prior to Level-Off
N F
State altitude leaving and assigned “ROGER”

level-off altitude
“100 above/below” “LEVELING”
APPROACH—PRECISION
N F
At 1,000 feet above minimums
“1,000 feet above minimums” “DH __________”
At 500 feet above minimums
“500 feet above minimums” “NO FLAGS”
“100 feet above minimums” “APPROACHING

MINIMUMS”
At decision height (DH)
“Minimums, approach lights at “CONTINUING”

(clock position)"
OR
“Minimums, runway at “CONTINUING”
(clock position)”
OR
“Minimums, runway not in sight” “GO AROUND”

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APPROACH—NONPRECISION
N F
At 1,000 feet above minimums
“1,000 feet above minimums” “MDA _____________”
“500 feet above minimums” “NO FLAGS”
“100 feet above minimums” “APPROACHING

MINIMUMS”
At minimum descent altitude (MDA)
“Minimums” “LEVEL”
At missed approach point (MAP)
“Approach lights at (clock position)” “CONTINUING”
OR
“Runway at (clock position)” “CONTINUING”
OR
“Runway not in sight” “GO AROUND”

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SIGNIFICANT DEVIATION CALLOUTS

N F
IAS ± 10 KIAS
“V REF ± ______” “CORRECTING TO ________”
Heading ±10° enroute, 5° on approach
“Heading ________ degrees left/right “CORRECTING TO ________”
Altitude ±100 feet enroute, +50/–0 feet on final approach
“Altitude _________ high/low” “CORRECTING TO ________”
CDI left or right one dot
“Left/right of course ________ dot” “CORRECTING”
RMI course left or right ±5°
“Left/right of course ________ degrees” “CORRECTING”
Vertical descent speed greater than 1,000 fpm on final approach
“Sink rate _________” “CORRECTING”
Bank in excess of 30°
“Bank ________ degrees” “CORRECTING”

ILLUSTRATIONS
Figure Title Page
SR-1 DC Distribution Buses ................................................ SR-11
SR-2 Normal Flight Configuration ...................................... SR-12
SR-3 Battery Bus Circuits—Typical.................................... SR-13
SR-4 Reservoir Fluid Level Indication ................................ SR-14
SR-5 No. 1 and No. 2 Hydraulic Systems Operating .......... SR-15
SR-6 Standby Pump Pressurizing No. 2 System ................ SR-16
SR-7 Standby Pump Pressurizing No. 1 System ................ SR-17
SR-8 Landing Gear Retraction ............................................ SR-18
SR-9 Landing Gear Extension ............................................ SR-19
SR-10 Gear Emergency Hydraulic Extension ...................... SR-20
SR-11 Position and Warning Indications—Emergency
Hydraulic and Gravity Extensions.............................. SR-21
SR-12 Displays and Warnings during
Landing Gear Extension ............................................ SR-22
SR-13 Normal Braking with Antiskid—Aircraft
without SB F-900-42 .................................................. SR-23
SR-14 Normal Braking with Antiskid—
Aircraft with SB F-900-42.......................................... SR-24
SR-15 Emergency Brake Operation ...................................... SR-25
SR-16 Emergency/Parking Brakes ........................................ SR-26
SR-17 Leading Edge Slats .................................................... SR-27
SR-18 Normal Slat Extension................................................ SR-28
SR-19 Slats Controls and Indications in Flight—
Handle in CLEAN ...................................................... SR-29
SR-20 Slat Controls and Indications in Flight—
Handle out of CLEAN................................................ SR-30
SR-21 Automatic Extension of Outboard Slats—
Handle in CLEAN ...................................................... SR-32
SR-22 Automatic Retraction of Inboard Slats—
Extended with Control Handle .................................. SR-33
SR-23 Emergency Extension of Outboard Slats.................... SR-34
SR-24 Tank Pressurization and Quantity Indication.............. SR-35
FOR TRAINING PURPOSES ONLY SR-i

SR-25 Fuel Distribution ........................................................ SR-36

SR-26 Crossfeed X-BP1 3—Pump 1 Inoperative........ SR-37
SR-27 Crossfeed X-BP1 3—Pump 3 Inoperative........ SR-38
SR-28 Crossfeed X-BP1 2 and 3
2—Normal Configuration .......................................... SR-39
SR-29 Crossfeed X-BP1 2 and 3
2—Pump 1 or 3 Inoperative ...................................... SR-40
SR-30 Crossfeed X-BP1 2 and 3 2—
Pumps 2 Inoperative .................................................. SR-41
SR-31 Refueling System Controls and Indicators ................ SR-42
SR-32 Pressure Refueling...................................................... SR-43
SR-33 Gravity Distribution.................................................... SR-44
SR-34 Bleed-Air Operation—Anti-icing Off ........................ SR-45
SR-35 Bleed-Air Operation—Anti-icing On ........................ SR-46
SR-36 Distribution System Normal Operation—
Flight (Heating) .......................................................... SR-47
SR-37 Distribution System Normal Operation—
Flight (Cooling) .......................................................... SR-48
SR-38 Bleed-Air System—Power Lever to Takeoff.............. SR-49
SR-39 No. 3 Nacelle Anti-icing Operation............................ SR-51
SR-40 No. 1 Nacelle and Ram-Air Inlet
Anti-icing Operation .................................................. SR-52
SR-41 No. 2 Nacelle and S-Duct Anti-icing Operation ........ SR-53
SR-42 Wing Leading-Edge Slats Anti-icing.......................... SR-54
SR-43 Normal Operation—Ground or Slow
Flight (Cooling) .......................................................... SR-55
SR-44 Normal Operation—Flight (Heating) ........................ SR-56
SR-45 Temperature Control Operation.................................. SR-57
SR-46 Air Source—Emergency Pressurization .................... SR-58
SR-47 Pitot-Static System .................................................... SR-59
SR-48 Pitot-Static/Air Data Instruments Location ................ SR-60
SR-ii FOR TRAINING PURPOSES ONLY

TABLES
Table Title Page
SR-1 Electrical Power Sources .............................................. SR-1
SR-2 Start-Assist Logic ........................................................ SR-9
SR-3 Sequential Start-Assist Logic .................................... SR-10
SR-4 No. 1 and No. 3 Engine Nacelle Anti-icing
Logic System .............................................................. SR-50
FOR TRAINING PURPOSES ONLY SR-iii

FlightSafety
international
Table SR-1. ELECTRICAL POWER SOURCES
LEFT CIRCUIT-BREAKER PANEL

PRIMARY BUS A1
DESIGNATION UTILIZATION DESIGNATION UTILIZATION
FIRE AUDIO WARN A Audio warning RADIO ATC1* ATC 1

WARNING
WARN LIGHTS A Warning panel VOR1* VOR-DME 1

PANEL
DME1* VOR-DME 1
WARN LIGHTS A Light test ADF1* ADF 1

EX D/N
EXTING 1 Fire NAVIGA- DDRMI1* Pilot-

TION copilot RMI
DETECT 1 Fire ADC1* Pilot ADC 1
LIGHTS WARN SG1* Pilot EFIS

A-B
EADI LH* Pilot EFIS
NAVIGA- IRS 1 BAT IRS 1 battery EHSI LH* Pilot EFIS

TION EFIS CTL1* Pilot EFIS
IRS 1 IRS 1
TEMP PROBE Probe heating
HRZN ST BY Standby
horizon
LH AV MASTER Left avionics
*Isolated by the LH AV MASTER pushbutton
FOR TRAINING PURPOSES ONLY SR-1

FlightSafety
international
Table SR-1. ELECTRICAL POWER SOURCES (Cont)
LEFT CIRCUIT-BREAKER PANEL (Cont)

PRIMARY BUS A2
FIRE EXTING 3 Fire RADIO HF 1 HF 1

WARNING CONTROL*
DETECT 3 Fire PHONE* Option

SAT COM* Option
BAG COMP Fire
BAT TEMP Battery NAVIGA- AFCS 1 Pilot FGC*

temperature TION CMPTR*
AFCS 1 Servoactuator
ADVIS*
BLOWER LH Ventilation RAD ALT 1* Radioaltimeter
TEST WARN A-B FMS 1* Pilot FMS
CDU 1* Pilot FMS
NAVIGA- IRS 3 IRS 3 SG 3* MFD

TION
IRS 3 BAT (Option) IRS 3 battery MFD/WRD* MFD
ANNUNC LH Radio nav R/T WR* Radar

lighting
AFCS 1 AP Pilot FGC GPWS Option
AFCS 1 YD Pilot FGC
RADIO ICS LH Intercom
VHF 1 VHF 1
HF 1 PWR HF 1
SR-2 FOR TRAINING PURPOSES ONLY

CENTER CIRCUIT-BREAKER PANEL

PRIMARY BUS A1
LIGHTS ANTICOL FIN Anticollision HYDR L/G CONTROL Landing gear

MISC lights control
LH EXT External STBY PUMP Standby

LIGHT lighting hydraulic pump
CKPT LH Lighting HYDR 1 INDIC Hydraulic

READING
NAV Navigation
lights
STROBE Strobe ANTI- WSHLD FRONT Windows

lights ICE LH
COND’G
CENTER Lighting LH PITOT HEAT Probe heat
INSTR LH Instrument LH STATIC Probe heat

lighting HEAT
INV (115V/60 Hz) Option COND’G CREW Conditioning

or 115-VAC master
ENGINES IGNTR AUTO Starting CABIN PRESS Cabin
pressure
ENG FAIL 2 Takeoff LH AOA HEAT Probe

warning heat
N2 1 Indicators ENGINE 1 Anti-icing

N1 ITT 2 Turbine temp
AIR FR Wing
anti-icing
CMPTR Engine HP BLEED 1 Wing

Computer anti-icing
IGNTR 1 Start
OIL 1 Engine FLT A/B CONTROL Airbrakes
control CONTROL PITCH FEEL Arthur
FUEL BOOST 1 Fuel BP STAB EMERG Horiz stab

FUEL FLOW 1 Flowmeter TRIM INDIC Trim
XBP 2-3 Fuel SLAT INDIC Slats
GAGES LH Qty indicators LH AUTO SLAT Slats
LO FUEL Tank level

FlightSafety
international
CENTER CIRCUIT-BREAKER PANEL (Cont)

PRIMARY BUS A2
LIGHTS BELTS NO Passenger ANTI- ENGINE 3 Anti-icing

MISC SMK’G signs ICE
COND’G DV WINDOW Window
ENTRY Entrance
lighting
SHIELD Glareshield PRV 3 Wing

lighting anti-icing
DRAIN HEAT Drain CAB TEMP Temperature

anti-icing CONTROL control
LANDING LH Lights STBY PITOT Probe heat
WIPER LH Wipers
ENGINES N2 3 Indicators
CMPTR 3 Engine FLT FLAP A/B Flaps

computer CONTROL INDIC
IGNTR 3 Starting TRIM AILERON Trim

TRIM RUDDER Trim
OIL 3 Engine STICK SHAKER Stick Shaker

control M889
Incorporated
FUEL 2 Fire
SHUT OFF
FUEL STBY BOOST 2 Fuel
FUEL FLOW 3 Flowmeter
LEVEL Tank level
HYDR ANTISKID Brakes
L/G IND EMER Landing gear

indication M1406
incorporated

FlightSafety
international

PRIMARY BUS B1
FLT STAB NORMAL Horiz stab ENGINES N2 2 Indicators

CONTROL
AIL FEEL Arthur N1 ITT 1 Turbine

monitoring temperature
RH AUTO SLAT Slats CMPTR 2 Engine

computer
IGNTR 2 Starting
ANTI- ENGINE 2 Anti-icing OIL 2 Engine

ICE control
COND’G AFT SIDE Window CMPTR 1 Engine
WINDOW STBY PWR computer
WIPER RH Wiper LIGHTS LAV MASTER 28-VDC

system
MISC
COND’G CABIN Conditioning OVERHEAD Lighting
BOOTSTRAP Bootstrap FWD CABIN Cabin

INDIRECT lighting
RH AOA HEAT Probe heat RH CABIN Reading

READING lights
HYDR L/G INDIC Landing gear CKPT RH Lighting

READING
HYDR 2 INDIC Hydraulic

TAXI Lights
FUEL NORM BOOST 2 Fuel
XBP 1-3 Fuel
GAGES RH Qty indicators

FlightSafety
international

PRIMARY BUS B2
LIGHTS GALLEY MASTER Galley FUEL BOOST 3 Fuel

MISC
LANDING RH Lights GAGES CENTER Qty indicators
ANTICOL BELLY Anticollision XBP1-2 Fuel

lights
RH EXT LIGHT Right external PRESSURE Refueling

lights FUELING
INSTR RH Instrument
lighting
PEDESTAL Instrument HYDR NOSE WHL Steering

lighting
VALANCE OR
AFT CABIN Cabin
INDIRECT lighting
LH CABIN Reading ANTI- CKPT TEMP Temperature

READING lights ICE CONTROL control
COND’G
BAG PRESS Pressurization
ENGINES APU APU WSHLD FRONT Window

RH
N1 ITT 3 Turbine RH PITOT HEAT Probe heat

temperature
FUEL 1 Fire RH STATIC Probe heat

SHUT OFF HEAT
REVERSE Engine 2
CONTROL reverser
REVERSE WARN FLT ROLL EMERG Trim

CONTROL
FUEL 3 Fire
SHUT OFF
FLAP CONTROL Flaps

FlightSafety
international
RIGHT CIRCUIT-BREAKER PANEL

PRIMARY BUS B1
FIRE AUDIO WARN B Audio warning RADIO VOR 2* DME 2

WARNING
WARN LIGHT B Warning panel DME 2* VOR-DME 2

PANEL
ADF 2* ADF 2
WARN LIGHTS B Light testing

EX D/N ATC 2* ATC 2*
VHF 3* VHF 3
EXTING 2 Fire
DETECT 2 Fire NAVIGA- SG 2* Copilot EFIS

TION
APU Fire EFIS CTL2* Copilot EFIS
EHSI RH* Copilot EFIS
EADI RH* Copilot EFIS
NAVIGA- IRS 2 BAT IRS 2 battery DDRMI 2* Copilot and

TION pilot EFIS
IRS 2 IRS 2 ADC 2* Copilot ADC 2
RH AV MASTER Right avionics AOC 2
*Isolated by the RH AV MASTER pushbutton

RIGHT CIRCUIT-BREAKER PANEL (Cont)

PRIMARY BUS B2
MISC NOSE FAN Ventilation RADIO HF 2 HF 2

CONTROL*
BLOWER RH Ventilation VHF 2* VHF 2
CREW SEATS Crew seats SELCAL* Selcal
EMERG LIGHTS Emergency

light
batteries
NAVIGA- AFCS 2 Copilot FGC

TION CMPTR*
RADIO HF 2 PWR HF 2 AFCS 2 Copilot FGC

ADVIS*
PUBLIC Public FMS 2* Copilot FMS

ADDRESS address
ICS RH Intercom CDU 2* Copilot FMS
OMEGA* Omega
NAVIGA- AFCS 2 AP Copilot FGC FLIGHT RECORDER* Flight recorder

TION
VOICE RECORDER* Cockpit voice-
recorder
AFCS 2 YD Copilot FGC RAD ALT 2* Radio altimeter
ANNUNC RH Radio nav

instrument
lighting

Table SR-2. START-ASSIST LOGIC
ST EN
AR
APU 2 3 1
G
T OFF XX XX XXXX XX XX

APU
ON XX XX XX XX XX XX
OFF X X XX X X X X X X X X
2
ON XX XX X X X X X X X X
OFF X X X X X X X X XXXX
3
ON X X X X X X X X XXXX
OFF X X X X XXXX XXXX
1
ON XXXX XXXX XXXX
BAT OFF ON ON ON ON ON ON ON OFF ON ON ON ON ON ON ON OFF ON ON ON ON ON ON ON OFF ON ON ON ON ON ON ON
LIGHTS
START
G3 APU APU G1 G3 APU APU G2 APU APU G1 G2 APU APU G2 APU APU G3 G2 APU APU
ASSIST
FlightSafety
MAIN B1 G2 G3 G2 G2 B1 G3 B1 G2 B1 G2
BUS G3 G2 G1 G3 G3 APU G3 G1 G1 G1 G2 APU G2 G1 G1 G1 G2 APU G2 G3 G3 G3
POWER B2 G3 G1 G1 G1 B2 G1 B2 G1 B2 G3
international
SR-9
SR-10
Table SR-3. SEQUENTIAL START-ASSIST LOGIC
ST EN
AR
APU 2 3 1
T
OFF XX XX XX XX XX XX
APU

ON XX XX XX XX XX XX
OFF XX XXX X X X X X X X
2
ON XX XX X X X X X X X X
OFF X X X X X X X X XXXX
3
ON X X X X X X X X XXXX
OFF X X X X XXXX XXXX
1
ON XXXX XXXX XXXX
BAT OFF ON ON ON ON ON ON ON OFF ON ON ON ON ON ON ON OFF ON ON ON ON ON ON ON OFF ON ON ON ON ON ON ON
LIGHTS
START
G3 APU APU G1 G3 APU APU G2 APU APU G1 G2 APU APU G2 APU APU G3 G2 APU APU
ASSIST
FlightSafety
MAIN B1 G2 G3 G2 G2 B1 G3 B1 G2 B1 G2
BUS G3 G2 G1 G3 G3 APU G3 G1 G1 G1 G2 APU G2 G1 G1 G1 G2 APU G2 G3 G3 G3
POWER B2 G3 G1 G1 G1 B2 G1 B2 G1 B2 G3
international
71L2 (LIGHTS 2)
BAG COMP DOOR CONT
COCKPIT DOME LIGHTS
NOSE CONE (INSP LIGHT)
MECHANICS PANEL
AISLE LIGHT
BAG COMP DOME LIGHT
71L1 (LIGHTS 1)
FUELING
23CM FR 5 UTILITY LIGHT (BAT)
SLATS ENG MONITOR
REAR COMPT LTS
FWD TOILET LIGHT
BATTERY BUS
AFT TOILET LIGHT

(71L2) AISLE LIGHTS
BUS B2
STEP LIGHTS
FR 5 STAIR LIGHTS
OFF
(71L1) LH (RH) PYLON LT

FR 5 BAG LIGHT
(1W) FUEL COUPLING LT
FUEL PANEL CTL LT
FIRE EXTINGUISHERS
MASTER
V – 30
25
POWER SUPPLY
R AV
GEN
BAT
130A
MASTER
20
AVIONIC
0
COPILOT FRONT
Figure SR-1. DC Distribution Buses
WINDSHIELD B3
RIGHT MAIN BUS
80A
(SPARE) B4
RIGHT CIRCUIT-
80A
BREAKER
PANEL
BUS B1
130A
(4PA) BUS TIED
R BUS
FLIGHT
NORM
225A
TIED
BREAKER
CIRCUIT-
CENTER
PANEL
ROTARY SELECTOR
START BUS
MAIN BUS-TIE
(14P)
TO EXT
POWER
CONTACTOR
LEFT CIRCUIT-
BREAKER
PANEL
BUS A2
L BUS
TIED
130A
LEFT MAIN BUS
MASTER
AVIONIC
STANDBY HYDRAULIC
PUMP A5
130A
PILOT FRONT
WINDSHIELD A3
80A
GALLEY 2 BAR
A6
BUS A1
150A
MASTER
GALLEY 1 BAR
A4
150A
L AV
OFF
V – 30
25
GEN
BAT
150A
20
0
FLIGHT NORM BRIGHT TEST
SR-12
CONDITIONS: LIGHTS FIRE
A B DIM
IRS 1 HRZN IRS 2 IRS 3
GENERATORS 1, 2, AND 3 OPERATING. BOTH
START
BATTERY SWITCHES ON. BUS TIE OPEN,
APU
POWER SELECTOR SWITCH IN NORMAL.
APU STOP
GEN 1 BAT 1 BAT 2 GEN 2 GEN 1 GEN 2 GEN 3
BAT 1 BUS TIED BAT 2 HOT
OIL GEN BAT
GEN 1 BAT 1 GEN 3 GEN 3 GEN 2 BAT 2 APU
DC SYSTEM
WARNING
PANEL
NORM
TO
EXT POWER AMMETER REVERSE

OVERHEAD PANEL CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
TO AMMETER CURRENT RELAY
GENERATOR 3
G3 80A
WINDOWS
A3
MAKE-AND-BREAK SWITCH 150A
START CONTACTOR GALLEY 1 BAR
BATTERY 1 A4
BATTERY 1
CONTACTOR 130A HYDRAULIC
STANDBY PUMP
150A A5
GALLEY 2 BAR
A6
START LH MAIN BUS
APU BUS-TIE
CONTACTOR
TO ROTARY
AMMETER G SELECTOR
BUS-TIE
FIRE RELAY
TO
EXTINGUISHERS AMMETER GPU CONTACTOR
225A
COCKPIT REVERSE LEGEND
DOME LIGHT CURRENT RELAY
GPU RECEPTACLE GENERATOR POWER
FlightSafety
BATTERY BATTERY POWER
BUS
BATTERY 2 BATTERY 2 STARTING GROUND
BUS MAKE-AND-BREAK SWITCH RH
CONTACTOR MAIN BUS
130A
international
TO B1
AMMETER START REVERSE CURRENT RELAY 130A
GENERATOR 2 CONTACTOR B2
80A WINDOWS
TO G2 B3
AMMETER
Figure SR-2. Normal Flight Configuration

SINGLE-POINT FUEL COUPLING NOSE CONE LIGHT
REFUELING AND CONTROL
BOX LIGHTING COCKPIT
APU CRASH
(SNs 16 AND DOME LIGHTS
LOGIC
SUBSEQUENT)
BAGGAGE COMPT
STEPS DOME LIGHT
LH PYLON LIGHT
BAT 1 LIGHT FR5 BAG LIGHT
B
A
15 15
T REAR
COMPT LIGHTS

T 4
ENGINE MONITOR
E
R 1 2 3 5 6
7 FR 5 STAIR LIGHT
Y
FR 5 UTILITY LIGHT (BAT)
16 17 BAGGAGE
B 8
DOOR CONTROL
14
9 10 11 12 13
U MECHANICS PANEL
* **
BAT 2 AISLE LIGHTS
S
FWD AND AFT TOILET
LIGHT
MAIN DC BOX COMPONENTS
1. BAT 1 MAKE-AND-BREAK FIRE EXTINGUISHING MAIN ELECTRICAL BOX 6-PA
2. GEN 1 LINE CONTACTOR SLATS
3. GEN 3 LINE CONTACTOR
4. BUS-TIE RELAY GEN 1 EXCITATION
5. GEN 2 LINE CONTACTOR GEN 2 EXCITATION
6. APU LINE CONTACTOR
7. BAT 2 MAKE-AND-BREAK GEN 3 EXCITATION
8. BAT 1 LINE CONTACTOR
9. ENG 1 START RELAY
FlightSafety
13. APU START RELAY
14. BAT 2 TO START BUS CONTACTOR
international
15. CURRENT LIMITERS
16. BAT 1 CONTROL CB
SR-13
* GEN 1 AND GEN 3 LINE SWITCHES

** GEN 2 AND APU GEN LINE SWITCHES OVERHEAD PANEL
Figure SR-3. Battery Bus Circuits—Typical
VOLUME VOLUME
(LITERS) (LITERS)
9 6
90°C (194°F)
8
20°C (68°F)
90°C (194°F) 5
7
–40°C (-40°F) LEVEL
90°C (194°F) 90°C (194°F) INDICATOR
20°C (68°F) 6 4
LEVEL
INDICATOR 20°C (68°F)
–40°C (–40°F) 20°C (68°F)
5
–40°C (–40°F) 3
–40°C (–40°F) 4
3 2
UNPRESSURIZED
UNPRESSURIZED
PRESSURIZED
PRESSURIZED
2
1
1
0 0
NO. 1 RESERVOIR NO. 2 RESERVOIR
Figure SR-4. Reservoir Fluid Level Indication

PUMP 1 PUMP 2
TEST L R
ST/BY
PUMP 3
PUMP
ASKID HYDR HYDR AUTO
1/1 1/1
NO. 2 RESERVOIR
#1 ON 4 4
ON
#2 OFF 3 3
#1 OFF 1/2 2 1/2 2 OFF
1 1 ST-BY
BRAKE 0 0 0 0 PUMP
QTY PSI X 1000 QTY PSI X 1000

NO. 1 RESERVOIR
P1 P3
PRESSURE-HOLDING P2
VALVE STANDBY PUMP SELECTOR
ACCUMULATOR
EP
PRESSURE
SWITCH
NO. 1 SYSTEM SYSTEM

ACCUMULATOR PRESSURE
PRESSURE
SWITCH TRANSMITTER
ELEVATOR
SERVOACTUATOR
SYSTEM AILERON
PRESSURE SERVOACTUATORS
LEGEND TRANSMITTER NO. 2 SYSTEM ACCUMULATOR
NO. 1 SYSTEM PRESSURE RUDDER SERVOACTUATOR
NO. 2 SYSTEM PRESSURE
RETURN ELEVATOR AILERON ARTHUR Q
ARTHUR AIRCRAFT < 165
SUPPLY FLUID
OUTBOARD
FlightSafety
NITROGEN THRUST
SLATS SLATS REVERSER
(EMERGENCY MODE)
ELECTRICAL
EXTERNAL HYDRAULIC POWER FLAPS
QUICK DISCONNECT AIRBRAKES
FILTER WITH SELF-SEALING VALVE NORMAL BRAKES EMERGENCY
international
PARKING
AND CLOGGING INDICATOR AND ANTI-SKID BRAKES BRAKES
CHECK VALVE NOSEWHEEL
LANDING GEAR
RELIEF VALVE AND DOORS STEERING
SR-15
Figure SR-5. No. 1 and No. 2 Hydraulic Systems Operating

SR-16
FLIGHT 28 VDC NO. 2 RESERVOIR

PUMP 1 PUMP 2 GROUND
TEST L R
ST/BY
DELAY
PUMP 3 PUMP
AIRBRAKE
#1 ON 1/1 4 1/1 4 ON
EXTENSION
#2 OFF 3 3 CONTROL
#1 OFF 1/2 2 1/2 2 OFF
1 1 ST-BY
BRAKE 0 0 0 0 PUMP
QTY PSI X 1000 QTY PSI X 1000 60 SEC
TIME
DELAY

P1 P3 IN FLIGHT
POSITION P2
STANDBY PUMP
SELECTOR
EP CONTROL
RELAY
ELEVATOR SERVOACTUATOR
AILERON SERVOACTUATORS
RUDDER
LEGEND SERVOACTUATOR
AUXILIARY PRESSURE
AILERON ARTHUR Q
RETURN AIRCRAFT < 165
SUPPLY FLUID OUTBOARD THRUST
NITROGEN SLATS REVERSER
(EMERGENCY MODE)
FlightSafety
ELECTRICAL
FILTER WITH SELF-SEALING VALVE EMERGENCY PARKING

AND CLOGGING INDICATOR BRAKES BRAKES
international
RELIEF VALVE STEERING
Figure SR-6. Standby Pump Pressurizing No. 2 System

FLIGHT 28 VDC NO. 2 RESERVOIR
PUMP 1 PUMP 2
TEST L R GROUND
PUMP 3 ST/BY
PUMP
DELAY
AIRBRAKE
#1 ON 1/1 4
3
1/1 4
3
ON EXTENSION
#2
#1
OFF
OFF 1/2 2 1/2 2 OFF
CONTROL
1 1 ST-BY
BRAKE 0 0 0 0 PUMP
60 SEC
TIME
DELAY

P1 P3 IN FLIGHT
POSITION P2
STANDBY PUMP
SELECTOR
EP CONTROL
RELAY
AILERON SERVOACTUATORS
LEGEND RUDDER SERVOACTUATOR

AUXILIARY PRESSURE
RETURN AILERON ARTHUR Q
AIRCRAFT < 165
SUPPLY FLUID
OUTBOARD THRUST
FlightSafety
NITROGEN SLATS
(EMERGENCY MODE) REVERSER
ELECTRICAL
EXTERNAL HYDRAULIC POWER
FILTER WITH SELF-SEALING VALVE PARKING
international
EMERGENCY
CHECK VALVE
NOSEWHEEL
SR-17
Figure SR-7. Standby Pump Pressurizing No. 1 System

SR-18
HYDRAULIC UNIT
G
E
LANDING GEAR DOOR ELECTRIC A

R
EMERGENCY NORMAL ELECTRIC SELECTOR VALVE U

N
L
O
SELECTOR VALVE C
K
RETRACTION EXTENSION OPENING CLOSING

P
U
S
H
P
U
L
L
STOWED
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE

AUTOMATIC
WHEEL
BRAKING
GEAR GEAR
UPLOCK UPLOCK
BOX BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
RETRACTION BRACING
CYLINDER
MAIN GEAR LEGEND
BRACING RETRACTION RETRACTION
CYLINDER NO. 1 SYSTEM PRESSURE
GEAR RETRACT
NOSE GEAR
ACTUATOR DOOR OPEN
DOOR TELESCOPIC RETURN
FlightSafety
ACTUATOR LOCKING DOOR
RETRACTION TUBE MECHANICAL ACTUATOR
RESTRICTOR
SHUTTLE VALVE
DOOR
DOOR OPENING UPLOCK
UPLOCK OPENING BOX
BOX
international
LEFT MAIN NOSE RIGHT MAIN
Figure SR-8. Landing Gear Retraction

HYDRAULIC UNIT
LANDING GEAR DOOR ELECTRIC
G
E
A
R
ELECTRIC SELECTOR VALVE U

N
SELECTOR VALVE L
O
C
K
RETRACTION EXTENSION OPENING CLOSING

P
U
S
H
P
U
L
L
STOWED
NORMAL/EMERGENCY
GEAR SELECTOR

VALVE
GEAR GEAR
UPLOCK UPLOCK
BOX BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
EXTENSION BRACING
CYLINDER
MAIN GEAR LEGEND
BRACING EXTENSION NO. 1 SYSTEM PRESSURE
CYLINDER EXTENSION
GEAR RETRACT
NOSE GEAR DOOR OPEN
FlightSafety
ACTUATOR
RETURN
DOOR TELESCOPIC
ACTUATOR LOCKING MECHANICAL DOOR
EXTENSION TUBE RESTRICTOR ACTUATOR
SHUTTLE VALVE
DOOR
OPENING
international
DOOR UPLOCK
UPLOCK OPENING
BOX
BOX
NOSE
LEFT MAIN RIGHT MAIN
Figure SR-9. Landing Gear Extension

SR-20
HYDRAULIC UNIT
G
DOOR ELECTRIC E
A
LANDING GEAR SELECTOR VALVE

R
EMERGENCY NORMAL ELECTRIC

U
N
L
O
C
SELECTOR VALVE K
P
U
S
H
P
U
L
L
HANDLE LIGHT
FLASHING PULLED
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE

GEAR GEAR
UPLOCK UPLOCK
BOX BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
EXTENSION BRACING
CYLINDER
MAIN GEAR
BRACING EXTENSION LEGEND EXTENSION
CYLINDER
NOSE GEAR
ACTUATOR DOOR OPEN, GEAR EXTENDED
RETURN
FlightSafety
DOOR MECHANICAL DOOR
ACTUATOR TELESCOPIC ACTUATOR
LOCKING RESTRICTOR
EXTENSION TUBE SHUTTLE VALVE
DOOR
DOOR OPENING OPENING UPLOCK
international
UPLOCK BOX
BOX
Figure SR-10. Gear Emergency Hydraulic Extension

*WHEN THE SLAT/FLAP CONTROL IS SET TO 40°, REDUCED
THE WARNING VOICE CANNOT BE SILENCED IAS < 160KT
WITH ALL GEAR NOT LOCKED DOWN. POWER
SLAT/FLAP
G CONTROL
E
LANDING GEAR A
R CONFIGURATION
HORN WARNING
U
NOSE MAIN N PANEL
L
O
C SILENCE VOICE MOVING CLEAN
K 7° FLAPS + SLATS
LANDING GEAR
P TEST 20° FLAPS + SLATS

U
S 40° FLAPS + SLATS
LH NOSE RH
H
*
P
U
L
L
FLASHING 40°
*
MOVING CLEAN
7° FLAPS + SLATS
LANDING GEAR
TEST 20° FLAPS + SLATS
LH NOSE RH 40° FLAPS + SLATS

*
FLASHING 40°
NOSE GEAR *
EMERGENCY
CONTROL
MAIN GEAR
EMERGENCY
CONTROL
FlightSafety
MOVING CLEAN
7° FLAPS + SLATS
LANDING GEAR
TEST 20° FLAPS + SLATS
LH NOSE RH 40° FLAPS + SLATS
international
40°
*
SR-21
Figure SR-11. Position and Warning Indications—Emergency Hydraulic and Gravity Extensions
SR-22
*WHEN THE SLAT/FLAP CONTROL IS SET TO 40°, REDUCED

BEFORE GEAR THE WARNING VOICE CANNOT BE SILENCED. EXTENSION
EXTENSION SLAT/FLAP POWER
CONTROL IAS <160 KT
LANDING GEAR HORN WARNING CONFIGURATION
SILENCE VOICE PANEL
NOSE MAIN
MOVING CLEAN
7° FLAPS + SLATS
AIRPLANE
LANDING GEAR
TEST
20° FLAPS + SLATS IN
FLIGHT
*
40° FLAPS + SLATS
LH NOSE RH
NORMAL GEAR
EXTENSION FLASHING
CONTROL

LIGHT
MOVING CLEAN
7° FLAPS + SLATS
FIRST PHASE
LANDING GEAR
TEST
20° FLAPS + SLATS DOORS
OPENING
*
40° FLAPS + SLATS
LH NOSE RH
MOVING CLEAN
7° FLAPS + SLATS
SECOND PHASE
LANDING GEAR
TEST
20° FLAPS + SLATS GEAR
EXTENSION
*
40° FLAPS + SLATS
LH NOSE RH
MOVING CLEAN
7° FLAPS + SLATS
THIRD PHASE
LANDING GEAR
TEST
20° FLAPS + SLATS DOORS
LH NOSE RH
40° FLAPS + SLATS CLOSING
FlightSafety
MOVING CLEAN
7° FLAPS + SLATS
AIRPLANE
LANDING GEAR
TEST
20° FLAPS + SLATS ON THE
international
LH NOSE RH
40° FLAPS + SLATS GROUND
Figure SR-12. Displays and Warnings During Landing Gear Extension

NORMAL CONTROL
HANDLE PILOT PEDALS COPILOT PEDALS
K E
BRA
H
PUS
K
+ UN LOC PARKING BRAKE
K #2 P BK
FLEXIBLE CABLES PAR ACCUMULATOR
GEAR PARKING BRAKE
EXTENDED SELECTOR VALVE
AUTOMATIC NORMAL/EMERGENCY
BRAKING BRAKE CONTROL
VALVE
EMERGENCY

SELECTOR VALVE
NORMAL SELECTOR VALVE NORMAL

(DEENERGIZED OPEN) CHAMBER
NO. 2
SYSTEM
#2 P BK
K EMERGENCY
CHAMBER
ANTISKID
SERVOVALVES SHUTTLE
VALVE
LEGEND
NORMAL BRAKING PRESSURE
RETURN
ELECTRICAL
GROUND
SEWHEEL CHECK VALVE

HOMETERS RELIEF VALVE
FlightSafety
WHEEL PUMP 1 WHEEL
OMETER TEST L R TACHOMETER
ERATOR PUMP 3 GENERATOR
ASKID HYDR
1/
#1 ON 4
international
BRAKES BRAKES
HYDRAULIC PANEL
SR-23
Figure SR-13. Normal Braking with Antiskid—Aircraft Without SB F-900-42

SR-24
PARK BRAKE HANDLE PILOT BRAKE COPILOT BRAKE

ACCUMULATOR
PEDALS PEDALS
#2 P BK
FLEXIBLE CABLES EMERGENCY

SELECTOR VALVE
NO. 2
SYSTEM
LEGEND AUTOMATIC BRAKING

PARK
NORMAL PRESSURE DURING
BRAKE RETRACTION
EMERGENCY PRESSURE DISTRIBUTOR
CONTROL PRESSURE
RETURN
NO. 1 SYSTEM SUPPLY NO. 1
NO. 2 SYSTEM SUPPLY SYSTEM
ELECTRICAL NORMAL
SELECTOR NORMAL/
GROUND VALVE EMERGENCY
SELECTOR
VALVE
+28 VDC ST BY
BUS A1 PUMP
#1 ON
GEAR #2 OFF
NORMAL CONTROL #1 OFF ANTISKID
ANTISKID (2GA) ELECTRONIC
CONTROL BOX ANTISKID ANTISKID
+28 VDC SERVO VALVE SERVO VALVE
GEAR DOWN BRAKE SOL
BUS A2 #2 P. BK #2 P. BK
FlightSafety
NO. 1 OR DOUBLE
NO. 3 ENGINE BRAKING
FULL POWER PC BOARD
TACHOMETER TACHOMETER
GENERATORS GENERATORS
NOSEWHEEL
international
TACHOMETER
GENERATORS L R
BRAKES BRAKES
Figure SR-14. Normal Braking with Antiskid—Aircraft With SB F-900-42

NORMAL CONTROL
HYDRAULIC HANDLE
PANEL PILOT PEDALS COPILOT PEDALS
E
ASKID BRAK
PUSH
1 CK
#1 ON /4 + UNLO PARKING BRAKE
PARK
#2 OFF FLEXIBLE CABLES #2 P BK ACCUMULATOR
#1 OFF
1
/2 GEAR PARKING BRAKE
BRAKE 0
+
NORMAL/EMERGENCY
AUTOMATIC BRAKE CONTROL
BRAKING VALVE

EMERGENCY SELECTOR VALVE
ANTISKID (ENERGIZED OPEN)

ELECTRONIC NORMAL SELECTOR VALVE
CONTROL NORMAL
(ENERGIZED CLOSED) CHAMBER
BOX
NO. 2
SYSTEM
NO. 1
SYSTEM
#2 P BK
#2 P BK EMERGENCY
CHAMBER
SHUTTLE
VALVE LEGEND
EMERGENCY BRAKING PRESSURE
RETURN
NITROGEN
ELECTRICAL
FlightSafety
GROUND
CHECK VALVE
PUMP 1
TEST L R RELIEF VALVE
PUMP 3
ASKID HYDR
international
1
#1 ON /4
HYDRAULIC PANEL
SR-25
Figure SR-15. Emergency Brake Operation

SR-26
EMERGENCY/PARKING
HYDRAULIC NORMAL CONTROL BRAKE HANDLE
PANEL HANDLE PILOT PEDALS COPILOT PEDALS
E
ASKID BRAK
PUSH
1
#1 ON /4 + UNLO
CK
PARK #2 P BK PARKING BRAKE
#2 OFF FLEXIBLE CABLES ACCUMULATOR
#1 OFF
1/
2
GEAR PARKING BRAKE
BRAKE 0
+


ANTISKID (DEENERGIZED CLOSED)
ELECTRONIC
CONTROL
BOX
NO. 2
SYSTEM
NO. 1
SYSTEM
#2 P BK
#2 P BK
SHUTTLE
VALVE
LEGEND
NO. 2 SYSTEM PRESSURE OR
EMERGENCY/PARKING
BRAKE PRESSURE
RETURN
ELECTRICAL
FlightSafety
GROUND
CHECK VALVE
RELIEF VALVE
PUMP 1
TEST L R
PUMP 3
ASKID HYDR
international
1/
#1 ON 4
HYDRAULIC PANEL
Figure SR-16. Emergency/ Parking Brakes

WARNING PANEL
L AOA R AOA
L PITOT ST BY R PITOT
PITOT
L WHL R WHL
OVHT OVHT
HOT AUTO FLAP
BAT SLATS ASYM
XTK 2 XTK 2 BAG
OPEN CLOSED ACCESS
AIL AIL PITCH
ZERO FEEL FEEL
AP MISTRIM MACH
TRIM
NOSE BLEED BAG
CONE OVHT APU ISOL
REAR T/O
DOORS CONFIG.
SLAT/FLAP
CONFIGURATION PANEL
AIR
BRAKE
FLAPS
UP
0
7
SLAT DN 40
20
POSITION SLATS
INDICATOR
MOVING
CENTER
CIRCUIT- LANDING GEAR
BREAKER PANEL TEST
LH NOSE RH
SLAT/FLAP CONTROL BOX
21CF 5
10
CLEAN
SLAT LH AUTO
INDIC SLAT
7° FLAPS + SLATS
20° FLAPS + SLATS
40° FLAPS + SLATS

EMERGENCY
SLATS
EMERG
SLATS
(OUTBOARD)
FLT CONTROL
(FOR A/C ≥ 162)
AOA RH AUTO
INDIC SLAT
INBOARD
SLAT SLAT
ACTUATOR
EMERGENCY
ACTUATOR
OUTBOARD
ANGLE-OF-ATTACK SLAT
VANES
Figure SR-17. Leading-Edge Slats

SR-28
LEFT OUTBOARD LEFT RIGHT RIGHT OUTBOARD

INBOARD INBOARD
R E R E R E E R E R E R

INBOARD
VALVE
BOX
AOA
LESS INBOARD OUTBOARD SLAT
LEFT ANGLE- THAN 23° SLAT SLAT EMERGENCY RIGHT ANGLE-
OF-ATTACK SOLENOID SOLENOID SOLENOID OF-ATTACK
ADC 2
VANE SELECTOR SELECTOR VANE
ADC 1 IAS LESS THAN SELECTOR
VALVE VALVE 265 KT VALVE
IAS LESS THAN
265 KT
AOA
LESS
FlightSafety
OUTBOARD THAN 23°
AUTOMATIC
VALVE
CLEAN DISTRIBUTOR
BOX
7° FLAPS-SLATS
20° FLAPS-SLATS
40° FLAPS-SLATS EMERGENCY
SLATS
international
LEGEND
SLATS/FLAP NO. 1 PRESSURE RESTRICTOR
CONTROL BOX
EXTEND RESTRICTOR ELECTRICAL
Figure SR-18. Normal Slat Extension

CONTROL AIRPLANE SLATS INDICATIONS

AOA POSITION
1 AOA = 11°
INCREASING GREEN
A FLASHING LIGHT
AIR
BRAKE FLAPS
B UP
CROSS-SECTION A 20
0
7
CLEAN
7° FLAPS-SLATS
INBOARD SLAT SLATS
DN 40
MOVING
20° FLAPS-SLATS
40° FLAPS-SLATS
IGN LANDING GEAR
TEST
LH NOSE RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
2 AOA = 11°
DECREASING
OUT
A
AIR
BRAKE
FLAPS
UP
B 0
CLEAN
CROSS-SECTION A DN 40
20
7
7° FLAPS-SLATS INBOARD SLAT SLATS

20° FLAPS-SLATS MOVING
40° FLAPS-SLATS
IGN TEST
LANDING GEAR
LH NOSE RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
AIRPLANE 1 2
ANGLE OF AOA AOA
ATTACK 11° 11°
INITIAL (INCREASING) (DECREASING)
CONFIGURATION
AIRPLANE IN CLEAN • EXTENSION OF OUTBOARD SLATS • RETRACTION OF OUTBOARD SLATS

CONFIGURATION,
SLAT/FLAP HANDLE • GREEN FLASHING LIGHT OUT,
IN CLEAN • RED SLAT-MOVING LIGHT ON RED LIGHT ON
• AUDIO WARNING CUTS OFF
• AUTOMATIC IGNITION, IGN
LIGHT ON • AUTOMATIC IGNITION CUTS OFF
AFTER TEN SECONDS.
• AUDIO WARNING • IGN LIGHT OUT
• WHEN OUTBOARD SLATS ARE
• WHEN OUTBOARD SLATS ARE EX- RETRACTED, RED LIGHT
TENDED, RED LIGHT GOES OUT; GOES OUT
GREEN LIGHT FLASHES.
Figure SR-19. Slats Controls and Indications in Flight—

Handle in CLEAN

CONTROL 7°+SLATS
FLAPS AIRPLANE
AOA
SLATS
POSITION INDICATION
1
GREEN
A STEADY LIGHT
B AIR
BRAKE
FLAPS
CLEAN CROSS-SECTION A UP
0
7° FLAPS-SLATS AOA < 16°5 INBOARD SLAT 20

7
DN 40
20° FLAPS-SLATS SLATS
LANDING GEAR
TEST
CROSS-SECTION B LH NOSE RH
OUTBOARD SLAT
2
AOA = 16°5
INCREASING
GREEN
A STEADY LIGHT
B
CLEAN
CROSS-SECTION A AIR
BRAKE
FLAPS
7° FLAPS-SLATS
20° FLAPS-SLATS
INBOARD SLAT UP
0
7
20
40° FLAPS-SLATS DN 40
SLATS
IGN MOVING
LANDING GEAR
CROSS-SECTION B TEST
OUTBOARD SLAT LH NOSE RH
3
AOA = 23°
INCREASING
GREEN
A FLASHING LIGHT
CLEAN
B
7° FLAPS-SLATS CROSS-SECTION A AIR
BRAKE
FLAPS
UP
20° FLAPS-SLATS INBOARD SLAT 0
7
40° FLAPS-SLATS 20
DN 40
SLATS
IGN MOVING
LANDING GEAR
Figure SR-20. Slat Controls and Indications in Flight—Handle

out of CLEAN (Sheet 1 of 2)

CONTROL7°+SLATS
FLAPS AIRPLANE
AOA
SLATS
POSITION INDICATION
4
AOA = 23°
DECREASING
GREEN
A FLASHING LIGHT
CLEAN
B AIR
BRAKE
7° FLAPS-SLATS CROSS-SECTION A FLAPS
UP
0
20° FLAPS-SLATS INBOARD SLAT DN 40
20
7
40° FLAPS-SLATS
SLATS
MOVING
IGN LANDING GEAR
TEST
OUTBOARD SLAT
GREEN
A STEADY LIGHT
AOA = 16°5 B
AIR
CLEAN
CROSS-SECTION A BRAKE
FLAPS
7° FLAPS-SLATS DECREASING INBOARD SLAT
UP
0
20° FLAPS-SLATS 7
20
DN 40
40° FLAPS-SLATS
SLATS
MOVING
LANDING GEAR
AIRPLANE ANGLE-OF-ATTACK
INITIAL 1 AOA 2 AOA 3 AOA 4 AOA 5 AOA
CONFIGUR- <16°5 ≥16°5 ≥23° ≤23° ≤16°5
ATION (INCREASING) (INCREASING) (DECREASING) (DECREASING)
SLAT/ • ALL SLATS • ALL SLATS • RETRACTION • INBOARD • INBOARD
FLAP EXTENDED EXTENDED OF INBOARD SLATS SLATS
CONTROL SLATS RETRACTED REEXTEND.
OUT OF • GREEN LIGHT • AUDIO
CLEAN STEADY WARNING ON • AUTOMATIC • AUTOMATIC • AUTOMATIC
IGNITION IGNITION IGNITION CUTS
• GREEN LIGHT OFF AFTER
STEADY • IGN LIGHT ON • IGN LIGHT ON TEN SECONDS.
• AUTOMATIC • AUDIO • AUDIO • IGN LIGHT OUT
IGNITION WARNING ON WARNING ON
• AUDIO
• IGN LIGHT ON • GREEN LIGHT • GREEN LIGHT WARNING OFF
FLASHING FLASHING
• GREEN LIGHT
STEADY
Figure SR-20. Slat Controls and Indications in Flight—Handle

out of CLEAN (Sheet 2 of 2)

SR-32

INBOARD INBOARD

INBOARD
VALVE
BOX
AOA
VANE ADC 2 VANE
SELECTOR SELECTOR IAS LESS THAN SELECTOR
ADC 1
IAS LESS THAN
265 KT
AOA 11° AOA 12.2°
FlightSafety
AOA
LESS
AUTOMATIC OUTBOARD THAN 23°
OUT OF DISTRIBUTOR VALVE EMERGENCY
CLEAN
7° FLAPS-SLATS CLEAN BOX SLATS
international
20° FLAPS-SLATS
40° FLAPS-SLATS
LEGEND
NO. 1 PRESSURE RETURN RESTRICTOR NO. 2 PRESSURE
Figure SR-21. Automatic Extension of Outboard Slats—Handle in CLEAN

INBOARD INBOARD

INBOARD
VALVE
BOX
AOA
ABOVE
23° INBOARD OUTBOARD SLAT
LEFT ANGLE- SLAT SLAT EMERGENCY RIGHT ANGLE-
VANE ADC 2 VANE
ADC 1
IAS LESS THAN
265 KT
AOA 11° AOA 12.2°
FlightSafety
AOA
ABOVE
OUTBOARD 23°
AUTOMATIC
DISTRIBUTOR VALVE EMERGENCY
CLEAN OUT OF BOX
7° FLAPS-SLATS
CLEAN SLATS
international
20° FLAPS-SLATS
40° FLAPS-SLATS
LEGEND
NO. 2 PRESSURE
SR-33
NO. 1 PRESSURE RESTRICTOR RETURN

Figure SR-22. Automatic Retraction of Inboard Slats—Extended with Control Handle

SR-34
LEFT RIGHT
LEFT OUTBOARD RIGHT OUTBOARD
INBOARD INBOARD
EMERGENCY
EMERGENCY
ACTUATOR
ACTUATOR

INBOARD
VALVE
BOX
AOA
LESS
THAN 23° INBOARD OUTBOARD SLAT
ADC 2
VANE SELECTOR SELECTOR SELECTOR VANE
ADC 1 IAS LESS THAN
VALVE VALVE VALVE
IAS LESS THAN 265 KT
265 KT
FlightSafety
AOA
LESS
OUTBOARD THAN 23°
AUTOMATIC
VALVE
CLEAN DISTRIBUTOR
BOX
international
7° FLAPS-SLATS
20° FLAPS-SLATS
40° FLAPS-SLATS
LEGEND EMERGENCY
NO. 2 PRESSURE RETURN RESTRICTOR SLATS
Figure SR-23. Emergency Extension of Outboard Slats

* NOT FEATURED ON AIRCRAFT WITHOUT LEVEL LESS

ELECTRIC TRANSFER VALVE XTK 2 THAN 1,000 LB
XTK
LEVEL LESS THAN 200 LB BOOSTER
LEVEL LEVEL
BOOSTER
X.BP
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3 FRONT TANK °C
REV
UNLOCK FUELING *
XTK 2
BLEED
OVHT
ECU
OVHT
COND G
OVHT
CENTER WING SUMP DRAIN VENT VALVE BOOSTER
NORM
ST-BY
AUTO
OPEN
TANK OFF CLOSED
-2P BK CABIN X.BP LEVEL X.BP
PROBE
ENG 1 ENG 2 ENG 3
FUEL SYSTEM
GRAVITY FUELING
G2
G1 FLAPPER
≥ 159 VALVE
G3
WING NEGATIVE G2
PRESSURE NO. 1 ENGINE LP AIR
RELIEF VALVE
VALVE BOXES
PRESSURE
GAGE HOT AIR
FILTER
AUTOMATIC REAR TANK DRAIN
DRAIN BOWL
LEGEND PRESSURE REDUCER
TANK PRESSURIZATION AUTOMATIC DRAIN
CHECK
ELECTRICAL CONNECTION NO. 2 ENGINE LP AIR VALVE
Figure SR-24. Tank Pressurization and Quantity Indication

SR-36
PROBE
CENTER FRONT TANK

WING TANKS
JET
G2 PUMP
FILLER
PORT FILLER
PORT
INTERCONNECTION FLAPPER
VALVE VALVE
(NORMALLY CLOSED)

G1
G3
A/C ≥159
FUEL
TEMPERATURE
PROBE
(IF INSTALLED)
R3 CROSSFEED
VALVE
R1 CROSSFEED DRAIN VALVE
NEGATIVE VALVE (AIRCRAFT GROUP 3 INTER- NEGATIVE
PRESSURE PRIOR TO SN 96) CONNECTION PRESSURE
RELIEF GROUP 1 INTER- MANIFOLD RELIEF
VALVE CONNECTION VALVE
MANIFOLD FUEL
FUEL GROUP 1 SHUTOFF
TRANSFER VALVE SHUTOFF CROSSFEED VALVE DRAIN VALVE (AIRCRAFT PRIOR TO SN 96)
(ON SOME AIRCRAFT) VALVE VALVE FUEL SHUTOFF VALVE
GROUP 1
CROSSFEED GROUP 3 CROSSFEED MANIFOLD
MANIFOLD CROSSFEED VALVE
GROUP 2
FUEL DEFUELING/ ONE-THIRD
MANIFOLD DRAIN REFUELING TANK LEVEL
FlightSafety
VALVE VALVE PIPE LEGEND
GROUP 1 FUEL
GROUP 2 REAR
CROSSFEED GROUP 2 FUEL
TANK
MANIFOLD G2 GROUP 3 FUEL
MOTIVE FLOW
international
TRANSFER FUEL
GRAVITY FLOW TRANSFER FUEL
SUMP DRAIN
NO. 1 ENGINE BOOST NO. 2 ENGINE NO. 3 ENGINE
PUMPS AND APU FUEL PROBE
FILTER
Figure SR-25. Fuel Distribution

XTK
G3
BOOSTER BOOSTER
BP3
LEVEL X.BP LEVEL
BP1
°C
G1
BOOSTER
*
XTK 2
XTK
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP
R1 R3
ENG 1 ENG 2 ENG 3

FUEL SYSTEM ENGINE 1 ENGINE 3
POSITION OF G1 TANK G3 ENGINES 1 AND 3

LIGHTS
THE CONTROLS INTERCONNECTION SUPPLY
XTK NEUTRAL XTK OUT NO

X-BP OPEN X-BP ON INTERCONNECTION G3 ENGINE 3
BP1 OFF ENGINE 1
BP3 ON
FLOW
BOOST PUMP 1 FAILURE
XTK
G3
BOOSTER BOOSTER
BP3
LEVEL X.BP LEVEL
BP1
°C
G1
*
XTK 2
BOOSTER
AUTO
XTK
NORM
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP
R1 R3
ENG 1 ENG 2 ENG 3


LIGHTS
XTK RIGHT XTK ON

X-BP OPEN X-BP ON
G1 G3 G3 ENGINE 3
BP1 OFF ENGINE 1
BP3 ON
LEVEL EQUALIZATION
LEGEND
GROUP 3 BOOST * NOT FEATURED ON AIRCRAFT WITHOUT
ELECTRIC TRANSFER VALVE XTK 2
Figure SR-26. Crossfeed X-BP1 3—Pump 1 Inoperative

XTK
G3
BOOSTER BOOSTER
BP3
LEVEL X.BP LEVEL
BP1
°C
G1
BOOSTER
*
XTK 2
XTK
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP
R1 R3
ENG 1 ENG 2 ENG 3


LIGHTS

BP1 ON ENGINE 3
BP3 OFF

FLOW
XTK
G3
BOOSTER BOOSTER
BP3
LEVEL X.BP LEVEL
BP1
°C
G1
BOOSTER
*
XTK 2
XTK
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP
R1 R3
ENG 1 ENG 2 ENG 3


LIGHTS
XTK LEFT XTK ON

X-BP OPEN X-BP ON
G1 G3 G1 ENGINE 1
BP1 ON ENGINE 3
BP3 OFF
LEVEL EQUALIZATION
LEGEND
GROUP 1 BOOST * NOT FEATURED ON AIRCRAFT WITHOUT
Figure SR-27. Crossfeed X-BP1 3—Pump 3 Inoperative

XTK
BOOSTER BOOSTER BP1 BP3

LEVEL X.BP LEVEL
°C
BOOSTER
*
XTK 2
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM
ENGINE 1 ENGINE 2 ENGINE 3
LEGEND
GROUP 1 BOOST
GROUP 2 BOOST
* NOT FEATURED ON AIRCRAFT WITHOUT
GROUP 3 BOOST
POSITION OF TANK G1 G2 G3 ENGINES 1, 2,

LIGHTS
THE CONTROLS INTERCONNECTION AND 3 SUPPLY
BP1 ON G1 ENGINE 1
BP2 NORM NO
BP3 ON INTERCONNECTION
G2 ENGINE 2
X-BP 1–2 CLOSED X-BP OFF
X-BP 2–3 CLOSED X-BP OFF G3 ENGINE 3
Figure SR-28. Crossfeed X-BP1 2 and 3 2—Normal

Configuration

XTK
BOOSTER BOOSTER
LEGEND BP1 BP3
LEVEL X.BP LEVEL GROUP 2 BOOST
GROUP 3 BOOST
°C
BOOSTER
*
XTK 2
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM
POSITION OF ENGINES 1, 2,
LIGHTS
THE CONTROLS AND 3 SUPPLY
BP1 OFF ENGINE 1

BP2 NORM G2
BP3 ON ENGINE 2
X-BP 1–2 OPEN X-BP ON
BOOST PUMP 1 FAILURE OR G1/G3 LEVEL EQUALIZING

XTK
LEGEND BP1 BP3
BOOSTER BOOSTER
GROUP 1 BOOST
LEVEL X.BP LEVEL
GROUP 2 BOOST
°C
BOOSTER
XTK 2
*
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP

BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM

LIGHTS
BP1 ON G1 ENGINE 1
BP2 NORM
BP3 OFF ENGINE 2
G2
X-BP 2–3 OPEN X-BP ON ENGINE 3

Figure SR-29. Crossfeed X-BP1 2 and 3 2—
Pump 1 or 3 Inoperative

XTK
BOOSTER BOOSTER
LEGEND BP1 BP3
GROUP 3 BOOST
°C
BOOSTER
*
XTK 2
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM
LIGHTS
BP1 ON ENGINE 1
BP2 OFF G1
BP3 ON ENGINE 2
BOOST PUMPS 2 FAILURE—ENGINE 2 FED FROM PUMP 1

XTK
BP1 BP3
BOOSTER BOOSTER
LEVEL X.BP LEVEL
°C
BOOSTER
*
XTK 2
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP

BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM

LIGHTS
BP1 ON G1 ENGINE 1
BP2 OFF
BP3 ON ENGINE 2
G3
BOOST PUMPS 2 FAILURE—ENGINE FED FROM PUMP 3
Figure SR-30. Crossfeed X-BP1 2 and 3 2—

Pumps 2 Inoperative

SR-42
MAINTENANCE PANEL
(COCKPIT, COPILOT SIDE)
CAUTION
BAG 1 COMP 1
BLEED AIR
STABILIZER
RELAY TEST ANTI-SKID
COOLING
FAN
SG3 SG1 EADI1 EASI1 FGC1 FMS1 FUEL TYPES: JET A - A1 - B - JP4 - JP5
FOR ADDITIVES SEE
AIRPLANE FLIGHT MANUAL
ISOL HEAT 1 – CHECK STOP FUELING LIGHT ILLUMINATED
MFD SG 2 EADI2 EASI2 FGC 2 FMS 2
ON
2 – PULL SAFETY LEVER AND REMOVE
TEST COUPLING CAP
3 – CONNECT GROUND TERMINAL
OFF NORM 4 – CONNECT COUPLING ONLY IF FUELING OK
FUEL FLOW
TEST
GRAVITY
FUELING
DG IDIC
TEST
RESET A/P TEST LIGHT ILLUMINATED
FUELING
GRAVITY FUELING 1 – LEFT AND CENTER AND RIGHT SWITCHES ON
2 – CHECK FUELING PRESSURE AT TRUCK (30-50PSI)

SWITCH
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
5 – LEFT AND CENTER AND RIGHT SWITCHES: OFF
PRESSURE FUELING PANEL 5 – REINSTALL COUPLING CAP
ON ON ON
FULL FULL FULL USABLE FUEL CAPACITY 2845 US GAL

10 OFF OFF OFF
5 15
LBS LEFT CENTER RIGHT
X 100
0 20 CLOSED
FULL STOP
FUELING ON
FUEL QTY VENT
VALVE TEST OFF
FUELING
ON OPEN
PARTIAL
GROUNDING
RECEPTACLE
GROUP 2 CENTER REFUELING

LEFT REFUELING INDICATION SWITCH
SWITCH
RIGHT REFUELING
SWITCH
PRESSURE FUELING PANEL
ON ON ON
GROUP 3
FlightSafety
10 GROUP 1 INDICATION FULL FULL FULL INDICATION
FUEL QTY OFF OFF OFF
5 15 STOP LEFT CENTER RIGHT VENT VALVE

FUELING LIGHT TEST CLOSED
FULL STOP TEST SOCKETS
FUELING ON
0 20 REFUELING MODE VENT
VALVE TEST
LBS X 1000 SELECTOR OFF DEFUELING
FUELING
international
(OPTIONAL) PARTIAL
OK OPEN
SWITCH
PARTIAL REFUELING
SELECTOR
FUELING REFUELING VENT VALVE
OK LIGHT AUTOMATIC STOP TEST SOCKETS
TEST PUSHBUTTON
Figure SR-31. Refueling System Controls and Indicators

PRESSURIZATION
G2 END-OF-FUELING THERMISTOR
INTERCONNECTION
CENTER WING FRONT

TANK G2 VENT VALVE
TANK
G1 END-OF-REFUELING G3 END-OF-REFUELING
THERMISTOR THERMISTOR

G1
G3
REFUELING
VALVES
TO DEFUELING/
PRESSURE FUELING PANEL REFUELING RESTRICTOR
ON ON ON VALVE
FULL FULL FULL REFUELING
OFF OFF OFF MANIFOLD LEVER
LEFT CENTER RIGHT
TEST
CLOSED COUPLING
STOP
FULL
FUELING ON PRESSURE
VENT
VALVE TEST OFF REFUELING
FUELING
PARTIAL
OK
OPEN
DEFUELING
G2
FlightSafety
REAR
TANK
international
LEGEND
PRESSURE REFUELING
ELECTRICAL
SR-43
Figure SR-32. Pressure Refueling

SR-44
VENT G2 END-OF-REFUELING THERMISTOR

: PRESSURIZE
UT
ION
, JET A1, JET B
DT
AN VALVE QUANTITY GAGE
CA
U
TA
EL
JE
,J
P4
K
, J
FRONT G2
TANK
P5
F
GRAVITY
FUELING
TOT
AL
FOR
AI
AL
RC
FU
RA
G
FT US
AL
EL
NG US 45 U
28
I
IN ABL
E QUANTITY AN
ST
RUC GM
TIONS SEE OPER

G1 G3
REFUELING
VALVES
DEFUELING/
REFUELING
VALVE
XTK
BOOSTER DRAIN BOOSTER BOOSTER

CROSSFEED VALVE LEVEL XBP LEVEL
MANIFOLD
MAINTENANCE PANEL CROSSFEED REFUELING
BAG 1 COMP 1 STABILIZER COOLING
VALVE MANIFOLD °C
BLEED AIR RELAY TEST ANTI-SKID FAN
BOOSTER
XTK 2
*
NORM AUTO
ISOL HEAT OPEN
ST-BY
OFF CLOSED
ON
X.BP LEVEL X.BP
G2
REAR
OFF
TANK
FUEL FLOW GRAVITY ENG INDIC RESET
TEST FUELING TEST ENG 1 ENG 2 ENG 3
FUEL SYSTEM
FlightSafety
LEGEND PRESSURE FUELING PANEL
ON ON ON
GROUP 1 BOOST FULL FULL FULL
OFF OFF OFF
international
GROUP 3 BOOST LEFT CENTER RIGHT
TEST CLOSED
ELECTRICAL FULL STOP
* NOT FEATURED ON AIRCRAFT WITHOUT FUELING

VENT
VALVE TEST
ON
OFF
ELECTRIC TRANSFER VALVE XTK 2 PARTIAL
FUELING
OK OPEN
DEFUELING
Figure SR-33. Gravity Distribution

AIR INTAKE MAIN HP
ANTI-ICING NO. 3 BLEED PORT MAIN LP
ENGINE BLEED
PORT
FULL-OPENING
AUXILIARY HP SOLENOID VALVE
BLEED PORT
AUXILIARY HP
BLEED PORT
MAIN LP OVERHEAT
BLEED PORT TEMPERATURE PROBE
PRV3 AUXILIARY LP
BLEED PORT MAIN HP

LP3 BLEED
BLEED-AIR PORT
TEMPERATURE PROBE
WING ANTI-ICING SYSTEM
APU AIR
CREW AIR-CONDITIONING INTAKE
VALVE ANTI- NO. 2
ICING ENGINE
FUEL TANK PRESSURIZATION SYSTEM
PRESSURIZATION JET PUMP APU

OVERHEAT TEMP- BLEED
ERATURE PROBE VALVE
PASSENGER CABIN
AIR-CONDITIONING VALVE
LP1 BLEED-AIR
TEMPERATURE LP2
PROBE OVERHEAT BLEED-AIR
TEMPERATURE TEMPERATURE
PROBE PROBE
MAIN LP ISOLATION VALVE
BLEED
PORT
AIR INTAKE MAIN HP
FlightSafety
ANTI-ICING BLEED PORT
NO. 2 ENGINE PRV2
S-DUCT ANTI-ICE LEGEND
HP1 SYSTEM
HP BLEED AIR
NO. 1 BLEED VALVE FULL-OPENING
ENGINE SOLENOID VALVE LP BLEED AIR
MIXED BLEED AIR
international
AUXILIARY HP AUXILIARY HP PRESSURE
AUXILIARY LP BLEED PORT
BLEED PORT AMBIENT AIR
SR-45
Figure SR-34. Bleed-Air Operation—Anti-icing Off

SR-46
WARNING PANEL OVERHEAD PANEL

HP1 PRV2 PRV3
MAIN HP
BLEED PORT BLEED
OVHT
BLEED
APU
APU
ISOL
LP LP
NO. 3
AIR INTAKE ENGINE ISOLATION
ANTI-ICING
FULL-OPENING AUTO
NORM
AUXILIARY HP SOLENOID VALVE ON

OFF HEAT
BLEED PORT
ISOL
PASSENGER CREW BAG
MAIN LP AUXILIARY HP
MAIN LP BLEED AIR BLEED BLEED PORT
BLEED PORT OVERHEAT PORT
PRV3 TEMPERATURE PROBE AUXILIARY LP MAIN HP
LP3 BLEED PORT BLEED
BLEED-AIR PORT
TEMPERATURE PROBE
APU AIR
SYSTEM ANTI- NO. 2
ICING ENGINE
BLEED
VALVE
PASSENGER
AIR-CONDITIONING SYSTEM
LP1 BLEED-AIR
TEMPERATURE LP2
MAIN LP ISOLATION PROBE PROBE
BLEED VALVE
PORT LEGEND
FlightSafety
OVERHEAT
AIR INTAKE MAIN HP TEMPERATURE HP BLEED AIR
ANTI-ICING BLEED PORT PROBE PRV2 LP BLEED AIR
HP1 MIXED BLEED AIR
SOLENOID VALVE AUXILIARY HP PRESSURE
ENGINE
NO. 2 ENGINE AMBIENT AIR
international
AUXILIARY LP S-DUCT ANTI-ICE
BLEED PORT AUXILIARY HP
BLEED PORT SYSTEM
Figure SR-35. Bleed-Air Operation—Anti-icing On

COPILOT
GASPER
CABIN
TWO-WAY FLOOR CREW
PILOT MANIFOLDS PASSENGER TEMPERATURE
FOOTWARMERS HEAT DUCT
SENSOR/AMPLIFIER SENSOR ENGINE
PASSENGER CREW CREW
PASSENGER INTER- CONDITIONED AND FLIGHT CREW
FLAPPER DOOR THERMAL CONTROL
NOSE CONE VALVE HEATING GASPERS CONNECT AIR DUCT VENTURI
FLAP SWITCH HEATING
ISOLATION
VALVE (SNs PRIOR TO 163)
(PRIOR TO SNs 69) F
25

EFIS
BLOWERS
1
2
GASPER PICK-OFF 3
NOSE
THIRD CREW MEMBER
CONE
BLOWER 3
DEFOG 4
OUTLETS
EFIS VENTILATION
AIR OUTLETS
PASSENGER
MANUAL VENTURI
DISTRIBUTOR
CONTROL AFT WINDOW
VENTILATION DUCT FLAPPER TWO-WAY PASSENGER CABIN PASSENGER PASSENGER
LAVATORY THERMAL
(PRIOR TO SN 116) VALVE DUCT CONDITIONED FLOOR HEATING DUCT
CREW AIR DUCT HEATING SWITCH SENSOR
PILOT TEMPERATURE FRONT GROUND DUCTS
EFIS GASPER CONDITIONING
COLD AIR SENSOR
FlightSafety
FLAP REAR GROUND
CONDITIONING
FLAP FLIGHT CONTROL
LEGEND AND ENGINE POWER
HOT AIR CONDITIONED AIR (HEATED) AIR SOURCES: CONTROL HEATING
1. COOLED AIR FROM TURBOCOOLER 3. RECIRCULATED AIR IN TWO-WAY DUCTS (AFTER SB 900-115)
COOLED AIR RECIRCULATING AIR 2. BLEED AIR TO CREW JET PUMP 4. BLEED AIR TO PASSENGER JET PUMP
international
SR-47
Figure SR-36. Distribution System Normal Operation—Flight (Heating)

SR-48
PILOT
FOOTWARMERS TWO-WAY CREW CREW
MANIFOLDS CONDITIONED DUCT
AIR DUCT PASSENGER TEMPERATURE
COPILOT SENSOR/AMPLIFIER SENSOR
GASPER ENGINE
PASSENGER CREW AND FLIGHT
DOOR INTER- THERMAL CREW
FLAPPER PASSENGER CONNECT CONTROL
VALVE HEATING GASPERS CABIN SWITCH VENTURI
FLAP HEATING
FLOOR
(SNs PRIOR TO 163) HEAT
NOSE CONE
ISOLATION F
25
VALVE

(PRIOR TO SN 69)
EFIS
BLOWERS
1
2
NOSE GASPER PICK-OFF 3

CONE
BLOWER THIRD CREW MEMBER
3
4
DEFOG
OUTLETS PASSENGER
VENTURI
EFIS VENTILATION
AIR OUTLETS
PILOT
GASPER
EFIS FRONT GROUND
COLD AIR CREW TWO-WAY CONDITIONING CABIN PASSENGER
TEMPERATURE PASSENGER
DUCT FLAP FLOOR THERMAL DUCT
SENSOR HEATING LAVATORY SWITCH
MANUAL SENSOR
FLAPPER DUCTS HEATING
FlightSafety
DISTRIBUTOR AFT WINDOW
CONTROL VENTILATION DUCT VALVE PASSENGER REAR GROUND
(PRIOR TO SN 116) CONDITIONED CONDITIONING FLIGHT CONTROL
AIR DUCT FLAP AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
LEGEND
HOT AIR AIR SOURCES:
international
1. COOLED AIR FROM TURBOCOOLER 3. COLD AIR FROM GASPER PRESSURE REGULATOR
COLD AIR CONDITIONED AIR (COOLED) 2. BLEED AIR TO CREW JET PUMP 4. HOT AIR TO PASSENGER JET PUMP
Figure SR-37. Distribution System Normal Operation—Flight (Cooling)

MAIN HP
BLEED PORT
NOTE: CONDITIONS:
OVERHEAD PANEL CREW AND PASSENGER AIR- • ALL BLEED SWITCHES ON
AIR
INTAKE CONDITIONING VALVES CLOSE WHEN ONE • APU OFF
ANTI- NO. 3 OR MORE POWER LEVERS ARE ADVANCED • POWER LEVER TO TAKEOFF
HP1 PRV2 PRV3 ICING ENGINE THROUGH 54˚ PLA AND AIRCRAFT IS ON • ANTI-ICE OFF
THE GROUND.
APU
ON IF MAIN LP AIR AUXILIARY LP
ISOLATION PRESSURE- INTAKE BLEED PORT
ISOL BLEED PORT REGULATING
VALVE ANTI-
CLOSED VALVE 3 635˚F (335˚C)

ICING MAIN HP
LP LP BLEED PORT
ISOLATION
AUTO APU
ON NORM
CREW AIR-CONDITIONING SYSTEM NO. 2
OFF HEAT
FUEL TANK ENGINE
ISOL PRESSURIZATION SYSTEM
PASSENGER CREW BAG
PRESSURIZATION JET PUMP 635˚F
BLEED AIR (335˚C)
PASSENGER
AIR-CONDITIONING SYSTEM MAIN HP
BLEED PORT
WARNING PANEL
MAIN HP
BLEED PORT 635˚F
(335˚C) MAIN LP
MAIN LP BLEED PORT
BLEED BLEED
BLEED PORT HP1
OVHT APU BLEED
VALVE
AIR NO. 2
INTAKE ENGINE PRESSURE-
NO. 1 S-DUCT
ANTI- ENGINE REGULATING
ICING ANTI-ICE VALVE 2
ON IF: SYSTEM
FlightSafety
FLASHING IF • APU BLEED VALVE OPEN IN FLIGHT
CORRESPONDING • APU BLEED VALVE OPEN ON THE
SWITCH GROUND AND POWER LEVER AT
OFF A POSITION ABOVE 54˚ FCU LEGEND
HP BLEED AIR
LP BLEED AIR
international
AUXILIARY HP PRESSURE
SR-49
Figure SR-38. Bleed-Air System—Power Lever to Takeoff

SR-50
Table SR-4. NO. 1 AND NO. 3 ENGINE NACELLE ANTI-ICING LOGIC SYSTEM
ENG1/ENG 3 PT2TT2 AIR INTAKE LOW HIGH ENG1/ENG 3

SWITCH SENSOR ANTI-ICING PRESSURE PRESSURE LIGHT
PRV

Initial Status
Off Not energized Closed None None Out
Activation
On Energized Opening Lower than 4 psi Amber Steady
On Energized Regulating Higher than 4 psi Lower than 90 psi Green
Abnormal Conditions
On Energized Regulating Lower than 4 psi Amber steady
On Energized Fully open (no regulation) Higher than 4 psi Higher than 90 psi Amber Flashing
Switch to Off
Off Not energized Closing Higher than 4 psi Amber
Off Not energized Closed Lower than 4 psi (single flash)
Out
Abnormal Conditions
Off Not closed Higher than 4 psi Amber flashing
FlightSafety
international
FlightSafety
international
ENG 1 ENG 2 ENG 3 WING
ANTI-ICE
PRINTED CIRCUIT
BOARD
PT2 TT2 PYLON

PROBE
NO. 3 ENGINE
PRESSURE-REGULATING
FLOW LP PRESSURE HP PRESSURE VALVE
LIMITER SWITCH SWITCH
LEGEND
AUXILIARY HP BLEED AIR
ELECTRICAL POWER
Figure SR-39. No. 3 Nacelle Anti-icing Operation

ANTI-ICE
PRINTED CIRCUIT
BOARD
ECU HEAT
EXCHANGER
RAM-AIR INLET
ANTI-ICING
PRESSURE-REGULATING
VALVE
PYLON
PT2 TT2
PROBE
NO. 1 ENGINE
FLOW
LIMITER
HP
LP PRESSURE HP PRESSURE BLEED
SWITCH SWITCH PORT
LEGEND
ELECTRICAL POWER
Figure SR-40. No. 1 Nacelle and Ram-Air Inlet Anti-icing Operation

LEGEND HP11 PRV 2
HP PRV 3
HP BLEED AIR ENG 2
LP BLEED AIR
APU
NO. 2 HP/LP MIX
ISOL
INTAKE LIP ENGINE ELECTRIC POWER
S-DUCT
AMBIENT
LP LP

ENGINE ISOLATION
NACELLE
PRINTED PRV AUTO
NORM
CIRCUIT ON
HEAT
BOARD OFF
ISOL
PASSENGER CREW BAG
CENTER HP BLEED AIR
PEDESTAL PRESSURE
SWITCH
FLOW
LIMITER NO. 2
S-DUCT ENGINE
PT2 TT2
ANTI-ICE PROBE
VALVE APU
NO. 3 ENGINE
PICCOLO TUBE MANIFOLD

CHECK LP 2
LP PRESSURE TO
SWITCHES WING VALVE SENSOR
NO. 1 ENGINE
FlightSafety
TO PASSENGER
AIR CONDITIONING SYSTEM PRV
2
ISOLATION
VALVE FULL OPENING
SOLENOID
international
SR-53
Figure SR-41. No. 2 Nacelle and S-Duct Anti-icing Operation

SR-54
LEGEND HP 1 PRV 2 PRV 3
ANTI-ICE HP BLEED AIR

WING MAIN
PANEL HP LP BLEED AIR APU
BLEED
AIR HP/LP MIX ISOL
ELECTRIC POWER
MANIFOLD NO. 3 ENGINE AMBIENT LP LP
PRV3 ISOLATION
FULL-OPENING

SOLENOID AUTO
RIGHT WING NORM
MAIN LP PRV3 VALVE ON
PRESSURE HEAT
BLEED AIR OFF
SWITCH ISOL
(LP3) PASSENGER CREW BAG
BLEED AIR
WING
192.5°C ANTI-ICING
VALVE
POWER LEVER SWITCHES
FIXED
WING ROOT PRINTED
LEADING EDGE PEDESTAL CIRCUIT
BOARD
ISOLATION
CREW AIR VALVE
192.5°C CONDITIONING
APU AND
NO. 2 ENGINE
HP1 VALVE OUTBOARD SLAT
LEFT WING PRESSURE
FlightSafety
SWITCH MAIN HP MANIFOLD
BLEED AIR
MAIN LP BLEED
AIR (LP1)
SKIN AND
NO. 1 ENGINE SHROUD
international
TELESCOPIC
TUBES GLASS WOOL
WING
SLAT INNER CASING
STRUCTURE
Figure SR-42. Wing Leading-Edge Slats Anti-icing Operation

LP WATER HP WATER ECU SNs PRIOR TO 96 BAGGAGE BAGGAGE
SEPARATOR SEPARATOR COMPRESSOR OVERHEAT COMPARTMENT COMPARTMENT
SENSOR BATTERY VENTURI HEAT VALVE
COMPARTMENT
ANTI-ICING TURBOCOOLER COLD AIR SUPPLY
SENSOR ELECTRICAL NO. 3 ENGINE
TURBINE VALVE HP/LP
CREW AIR- (SB F900-125) BLEED AIR
CONDITIONING
DUCT WING ANTI-ICING
VALVE
CREW CREW TEMPERATURE-

COLD AIR REGULATING DUAL
CABIN CONTROL VALVE

COLD AIR OZONE
OR CATALYSER
SUCTION CREW AIR-
CONDITIONING
VALVE
COLD AIR FLOW
PRESSURE- LIMITER NO. 2 ENGINE S-DUCT
REGULATING ANTI-ICING VALVE
VALVE
PASSENGER AIR-
COLD AIR CONDITIONING
OR VALVE
SUCTION
ISOLATION VALVE
LOW- NO. 2
PRESSURE ENGINE
AIR INLET WATER PRIMARY HEAT HP/LP BLEED AIR
INJECTOR EXCHANGER APU BLEED AIR
CABIN
PASSENGER AIR-
CONDITIONING NO. 1 ENGINE
FlightSafety
DUCT ANTI-ICING HP/LP
TURBINE BYPASS
VALVE BLEED AIR
EMERGENCY VALVE
NO. 1 ENGINE PYLON MAIN HEAT ANTI-ICING
RAM AIR INLET EXCHANGER ELECTRIC VALVE TURBOFAN
(SB F900-131)
COOLING UNIT
international
LEGEND AIR OUTLET
TURBOCOOLER
BLEED AIR CONDITIONED AIR WATER
COMPRESSED AIR PASSENGER TEMPERATURE
SR-55
TURBOCOOLER REGULATING DUAL

TEMPERED AIR RAM AIR
TURBINE AIR CONTROL VALVE
Figure SR-43. Normal Operation—Ground or Slow Flight (Cooling)

SR-56
ECU OVERHEATING BAGGAGE
TEMPERATURE SNs PRIOR TO 96
COMPARTMENT BAGGAGE COMPARTMENT
LP WATER HP WATER SENSOR VENTURI
SEPARATION COMPRESSOR BATTERY HEATING ELECTRIC VALVE
SEPARATOR COMPARTMENT
TURBO-COOLER COLD AIR SUPPLY
ANTI-ICING
DUCT SENSOR TURBINE ELECTRICAL NO. 3 ENGINE
VALVE HP/LP
CONDITIONING
CIRCUIT
CREW TEMPERATURE-
CREW REGULATING DUAL

COLD AIR
ELECTRIC VALVE
CABIN
COLD AIR OZONE
OR CATALYSER
SUCTION
CREW AIR-
CONDITIONING
COLD AIR FLOW VALVE
PRESSURE- LIMITER
REGULATING
VALVE PASSENGER AIR-
CONDITIONING
COLD AIR VALVE
OR WATER
SUCTION INJECTOR ISOLATION VALVE
LOW-PRESSURE NO. 2
AIR INLET MAIN HEAT ENGINE
ANTI-ICING HP/LP BLEED AIR
EXCHANGER VALVE TURBOFAN
CABIN APU BLEED AIR
PASSENGER AIR- TURBINE

CONDITIONING BYPASS NO. 1 ENGINE
FlightSafety
EMERGENCY HP/LP
CIRCUIT ANTI-ICING ELECTRIC VALVE
BLEED AIR
NO. 1 ENGINE PYLON ELECTRIC VALVE
RAM AIR INLET PRIMARY HEAT (SB F900-131)
EXCHANGER COOLING UNIT
AIR OUTLET
LEGEND
international
TURBOCOOLER
BLEED AIR RECIRCULATED AIR RAM AIR PASSENGER TEMPERATURE
COMPRESSED AIR
TURBOCOOLER REGULATING DUAL
TEMPERED AIR CONDITIONED AIR (HEATED) WATER ELECTRIC VALVE
TURBINE AIR
Figure SR-44. Normal Operation—Flight (Heating)

INTER- PC BOARD
CONNECT 55%
FLAP FULLY HOT
LIMITATION MANUAL
THERMAL SWITCH
AUTO
SNs PRIOR TO 96
CREW AIR-CONDITIONING
VALVE NO. 3
ENGINE
(HP/LP)
BAGGAGE
COMPARTMENT
HEAT OZONE
COCK- DUCT VALVE CATALYSER
PIT CREW SENSOR
SENSOR COLD CREW TEMPERATURE NO. 1
RECYCLED AIR REGULATING DUAL ENGINE
AMPLIFIER AIR
GENERATION ELECTRIC VALVE (HP/LP)
CABIN PASSENGER OZONE
CONTROLS SENSOR
CATALYSER
(OPTIONAL)
NO. 2
PC BOARD ENGINE
REMOTE (HP/LP)
55% OR AUTO
FULLY HOT OR APU
LIMITATION MANUAL
THERMAL DUCT
SWITCH SENSOR
PASSENGER
AIR-CONDITIONING
VALVE
PASSENGER
TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
LEGEND
BLEED AIR
CONDITIONED AIR
AUTO REMOTE
COLD AIR
Figure SR-45. Temperature Control Operation

SR-58
BAGGAGE BAGGAGE
ECU OVERHEATING COMPARTMENT COMPARTMENT
LP WATER TEMPERATURE BATTERY VENTURI HEATING
TURBO- SENSOR
SEPARATOR COOLER COMPARTMENT ELECTRIC VALVE
COLD AIR SUPPLY CREW TEMPERATURE
HP WATER
COMPRESSOR ELECTRICAL VALVE REGULATING DUAL
SEPARATION
ANTI-ICING (SB F-900-125) ELECTRIC VALVE
DUCT SENSOR TURBINE SNs
PRIOR
ANTI-ICING TO 96 NO. 3 ENGINE
CREW-AIR VALVE HP/LP BLEED AIR
CONDITIONING
CIRCUIT

CREW COLD
AIR OZONE
CATALYSER
CABIN
COLD AIR
CREW AIR-
COLD AIR
CONDITIONING VALVE
OR SUCTION
COLD AIR FLOW
CABIN
PRESSURE- PRESSURIZED LIMITER PASSENGER AIR-
REGULATING CONDITIONING VALVE
VALVE
COLD AIR ISOLATION VALVE

OR SUCTION
NO. 2 ENGINE
PASSENGER HP/LP BLEED AIR
COLD AIR } APU BLEED AIR
PASSENGER
AIR-CONDITIONING BYPASS NO. 1 ENGINE
CIRCUIT ELECTRIC HP/LP BLEED AIR
TURBINE
EMERGENCY VALVE
LEGEND ANTI-ICING
LOW-PRESSURE COOLING UNIT
FlightSafety
ELECTRIC
BLEED AIR AIR INLET NO. 1 ENGINE VALVE AIR OUTLET
PYLON RAM-
RAM AIR AIR INLET
PASSENGER TEMPERATURE
RECIRCULATED AIR REGULATING DUAL ELECTRIC
WATER PRIMARY HEAT
TURBOFAN VALVE
INJECTOR EXCHANGER
international
MAIN HEAT
EXCHANGER
Figure SR-46. Air Source—Emergency Pressurization

STANDBY STATIC STANDBY STATIC
RAM AIR
STANDBY PITOT TEMPERATURE SENSOR
TRIPLE INDICATOR AILERON

PILOT PITOT (CABIN ALT, Δ P, AND ARTHUR Q UNIT
COPILOT PITOT
RATE-OF-CLIMB)
COPILOT STATIC PILOT STATIC

PILOT STATIC STANDBY MACH ELEVATOR STANDBY COPILOT STATIC

SPEED INDICATOR ARTHUR ALTIMETER
ELEVATOR
ADC 1 ARTHUR ADC 2
UNIT
MACH SPEED LEGEND
INDICATOR 1 MACH SPEED
(OPTION) INDICATOR 2 PILOT PITOT
(OPTION) COPILOT PITOT
HOR STAB ID 802 ANNUNCIATOR 1 CABIN ID 802 ANNUNCIATOR 2 PILOT STATIC
CRUISE STOP (TAT, SAT, TAS) PRESSURIZATION (TAT, SAT, TAS) COPILOT STATIC
CONTROL (OPTION) STANDBY PITOT
AILERON ARTHUR Q
MONITORING A/C SNs UP TO 178 ELECTRIC ELECTRIC STANDBY STATIC
AILERON ARTHUR CONTROL ALTIMETER EFIS 1 ALTIMETER
1 ELECTRICAL
A/C SNs 179 AND HIGHER 2
SLAT VERTICAL SPEED FMS 1 VERTICAL SPEED LANDING GEAR
MONITORING INDICATOR 1 INDICATOR 2 CONTACTS
SLAT VMO/MMO
IRS 1 WARNING
CONTACTS
VMO/MMO SLAT
EFIS 2 CONTACTS
WARNING
FlightSafety
SLAT
LANDING GEAR FMS 2 MONITORING
CONTACT
AILERON ARTHUR Q MONITORING
ALTITUDE A/C SNs BELOW 165,
IRS 2 AND 179 AND HIGHER
WARNING
AILERON ARTHUR CONTROL
A/C SNs 165 TO 178
international
ATC 1 TURBOFAN
CONTROL PANEL CONTROL ATC 2
CONTROL PANEL
SR-59
Figure SR-47. Pitot-Static System

SR-60
COPILOT ID 802 ANNUNCIATOR

LEFT CIRCUIT-BREAKER PANEL RIGHT CIRCUIT-BREAKER PANEL (OPTION 22.10.01) ADC 2
PILOT ID 802 ANNUNCIATOR BUS A1
BRT XXX XXX 20°c SAT 25°C TAT 175 KTAS
BRT
20°c SAT 25°C TAT 175 KTAS 2.5 2.5
RESET RESET
L AFCS FAIL ADC ADC L AFCS FAIL

L AFCS R AFCS MASTER R AFCS 1 2 L AFCS R AFCS MASTER R AFCS
AP ENGAGED AP ENGAGED
NAVIGATION NAVIGATION
PILOT EADI COPILOT EADI
SPERRY
SPERRY
LNAV HDG VASL LNAV HDG VASL

180 ASEL 180 ASEL
3000
160 20 3000 160 20

120 120
10 10
180 180 G
G
S S
100 100
10 10
X
80 20 0
I
R 80
00
20 0 LEFT ANGLE-
00 S
FORWARD OF-ATTACK
PRESSURE SENSOR
BULKHEAD
PILOT MACH COPILOT LEFT
SPEED INDICATOR* ALTIMETER STATIC
PRESSURE
60
400 66 80
100
9
0
1 PORTS
350
120 8 28 7 20 2
300
140
ALT
250 IAS 7 3
KT 160
230 6 4
180 5
200 BARO
PILOT
PITOT
COPILOT VERTICAL PRESSURE
PILOT SPEED INDICATOR PROBE
ALTIMETER RAM-AIR
TEMPERATURE
1 2 STANDBY
5 4 SENSOR
9
0
1 UP
VERTICAL SPEED PITOT
28 7 20
0
DOWN
6 LEFT PRESSURE
8 2
ALT
5 1000 FT PER
1
MIN 4 STANDBY PROBE
7 3
2 STATIC
6 4
BARO
5
TRIPLE PRESSURE
FlightSafety
INDICATOR PORTS
STANDBY (ALT, Δ P, AND COPILOT MACH
PILOT VERTICAL STANDBY MACH SPEED CABIN RATE-OF-CLIMB) SPEED INDICATOR* ADC 1
SPEED INDICATOR ALTIMETER VMO/MMO INDICATOR
TEST 2
-1 0 1 2
3 400 66
60
80
60 4
1 2
9
0
1 PUSHBUTTONS 6
400
80
100 1
5
6
350 100
120
5 4 8
1 00
00 0
2
350 120
0
7 300
140
VERTICAL SPEED 5 300 8
UP
6
7 3 140
9 250 IAS
international
0 6 4
250 200
160 1 CABIN 10 KT 160
DOWN 5 4 180 230
20 180
5 1000 FT PER
MIN 4 ADC 1 ADC 2 2
40
200
1
2
* PILOT AND COPILOT ELECTRIC MACH SPEED INDICATORS ARE OPTION NO. 34.10.01.
Figure SR-48. Pitot-Static/Air Data Instruments Location

MASTER WARNING SYSTEM

TABLES
Table Title Page
MWS-1 Annunciator Illumination Causes ............................ MWS-1
MWS-2 Fire Panel Illumination Causes ................................ MWS-6
MWS-3 Hydraulic Control and Indicator Panel
Illumination Causes .................................................. MWS-7
MWS-4 Battery Temperature Indication
Illumination Causes .................................................. MWS-7
MWS-5 ENG 2 FAIL Illumination Causes ............................ MWS-8
MWS-6 ITT Light Illumination Causes ................................ MWS-8
MWS-7 Audio Warning Causes ............................................ MWS-9
MWS-8 Audio Warning Testing .......................................... MWS-13
MWS-9 Configuration Panel and Landing Gear
Control Handle Illumination Causes ...................... MWS-14
MWS-10 Thrust Reverser Indicator Lights
Illumination Causes................................................ MWS-15
MWS-11 Overhead Panel Light Illumination Causes............ MWS-16
FOR TRAINING PURPOSES ONLY MWS-i

Table MWS-1. ANNUNCIATOR ILLUMINATION CAUSES
ANNUNCIATOR CAUSE FOR ILLUMINATION
The control switch of the indicated computer is in the OFF

CMPTR 1 or MAN position.
CMPTR 2 The indicated computer has failed (electrical power supply

failure, internal failure, or incorrect data).
CMPTR 3
FWD The light comes on if: (Specific light to aircraft incorporating

DOORS M880A modification).
The main entrance door is not locked or the front lavatory

compartment service door is not locked (on aircraft equipped
with this lavatory compartment).
The indicated heating systems are not on.

L. AOA
Angle-of-attack heating has failed.
R. AOA
The oil pressure of the indicated engine is lower than 25 psi

OIL 1
(1.72 bar).
OIL 2 Chips are detected in the indicated engine oil system.
Red light with M880A

OIL 3
The indicated heating systems are not on.

L. PITOT
Pitot or static pressure probe heating has failed.
R. PITOT
ST BY The indicated heating system is not on.

PITOT
Standby pitot pressure probe heating has failed.
The indicated generator is not tied to the power system (the

GEN 1
associated reverse current relay is open, or the start relay
remains closed at the end of a start sequence).
GEN 2
GEN 3
FOR TRAINING PURPOSES ONLY MWS-1

Table MWS-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)
L. WHL An overheat condition is detected in the left or right landing gear

OVHT wheel well.
R. WHL
OVHT
The indicated battery is not connected to the aircraft power

BAT 1 system through its make-and-break switch.
BAT 2
The main left and right buses are tied or the battery 2 paralleling
BUS TIED contactor remains closed.
HOT The temperature of one of the batteries exceeds 150°F

BAT (65.5°C) for aircraft prior to SN 172 with SB-94 not applied.
The temperature of one of the batteries exceeds 160°F

(71.1°C) for aircraft SN 172 and subsequent, and aircraft prior
to SN 172 with SB-94 applied.
The HOT light located on the battery temperature indicator is

illuminated.
AUTO There is a discrepancy between the two slat control

SLATS flight/ground contacts.
There is a discrepancy between these two contacts and the

nose and left landing gear flight/ground contacts, inhibiting
gear retraction.
The discrepancy between the two angle-of-attack sensors

exceeds +5° (in-flight configuration only).
One of the ADC contacts controlling the slats detects an IAS

lower than 265 knots, whereas the ADC monitoring contacts
detect an IAS of 280 knots.
FLAP An asymmetry between the left and right flap position exists.
ASYM
MWS-2 FOR TRAINING PURPOSES ONLY


The pressure switch located on the indicated engine fuel supply
FUEL 1 LP line indicates a pressure drop (pressure less than or equal to
4.6 psi [approximately 320 mb]).
FUEL 2
FUEL 3
XTK 2 The front-to-rear tank transfer valve is open when it should be

OPEN closed.
Aircraft with transfer valve XTK2.
XTK 2 The front-to-rear tank transfer valve is closed when it should be

CLOSED open.
BAG The cabin baggage compartment access door is not closed.

ACCESS
LO A fuel level below 200 pounds is detected in tank group G1

FUEL 1 or G3.
LO
FUEL 3
LO For aircraft SNs 1 to 11—A fuel level below 200 pounds is

FUEL 2 detected in tank group G2 (or below 1,100 pounds if booster
pumps 2 are off).
For aircraft SNs 12 and subsequent—A fuel level below

200 pounds is detected in tank group G2.
AIL The emergency aileron actuator is not in the neutral position.

ZERO
AIL A discrepancy is detected between the IAS output of the air data
FEEL computer and the position information supplied by the linear
potentiometer on the aileron Arthur actuator.
PITCH There is a discrepancy between the position of the elevator

FEEL Arthur actuator and the position of the horizontal stabilizer, or
there is an elevator Arthur box malfunction.

AFT CABIN The light comes on if:

ISOL The foldable door of the partition at frame 16 is not latched open
when the “No smoking” passenger call sign is activated.
(option 25-21-01)
REV The thrust reverser clamshell doors are not locked in the stowed
UNLOCK position.
NOTE
The light normally illuminates during the thrust reverser retraction
phase.
One of the two fuel vents is not closed.

FUELING
The defueling/refueling valve is not closed.
The refueling connector access door is not closed.
The refueling control panel access door is not closed.
The GRAVITY FUELING switch is set to ON.
Bus B-2 has failed.
The DEFUELING switch is set to ON.
The vent valve control lever is raised.
The autopilot has failed or has automatically disengaged.

AP
On aircraft incorporating M880C, when this light flashes, the
audio warning sounds.
The AP trim coupler system has failed.

MISTRIM
MACH The Mach trim system is disengaged or has failed.

TRIM
BLEED An overheat of HP/LP bleed air is detected (temperature higher

OVHT than or equal to 635°F [335°C], or 545°F [285°C] if anti-icing has
been activated).

ECU An overheat (446°F or 230°C) is detected at the compressor

OVHT outlet of the turbocooling unit.
The turbofan bypass valve is not closed, and the airplane is

on the ground or flight with the landing gear down and locked.
COND’G Overheating is detected in one of the cabin or cockpit supply

OVHT ducts (air temperature higher than or equal to 203°F [95°C]).
NOSE Overheat is detected in the nose cone (temperature higher than

CONE OVHT or equal to 158°F [70°C]).
BLEED The APU bleed-air valve is not completely closed with the bleed
APU switch off or one of the power levers positioned to 54° or greater.
The baggage compartment electric isolation valve is not open. In

BAG ISOL this condition the baggage compartment is not pressurized.
Steady illumination: Hydraulic system No. 2 pressure is

#2 P BK
applied to the brakes (pressure higher than 261 psi
[approximately 18 bars]).
Flashing illumination: When the park brake accumulator

pressure is between 1,305 to 1,102 psi or below, the brakes
can be applied only once.
With audio warning:

CABIN • Cabin altitude is greater than or equal to 10,000 feet.
Without audio warning:

• The main entrance door is not locked.
• The front lavatory compartment service panel door is not
closed (if this option is installed).
Light on only with audio warning on aircraft with M880A.
REAR The baggage compartment outside door is unlocked.

DOORS
The rear compartment door is unlocked.

T/O The light illuminates and the audio warning sounds if the aircraft
CONFIG is on the ground, with at least one of the power levers advanced
beyond 82° and one of the following modes present:
• The slat/flap control is in CLEAN.
• Flap deflection is higher than or equal to 22°.
• The airbrakes are not retracted.
• The horizontal stabilizer is out of the authorized green takeoff

range between –4° 30' and –7° 30'.
• The slats are not extended.
• On aircraft incorporating M880C, the park brake handle is

pulled and the dual braking system is not activated.
Table MWS-2. FIRE PANEL ILLUMINATION CAUSES

Fire is detected in the indicated engine compartment.
FIRE 1
FIRE 2
FIRE 3
FIRE Fire or smoke is detected in the baggage compartment.

BAG COMP
Fire is detected in the APU compartment.

FIRE APU
A fault is detected in the associated detection loop.
FAULT
During fuel shutoff valve transit or if there is a discrepancy

FUEL between the position of the valve and the position of the control
SHUT switch.
OFF
TRANS

Table MWS-3. HYDRAULIC CONTROL AND INDICATOR

PANEL ILLUMINATION CAUSES

The pressure of the indicated pump is lower than 1,500 psi
PUMP 1 (approximately 103 bars).
PUMP 2
PUMP 3
ST BY The standby pump selector located in the rear compartment

PUMP is not in the normal flight position.
The standby pump cycle time is longer than 60 seconds.
Pressure supplying the left or right brake units becomes

L R higher than or equal to 232 psi (approximately 16 bar)
increasing in system No. 1.
The lights extinguish when the brakes are released and

pressure becomes lower than or equal to 160 psi (11 bars)
decreasing in system No. 1).
Table MWS-4. BATTERY TEMPERATURE INDICATOR

ILLUMINATION CAUSES
ANNUNCIATOR CAUSE FOR ILLUMINATOR
WARM The No. 1 and/or No. 2 battery overheats. (The light illuminates
when the battery internal temperature is higher than 120°F
[48.9°C]).
HOT The No. 1 and/or No. 2 battery overheats. The light illuminates
when the battery internal temperature is:
• Over 150°F (65.5°C) for aircraft prior to SN 172 with SB-94

not applied, or
• Over 160°F (71.7°C) for aircraft SN 172 and subsequent, and

for aircraft prior to SN 132, with SB-94 applied.
NOTE
This light is connected in parallel with the red HOT BAT light on
the warning panel.
On aircraft with SB-125, the aircraft on the ground, the MASTER

APU switch set to ON, and the COND BATT switch on, this light
illuminates when the battery cooling electric valve is fully open.

Table MWS-5. ENG 2 FAIL ILLUMINATION CAUSES

The aircraft is on the ground and the No. 2 engine power
ENG 2 FAIL lever is at the 84° setting and the No. 2 engine power is less
than 85% N1.
The No. 2 engine S-duct access door is not properly closed.
A second light is installed on the copilot instrument panel on

aircraft with M880B incorporated.
On aircraft with SB-131, this pushbutton light is illuminated

ECU when the turbine emergency anti-icing valve is closed.
A/I
Table MWS-6. ITT LIGHT ILLUMINATION CAUSES
The light flashes if the associated engine ITT reaches 952°C

on TFE-731-5AR-1C or 980°C on TFE-731-5BR-1C.
If the power increase function is used, the light flashes at

974°C on TFE-731-5AR-1C or 996°C on TFE-731-5BR-1C.
The light indicates the correct operation of power increase system

PWR
control relays for high altitude takeoff (approximately 5,000 feet)
INC
and hot weather conditions (over 18.5°C).

Table MWS-7. AUDIO WARNING CAUSES
SIMULTANEOUS
TYPE OF HORN
WARNING WARNING OR CAUSE
SOUND SIL
INDICATION
VMO/MMO Continuous varying sound Readings on both EFISs VMO/MMO exceeded No

with frequency varying

between 660 Hz and
3,330 Hz during a one-second
period
Cabin pressure Warning voice CABIN Red CABIN light on warning Cabin altitude higher than Yes
panel and cabin altitude 10,000 feet
reading higher than 10,000
feet on cabin altimeter
Fire Continuous two-pitch audiblbe Illumination of at least one red Fire is detected by: Yes
500-Hz tone for 150 ms and FIRE light on the fire panel • Engines 1, 2, and 3 fire detectors
then 555 Hz for 150 ms • APU fire detector
• Baggage compartment smoke
detector
SLATS NOT EXTENDED
FlightSafety
Stall Intermittent 1,660-Hz sound • Illumination of the three IGN Aircraft angle of attack is No
(beep beep)—on for 100 ms lights on the overhead panel greater than 11°
and off for 100 ms • Flashing of green slat light
international
MWS-9
MWS-10
Table MWS-7. AUDIO WARNING CAUSES (Cont)
SIMULTANEOUS
TYPE OF HORN
SOUND SIL
INDICATION

SLATS EXTENDED
Stall Intermittent 1,660-Hz sound • Illumination of the three IGN Aircraft angle of attack is greater No
(beep beep)—on for 100 ms lights on the overhead panel than 16.5°
and off for 100 ms • Steady green slat light
• Activation of stick-shaker on
aircraft with M889
Altitude deviation Warning voice ALTITUDE • Illumination of the amber From a given altitude, the aircraft
altitude warning light on the flies to the altitude selected on the No
pilot and copilot altimeters control unit. When within 1,000 feet
of this altitude, the audio warning
• The altitude selected on the sounds, and the light on each
ASEL box of each EADI altimeter illuminates.
changes color.
Once the preset altitude is reached,
the audio warning sounds and the
FlightSafety
altimeter lights illuminate if altitude
deviation exceeds 250 feet.
Horizontal Continuous clacker sound Horizontal stabilizer position Movement of horizontal stabilizer, No
Stabilizer with pulse frequency at indicator needle is in move- whatever the operation mode.
international
in movement 12.5 Hz ment on the trim panel.
SIMULTANEOUS
TYPE OF HORN
SOUND SIL
INDICATION

SLATS EXTENDED
Landing gear Warning voice GEAR Red light on landing gear The control handle is in the gear Yes
gear control handle downlocked or uplocked position,
flashes. IAS is lower than 160 knots, at least
one of the power levers is in the
reduced power position (but not on
STOP on aircraft with M881), and
at least one of the three gears is
not downlocked.
The control handle is in the down- No

locked or uplocked position, the
flaps are extended to 40°, and at
least one of the three gears is not
downlocked.
FlightSafety
Decision height Warning voice MINIMUM Letters DH appear on both Preset decision height is reached. Yes
EADIs.
Autopilot (Aircraft Warning voice AUTOPILOT Illumination of the AP light on Failure or disengagement of the No
international
with M880C) the warning panel autopilot
MWS-11
MWS-12
SIMULTANEOUS
TYPE OF HORN
SOUND SIL
INDICATION

SLATS EXTENDED
Takeoff Configuration Warning voice Illumination of the T/O CONFIG The aircraft is on the ground, at Yes
NO TAKE-OFF light on the fire panel least one of the power levers is
advanced beyond 82°, and (one of
the following conditions):
• Flaps are out 22° or more
• Flap/slat control is at CLEAN
• Airbrakes are not retracted
• Horizontal stabilizer is out of the
–4° 30' to –7° 30' position
• Slats are not extended
• Park brake handle pulled and
dual braking system not activated
(aircraft with M880C).
Red lights on warning 770 Hz gong for 0.4s. Illumination of one of • Check possible causes of warning No
FlightSafety
panel that do not have the red lights. light concerned
their own audio
warnings and ENG 2
FAIL red lights
international
(aircraft with M880C).
Table MWS-8. AUDIO WARNING TESTING

VMO/MMO Depressing ADC 1 or ADC 2 pushbuttons on the pedestal
Cabin altitude Depressing the test pushbutton on the cabin pressure controller
accompanied by illumination of the CABIN light on the warning
panel
Fire Setting the warning panel LIGHTS–TEST–FIRE switch to FIRE

(all the FIRE lights on the fire panel illuminate)
Stall On the ground depressing the STALL 1 or STALL 2 pushbutton
Horizontal Action on the pitch trim control

stabilizer in
movement
Landing gear Depressing the landing gear test pushbutton on the slat/flap
landing gear configuration panel
Takeoff On the ground, reproducing configuration the conditions that

cause the warning panel T/O CONFIG light to illuminate

Table MWS-9. CONFIGURATION PANEL AND LANDING GEAR

CONTROL HANDLE ILLUMINATION CAUSES
The control handle is in the gearup position, and the three

gears are not yet uplocked.
The control handle is in the down position, and the landing

gear is not fully downlocked.
The control handle is in the up position, speed is lower than

160 knots, at least one of the power levers is at a reduced
setting, but not on STOP for aircraft incorporating M881, and
at least one of the three gears is not downlocked.
AIR Steady illumination

BRAKE At least one of the six airbrakes is not in the retracted
position.
Flashing
After automatic retraction of the airbrakes, as long as the
handle is in the extended position while the airbrakes are
retracted.
SLATS Steady illumination

All the slats are extended.
Flashing
Only the outboard slats are extended.
During any movement of the slats or if any one of the slats has
failed to either extend or retract.
The indicated landing gear is downlocked.
LH NOSE RH
MOVING Main gear:

The corresponding door is not closed and locked.
Nose gear:
The gear is not uplocked.
The gear is not downlocked while the doors are open.
The landing gear is downlocked, and one of the doors is
not fully open.

Table MWS-10. THRUST REVERSER INDICATOR

LIGHTS ILLUMINATION CAUSES
TRANSIT The clamshell doors are in movement or are not locked or

reverser lock latches are released.
The synchronizing bell crank controlling the clamshell doors has

DEPLOYED reached the fully deployed position.

Table MWS-11. OVERHEAD PANEL LIGHT

ILLUMINATION CAUSES
APU PANEL
MASTER Steady illumination: It is depressed to on.
APU Flashing: In the event of automatic shutdown of the APU by

flight/ground contact, ECU overheat, faulty generator
regulation, or starting faults
The light illumination indicates low oil pressure or high oil

OIL temperature.
GEN The APU generator is off the line.
DC SYSTEM PANEL
The APU generator has excitation voltage. The APU generator

switch is on.
APU
ENGINES PANEL
IGN 1 IGN 2 IGN 3 The igniter unit of the indicated engine is energized.
FUEL SYSTEM PANEL
The side tank group interconnection valve is not closed.

XTK
One of the 1–3 or 3–1 crossfeed valves is not closed.
X.BP
(CENTER AMBER
LIGHT)
The fuel level in the associated tank (left or right centerwing tank)
LEVEL is lower than 1,000 pounds or the fuel level in the rear tank is
(3 AMBER LIGHTS) lower than 1,100 pounds.
One of the associated crossfeed valves (1–2 or 3–2) is not

X.BP closed.
(2 LH AND RH
AMBER LIGHTS)
BLEED-AIR PANEL
The bleed-air isolation valve is closed.

ISOL


ILLUMINATION CAUSES (Cont)
ANTI-ICING PANEL
Green light: The ENG 1, ENG 2 or ENG 3 switch is in the on

ENG 1 ENG 2 ENG 3 position, and all the required conditions for proper operation
are satisfied (temperature and pressure for the No. 2 engine
and pressure for the No. 1 or No. 3 engine).
Amber light (steady): The ENG 1, ENG 2 or ENG 3 switch is

in the on position, and a pressure drop is detected in the
corresponding system.
Amber light (flashes): Overpressure is detected in the No. 1 or

No. 3 engine, or overtemperature or overpressure is detected
in the No. 2 engine.
Green light: The WING switch is set to on and all the required
WING conditions for proper operation are satisfied.
Amber light (steady): The WING switch is set to on and a

pressure drop is detected in the system.
Amber light (flashes):

Overtemperature is detected in the system.
NOTE
On aircraft with wing-brake heating, the illumination conditions of
the green and amber lights are the same, whether the switch is
set to WING or WING-BRK.
WINDSHIELD PANEL
Either pilot or copilot regulation circuit is defective, and detection

XFR and regulation is transferred to the opposite system (pilot or
copilot).
EXTERIOR LIGHTS PANEL

LDG
The LANDING switch is set to on.


ILLUMINATION CAUSES (Cont)
INTERIOR LIGHTS PANEL
FASTEN The FASTEN BELTS passenger ordinance sign is illuminated.

BELTS
EMERG The EMERG LIGHTS selector is in the ON or OFF position, and

LIGHTS the aircraft is electrically powered.
The no smoking ordinance sign is illuminated.
LH RH AVIONIC MASTER SWITCHES

AVIONICS AVIONICS
Switch illuminates when associated avionics is off.
OFF OFF
MASTER MASTER

APPENDIX B
Appendix B presents a color representation of all
the annunciator lights in the aircraft.
Please remove page APP-3, align to the right of page

APP-1 and leave it open for ready reference as the
annunciators are cited in the text.
FOR TRAINING PURPOSES ONLY APP-i

FALCON 900 PILOT TRAINING MANUAL FALCON 900 PILOT TRAINING MANUAL
BRIGHT TEST ENG 2 FAIL PWR

INC
LIGHTS FIRE FUEL FUEL FUEL
DISCH SHUT DISCH SHUT DISCH SHUT
DIM OFF OFF OFF FAULT
2 2 2
CMPTR 1 CMPTR 2 CMPTR 3 L AOA R. AOA 1 1 1
20°c SAT 25°c TAT 175KTAS BRT
0 0 0 FIRE APU
OIL 1 OIL 2 OIL 3 L. PITOT ST BY R. PITOT RESET
PITOT L AFCS FAIL TRANS TRANS TRANS
GEN 1 GEN 2 GEN 3 AOA L. WHL R. WHL L AFCS R AFCS MASTER R AFCS FAULT FAULT FAULT
PROBE OVHT OVHT
AP ENGAGED
BAT
AUTO
SLATS
FLAP
ASYM FIRE 1 FIRE 2 FIRE 3 FIRE
BAG COMP
FUEL 1 FUEL 2 FUEL 3 XTK 2 * XTK 2 * BAG
OPEN CLOSED ACCESS
LO LO LO AIL AIL PITCH LH RH
FUEL 1 FUEL 2 FUEL 3 ZERO FEEL FEEL AVIONICS AVIONICS
REV MISTRIM MACH
UNLOCK FUELING AP TRIM OFF OFF
BLEED ECU COND'G NOSE BLEED BAG ISOL
OVHT OVHT OVHT CONE OVHT APU MASTER MASTER
REAR T/O 20°c SAT 25°c TAT 175KTAS BRT
#2 P BK CABIN DOORS CONFIG
RESET
L AFCS FAIL
* ON AIRCRAFT WITHOUT ELECTRONIC TRANSFER VALVE XTK2,THESE LIGHTS ARE NOT FEATURED. R AFCS MASTER
L AFCS R AFCS
AP ENGAGED
400 600 400 600 400 600
200 800 200 800 200 800

ITT ITT ITT AFT
°C °C °C CAB LAV
0 0 0 SMK SMK
BRT
IRS SG IAS
M
OFF
XFR COMPOS
HSI ADI
TGT GCR RCT
TEST WX 50 100 +15

TGT GCR RCT STBY GMAP 25 200
OFF 10 300 0
PRESET _15
TEST WX 50 100 +15 GAIN MODE RANGE TILT
STBY GMAP 25 200
OFF 10 300 0
PRESET _15 BRT
GAIN MODE RANGE TILT PASS ON
GALLEY
HORN SIL IAS
IRS SG
DEPLOYED ON OFF M
OFF
TRANSIT XFR COMPOS
PUMP 1 PUMP 2 HSI ADI
TEST
L R
PUMP 3 ST BY
PUMP E BAT ATC 1
ASKID HYDR HYDR AUTO TONE
RESET ATC 2 888
#1 ON 1/1 4 1/1 4 ON BATTERY 1
3 3 E BAT 1 E BAT 2 HOT WARM
#2 OFF
OFF
#1 OFF 1/2 2 1/2 2
ST-BY
ON OFF ON OFF 888
1 1 BATTERY 2
BRAKE 0 0 0 0 PUMP AUTO AUTO TEST

MAN MAN A/C ≥172
FOR TRAINING PURPOSES ONLY APP-1

FlightSafety
international
AIR FLIGHT
BRAKE NORM
FLAPS
UP 25 25
20 BAT 20 BAT
0 GEN GEN
0 0
0 0
7 N 20 T5 200
V – 30 A B V _ 30
120
20 % 40 1000
°C
SLATS DN
40 100
80 60
800
600
400
MOVING
MASTER START STOP
APU
LANDING GEAR
TEST
APU ?0
_
+ 100
200
?0
_
+ 100
200
A– 300 BAT 1 BAT 2 A– 300
GEN 1 GEN 2 GEN 3
LH NOSE RH
100 350 E BAT 2 100 350
TEST
OIL GEN
G GEN 1 BAT 1 GEN 3 GEN 2 BAT 2 APU
E
A
R APU DC SYSTEM
U
N XTK HP 1 PRV 2 PRV 3
L NORMAL
O
C
K
BOOSTER BOOSTER
P
U LEVEL X.BP LEVEL
S EXT POWER
H APU
CMPTR 1 CMPTR 2 CMPTR 3
AUTO AUTO
P
U MAN MAN
L
L OFF OFF ISOL
°C
IGN 1 IGN 2 IGN 3
AIR START XTK 2 * LP LP
GRD START BOOSTER

AUTO
NORM
OPEN ISOLATION
ST-BY
MOTOR-START STOP OFF CLOSED
PRESS TO START
CABIN
CALL SELCAL X.BP LEVEL X.BP
AUTO NORM
FWD VHF 1
SPARE ON HEAT
AFT VHF 2
OFF ISOL
HOLD TO MOTOR
LAV HF 1 ENG 1 ENG 2 ENG 3 PASSENGER CREW BAG
ATNDT HF 2 ENGINES FUEL SYSTEM BLEED AIR
VHF 3 XFR
SPARE
PILOT ST-BY COPILOT PILOT COPILOT SIDE
MAX
NORM
OFF
OFF OFF PITOT ANTI-ICE WINDSHIELD

LESS 50° F
WARM 180 180 HOT
PILOT LDG FASTEN EMERG COPILOT
160 160 BELTS LIGHTS
NAV ANTICOL LANDING TAXI WING
140 140 DOME FAST
FAST NAV ALL ARMED CABIN
120 120 SLOW SLOW
NAV-LOGO RED ON ENTRANCE
F F OFF OFF
OFF OFF OFF OFF
1 2 TEST
BAT. TEMP. WIPER EXTERIOR LIGHTS INTERIOR LIGHTS WIPER
A/C <172 * *ON AIRCRAFT WITHOUT ELECTONIC TRANSFER VALUE XTK2,THE OVERHEAD PANEL DOES NOT FEATURE THE BLOCK DIAGRAM AND XTK2 SWITCH.
FOR TRAINING PURPOSES ONLY APP-3

COURSEWARE SUPPORT—HURST 8900 Trinity Blvd. Hurst, Texas 76053 (817) 276-7500 Fax (817) 276-7501
FALCON 900 PILOT TRAINING MANUAL, VOLUME 2
Record of Revision No. 4.04
This is a revision of the Falcon 900 Pilot Training Manual, Volume 2.
A solid vertical line in the margin indicates the content of the adjacent text or figure has been
changed. A vertical line adjacent to a blank space indicates material has been deleted.
Any page affected by the revision is marked “Revision 4.04” in the lower left or right corner.
If a page has “Revision 4.04” in the lower left or right corner and no vertical line in the mar-
gin, it is a page in which format only has been changed.
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 crew. . .

FlightSafety
international
FALCON 900
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 900 and other Dassault aircraft are taught at the following
FlightSafety learning centers:
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
Paris Learning Center
BP 25, Zone d’Aviation d’Affaires
Bldg. 404, Aeroport du Bourget
93352 Le Bourget, CEDEX
FRANCE
Phone: +33 (1) 49-92-19-19
Fax: +33 (1) 49-92-18-92
Copyright © 1987 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
NOTICE
The material contained in this training manual is based on information obtained
from the aircraft manufacturer’s Airplane Flight Manual, Pilot Manual and Mainten-
ance Manuals. It is to be used for familiarization and training purposes only.
At the time of printing, it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacture
or the FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.

CONTENTS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 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
WALKAROUND
APPENDIX
ANNUNCIATOR
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
STRUCTURES........................................................................................................................ 1-2
General ............................................................................................................................. 1-2
Fuselage........................................................................................................................... 1-5
Empennage....................................................................................................................... 1-9
Wing............................................................................................................................... 1-10
AIRPLANE SYSTEMS ....................................................................................................... 1-10
General........................................................................................................................... 1-10
Electrical Power Systems .............................................................................................. 1-10
Lighting.......................................................................................................................... 1-11
Master Warning System................................................................................................. 1-11
Fuel System.................................................................................................................... 1-11
Auxiliary Power Unit..................................................................................................... 1-12
Powerplant ..................................................................................................................... 1-12
Fire Protection................................................................................................................ 1-12
Pneumatics ..................................................................................................................... 1-12
Ice and Rain Protection.................................................................................................. 1-13
Air Conditioning ............................................................................................................ 1-13
Pressurization................................................................................................................. 1-13
FOR TRAINING PURPOSES ONLY 1-i

Hydraulic Power Systems .............................................................................................. 1-13

Landing Gear and Brakes .............................................................................................. 1-14
Flight Controls ............................................................................................................... 1-14
Avionics ......................................................................................................................... 1-14
Oxygen System .............................................................................................................. 1-14
LIMITATIONS ...................................................................................................................... 1-15
General........................................................................................................................... 1-15
Weight (Structural)......................................................................................................... 1-15
Weight (Performance).................................................................................................... 1-15
Center of Gravity ........................................................................................................... 1-15
Loading .......................................................................................................................... 1-15
Operating ....................................................................................................................... 1-16
Airbrakes........................................................................................................................ 1-16
Airspeed ......................................................................................................................... 1-16
1-ii FOR TRAINING PURPOSES ONLY Revision 4.04

ILLUSTRATIONS
Figure Title Page
1-1 Falcon 900................................................................................................................ 1-2
1-2 General Dimensions ................................................................................................ 1-3
1-3 Composite Structures............................................................................................... 1-4
1-4 Fuselage Sections..................................................................................................... 1-5
1-5 Nose Cone................................................................................................................ 1-5
1-6 Cockpit Layout (Typical).......................................................................................... 1-6
1-7 Nose Wheel Well Ceiling Door ................................................................................ 1-7
1-8 Cockpit Windows..................................................................................................... 1-7
1-9 Cabin Interior (Typical)............................................................................................ 1-7
1-10 Main Entry Door ...................................................................................................... 1-8
1-11 Emergency Exit........................................................................................................ 1-8
1-12 Cabin Windows........................................................................................................ 1-8
1-13 Aft Fuselage ............................................................................................................ 1-9
1-14 Baggage Compartment........................................................................................... 1-10
1-15 Empennage............................................................................................................. 1-11
1-16 Wing ....................................................................................................................... 1-11
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CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Falcon 900. This information is intended as an instructional aid only; it
does not supersede, nor is it meant to substitute for, any of the manufacturer’s 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 cov-
ered during academic training and subsequent revisions to this manual.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the sys-
tems. It also contains operating limitations and a pictorial walkaround of the airplane.
Appendix B in this manual displays all light indications and should be folded out for
reference while reading this manual.
GENERAL engines are pylon-mounted on the aft fuse-

lage; the No. 2 engine is housed inside the aft
The Falcon 900 is manufactured by Avions fuselage. The Falcon 900 is designed to ac-
Marcel Dassault-Breguet Aviation. It is a commodate up to 19 passengers. The airplane
metal, low-wing, long-range, trijet mono- features wing leading-edge slats which are
plane with three Garrett TFE731-5AR or controlled from the cockpit or are controlled
-5BR turbofan engines. The No. 1 and No. 3 automatically by the angle-of-attack sensors.
Revision 3 FOR TRAINING PURPOSES ONLY 1-1

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The airplane is certificated in the transport The structure meets damage tolerance re-
category for two-pilot operation and is ap- quirements and, therefore, as a whole, has no
proved for all-weather operation to a maximum life limit. The airplane is of all-metal semi-
altitude of 51,000 feet. Extended overwater op- monocoque construction, using sheet metal,
erations are authorized when the required aluminum alloy, steel, glass fiber, plastics,
equipment is installed and operational. Kevlar, fabric, and other materials for sec-
ondary structure. The structure consists of
fuselage, wings, and empennage. The discus-
sion on the fuselage includes the doors and
STRUCTURES windows. The wings include integral (wet)
fuel tanks; fuselage tanks form a structural
GENERAL part of the fuselage. General dimensions are
shown in Figure 1-2; Figure 1-3 shows the
The structural design of the airplane (Figure 1- areas of the airplane which use lightweight
1) conforms to the fail-safe structural concept. structural materials.
Figure 1-1. Falcon 900
1-2 FOR TRAINING PURPOSES ONLY

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63 FT 5 IN.
(19.33 m)
14 FT 7 IN.
(4.44 m)
WITHOUT SATCOM ANTENNA
24 FT 9 IN.
(7.55 m)
25 FT 11 IN.
(7.90 m)
66 FT 4 IN.
(20.21 m)
WITH SATCOM ANTENNA
25 FT 2 IN.
(7.67 m)
25 FT 11 IN.
(7.90 m)
66 FT 4 IN.
(20.21 m)
TECHNICAL CHARACTERISTICS
OVERALL LENGTH 20,21 m 66 FT 4 IN. PASSENGER CABIN VOLUME 36 m2 1271 CU FT
OVERALL HEIGHT (EMPTY WEIGHT) COCKPIT VOLUME 3,75 m2 132,4 CU FT
BEFORE SB F900-176 7,55 m 24 FT 9 IN. MAIN ENTRANCE DOOR SIZE 0,8 M x 1,72 m 31,50 IN. x 67,72 IN.
AFTER SB F900-176 7,67 m 25 FT 2 IN. FLOOR HEIGHT ABOVE GROUND
SPAN 19,33 m 63 FT 5 IN. (MAXIMUM HEIGHT) 1,64 m 64.57 IN.
SWEEP AT QUARTERCHORD 29°/24°50' EMERGENCY EXIT SIZE 0,53 M x 0,91 m 21 IN. x 36 IN.
2
GROSS WING AREA 49,00 m 527,44 SQ FT CABIN WINDOW SIZE 0,38 M x 0,30 m 15,08 IN. x 11,81 IN.
EXTERNAL FUSELAGE DIAMETER 2,50 m 98,4 IN. BAGGAGE COMPARTMENT DOOR SIZE 0,95 M x 0,75 m 37,40 IN. x 29,53 IN.
PASSENGER CABIN LENGTH BAGGAGE COMPARTMENT VOLUME 3,6 m2 127 CU FT
(WITH BAGGAGE COMPARTMENT) 11,90 m 468,0 IN. WHEEL BASE 7,90 m 25 FT. 11 IN.
CABIN WIDTH 2,34 m 92 IN. WHEEL TRACK 4,44 m 14 FT. 7 IN.
CABIN FLOOR WIDTH 1,86 m 73,1 IN. MINIMUM TURNING RADIUS
CABIN HEADROOM 1,87 m 74 IN. WITH NOSEWHEEL STEERING 14,55 m 47 FT. 9 IN.
Figure 1-2. General Dimensions

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LEGEND
KEVLAR
CARBON
KEVLAR AND CARBON
METAL ON
AIRCRAFT SN 157>
METAL ON
AIRCRAFT SN 78>
BAGGAGE
COMPARTMENT
DOOR SKIN
(METAL ON
AIRCRAFT SN 80>)
REVERSER
Figure 1-3. Composite Structures
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FUSELAGE Nose Cone

When unlatched by five latches, the pressur-
General ized nose cone can be slid forward and locked;
The fuselage is of all-metal, semi-monocoque it can then be swung upwards for increased ac-
construction with circular bulkheads. It is di- cess and locked open by the action of the com-
vided into three major sections (Figure 1-4). pensating rod (Figure 1-5). The nose cone
The nose section extends the length of the houses radar, avionics, and other equipment.
radome to the forward cockpit bulkhead. The
center section extends from the forward cock-
pit bulkhead to the baggage compartment par- Center Section
tition and includes the cockpit, passenger General
cabin, lavatory, wing attach points, and front
and rear fuel tanks. The aft fuselage section The center section is pressurized and includes
includes the baggage compartment and the the cockpit, passenger cabin, and lavatory
rear structure, which bears the empennage, (See Figure 1-4). The cockpit seats two pilots.
the aft equipment compartment, the APU, and The main entry door is located on the left side
the three engines. The baggage compartment of the airplane immediately aft of the cock-
is pressurized and accessible in flight. pit. The emergency exit is located on the right
side of the passenger cabin over the wing.
The lavatory is normally located aft of the
passenger cabin.
FUSELAGE
NOSE CENTER AFT

CONE SECTION FUSELAGE
COCK- PASSENGER LAV BAG

EMPENNAGE
PIT CABIN COMP
EMERGENCY COMPENSATING
EXIT (RIGHT SIDE) ROD
AFT NOSE CONE

IN OPEN
EQUIP APU POSITION
MAIN COMP COMPARTMENT/
NO. 2 ENGINE
ENTRY BAGGAGE SLIDE
LEGEND DOOR FUEL TANKS DOOR
COMPARTMENT
WITH THRUST
PRESSURIZED AREA REVERSER
Figure 1-4. Fuselage Sections Figure 1-5. Nose Cone
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Cockpit and passenger service units (oxygen masks,

gaspers, passenger ordinance signs and read-
General ing lights).
The cockpit is separated from the passenger
Interior seating arrangements (Figure 1-9) are
cabin by a partition and a sliding door. It is
available for up to 19 passengers. Interior ar-
sound-proofed and has thermal insulation.
rangements vary among airplanes because of
Included is a coat closet on the left side and
customer requirements and preferences. The
either a second closet or a lavatory on the right
items which can be customized and tailored for
side. A jump seat is provided. The general layout
a customer include:
of the cockpit is shown in Figure 1-6. Some
instruments and equipment shown in the figure • The arrangement of decorating elements
are installed to meet customer requirements and (furniture, partitions, seats, sofas, etc.)
preferences and may vary from standard • The material used for trim paneling
configuration. A small door on the top of the
nose wheel well (Figure 1-7) allows • Cabin equipment (galley, stereo, video,
maintenance access to the instruments behind refrigerator, bar, tables, etc.)
the instrument panel. • Cabin lighting
Windshield and Windows • Location of front and/or rear lavatory
and the cabinetry
Cockpit windows include a three-part
windshield, a left sliding window, a right side Main Entry Door
window, and two rear windows (Figure 1-8). The
windshield sections incorporate impact- and The main entry door is located on the left side of
shatter-resistant, electrically heated panels. The the cabin immediately aft of the cockpit (Figure
side and rear windows are stretched acrylic. The 1-10). It opens outward and down. Integral stairs
pilot’s forward side window may be opened on and handrail are provided. Door opening is
the ground. If necessary, the window may be dampened by glass fiber leaf springs and two
opened in flight to aid in evacuation of smoke telescopic rods which limit travel. The door may
and fumes or during landing if forward vision is be opened from either the inside or outside. A
obscured. The window has a positive lock on the key lock is provided on the exterior for security
inside of the window frame. when the airplane is unattended. The CABIN
light in the cockpit illuminates when the door is
not fully closed and locked.
Seats
Two crew seats are easily adjusted for support Emergency Exit
and comfort. The seats include quick-disconnect
combination lap belts and shoulder harnesses An emergency exit is located on the right side
with inertia reels, adjustable lumbar supports, of the cabin at the eighth window aft (Figure 1-
and vertical and horizontal adjustments. The seat 11). The exit is locked in a frame and includes
cushions are removable. a quick-unlock mechanism which can be
operated from either inside or outside the
airplane. Unlocking is controlled from the
Cabin inside with a handle and from the outside by
means of a pushbutton which is in permanent
General contact with the inside handle. The emergency
The passenger cabin extends from the cock- exit is not connected to the door (open)
pit partition to the rear lavatory. It is ther- warning system. A REMOVE BEFORE
mally insulated and is equipped with side and FLIGHT pin can be installed for ground
ceiling panels, consoles, window trim panels, security to prevent hatch opening.
Figure 1-6. Cockpit Layout (Typical)
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Figure 1-7. Nose Wheel Well Ceiling Door
Figure 1-8. Cockpit Windows
Figure 1-9. Cabin Interior (Typical)

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Cabin Windows Lavatory

Twenty-four stretched acrylic windows are The rear lavatory is located immediately aft
installed in the cabin (Figure 1-12). The eighth of the passenger cabin. It includes a toilet
window aft on the right side is installed in the with outside drain (right side) and a vanity cab-
emergency exit. inet on the left side equipped with a water
tank. The tank is filled from the outside and
is drained through a heated mast.
Figure 1-11. Emergency Exit
Figure 1-12. Cabin Windows
Figure 1-10. Main Entry Door

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Aft Fuselage an integral ladder which, when stowed, con-

tacts a microswitch located under the third
General step, allowing the door motor to be powered.
The door has a key lock for security. Door
The aft fuselage section (See Figures 1-4 and 1-
opening is annunciated in the cockpit by the
13) includes the baggage compartment and the
REAR DOORS light.
rear structure which bears the empennage, the aft
equipment compartment, the APU, and the three
engines. The pressurized baggage compartment The exterior door is closed using the UP switch
is located in the forward part of the aft section located inside the door control access panel left
and is accessible in flight. The unpressurized aft of the door. Note the placard on the panel: BE-
equipment compartment is located immediately FORE CLOSING DOOR STOW LOWER
aft of the baggage compartment and houses the STEP. The door handle must be manually ro-
No. 2 engine electronic fuel computer and tated to unlock and lock the door.
hydraulic and air-conditioning components.
Access to the aft equipment compartment is NOTE
through a door with an attached step ladder on
the underside of the airplane. The door is When the UP button is pushed, the
connected to the REAR DOORS (open) warning motor runs for 15 seconds. Power to
light. The auxiliary power unit is located in a the motor can be interrupted by po-
fire-proof compartment under the No. 2 engine sitioning the locking handle to
air intake. LOCKED or operating the DOWN
button located inside the door ac-
cess panel. Power for the motor is di-
Baggage Compartment rectly from the battery bus.
Access to the pressurized baggage compart-
ment (Figure 1-14) is through the door lo- EMPENNAGE
cated in the aft partition of the lavatory and the
exterior door on the left side of the airplane. The empennage (Figure 1-15) consists of the hor-
The exterior door closes electrically and has izontal and vertical stabilizers. The horizontal
Figure 1-13. Aft Fuselage
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stabilizer is mounted midway on the vertical fin

away from airflow disturbance caused by the
No. 1 and No. 3 engine exhausts. Both the ver-
tical and horizontal stabilizers are metal, using
spars and stressed-skin construction. The lead-
ing edge of the horizontal stabilizer is move-
able for pitch trim, actuated by an electrically
operated jackscrew. The rudder is trimmed
through normal trim motor operation.
WING
The Falcon 900 wing (Figure 1-16) has a dou-
ble-sweep tapered design and is mounted low
on the fuselage. It has machined forward and
aft spars sandwiched between milled upper
and lower load-bearing skin panels. The flight
controls attached to each wing include:
• One inboard and one outboard leading-

edge slat
• Three airbrake panels on the top sur-
face
• Two flaps on the trailing edge
• One aileron
The wing box structure forms one large inte-
gral (wet) fuel tank in each wing. The aft spar
of the box supports the main landing gear; the
forward spar supports the rollers for the lead-
ing-edge slats.
AIRPLANE SYSTEMS
GENERAL
The following is a brief introduction to the
major airplane systems on the Falcon 900.
Detailed descriptions and operation of these
systems are contained within the individual
chapters of this training manual.
ELECTRICAL POWER
SYSTEMS
The airplane electrical system is a 28.5-VDC
Figure 1-14. Baggage Compartment (nominal) system which receives power from
three starter-generators connected through a split
bus bar system. An additional starter-generator
is available from the APU for ground operation.

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Two batteries provide normal electrical sys-

tem backup power and a power source for in-
ternal engine starting. A ground receptacle
provides for electrical supply from an exter-
nal DC ground power unit. Equipment which
requires stabilized 115-VAC, 400-Hz or 26-
VAC, 400-Hz power is provided by inverters
within each component that require AC power,
or by inverters installed as customer options.
LIGHTING
The Falcon 900 has standard navigation, an-
ticollision, wingtip strobe, landing and taxi TIP FAIRING
AILERON
lights. A wing ice inspection light is mounted
on each side of the fuselage. Interior lighting
includes cockpit, cabin, lavatory, baggage
compartment and nose cone lighting. Cockpit
lighting includes general illumination and
specific lighting for instruments and map read-
ing. Cabin lighting provides illumination for
warning signs and specific area illumination
for passenger safety and convenience.
OUTBOARD
SLAT LOAD-CARRYING
MASTER WARNING SYSTEM UPPER PANELS
The Falcon 900 warning system provides warn- FLAPS

ing to the crew of airplane equipment mal- AIRBRAKES
functions, indications of unsafe operating
conditions which require immediate atten- AFT SPARS
INBOARD
tion, and indications that a particular system SLAT
is in operation. Aural warning is also used to
draw attention to selected situations. The mas-
ter warning panel is mounted in the left cen-
ter instrument panel.
FUEL SYSTEM FORWARD SPAR
During normal operations, the Falcon 900 fuel

system consists of three separate subsystems:
the left, center, and right. Each subsystem
Figure 1-15. Empennage normally supplies fuel to its respective en-
gine. Interconnect and crossfeed valves allow
fuel transfer between tanks and engine fuel LOAD-CARRYING
LOWER PANELS
feed from any tank in the event of fuel imbal-
ance or boost pump failure. The airplane may
be pressure- or gravity-refueled.
Fuel storage consists of three tank groups: the

left wing and center wing, the forward and rear Figure 1-16. Wing
fuselage, and the right wing and center wing
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tanks. Total usable fuel capacity is 19,065 efficient fuel scheduling is accomplished by
pounds; an additional 119 pounds is unusable. an electrohydromechanical fuel control and a
Low-pressure fuel is supplied to the engine- digital engine electronic fuel computer. The
driven fuel pumps by combined pressurization fuel computer automatically maintains an eco-
and boost pumps. In addition, the submerged nomical and precise fuel schedule throughout
boost pumps supply fuel for crossfeed opera- the entire spectrum of atmospheric and thrust
tions, tank-to-tank transfer, and motive-flow requirements. High- and low-pressure bleed air
fuel for fuel transfer. Fuel quantity is monitored is extracted from the compressors for pres-
by a DC-operated capacitance system. Single- surization, air conditioning, anti-icing, and
point pressure refueling may be accomplished other airplane systems. The No. 2 engine only
for full or partial tanks. Gravity refueling ports is equipped with a thrust reverser.
are located in the left and right wings. Drain
valves are provided to check for fuel contam-
ination. All tanks are automatically pressurized FIRE PROTECTION
by low-pressure bleed air as soon as either the Fire/overheat can be detected in the three en-
No. 1 or the No. 2 engine is started. gines, auxiliary power unit, and main landing
gear wheel wells. The baggage compartment
AUXILIARY POWER UNIT has an optical smoke alarm installed. Visual
warning is displayed on the cockpit fire ex-
A Garrett auxiliary power unit is located in a tinguisher panel and master warning panel; an
fire-proof compartment in the tail cone beneath audible warning is provided by a warning
the No. 2 engine air intake. It is certificated for horn. Wheel well overheat (from retraction
ground use only. The APU provides DC elec- of a hot brake) is indicated by annunciator
trical power when the engine generators are lights only. Five fixed Freon (Halon 1301 in
not on the line, charges the airplane batteries the United States) fire extinguishers are con-
when the unit is operating, and may be used to trolled by the extinguisher control switches lo-
assist engine starting to prolong battery life. The cated on the cockpit fire extinguisher panel.
APU provides reduced starting time, starting For the No. 1 and No. 3 engines, a single bot-
when the battery is low, and satisfactory cold tle is fired. For the No. 2 engine, two extin-
weather starting. In addition, the APU supplies guisher bottles are fired simultaneously
bleed air to the airplane’s environmental sys- because of the greater nacelle area. The fifth
tem for ground heating and cooling. bottle is for use in either the baggage com-
partment or APU area. Two portable fire ex-
tinguishers are located in the cockpit and
POWERPLANT cabin, respectively.
Thrust is supplied by two aft-fuselage, pylon-
mounted engines and one centerline-mounted PNEUMATICS
engine inside the tail cone. The engines are
manufactured by Garrett Turbine Company at High- and low-pressure engine bleed air is
Phoenix, Arizona, a division of the Allied- extracted from each engine compressor and is
Signal Aerospace Company. The engines are used to maintain the desired cabin and cock-
designated TFE731-5AR-1C or TFE731-5BR- pit temperature and pressurization. A single
1C and are forward fan, two spool (low and engine is capable of furnishing bleed air to sup-
high pressure) engines which develop 4,500 port the total conditioning and pressurization
pounds of static thrust at sea level at 73.4°F system. APU bleed air is available when on the
(23°C) for the TFE731-5AR-1C and 4,750 ground. Bleed air is also used for wing lead-
pounds of static thrust at sea level at 77°F ing-edge slat heating, engine air intake anti-
(25°C) for the TFE731-5BR-1C. Each engine icing, and No. 2 engine S-duct anti-icing.
includes a lubrication system, fuel and igni- Low-pressure bleed air (from main or auxil-
tion systems, fire detection and extinguishing iary source) is available as soon as an engine
systems, and engine anti-ice systems. Highly is started. There are no low-pressure bleed-air

shutoff valves. High-pressure bleed air is con- move moisture. Any engine or APU bleed air
trolled by valves activated from the cockpit. can be used for the air-conditioning system
Bleed system operation is monitored when on the ground; only engine bleed air can
by sensors that cause illumination of lights on be used when airborne. Full-range manual
the master warning panel. control of temperature is available in the event
of malfunction of automatic features.
ICE AND RAIN PROTECTION
PRESSURIZATION
The Falcon 900 is approved for flight into
known icing conditions when the required The cabin is pressurized by engine bleed air
equipment is installed and operational. The through the air-conditioning system. In auto-
wing leading-edge slats and the No. 2 engine matic mode, the system ensures a maximum
S-duct are anti-iced by engine bleed air sup- cabin altitude of 8,000 feet at a pressure alti-
plied from the engine low-pressure and high- tude of 51,000 feet. Zero cabin altitude can be
pressure bleed ports. Each engine nacelle is maintained up to 25,300 feet. Maximum dif-
anti-iced from the related engine high-pressure ferential pressure is 9.6 psi. Cabin pressure is
bleed-air port. An electropneumatic valve ei- automatically controlled by two outflow/safety
ther isolates or supplies the system. The three valves installed in the rear partition of the lava-
front windshield panels are heated by 28 VDC tory above the baggage compartment door.
from two separate buses: A3 for the pilot’s win- Both valves are pneumatically connected and
dow and the left half of the center window operate together by the difference between
and B3 for the copilot’s window and the right cabin and ambient pressures. These valves
half of the center window. The side windows govern the exhausting of cabin air to the at-
are electrically heated by two bus systems mosphere. Safety devices completely shut off
separate from the windshield heating: bus A2 the outflow when the cabin altitude reaches a
supplies power to heat the forward side win- preset value. The nose cone has its own over-
dows, and bus B1 supplies heating power for pressure safety system. Full-range manual con-
both aft windows. The pitot-static, angle-of- trol of pressurization is available in the event
attack, and temperature probes are electri- of malfunction of the automatic features.
cally heated from buses A1 and B2. The pilot’s
and copilot’s windshield wipers are powered
from buses A2 and B2, respectively. HYDRAULIC POWER SYSTEMS
The airplane has two independent hydraulic
AIR CONDITIONING systems which cannot be interconnected and
an auxiliary system. The systems use hy-
Air supply for air conditioning is taken from d r a u l i c f l u i d s p e c i fi c a t i o n M I L - H - 5 6 0 6
the low- and high-pressure bleeds of each en- (NATO codes H515 or H520) or AIR 3520B.
gine. The air passes through a ram-air heat ex- Main hydraulic power is supplied by three
changer and then an environmental control self-regulating pumps driven by the corre-
unit (ECU). Precooling of engine bleed air is sponding engine accessory gearbox. Each
accomplished in the ram-air heat exchanger ei- pump delivers a regulated pressure output of
ther by ram air when in flight or by the turbofan 2,987 ±50 psi (200 ±3.5 bars). An electric
when on the ground or during slow airspeeds. motor-driven standby pump is used to pro-
The bleed air then flows to the turbocooler vide standby (auxiliary) pressure to the No.
where the conditioned air temperature is reg- 2 system should the engine-driven pump fail.
ulated by the amount of air allowed to pass It can also be used for testing either system
through the turbine. The more air that passes on the ground; selection of the test mode is
through the turbocooler, the cooler the tem- made with a selector located in the aft equip-
perature of the conditioned air. The more air ment compartment. External hydraulic cart
that is allowed to bypass the turbocooler, the connections are provided for ground checks
warmer the temperature. The conditioned air and maintenance testing of each system. The
is then routed through a water separator to re- hydraulic power systems provide pressure for

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actuation of the landing gear, slats, flaps, The pitot-static system includes three pitot
wheel brakes, emergency and parking brakes, probes, six static air ports, and a ram-air tem-
a i r b r a k e s , n o s ew h e e l s t e e r i n g , a i l e r o n , perature sensor, which serve the air data com-
e l eva t o r, r u d d e r s e r vo a c t u a t o r s , aileron puters, selected airplane systems, and
Arthur Q unit and elevator Arthur unit, and associated pilot and copilot instruments.
thrust reverser.
The standard automatic flight guidance and
control system includes the air data system, the
LANDING GEAR AND BRAKES autopilot and flight director, the inertial ref-
The Falcon 900 has retractable tricycle landing erence system, and the Sperry EFIS electronic
gear consisting of a dual-wheel main gear and flight instrument system. The flight director
a dual-wheel, steerable nose gear. The landing function can be used independently of the au-
gear, wheel brakes, and nosewheel steering are topilot with the pilot steering the airplane to
all actuated by hydraulic pressure. When re- satisfy the flight director commands as pro-
tracted, all gears are completely enclosed by grammed, or the autopilot may be coupled to
doors. The nose gear will turn 60° either side automatically steer the airplane to satisfy
of center and features an antishimmy system. flight director commands as programmed. The
The nose gear is self-centering after lift-off. yaw damper system operates independently of
The antiskid system is available with the nor- the autopilot and may be engaged with or with-
mal braking system only; it modulates brake out the autopilot engaged.
pressure from touchdown to low speed to min-
imize braking distances. The hydraulic brakes The Sperry flight management system is a
are used for normal and emergency braking and comprehensive computer which integrates the
for parking. use of multiple navigation systems and sensors
and blends them into a single integrated po-
sition, using the best characteristics of each
FLIGHT CONTROLS type of sensor.
Primary flight controls include ailerons, rud- Falcon 900 communications equipment in-
der, and elevators. All are hydraulically cludes interphone, public address, air-to-
boosted but can be manually actuated in the ground, and navigation systems.
event all hydraulic systems fail. Aileron and
rudder trim is hydraulic, initiated by electric
motors. All gust damping is hydraulic, but is OXYGEN SYSTEM
not dependent on hydraulic pressure, and will
operate automatically if a hydraulic system The Falcon 900 oxygen system provides oxy-
fails. A hydraulically actuated, autopilot servo- gen for crew and passenger use from one high-
controlled yaw damper dampens yaw oscilla- pressure steel cylinder located aft of the
tions. The movable horizontal stabilizer is entrance door under the left-side floor. In flight,
trimmed electrically. The secondary flight oxygen is available to each pilot at all times
controls consist of trailing-edge flaps, lead- through a quick-donning mask with a built-in
ing-edge slats, and airbrakes. They are elec- regulator and microphone. The passengers’
trically controlled and hydraulically actuated. oxygen is available automatically at high cabin
altitudes or manually any time at the pilot’s dis-
cretion. Passengers can receive two different
AVIONICS pressures, depending on the controller setting
on the copilot’s console. Oxygen for thera-
The Falcon 900 avionics consists of the pitot- peutic purposes is available at all times at se-
static and air data systems, the automatic flight lected cabin outlets. The pressure gage is
guidance and control system, and other asso- installed on the copilot’s side panel and reads
ciated avionics and communications systems. cylinder high pressure. The gage is used as a
Many optional avionics are available for in- quantity gage and is scaled from 0 to 2,200 psi.
stallation to satisfy special customer require-
ments and preferences in equipment.

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LIMITATIONS • Takeoff and accelerate-stop distance

• Brake energy
GENERAL • Climb gradients
The limitations presented in this chapter focus Landing
primarily on the operational capabilities of
the airplane. Specific system limitations are The landing weight, as limited by:
provided in the individual systems’ chapters
with the exception of instrument markings • Approach and landing climb gradients
and placards which are presented in this chap- • Available landing field length
ter. Refer to the FAA-approved AFM for com-
plete limitations listings. CENTER OF GRAVITY
WEIGHT (STRUCTURAL) General
Maximum ramp: The center-of-gravity limits are expressed in
percent of MAC (mean aerodynamic chord). The
5AR .................... 45,700 lb (20,730 kg) or landing gear position has no effect on the center
46,700 lb (21,183 kg) of gravity. Refer to the Center-of-Gravity Limits
5BR ........................ 46,700 lb (21,183 kg) chart in the “Limitations” section of the AFM.
Maximum takeoff:
Datum
5AR .................... 45,500 lb (20,639 kg) or
46,500 lb (21,092 kg) Datum is 25% of MAC; it is marked on the air-
plane exterior and coincides with fuselage
5BR ........................ 46,500 lb (21,092 kg) station (FS) 420.43 inches (10,679 mm). (FS)
0 is the forward end of the airplane nose cone.
Maximum landing .... 42,000 lb (19,051 kg)
Maximum zero fuel: Mean Aerodynamic Chord
5AR .................... 28,200 lb (12,800 kg) or Length is 113.69 inches (2,887.7 mm).z
30,870 lb (14,002 kg)
5BR ........................ 30,870 lb (14,002 kg) Zero percent MAC is at FS +392 inches
(9,957 mm).
Minimum
flight weight .............. 20,700 lb (9,390 kg)
LOADING
WEIGHT (PERFORMANCE) The airplane must be loaded in compliance
with the Center-of-Gravity Limits chart in
the “Limitations” section of the AFM.
General Information for control of the airplane’s
The approved maximum weights indicated weight and balance is included in Loading
above may be reduced for compliance with Manual DTM9821.
certification performance requirements, as
follows. The following baggage compartment values
must not be exceeded while loading the air-
plane: 2,866 lb (1,300 kg), not to exceed 123
Takeoff lb/sq ft (600 kg/sq m).
The takeoff weight, as limited by the most re-
strictive of the following:

OPERATING Pressure altitude of airport

>10,000 feet . . . . . . . . . . . . . 4 knots
Types of Operation Airplanes fitted with six tires
approved for 225 mph . . . . . . . 10 knots
This airplane is certificated in the transport
category and is eligible for the following Tailwind component at landing:
kinds of operation when the appropriate Airplanes fitted with
equipment and instruments required by the tires approved for 210
airworthiness and/or operating regulations and/or 225 mph . . . . . . . . . . . . 10 knots
are installed and approved and in operable Ambient temperature .............. Refer to the
condition: Temperature and Altitude
• Day and night VFR if permitted by the Limitations chart in the
flight regulations of the country over “Limitations” section of
which the airplane is flying the AFM.
• IFR and automatic approaches to Runway surface ................. Paved and hard
Category I and II weather minimums
• Extended overwater operation Enroute
• Flight into icing conditions Ambient temperature ............... Refer to the
Temperature and Altitude
Limitations chart in the
Altitude “Limitations” section of
Maximum operating altitude is 51,000 feet. the AFM.
One or two engines
inoperative ...... Refer to the “Performance”
Flight Maneuvering section of the AFM.
Load Factors
Flaps retracted ..................... +2.53 to –1 g Minimum Flight Crew
Flaps extended ......................... +2.0 to 0 g The minimum flight crew is one pilot and one
copilot.
These load factors limit the permissible
bank angles in turns and the severity of pullup AIRBRAKES
maneuvers.
Airbrakes must not be extended in flight within
300 feet AGL.
Takeoff and Landing
Weights............. See Weight (Performance) AIRSPEED
in Limitations, this chapter.
Airport pressure General
altitude .................. –1,000 to +14,000 feet Unless otherwise specified, airspeed limits
Runway slope ................................. ±2.5% are expressed in terms of indicated values.
Instrument error is assumed to be zero.
Tailwind component at takeoff:
Airplanes fitted with tires approved for
210 mph
Pressure altitude of airport from
1,000–10,000 feet . . . . . . . .10 knots

Maximum Operating Speed V LO /M LO is the maximum speed at which it

Limit (VMO/MMO) is safe to extend or retract the landing gear.
Refer to the V MO /M MO Envelope chart in the Maximum Landing Gear

“Limitations” section of the AFM.
Extended Speed (VLE/MLE)
CAUTION V LE .......................................... 245 KIAS
M LE .............................................. 0.75 m
The maximum operating speed limit
(V MO /M MO ) must not be deliberately ex-
ceeded in any regime of flight (climb, cruise, V LE is the maximum speed at which the air-
descent) unless a higher speed is authorized plane can be safely flown with the landing
for flight test or pilot training in compliance gear extended and locked.
with approved procedures.
Minimum Control Speed
Maneuvering Speed (VA) (VMCA)
Maximum maneuvering
speed (VA ) ................................ 228 KIAS VMCA with
TFE731-5AR-1C engines ............ 83 KCAS
CAUTION VMCA with
TFE731-5BR-1C engines ......... 85.5 KCAS
Full application of rudder or
aileron controls, as well as ma-
neuvers that involve angles of
attack near the stall, must be
Miscellaneous Limit Speeds
confined to speeds below VA . Windshield wiper operating ....... 215 KIAS
Direct vision
High-Lift Devices Operating or window opening ........................ 215 KIAS
Extended Speed (VFE) Tire speed .............. 182 knots groundspeed
Flaps 7° + Slats ......................... 200 KIAS
With Type VI tires .. 195 knots groundspeed
Flaps 20° + Slats ....................... 190 KIAS
Flaps 40°+ Slats ........................ 180 KIAS Stall Speed
CAUTION CAUTION
Above 20,000, feet do not estab- Do not intentionally fly the airplane
lish or maintain a configuration slower than initial stall warning
with the flaps or the slats extended. onset.
Maximum Landing Gear

Operating Speed (VLO/MLO)
V LO .......................................... 190 KIAS
M LO .............................................. 0.70 m

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL .............................................................................................................................. 2-1
DC POWER SYSTEM ............................................................................................................ 2-2
General............................................................................................................................. 2-2
Distribution Buses............................................................................................................ 2-2
Protection ......................................................................................................................... 2-5
Indication and Warning.................................................................................................... 2-5
Batteries ........................................................................................................................... 2-7
APU Generator .............................................................................................................. 2-12
Generators...................................................................................................................... 2-13
Ground Power Unit........................................................................................................ 2-20
DC POWER DISTRIBUTION.............................................................................................. 2-20
General........................................................................................................................... 2-20
Priority Distribution....................................................................................................... 2-23
Avionic Masters ............................................................................................................. 2-23
ELECTRICAL POWER SOURCES..................................................................................... 2-25
LIMITATIONS ...................................................................................................................... 2-25
General........................................................................................................................... 2-25
Electrical........................................................................................................................ 2-25
Battery Temperature ...................................................................................................... 2-25
QUESTIONS......................................................................................................................... 2-34
Revision 4 FOR TRAINING PURPOSES ONLY 2-i

ILLUSTRATIONS
Figure Title Page
2-1 DC Power System Components and Locations........................................................ 2-2
2-2 DC Distribution Buses.............................................................................................. 2-3
2-3 Circuit-Breaker Panels.............................................................................................. 2-4
2-4 Overhead Switch Panel ............................................................................................ 2-5
2-5 Warning Panel .......................................................................................................... 2-6
2-6 Battery Installation and Ventilation.......................................................................... 2-6
2-7 Battery Temperature Monitoring System................................................................. 2-7
2-7A Battery Temperature Indicator (A/C ≥172).............................................................. 2-8
2-8 Batteries Installed and Connected, All Switches Off............................................... 2-9
2-9 Battery 1 Switch On, All Other Switches Off........................................................ 2-10
2-10 Battery 2 Switch On, All Other Switches Off........................................................ 2-10
2-11 Both Battery Switches On, Bus Tie Open.............................................................. 2-11
2-12 Battery 2 Switch On, Bus-Tie Switch Closed ........................................................ 2-11
2-13 Battery Bus Circuits (Typical) ............................................................................... 2-12
2-14 APU Generator Installation.................................................................................... 2-13
2-15 APU Generator Operation...................................................................................... 2-14
2-16 Generator Cooling Airflow .................................................................................... 2-14
2-17 Generator 3 Operation............................................................................................ 2-16
2-18 Generators 2 and 3 Operation ................................................................................ 2-18
2-19 Normal Flight Configuration ................................................................................. 2-19
2-20 GPU Components .................................................................................................. 2-21
2-21 GPU Operation....................................................................................................... 2-22
2-22 Priority Circuits...................................................................................................... 2-24
Revision 4 FOR TRAINING PURPOSES ONLY 2-iii

TABLE
Table Title Page

2-1 Electrical Power Sources .................................................................................... 2-26
2-iv FOR TRAINING PURPOSES ONLY Revision 4

CHAPTER 2
ELECTRICAL POWER SYSTEMS
G
EN PL
#1 IL
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DC
#1 EN
G
FF
O
T
BA
O ACEN
RV M
SE TE T G
#1 SYS HO
T T
BA
INTRODUCTION
This chapter describes the electrical power systems of the Falcon 900 series airplanes. All values
used for voltage, amperage, and tolerance are for illustrative purposes only. Actual values must
be obtained from the manuals and publications issued by, or on behalf of, the airplane manufac-
turer, the certification agency of the country of origin, and the Federal Aviation Administration.
GENERAL
The Falcon 900 uses DC power for control, The Falcon 900 is unique since it does not use
operation, and indication of the various systems conventional inverters to provide the 115- and
installed in the airplane. 26-volt requirements of the airplane. The equip-
ment requiring AC power contains integral
DC power is provided by conventional nicad or inverters which produce the required power for
optional lead-acid batteries and engine-driven operation of this particular equipment. Solid state
starter-generators. An APU-driven starter- inverters may be installed to satisfy various cus-
generator and a GPU generator may be used to tomer options.
power the DC system when the airplane is on the
ground.

FlightSafety
international
DC POWER SYSTEM The APU-driven starter-generator is also capa-

ble of powering the entire DC system, in addi-
tion to charging the batteries and assisting in
GENERAL engine starting, while the airplane is on the
ground.
The DC power system of the Falcon 900 is a
conventional 24- to 28.5-volt system, which has An approved GPU may be used for prolonged
four power sources—batteries, engine-driven periods to power the DC system to facilitate
starter-generators, and an APU-driven starter- maintenance and servicing. The GPU may also
generator for ground operation only. Provisions be used for engine starting, but it cannot be used
are also incorporated to provide DC power from to charge the batteries, unless a GPU aircraft
a ground power unit (GPU). battery charging system option is installed on the
aircraft.
The batteries provide the basic source of DC
power to the entire distribution system, surge Figure 2-1 depicts the major electrical components
damping for the generators, as well as power of the DC power system and their locations.
for starting the engines. The batteries are also
capable of an emergency in-flight source of
power for a limited period if the engine-driven DISTRIBUTION BUSES
generators fail.
DC power distribution is achieved by a multiple-
Any engine-driven generator is capable of pow- bus system consisting of eight separate buses,
ering the entire DC system, providing battery as follows: battery bus, starter bus, left main
charging, and, through a logic system, assist- bus, right main bus, bus A1, bus A2, bus B1,
ing engine starting. and bus B2 (Figure 2-2).
STARTER-GENERATORS
GROUND
RECEPTACLE
CIRCUIT-BREAKER
PANEL APU AND ENGINE
GENERATOR CONTROL
UNITS
OVERHEAD
PANEL MAIN ELECTRICAL BOX
BATTERIES
STARTER-GENERATORS
LEFT CABINET
RIGHT CABINET • ELECTRICAL CONNECTIONS
• ELECTRICAL CONNECTIONS • PRINTED CIRCUIT BOARDS
• PRINTED CIRCUIT BOARDS • ELECTRICAL RELAYS
• ELECTRICAL RELAYS
Figure 2-1. DC Power System Components and Locations
2-2 FOR TRAINING PURPOSES ONLY Revision 3.01

71L2 (LIGHTS 2)
BAG COMP DOOR CONT
COCKPIT DOME LIGHTS
NOSE CONE (INSP LIGHT)
23CM MECHANICS PANEL
SLATS AISLE LIGHT
BAG COMP DOME LIGHT
71L1 (LIGHTS 1)
FUELING
BATTERY BUS

ENG MONITOR
(71L2) REAR COMPT LTS
BUS B2
FWD TOILET LIGHT

AFT TOILET LIGHT
OFF
AISLE LIGHTS
(71L1) STEP LIGHTS
FR 5 STAIR LIGHTS
LH (RH) PYLON LT
FR 5 BAG LIGHT
(1W) FUEL COUPLING LT
FUEL PANEL CTL LT
V – 30
MASTER
25
FIRE EXTINGUISHERS
R AV
POWER SUPPLY
GEN
BAT
130A
20
0
MASTER
AVIONIC
COPILOT FRONT
WINDSHIELD B3
80A
RIGHT MAIN BUS
(SPARE) B4
RIGHT CIRCUIT-
DC Distribution Buses
80A
BREAKER
PANEL
BUS B1
130A
(4PA) BUS TIED
R BUS
FLIGHT
NORM
225A
TIED
BREAKER
CIRCUIT-
CENTER
PANEL
START BUS
ROTARY SELECTOR
MAIN BUS-TIE
Figure 2-2.
TO EXT
POWER
CONTACTOR
(14P)
LEFT CIRCUIT-
BREAKER
PANEL
BUS A2
L BUS
TIED
130A
LEFT MAIN BUS
MASTER
AVIONIC
STANDBY HYDRAULIC
PUMP A5
130A
PILOT FRONT
WINDSHIELD A3
80A
GALLEY 2 BAR
A6
BUS A1
150A
GALLEY 1 BAR
MASTER
A4
V – 30 150A
L AV
OFF
25
GEN
BAT
150A
20
0
FlightSafety
international
Circuit-Breaker Panels
Figure 2-3.
FlightSafety
international
The DC distribution system normally operates sheathing is provided for the battery cables,
as independent left and right systems. These two which can provide thermal protection up to a
systems may be interconnected, when and if temperature of 250°C.
required, by a selective bus-tie system. The bus
tie must be selected closed for APU and engine
starting. The bus tie automatically closes when INDICATION AND WARNING
a GPU is connected and selected for operation.
This will be described in detail later in this Voltmeters and ammeters on the overhead switch
chapter. panel (Figure 2-4) provide crew indication for
the DC power system. The voltmeters are
directly connected to their left or right main bus.
PROTECTION The ammeters are selective, and each is con-
trolled by an associated three-position ammeter
Circuit protection is provided by conventional selector switch located below the instrument.
trip-free circuit breakers (Figure 2-3) located Lights on the warning panel (Figure 2-5 and
above the overhead panel. Feeder cables are pro- Appendix B) alert the crew to malfunctions in
tected by current limiters. Special anticrush the system.
NOTE:
ON AIRCRAFT WITHOUT ELECTRONIC TRANSFER VALVE XTK2, THE OVERHEAD PANEL
DOES NOT FEATURE THE BLOCK DIAGRAM AND XTK2 SWITCH.
Figure 2-4. Overhead Switch Panel

FlightSafety
international
NOTE:
ON AIRCRAFT WITHOUT TRANSFER VALVE XTK 2, LIGHTS “XTK 2 OPEN” AND “XTK 2 CLOSED” ARE NOT USED.
Figure 2-5. Warning Panel
BAT 1 BAT 2
BLOWER
VENT LINE
SKIN LINE
Figure 2-6. Battery Installation and Ventilation

BATTERIES protrudes through the lower fuselage skin. The

protruding section is scarfed to create a low pres-
General sure in the vent duct during flight, resulting in
continuous ventilation.
Two 26-volt, 23-ampere-hour, steel-cased,
nickel-cadmium batteries are mounted near the On the ground the battery blower is operational
main electrical box (Figure 2-6) in the rear com- when the BAT 2 switch is on and the power
partment. Batteries with a capacity of 36 ampere selector switch is at the NORMAL position.
hours are also available as an option. Each
battery contains 20 cells. The batteries are
connected by standard quick-disconnect Monitoring
adapters.
Aircraft <172
Battery temperature is continuously monitored
Ventilation by probes installed between battery cells. The
The batteries are ventilated on the ground and temperature signals are amplified and transmit-
in flight. An electrical battery blower (Figure ted to a dual-scale, dual-needle gage (Figure 2-7)
2-6) provides ventilation on the ground. The located on the lower right side of the copilot’s
blower forces air through the battery cases, instrument panel. The scales are calibrated in
which exhausts into a Y-shaped duct. The duct degrees up to 190°F and are color-coded
A/C <172
OFF OFF LESS 50°F

180 180
WARM HOT
ILLUMINATES 160 160
AT 120°F LIGHT ILLUMINATES AT
140 140 150°F (SNs PRIOR TO 172 WITHOUT SB-94)
LIGHT
120 120 OR AT 160°F (SNs 172 AND SUBSEQUENT)
1 °F °F 2
BAT. TEMP.
TEST
Figure 2-7. Battery Temperature Monitoring System

green, amber, and red. The green range extends A HOT light illuminates to indicate that the rele-
from 100 to 120°F, the amber range from 120 to vant battery temperature is ≥160°F. This light is
150°F, (SNs 132 and subsequent to 160°F) and the coupled to the HOT BAT light on the warning
red range from 150 to 190°F (SNs 132 and subse- panel.
quent from 160°F to 190°F). The dial face has two
lights, one amber and one red. The amber light A TEST test button located next to the indicator
comes on when a battery temperature exceeds allows testing of the battery temperature indica-
120°F. The red light comes on when a battery tem- tor. If the test is correct, the indicator displays
perature exceeds 150°F (SNs prior to 172 without TEST GOOD otherwise it displays TEST ERR.
SB-94) or 160°F (SNs 172 and subsequent).
In case of thermistor short-circuit or open cir-
This red light operates in conjunction with the cuit (thermistor disconnected), the indicator
HOT BAT light on the warning panel (Appendix displays ERR.
B). The instrument may be tested by a push-
button switch labeled “TEST” near the gage.
When this switch is pushed and held, the needles Control
move up scale, and the amber and red lights
The batteries are controlled by individual two-
come on as the needles pass through 120 and
position magnetic switches labeled “BAT 1” and
150°F, respectively.
“BAT 2” on the overhead switch panel (Figure
2-4). These switches trip to the off (down)
The word “OFF” is printed at the top of each
position when the associated make-and-break
scale. If the sensors on the battery are dis-
switch opens due to excessive current flow to the
connected, the affected scale needle will go to
batteries. The switches also act as reset switches
the OFF position. The battery-temperature-
for the make-and-break switches when moved to
sensing system includes an extended-range
the on (up) position, provided that the cause of
selector push-button switch, labeled “LESS
the trip has cleared.
50°F,” located near the gage. When battery tem-
perature is low, pushing this button adds 50°F to
When both battery switches are off (down) and
the battery temperature indication, so subtract
both batteries are installed and connected, their
50°F from the indicated test reading to obtain
output is supplied directly and in parallel to the
the actual battery temperature.
battery bus through a circuit breaker and diode
for each battery. Battery power is now available
Aircraft ≥172 for certain essential services, which will be de-
scribed later under DC power Distribution.
Temperature level is sensed by a thermistor
installed at a corner of each battery between two
elements. The thermistors are connected to a
battery temperature indicator on the copilot
instrument panel (Figure 2-7A). This thermistor
controls a digital temperature indicator graduat-
888
BATTERY 1
ed from 32° to 200°F. HOT WARM
When the relevant battery temperature is <32°F 888

(0°C), the indicator displays COLD. When the BATTERY 2
relevant battery temperature is >200°F (93.3°C),
the indicator displays HOT.
A WARM light illuminates to indicate that the TEST

relevant battery temperature is ≥120°F. TEST BUTTON TESTS
THE BATTERY TEMPERATURE
INDICATOR
Figure 2-7A. Battery Temperature
Indicator (A/C ≥172)

Operation switch is turned on. It does, however, supply the

start bus (through the battery 2 contactor) during
BATTERY POWER
Figure 2-8 depicts that the batteries are installed engine and APU starting. For information
and connected. They are supplying the battery on engine and APU starting, see Chapter 7,
bus in parallel through a circuit breaker and
STANDBY PUMP
“Powerplant,” or Chapter 6, “Auxiliary Power
GALLEY 1 BAR
GALLEY 2 BAR
GROUND
HYDRAULIC
diode for each battery. Essential features such as
WINDOWS
WINDOWS
Unit” in this training manual.
LEGEND
BUS A1
BUS A2
baggage door motor operation and lighting are
FIRE
A3
A4
A5
A6
B1
B2
B3
only available when any battery or engine gener- Figure 2-11 depicts that both battery switches
TEST
BUS-TIE
RELAY
ator switch is on. are on, the power selector switch is at NORMAL
LH MAIN BUS
150A
130A
150A
130A
150A
130A
130A
80A
80A
MAIN BUS
LIGHTS
and the bus-tie switch is open. Battery 1 is powering
225A
HOT
BAT
Figure 2-9 depicts that the BAT 1 switch is on, the left main bus and buses A1 and A2,
RH
the power selector switch is at NORMAL and as previously described in Figure 2-9. Battery
Batteries Installed and Connected, All Switches Off

GEN 3
all other switches are off. The battery 1 contac-
BAT 2
2 is powering the right main bus and buses B1
BRIGHT
tor and battery 1 make-and-break switch simul- and B2, as shown in Figure 2-10. Since the bus
DIM
BUS TIED
taneously close. The battery 1 contactor connects tie is open, there is no connection between the
GEN 2
battery 1 to the start bus, and the make-and-break left and right bus systems.
reverse current relay (RCR) connects the start
GEN 1
BAT 1
SELECTOR
ROTARY
BUS-TIE
bus and battery 1 to the left main bus. The bat-
MAKE-AND-BREAK SWITCH
Figure 2-12 depicts that the power selector
REVERSE CURRENT RELAY

tery 1 contactor and the battery 1 make-and- switch is in the NORMAL position, the BAT
CURRENT RELAY
CURRENT RELAY
CURRENT RELAY
break RCR each remove a ground from the BAT
REVERSE
REVERSE
REVERSE
WARNING
PANEL
1 switch is off, and the BAT 2 switch is on. Bat-
1 light, which goes out, indicating that battery tery 2 is connected to all DC buses except the
1 is powering the start bus and the left main bus. start bus. The bus tie in this case is closed; there-
The power from the left main bus is supplied fore, battery 2 is powering the entire DC system.
through current limiters and feeder cables to bus
GEN 2 BAT 2 APU

A1 and bus A2 (Figure 2-2). The right main bus The left and right voltmeters indicate the volt-
is not powered since the bus tie is open. The left age of battery 2.
APU
DC voltmeter indicates the voltage of battery 1.
CONTACTOR
BAT 2
The power selector switch must be in the NOR-
CONTACTOR
NOTE
START
STARTING
BUS
START
GEN 2
MAL position since the control power for both
CONTACTOR
GEN 3
START
APU
the battery 1 contactor and the battery 1 make- The battery power distribution as described
in Figures 2-9, 2-10, 2-11, and 2-12 is not
GPU CONTACTOR
and-break RCR is routed through the NORMAL
GEN 2
to be construed as procedural. Indis-
START CONTACTOR
contacts of this switch.
GENERATOR 1
GENERATOR 3
GENERATOR 2
DC SYSTEM
BAT 2
criminate use of battery power produces
FLIGHT NORM
APU
G1
G3
G2
CONTACTOR
G
BATTERY 1
Figure 2-10 depicts that the BAT 2 switch is on, rapid depletion of the batteries. A charg-
OVERHEAD PANEL
BAT 1
the power selector switch is at NORMAL, and ing source must be made available for the
GPU RECEPTACLE
BATTERY 2
CONTACTOR
TO AMMETER
all other switches are off. The battery 2 make- batteries as soon as practical.
Figure 2-8.
AMMETER
AMMETER
AMMETER
GEN 1
TO
TO
TO
and-break RCR closes and connects battery 2
BATTERY
to the right main bus. Power from the right main
BUS
A
GEN 3
bus is supplied to bus B1 and bus B2 through Battery Bus Circuits
BAT 1
current limiters. The left main bus is not powered The battery bus is a hot bus since it is continuously
since the bus tie is open. When the battery
GEN 1
powered when either battery is installed and
STOP
2 make-and-break RCR closes, it removes a connected.
GEN
ground from the BAT 2 light, which goes out,
EXT POWER
START
NORM
indicating that battery 2 is connected to the right
BATTERY 2
BATTERY 1
AMMETER
AMMETER
Battery power is available directly to the single-
OIL
main bus. The voltage of battery 2 is indicated
TO
TO
point refueling panel, the fire extinguisher system,
APU
on the right voltmeter. the outboard slats, and the generator excitation cir-
FIRE
EXTINGUISHERS
COCKPIT
DOME LIGHT
cuits regardless of battery or generator switch
When the airplane is on the ground and the BAT position. In addition, both batteries supply
2 switch is on, the battery ventilation blower is power directly to the main electrical box in the
operating. Unlike battery 1, battery 2 does not rear compartment; however, this power is not
connect directly to the start bus when the BAT 2
2-10
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM
A B
WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
GEN 1 BAT 1 BAT 2 GEN 2
BAT
OIL GEN
BAT 1 GEN 3 BAT 2
GEN 1 GEN 3 DC SYSTEM GEN 2 APU
NORM
EXT POWER TO

AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
CONDITIONS: G1 BUS A1
BUS TIE OPEN, POWER

SELECTOR SWITCH 130A
IN NORMAL REVERSE BUS A2
GENERATOR 3
G3 80A
WINDOWS
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
COCKPIT REVERSE
DOME LIGHT GPU RECEPTACLE
CURRENT RELAY LEGEND
BATTERY POWER
BATTERY
BUS
GROUND
BATTERY 2 BATTERY 2 STARTING
MAKE-AND-BREAK SWITCH RH
BUS
FlightSafety
CONTACTOR
MAIN BUS
130A
TO B1
AMMETER
START REVERSE CURRENT RELAY 130A
international
80A
WINDOWS
TO G2 B3
AMMETER
Figure 2-9. Battery 1 Switch On, All Other Switches Off
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM
A B
WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
DC SYSTEM
NORM
TO
EXT POWER
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
CURRENT RELAY
TO AMMETER GENERATOR 3
CONDITI0NS:
BUS TIE OPEN. POWER
SELECTOR SWITCH G3 80A
WINDOWS
IN NORMAL
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
COCKPIT REVERSE
BATTERY POWER
BATTERY
BUS
GROUND
FlightSafety
CONTACTOR BUS
MAIN BUS
130A
TO B1
AMMETER
international
80A
Revision 4.01
WINDOWS
TO G2 B3
AMMETER
Figure 2-10. Battery 2 Switch On, All Other Switches Off

Revision 4
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM
A B
WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
DC SYSTEM
NORM
EXT POWER TO

AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
CONDITIONS: CURRENT RELAY
POWER SELECTOR SWITCH TO AMMETER GENERATOR 3
IN NORMAL. ALL
GENERATORS OFF
G3 80A
WINDOWS
A3
START CONTACTOR 150A
GALLEY 1 BAR
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
COCKPIT REVERSE
BATTERY POWER
BATTERY
BUS
GROUND
CONTACTOR BUS
FlightSafety
MAIN BUS
130A
TO B1
AMMETER
80A
international
WINDOWS
TO G2 B3
AMMETER
Figure 2-11. Both Battery Switches On, Bus Tie Open
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM
A B
WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
DC SYSTEM
NORM
EXT POWER TO
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
BUS A1
G1
130A
REVERSE BUS A2
CURRENT RELAY
CONDITION:
POWER SELECTOR
SWITCH IN NORMAL
G3 80A
WINDOWS
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
COCKPIT REVERSE
BATTERY POWER
BATTERY
BUS GROUND
FlightSafety
BUS RH
CONTACTOR
MAIN BUS
130A
TO B1
AMMETER
international
80A
WINDOWS
TO G2 B3
AMMETER
2-11
Figure 2-12. Battery 2 Switch On, Bus-Tie Switch Closed

FlightSafety
international
available to all the installed circuitry unless at Control

least one battery switch or one generator switch
is on. In addition, if the GPU is connected and The APU generator excitation and control is
operating and the GPU switch is in the EXT achieved by a green switchlight labeled “APU,”
POWER position, all of the installed circuits are located on the DC SYSTEM section of the over-
FWD AND AFT TOILET LIGHT

powered from the ground power source, includ- head switch panel. It has two positions: latched

(pushed in) with the green light illuminated and
ENGINE MONITOR
ing the battery bus.
unlatched (out) with the light extinguished.
COMPT LIGHTS
MECHANICS PANEL
Figure 2-13 depicts a typical installation for bat-
FR 5 STAIR LIGHT
DOOR CONTROL
tery bus circuits. Other optional circuits may be The switch must be in the latched position with
AISLE LIGHTS
the switchlight on and the bus-tie switch must
REAR
installed by the operator; if so, they will be listed
BAGGAGE
MAIN ELECTRICAL BOX 6-PA

in the AFM supplements. be in the tied position before the APU can be
started. The APU generator switchlight goes out
OVERHEAD PANEL
FR5 BAG LIGHT
when the GCU senses an overvoltage or over-
current condition.
APU GENERATOR
BAGGAGE COMPT
DOME LIGHT
Unlatching the APU generator switch while the
Battery Bus Circuits (Typical)

General APU is operating causes loss of the excitation
A combination starter-generator is mounted on circuit; the APU generator drops off the line,
DOME LIGHTS
**
the accessory drive section of the APU (Figure and the APU electronic control unit transmits
17
COCKPIT
2-14). The generator includes an integral fan a stop signal to the APU causing it to shut down.
NOSE CONE LIGHT

which induces cooling air through the genera-
14
7
tor from a flush intake on the left side of the rear Following an APU start and acceleration to 97%
13
6
fuselage. + 4 seconds, the APU generator RCR closes
15
12
5
and connects the generator directly to the right
CRASH
main bus and also supplies buses B1 and B2.
11
LOGIC
4
Rating Since the bus tie is already closed (to enable
10
3
FIRE EXTINGUISHING
APU
APU starting), the APU generator also supplies
GEN 1 EXCITATION
GEN 2 EXCITATION
GEN 3 EXCITATION
9
2
The APU generator is rated at 30 volts, 300
STEPS
15
SUBSEQUENT) LIGHT
the left main bus and buses A1 and A2. In addi-
8
amps and is regulated at 28.5 volts by an
1
tion, battery 1 is charged and the battery bus is
associated generator control unit (GCU)
FUEL COUPLING
LH PYLON
powered through the battery 1 make-and-break
Figure 2-13.
AND CONTROL
BOX LIGHTING
LIGHT
mounted in the rear compartment. The APU switch and the battery 1 line contactor. The start
(SNs 16 AND
16
SLATS
generator is available for ground operation only
*
bus is also powered from the left main bus
since the APU is not certificated for flight opera- through the battery 1 make-and-break switch.
tion. The APU generator GCU provides a num- Battery 2 is charged (and the battery bus receives
** GEN 2 AND APU GEN LINE SWITCHES

ber of operations, including overvoltage and
14. BAT 2 TO START BUS CONTACTOR

power) from the right main bus through the bat-
* GEN 1 AND GEN 3 LINE SWITCHES

SINGLE-POINT
overcurrent protection for the APU generator.
REFUELING
tery 2 make-and-break switch. In this configura-
tion, battery 2 does not supply the start bus. The


1. BAT 1 MAKE-AND-BREAK
7. BAT 2 MAKE-AND-BREAK
8. BAT 1 LINE CONTACTOR
For APU starting, control, and operation, see
11. GPU LINE CONTACTOR

APU generator may be paralleled with any or all
MAIN DC BOX COMPONENTS

15. CURRENT LIMITERS

Chapter 6, “Auxiliary Power Unit,” in this

R
U
B
A
S
T
T
13. GPU START RELAY

engine-driven generators.
training manual.
4. BUS-TIE RELAY
BAT 1
BAT 2
2-12 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY Revision 4.01
FlightSafety
international
FLIGHT
NORM Indication in and illuminated. When the APU accelerates
FUEL 20 BAT
25
20 BAT
25 to 97% + 4 seconds, the APU generator RCR
DISCH SHUT
OFF
1
120
N
0
20
T5
0
200
0
GEN
V – 30 A B
0
GEN
V _ 30 While the APU is operating, the green switch- closes, connecting the generator to the right main
2 0 FAULT % 40 1000
°C
1
100
80 60
800
600
400
IRS 1 HRZN IRS 2 IRS 3 light labeled “MASTER APU” is on, and the bus and the associated B1 and B2 buses. The am-
APU amber lights labeled “OIL” and “GEN” are both
0 FIRE APU MASTER START STOP
ber GEN light on the APU control panel goes
TRANS APU _
0
+ 100
A–
200
300 BAT 1 BAT 2
20 BAT
25 off. These lights are located on the APU control out, indicating that the APU generator is on line.
1 GEN 1 GEN 2 GEN 3
section of the overhead switch panel. The green
GEN
100 E BAT 2 0
V _ 30
350
FAULT 0 TEST Since the bus tie must be closed for APU start-
OIL GEN
GEN 1 BAT 1 GEN 3 GEN 2 BAT 2 APU excitation switchlight labeled “APU,” located ing, the left main bus and its associated A1 and
FIRE 3 FIRE APU DC SYSTEM above the GEN 3 control switch, is also on. If A2 buses are all powered from the right main
BAG COMP
HP 1 PRV 2 PRV 3
the APU generator disconnects from the line for bus. The BAT 1 switch is on; therefore, the bat-
any reason, the GEN light comes on. This light tery 1 contactor and its associated make-and-
also comes on, in some cases, when the APU break switch are both closed, allowing the APU
APU
generator is providing a start-assist for an engine generator power to supply the start bus and bat-
since the APU start relay is closed for the dura- tery bus and provide charging for battery 1.
BRIGHT TEST
ISOL
tion of the start; however, the APU generator
LIGHTS FIRE
LP LP
may disconnect from the distribution system. At the same time, the BAT 2 switch is also on,
DIM ISOLATION The light, if on, must go out when the engine closing the associated make-and-break switch
start terminates; if it does not, the APU start supplying APU power to the battery bus and to
AUTO NORM relay has failed to open and corrective action is battery 2 for charging. The GEN 1, GEN 2,
ON
OFF
HEAT
ISOL
required. The APU load to the buses may be de- GEN 3, and BUS TIED lights on the warning
BUS TIED
PASSENGER CREW BAG termined by moving the right ammeter selector panel are all on.
BLEED AIR
FUEL 2 to the APU position. The left and right volt-
meters indicate bus voltage.
BLEED
GENERATORS
APU
NOTE
The amber APU generator RCR light is
General
armed for operation only when the green A combination DC starter-generator is mounted
APU MASTER switchlight is latched on and driven by the accessory gear of each en-
in. It remains on during APU starting and gine. The generators are attached to the acces-
acceleration to 97% + 4 seconds. Then it sory case by a quick-disconnect adapter.
goes off and comes on again, only if the
APU generator disconnects from the line
for any reason or if the APU start relay Cooling
fails to open, either following an APU start
NO. 2 The generators are cooled by air directed from
or after an APU generator-assisted start
ENGINE the fan duct. The air is circulated through the
(REF) of any engine.
generator case (Figure 2-16), the brush ring, and
brush housing, thus providing cooling and brush
APU generator amperage to the right main bus dust elimination.
may be selected on the right ammeter by moving
the selector switch located below the right
ammeter to the APU position. The charge or dis- Rating
charge rates of the batteries are indicated when The generators are rated at 30 volts and 300
the ammeter selector switches are in the center amps. A generator control unit (GCU) provides
APU BAT positions. regulation and protection for each generator. The
GEN
VENTILATION associated solid-state GCU regulates the gener-
AIR INLET ator at 28.5 volts and provides a field weaken-
Operation ing system to maintain generator torque when
Figure 2-15 depicts that the APU is operating, being used as an engine starter. The integral pro-
Figure 2-14. APU Generator Installation the green APU MASTER switchlight is on, and tection systems in the GCUs provide automatic
the APU (green) excitation switchlight is latched equalization for all three engine-driven generators
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
2-14
LIGHTS FIRE
DIM
A B
WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
DC SYSTEM
NORM
EXT POWER TO
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
CONDITIONS: GENERATOR 3
BOTH BATTERY SWITCHES
ON, BUS TIE CLOSED.
BOTH BATTERIES G3 80A
CHARGING WINDOWS
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY

225A

GPU RECEPTACLE
BATTERY POWER
BATTERY APU GENERATOR POWER
BUS
STARTING
GROUND
BATTERY 2 BATTERY 2 MAKE-AND-BREAK SWITCH
BUS RH
CONTACTOR
MAIN BUS
130A
TO B1
AMMETER
80A
WINDOWS
TO G2 B3
AMMETER
international
Figure 2-15. APU Generator Operation

FlightSafety
Figure 2-16.

Generator Cooling Airflow
international
FlightSafety
Revision 4
and the APU generator if all four generators are The auto load-shed system is disabled through
on and the bus tie is closed, or GEN 2 and the the ground/flight relay circuit with the aircraft
APU generator are automatically paralleled on on the ground.
the right main bus when on and the bus tie is
open. An overvoltage and overcurrent protection
system in the associated GCUs automatically trip Indication
the affected generator whenever voltage is above The voltmeters located on the DC SYSTEM sec-
32 volts or if output current exceeds design limits. tion of the overhead switch panel provide indi-
cation of voltage for the associated bus when the
bus tie is open or the highest bus voltage when the
Control bus tie is closed. The left and right ammeters are
Each generator is controlled by a two-position selective through the three-position selector
magnetic switch located on the DC SYSTEM switches located below the ammeters. The left
section of the overhead switch panel. The switch switch is labeled “GEN 1–BAT 1–GEN 3,” and
positions are unlabeled. They must be on (up) the right switch is labeled “GEN 2–BAT 2–
for all operation, including engine starting. Gen- APU.” Moving a switch to any generator or
erator faults detected by the GCUs, such as over- APU position facilitates reading the output of
voltage or overcurrent, cause these switches to the selected unit. When the switches are at the
automatically trip to the off (down) position. BAT positions with a generator operating, the
Physically moving a tripped generator switch to ammeters indicate the charge rate of the asso-
the on (up) position will reset the generator, pro- ciated battery. The switches are normally in the
vided that the fault no longer exists. The gen- BAT positions for all flight operations.
erator switches should be turned off if an engine
is inoperative and windmilling in flight. Three amber lights on the warning panel, labeled
“GEN 1,” “GEN 2,” and “GEN 3,” provide dual
A guarded line disconnect control switch for indication for the associated generator. The
each generator is located on the main electrical affected light comes on if the generator reverse
box in the rear compartment (Figure 2-13). current relay opens, indicating that the generator
These switches provide the control circuits and is off the line, or the affected start relay has failed
equalization for the generator line contactors to open at the termination of the start cycle.
(RCRs) and are for maintenance use only.
Operation
Automatic Cabin Electrical Figure 2-17 depicts that the No. 3 engine has
Load-Shed System been started, using the batteries. The start has
terminated and the generator 3 RCR is closed,
In the event of the loss of one generator’s out- connecting generator 3 to the left main bus and
put, certain A6 bus items such as galley, lava- its associated A1 and A2 buses. Since the bus
tory, and cabin entertainment system operation tie is closed, generator 3 power is also trans-
will automatically be load-shed.
mitted to the right main bus and the associated
After proper electrical load reduction by the B1 and B2 buses. Battery 1 is being charged
crew an AUTO LOAD SHED switch located on through its make-and-break switch and the bat-
the copilot’s side console may be placed in the tery 1 contactor. Battery 2 is being charged
OVERRIDE position to allow power to be reap- through its make-and-break switch. The warn-
plied to the items previously shed. ing panel shows that the BAT 1, BAT 2, and
GEN 3 lights are all off, while the GEN
In the event of a second generator failure, the 1, GEN 2, and BUS TIED lights remain on.
system will auto load-shed a second time with
no flight crew option to bring any of the load-
shed items back on line.

OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
2-16
DIM
A B
WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
DC SYSTEM
NORM
EXT POWER TO
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
GENERATOR 3
CONDITIONS:
BUS TIE CLOSED. POWER SELECTOR
SWITCH IN NORMAL. BOTH BATTERY G3 80A
SWITCHES ON. APU INOPERATIVE WINDOWS
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
REVERSE LEGEND

COCKPIT
GPU RECEPTACLE
GENERATOR POWER
BUS

CONTACTOR BUS
MAIN BUS
130A
TO B1
AMMETER
80A
WINDOWS
TO G2 B3
AMMETER
international
Figure 2-17. Generator 3 Operation

FlightSafety
Revision 3.01
FlightSafety
international
Figure 2-18 depicts that the No. 2 engine has Generators 1 and 3 are operating in parallel on
been started. The start was assisted by genera- the left main bus, which is also powering buses
tor 3, since the APU generator is not operating A1 and A2, the start bus, and the battery bus
(see Chapter 7, “Powerplant,” for starting and charging battery 1. Generator 2 is power-
details). As the No. 2 engine start terminates, the ing the right main bus and the associated B1 and
generator 2 RCR closes, connecting generator 2 B2 buses as a nonparalleled independent unit;
to the right main bus; it automatically parallels it is also powering the battery bus and charging
with generator 3 since the bus tie is closed. The battery 2. The warning panel shows that all gen-
warning panel shows that the GEN 2, GEN 3, erator lights, both battery lights, and the BUS
BAT 1, and BAT 2 lights are all off while the TIED light are off, indicating a normal operat-
GEN 1 and BUS TIED lights remain on. ing configuration.
Figure 2-19 depicts that all three engines are op- If the No. 2 engine is shut down or if generator
erating and all three engine-driven generators are 2 fails, the bus tie must be closed to restore
on line. The airplane is ready for takeoff; there- power to the right main bus and the associated
fore, the bus-tie switch is in the FLIGHT NORM B1 and B2 buses, and to provide charging for
position, separating the left and right distribu- battery 2.
tion buses into separate and independent
systems.

2-18
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM
A B
WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
DC SYSTEM
NORM
EXT POWER

REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
BUS TIE CLOSED. BOTH BATTERY
SWITCHES ON. POWER SELECTOR
SWITCH IN NORMAL G3 80A
WINDOWS
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
GPU
EXTINGUISHERS AMMETER CONTACTOR
225A
LEGEND
COCKPIT REVERSE
BUS
STARTING
GROUND
BUS RH
CONTACTOR
FlightSafety
MAIN BUS
130A
TO B1
AMMETER
80A
international
WINDOWS
TO G2 B3
AMMETER
Revision 4
Figure 2-18. Generator 2 and 3 Operation

Revision 4
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM
A B
WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
DC SYSTEM
NORM

EXT POWER TO
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
GENERATORS 1, 2, AND 3 OPERATING. BOTH
BATTERY SWITCHES ON. BUS TIE OPEN,
POWER SELECTOR SWITCH IN NORMAL. G3 80A
WINDOWS
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
LH MAIN BUS
APU START
CONTACTOR BUS-TIE
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
BUS

FlightSafety
BUS RH
CONTACTOR
MAIN BUS
130A
TO B1
AMMETER
international
80A
WINDOWS
TO G2 B3
AMMETER
2-19
Figure 2-19. Normal Flight Configuration

FlightSafety
international
GROUND POWER UNIT switch, closing it and connecting the start bus
to the left main bus. This power is transmitted
to buses A1 and A2 and, through the bus tie,
General to the right main bus and buses B1 and B2. The
An approved external power unit (GPU) (gen- GPU may now be used to start one or all en-
erator or rectifier) may be connected to the stan- gines, or it may be used for servicing and/or
dard three-pin receptacle (Figure 2-20) located checking the airplane’s systems. As long as this
externally on the aft right side of the airplane. condition prevails, GEN 1, GEN 2, and GEN
The unit should be a constant-voltage unit capa- 3 lights remain on.
ble of negligible droop when operating at maxi-
mum load. The maximum rating should not The bus tie interconnects the main buses and is
exceed 1,200 amps, and the voltage should be grounded independently by the EXT POWER
regulated at 28 VDC. position of the power selector switch.
Protection The battery bus is powered from the GPU

through the start bus.
Overvoltage protection is provided by a magnet-
ic coil controlled by a PCB (printed circuit
board). When output voltage reaches approxi-
mately 31 ±1 VDC volts, the PCB energizes the
DC POWER
magnetic coil and disconnects the GPU from the DISTRIBUTION
distribution system. A reset pushbutton is
provided at the main electrical box (Figure
2-20); momentarily pushing this switch resets GENERAL
the GPU, provided that the fault no longer exists. The distribution buses are installed in the circuit-
breaker panels (Figure 2-3) on the cockpit head-
liner aft of the overhead switch panel. They are
Control divided among the left, center, and right panels.
The GPU is controlled by a two-position power
selector switch located on the overhead switch Four feeder cables (protected by current limiters)
panel (Figure 2-4). The switch positions are route power from the main electrical box in the
labeled “NORMAL” and “EXT POWER.” rear compartment (Figures 2-1 and 2-13) to the
When in the EXT POWER position, the bat- circuit-breaker panels. Two of these feeder cables
tery 1 contactor and battery 2 make-and-break are routed along the left side of the fuselage to
switch open, isolating both batteries (BAT 1 and buses A1 and A2 in the left circuit-breaker panel
BAT 2 lights come on). and in the left section of the center circuit-
breaker panel. Similar feeders are routed along
Figure 2-21 illustrates operation of the GPU. the right side of the fuselage to buses B1 and B2
in the right circuit-breaker panel and in the right
The bus tie automatically closes (even if the bus- section of the center circuit-breaker panel.
tie switch is off), and the BUS TIED light comes
on. The generators, including the APU generator, The circuit breakers are grouped by systems on
are inhibited whenever external power is op- the associated circuit-breaker panel and are en-
erating and is connected to the airplane. The closed by colored lines for ease of identification.
GPU contactor closes and connects the output
from the GPU to the start bus. A separate ground
is applied to the battery 1 make-and-break

FlightSafety
international
GPU RECEPTACLE POWER SELECTOR SWITCH
MAIN ELECTRICAL BOX
NO. 1 BATTERY
MAKE-AND-BREAK
GPU RESET BREAKER GPU CONTACTOR
Figure 2-20. GPU Components

2-22
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM
A B
WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
DC SYSTEM
NORM

EXT POWER TO
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
CONDITIONS: TO AMMETER CURRENT RELAY
GENERATOR 3
POWER SELECTOR SWITCH
IN EXT POWER.
G3 80A
WINDOWS
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
LEGEND
GPU RECEPTACLE
BATTERY POWER
BATTERY
BUS EXTERNAL POWER
GROUND
FlightSafety
CONTACTOR BUS
MAIN BUS
130A
TO B1
AMMETER
international
80A
WINDOWS
TO G2 B3
Revision 4
AMMETER
Figure 2-21. GPU Operation

FlightSafety
international
PRIORITY DISTRIBUTION AVIONICS MASTERS

Certain circuits are given priority classification Selective powering is available for the avionics
and are normally powered from bus A1. If bus system, primarily to permit shutoff when on the
A1 fails, these circuits are automatically pow- ground and the avionics system is not required.
ered from bus B1. The following systems are Two latching push-on, push-off switches (Figures
included in this priority group: 2-2 and 2-3) labeled “L/H AVIONICS
MASTER” and “R/H AVIONICS MASTER” are
• Warning lights located, one each, on the lower side of the left
and right circuit-breaker panels. When either is
• Lights and engine indicators test pushed in, two relays are energized, discon-
necting power from the associated avionics sys-
• Emergency lighting indicator light tem. A similar system installed as a customer
option provides for selective powering of the
• Takeoff warnings respective flight management systems con-
trolled by two FMS switches adjacent to the L/H
• Fire panel and R/H AVIONICS MASTER switches.
• Refueling
• Horizontal stabilizer position detector
• Slat monitoring
• Aileron and elevator Arthur monitoring
• Audio warnings
• Audio shutoff
• Baggage compartment door detector
• Center fuel tank monitoring
Figure 2-22 depicts the priority distribution

system in its normal configuration. The operat-
ing power supply is from A1. When power fails
on bus A1, the transfer relay is deenergized,
and the circuits are then powered from bus B1.

2-24
AIL FEEL
FAILURE B (31CW)
WARN LIGHT B AILERON ARTHUR Q UNIT
(R1WW) MONITORING LIGHT (CONTROL CIRCUIT)
EMERGENCY
LIGHTING
AUDIO WARN B
(1WL2)
TAKEOFF WARNING

28-VDC FIRE PANEL
BUS AUDIO
B1 WARNING
LIGHTS WARN A/B FUELING

(21WW)
HORIZONTAL
STABILIZER
POSITION DETECTOR
28-VDC EMERG
POWER (1LW)
SUPPLY AUDIO SHUTOFF
EMERGENCY
LIGHTING
EMERGENCY
LIGHTING
BAGGAGE COMPARTMENT
DOOR DETECTOR
SLAT MONITORING
AUDIO WARN A
(1WL1) CENTER FUEL TANK
MONITORING
ELEVATOR
ARTHUR MONITORING
WARN LIGHT A TEST WARN A/B
(L1WW) (31WW)
LIGHT
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TEST
28-VDC ENGINE
BUS INDICATORS
FAILURE A TEST
A1
NOTE:
international
AUDIO WARNING AND MAIN BUS
TYING ARE ALSO DUAL-POWER SUPPLIED.
Revision 4
Figure 2-22. Priority Circuits

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ELECTRICAL POWER
SOURCES
Electrical power sources for the avionics, flight
controls, and other airplane systems are listed
in Table 2-1. The table shows which circuit-
breaker panel and primary bus a system is pow-
ered from. It also shows the circuit-breaker
designation listed on the circuit-breaker panel.
LIMITATIONS
GENERAL
The limitations contained in the approved AFM
must be complied with by law regardless of the
type of operation.
ELECTRICAL
Maximum voltage of
DC system............................................. 32 volts
Maximum generator output
(one minute maximum)...................... 350 amps
(up to 43,000 feet).............................. 300 amps
(above 43,000 feet)............................. 260 amps
BATTERY TEMPERATURE
Amber light (WARM)
at or above................................. 120°F (48.9°C)
Red light (HOT)
at or above................................. 150°F (65.5°C)
SNs prior to 172........................ 150°F (65.5°C)
SNs 172 and subsequent ........... 160°F (71.1°C)

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Table 2-1. ELECTRICAL POWER SOURCES

LEFT CIRCUIT-BREAKER PANEL
PRIMARY BUS A1
FIRE AUDIO WARN A Audio warning RADIO ATC1* ATC 1

WARNING
WARN LIGHTS A Warning panel VOR1* VOR-DME 1

PANEL
DME1* VOR-DME 1
WARN LIGHTS A Light test ADF1* ADF 1

EX D/N
EXTING 1 Fire NAVIGA- DDRMI1* Pilot-

TION copilot RMI
DETECT 1 Fire ADC1* Pilot ADC 1
LIGHTS WARN SG1* Pilot EFIS

A-B
EADI LH* Pilot EFIS
NAVIGA- IRS 1 BAT IRS 1 battery EHSI LH* Pilot EFIS

TION EFIS CTL1* Pilot EFIS
IRS 1 IRS 1
TEMP PROBE Probe heating
HRZN ST BY Standby
horizon
LH AV MASTER Left avionics

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Table 2-1. ELECTRICAL POWER SOURCES (Cont)

LEFT CIRCUIT-BREAKER PANEL (Cont)
PRIMARY BUS A2
FIRE EXTING 3 Fire RADIO HF 1 HF 1

WARNING CONTROL*
DETECT 3 Fire PHONE* Option

SAT COM* Option
BAG COMP Fire
BAT TEMP Battery NAVIGA- AFCS 1 Pilot FGC*

temperature TION CMPTR*
AFCS 1 Servoactuator
ADVIS*
BLOWER LH Ventilation RAD ALT 1* Radioaltimeter
TEST WARN A-B FMS 1* Pilot FMS
CDU 1* Pilot FMS
NAVIGA- IRS 3 IRS 3 SG 3* MFD

TION
IRS 3 BAT (Option) IRS 3 battery MFD/WRD* MFD
ANNUNC LH Radio nav R/T WR* Radar

lighting
AFCS 1 AP Pilot FGC GPWS Option
AFCS 1 YD Pilot FGC
RADIO ICS LH Intercom
VHF 1 VHF 1
HF 1 PWR HF 1

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PRIMARY BUS A1
LIGHTS ANTICOL FIN Anticollision HYDR L/G CONTROL Landing gear

MISC lights control
LH EXT External STBY PUMP Standby

LIGHT lighting hydraulic pump
CKPT LH Lighting HYDR 1 INDIC Hydraulic

READING
NAV Navigation
lights
STROBE Strobe ANTI- WSHLD FRONT Windows

lights ICE LH
COND’G
CENTER Lighting LH PITOT HEAT Probe heat
INSTR LH Instrument LH STATIC Probe heat

lighting HEAT
INV (115V/60 Hz) Option COND’G CREW Conditioning

or 115-VAC master
ENGINES IGNTR AUTO Starting CABIN PRESS Cabin
pressure
ENG FAIL 2 Takeoff LH AOA HEAT Probe

warning heat
N2 1 Indicators ENGINE 1 Anti-icing

N1 ITT 2 Turbine temp
AIR FR Wing
anti-icing
CMPTR Engine HP BLEED 1 Wing

Computer anti-icing
IGNTR 1 Start
OIL 1 Engine FLT A/B CONTROL Airbrakes
control CONTROL PITCH FEEL Arthur
FUEL BOOST 1 Fuel BP STAB EMERG Horiz stab

FUEL FLOW 1 Flowmeter TRIM INDIC Trim
XBP 2-3 Fuel SLAT INDIC Slats
GAGES LH Qty indicators LH AUTO SLAT Slats
LO FUEL Tank level

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PRIMARY BUS A2
LIGHTS BELTS NO Passenger ANTI- ENGINE 3 Anti-icing

MISC SMK’G signs ICE
COND’G DV WINDOW Window
ENTRY Entrance
lighting
SHIELD Glareshield PRV 3 Wing

lighting anti-icing
DRAIN HEAT Drain CAB TEMP Temperature

anti-icing CONTROL control
LANDING LH Lights STBY PITOT Probe heat
WIPER LH Wipers
ENGINES N2 3 Indicators
CMPTR 3 Engine FLT FLAP A/B Flaps

computer CONTROL INDIC
IGNTR 3 Starting TRIM AILERON Trim

TRIM RUDDER Trim
OIL 3 Engine STICK SHAKER Stick Shaker

control M889
Incorporated
FUEL 2 Fire
SHUT OFF
FUEL STBY BOOST 2 Fuel
LEVEL Tank level
HYDR ANTISKID Brakes
L/G IND EMER Landing gear

indication M1406
incorporated

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CENTER CIRCUIT-BREAKER
PANEL (Cont)
(Cont)
PRIMARY BUS
PRIMARY BUS B1
B1
DESIGNATION
DESIGNATION UTILIZATION
UTILIZATION DESIGNATION
DESIGNATION UTILIZATION
UTILIZATION
FLT
FLT STAB NORMAL
STAB NORMAL Horiz stab
Horiz stab ENGINES
ENGINES NN22 22 Indicators
Indicators
CONTROL
CONTROL
AIL FEEL
AIL FEEL Arthur
Arthur ITT 11
NN11ITT Turbine
Turbine
monitoring
monitoring temperature
temperature
RH AUTO
RH AUTO SLAT
SLAT Slats
Slats CMPTR 22
CMPTR Engine
Engine
computer
computer
IGNTR 22
IGNTR Starting
Starting
ANTI-
ANTI- ENGINE 22
ENGINE Anti-icing
Anti-icing OIL 22
OIL Engine
Engine
ICE
ICE control
control
COND’G
COND’G AFT SIDE
AFT SIDE Window
Window CMPTR 11
CMPTR Engine
Engine
WINDOW
WINDOW STBY PWR
STBY PWR computer
computer
WIPER RH
WIPER RH Wiper
Wiper LIGHTS
LIGHTS LAV MASTER
LAV MASTER 28-VDC
28-VDC
system
system
MISC
MISC
COND’G CABIN
COND’G CABIN Conditioning
Conditioning OVERHEAD
OVERHEAD Lighting
Lighting
BOOTSTRAP
BOOTSTRAP Bootstrap
Bootstrap FWD CABIN
FWD CABIN Cabin
Cabin
INDIRECT
INDIRECT lighting
lighting
RH AOA
RH AOA HEAT
HEAT Probe heat
Probe heat RH CABIN
RH CABIN Reading
Reading
READING
READING lights
lights
HYDR
HYDR L/G INDIC
L/G INDIC Landing gear
Landing gear CKPT RH
CKPT RH Lighting
Lighting
READING
READING
HYDR 22 INDIC
HYDR INDIC Hydraulic
Hydraulic
TAXI
TAXI Lights
Lights
FUEL
FUEL NORM BOOST
NORM BOOST 22 Fuel
Fuel
FUEL FLOW
Flowmeter
XBP 1-3
XBP 1-3 Fuel
Fuel
GAGES RH
GAGES RH Qty indicators
Qty indicators

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PRIMARY BUS B2
LIGHTS GALLEY MASTER Galley FUEL BOOST 3 Fuel

MISC
LANDING RH Lights GAGES CENTER Qty indicators
ANTICOL BELLY Anticollision XBP1-2 Fuel

lights
RH EXT LIGHT Right external PRESSURE Refueling

lights FUELING
INSTR RH Instrument
lighting
PEDESTAL Instrument HYDR NOSE WHL Steering

lighting
VALANCE OR
AFT CABIN Cabin
INDIRECT lighting
LH CABIN Reading ANTI- CKPT TEMP Temperature

READING lights ICE CONTROL control
COND’G
BAG PRESS Pressurization
ENGINES APU APU WSHLD FRONT Window

RH
N1 ITT 3 Turbine RH PITOT HEAT Probe heat

temperature
FUEL 1 Fire RH STATIC Probe heat

SHUT OFF HEAT
REVERSE Engine 2
CONTROL reverser
REVERSE WARN FLT ROLL EMERG Trim

CONTROL
FUEL 3 Fire
SHUT OFF
FLAP CONTROL Flaps

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RIGHT CIRCUIT-BREAKER PANEL
PRIMARY BUS B1
FIRE AUDIO WARN B Audio warning RADIO VOR 2* DME 2

WARNING
WARN LIGHT B Warning panel DME 2* VOR-DME 2

PANEL
ADF 2* ADF 2
WARN LIGHTS B Light testing

EX D/N ATC 2* ATC 2*
VHF 3* VHF 3
EXTING 2 Fire
DETECT 2 Fire NAVIGA- SG 2* Copilot EFIS

TION
APU Fire EFIS CTL2* Copilot EFIS
EHSI RH* Copilot EFIS
EADI RH* Copilot EFIS
NAVIGA- IRS 2 BAT IRS 2 battery DDRMI 2* Copilot and

TION pilot EFIS
IRS 2 IRS 2 ADC 2* Copilot ADC 2
RH AV MASTER Right avionics AOC 2

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RIGHT CIRCUIT-BREAKER PANEL (Cont)
PRIMARY BUS B2
MISC NOSE FAN Ventilation RADIO HF 2 HF 2

CONTROL*
BLOWER RH Ventilation VHF 2* VHF 2
CREW SEATS Crew seats SELCAL* Selcal
EMERG LIGHTS Emergency

light
batteries
NAVIGA- AFCS 2 Copilot FGC

TION CMPTR*
RADIO HF 2 PWR HF 2 AFCS 2 Copilot FGC

ADVIS*
PUBLIC Public FMS 2* Copilot FMS

ADDRESS address
ICS RH Intercom CDU 2* Copilot FMS
OMEGA* Omega
NAVIGA- AFCS 2 AP Copilot FGC FLIGHT RECORDER* Flight recorder

TION
VOICE RECORDER* Cockpit voice-
recorder
AFCS 2 YD Copilot FGC RAD ALT 2* Radio altimeter
ANNUNC RH Radio nav

instrument
lighting

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QUESTIONS
1. The majority of the DC electrical compo- 6. The line disconnect control switches for
nents are located in the: the engine-driven generator are located:
A. Nose compartment A. In the nose cone compartment
B. Cockpit headliner B. On the main DC box
C. Rear compartment C. On the associated GCU
D. Underfloor area D. In the forward left cabinet
2. The battery bus is a hot bus when: 7. Ventilation for the nicad batteries dur-
A. The BAT 1 switch is on. ing flight is provided by:
B. Either battery is installed and connected. A. A line supplied by the bootstrap unit
C. Any battery or generator switch is on. B. A bleed-air-operated aspirator
D. The BAT 2 switch is on. C. A blower controlled by the landing
gear weight switches
3. The DC voltmeters are directly con- D. Low-pressure ram air created at the vent
nected to: outlet
A. The battery shunts
B. A selector switch below each ammeter 8. The battery 2 contactor connects battery
2 to the:
C. Generator shunts
D. Their associated main bus A. Right main bus
B. Battery bus
4. The bus-tie control power source is C. Start bus
supplied: D. Associated make-and-break RCR
A. From the hot battery bus
B. Directly from either battery 9. If the batteries are fully charged, installed,
and properly connected, yet they will
C. From the start bus not connect to the buses when the asso-
D. From the left or right main bus ciated switches are turned on, a probable
cause is the:
5. The AVIONICS MASTER switches are A. Power selector switch is not at
located on the: NORMAL.
A. Main DC box B. Power selector switch is not at EXT
B. Center pedestal POWER.
C. Circuit-breaker panel C. External power receptacle access door
D. Pilot’s and copilot’s panels is open.
D. Bus-tie switch is at FLIGHT NORM.

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10. If both battery switches are on, the APU is 11. Generator output is limited to 260 amps
operating, and the APU GEN light comes when:
on when the No. 3 engine start switch is A. Operating on the ground
pushed, the action required is:
B. Assisting during engine starting
A. Abort the start, and push in the APU C. Flying above 43,000 feet
excitation switch.
D. Paralleled with the APU generator
B. None, since the APU GEN light
responds to the closed APU start relay 12. If, during a battery start, the No. 2 engine
C. Rotate the bus-tie switch to the fails to crank when the No. 2 engine start
horizontal position. switch is pushed, a probable cause is:
D. None, since the APU generator dis- A. The bus-tie switch is at FLIGHT NORM.
connects from the right main bus.
B. The No. 2 generator switch is off.
C. Weak batteries
D. Any one of the above

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-3
Cockpit Lighting .............................................................................................................. 3-3
Passenger Cabin Lighting ................................................................................................ 3-4
Passenger Ordinance Signs .............................................................................................. 3-6
Baggage Compartment, Rear Compartment, and Nose Cone Lighting........................... 3-6
EXTERIOR LIGHTING ......................................................................................................... 3-6
Navigation Lights............................................................................................................. 3-6
Logo Lights ...................................................................................................................... 3-6
Anticollision Lights.......................................................................................................... 3-8
Strobe Lights .................................................................................................................... 3-8
Landing Lights ................................................................................................................. 3-8
Taxi Light ......................................................................................................................... 3-8
Ice Detection Lights ......................................................................................................... 3-9
LIGHTING BUS DEPENDENCY.......................................................................................... 3-9
EMERGENCY LIGHTING .................................................................................................... 3-9
QUESTIONS ......................................................................................................................... 3-11

ILLUSTRATIONS
Figure Title Page
3-1 Cockpit Lighting Controls........................................................................................ 3-2
3-2 Cockpit Dome Lights ............................................................................................... 3-3
3-3 Cockpit Reading Lights............................................................................................ 3-3
3-4 Glareshield Lighting................................................................................................. 3-3
3-5 Circuit-Breaker Panel Lighting ................................................................................ 3-3
3-6 BRIGHT–DIM Switch ............................................................................................. 3-4
3-7 Passenger Cabin Lighting Controls.......................................................................... 3-4
3-8 ENTRANCE Pushbutton.......................................................................................... 3-5
3-9 OCCUPIED Light .................................................................................................... 3-5
3-10 Passenger Lighting Control Switch.......................................................................... 3-5
3-11 Typical Reading and Table Lamp Switch................................................................. 3-6
3-12 Passenger Ordinance Signs ...................................................................................... 3-6
3-13 Nose Cone, Baggage Compartment, and Rear Compartment
Lighting Components ............................................................................................... 3-7
3-14 Exterior Light Locations .......................................................................................... 3-7
3-15 Navigation Lights and NAV Switch ......................................................................... 3-7
3-16 Anticollision Strobe Lights and ANTICOL Switch ................................................. 3-8
3-17 Strobe Lights ............................................................................................................ 3-8
3-18 Landing Lights and LANDING Switch ................................................................... 3-8
3-19 Taxi Light and TAXI Switch .................................................................................... 3-9
3-20 Ice Detection Lights and Control Switch ................................................................. 3-9
3-21 Emergency Lighting Power Supply Assembly ........................................................ 3-9
3-22 OFF–ON–ARMED Switch .................................................................................... 3-10
TABLE
Table Title Page
3-1 Lighting Bus Dependency .................................................................................... 3-9
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CHAPTER 3
LIGHTING
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INTRODUCTION
The Falcon 900 lighting system is divided into interior and exterior lighting. Interior
lighting includes cockpit, passenger compartment, baggage compartment, rear com-
partment, and nose cone lighting. Cockpit lighting includes general illumination and
specific lighting for instruments and map reading. Passenger compartment lighting
provides illumination for warning signs and specific area illumination for passenger
safety and convenience. Individual lights are provided for the rear compartment, bag-
gage compartment, and nose cone. Exterior lighting consists of navigation, landing,
taxi, anticollision, wingtip strobe, and wing ice detection lights.
GENERAL
The cockpit employs several types of light- and copilot dome lights. Push-button switches
ing. Rheostat controlled, integrated lights are control circuit-breaker panel spotlights.
located in the instrument panel, pedestal, con- Lighting intensity for various cockpit pan-
sole, overhead panel, and digital displays. A els, indicators, and buttons is controlled with
rheostat also controls pilot and copilot map the BRIGHT–DIM switch located on the warn-
lights. Two-way switches control the pilot ing panel.

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The passenger compartment lighting con- and white on the vertical stabilizer tip
sists of fluorescent lighting controlled by fairing)
pushbuttons or toggle switches for the en- • Two landing lights, one located in each
trance, lavatory, and both sides of the com- wing/fuselage fillet
partment. Passenger reading lights and call
sign lights are controlled by switchlights. • One taxi light located on the nose gear
The nose cone, baggage, and aft compartments • Two red strobe anticollision lights, one
have individual lights. mounted on top of the vertical stabilizer
and one on the bottom of the fuselage
The emergency lighting system ensures illu- • Two strobe lights, one in each wingtip,
mination of the cockpit, emergency exit, and adjacent to the navigation lights
passenger compartment entrance door in case
of total electrical power failure. • Two wing ice detection lights, located
on either side of the forward fuselage to
The airplane exterior lighting system is detect ice accumulation on the wing
equipped with the following lights: leading edges
• Two vertical stabilizer logo lights, in-
• Three navigation lights (red on the left stalled on the upper surface of the hor-
wingtip, green on the right wingtip, izontal stabilizer
Figure 3-1. Cockpit Lighting Controls

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INTERIOR LIGHTING Glareshield Lighting

The glareshield is illuminated by two white flu-
Interior lighting includes cockpit, passenger orescent tubes (Figure 3-4) supplied by a
compartment, baggage compartment, aft com- power inverter located in the nose cone. They
partment, and nose compartment lighting. are controlled with the SHIELD on-off rheo-
stat located on the left rheostat support plate
COCKPIT LIGHTING (left of the overhead panel).
Cockpit lighting consists of dome, reading,

glareshield, circuit-breaker panel, overhead Circuit-Breaker Panel Lighting
panel, instrument, and indicator lights. The circuit-breaker panel is illuminated with
Lighting controls are located overhead on the two spotlights (Figure 3-5) located on the wall
rheostat panels and the interior lights panel behind the pilot and copilot. They are con-
(Figure 3-1). trolled with the CB PANEL LIGHT pushbut- Figure 3-2. Cockpit Dome Lights
ton located on the right circuit-breaker panel.
Dome Lights
Two dome lights, one located on either side of Overhead Panel Integral
the overhead panel, are provided for general Lighting
illumination of the cockpit (Figure 3-2). The overhead panel integral lighting is con-
trolled with the OVERHEAD on-off rheostat
The dome lights are controlled with the DOME located on the right rheostat support plate
switch located on the INTERIOR LIGHTS (right of the overhead panel). The rheostat
control panel. Each dome light contains three controls a power supply adjusting box that
bulbs: one for normal operation and two for varies the light intensity of the overhead panel
emergency operation. The dome lights are op- and the standby compass.
erational on the ground, when the engines are
shut down and the electrical power supply is
cut off. They are supplied with 28 VDC from Instrument Integral Lighting
the battery via the main electrical box located Integral lighting for the instrument panel, the
in the rear compartment. consoles, and the pedestal operates on 5 VDC Figure 3-3. Cockpit Reading Lights
provided by power supply boxes using 28-
The lights are operational when the DOME VDC inputs.
light push-button switch is on and one of the
generator or battery switches is turned on.
The lights are inoperative when all generator

and battery switches are turned off (e.g.,
preparation for crash landing).
Reading Lights
The two swiveling reading lights (Figure 3-3)
are located on the cockpit headliner above the
pilot’s and copilot’s seats. The associated on-
off rheostats are located on the left and right
rheostat support plate.
Figure 3-5. Circuit-Breaker Panel
Lighting Figure 3-4. Glareshield Lighting
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Pilot and Left Console Instrument PASSENGER CABIN LIGHTING

Lighting
The passenger cabin is equipped with lighting
This lighting is controlled with the PILOT on- systems for the entrance, lavatory, individual
off rheostat located on the left rheostat support passenger lights, and passenger ordinance
plate. signs. Passenger cabin lighting is controlled
with conveniently located groups of switch-
Copilot and Right Console lights or switches located throughout the cabin
Instrument Lighting and on the cockpit interior lights panel. The
typical lighting controls are shown in Figures
This lighting is controlled with the COPILOT 3-1 and 3-7.
on-off rheostat located on the right rheostat sup-
port plate.
Center Instrument Panel Lighting

This lighting is controlled with the CENTER on-
off rheostat located on the left rheostat support
plate.
Pedestal Lighting
This lighting is controlled with the PEDESTAL
on-off rheostat located on the right rheostat
support plate.
Figure 3-7. Passenger Cabin Lighting
Controls
Annunciator and
Indicator Lighting
Entrance Lighting
This lighting is controlled with a single
BRIGHT–DIM switch (Figure 3-6) located The cabin entrance is illuminated by two flu-
on the upper section of the warning panel. orescent tubes. They are controlled with the
The switch controls the day and night relays entrance pushbutton located to the left of the
for each system. passenger door. Passenger doorstep lights are
controlled by an entry light pushbutton (Figure
In BRIGHT (daylight operation), the lighting in- 3-8). A galley pushbutton (Figure 3-7) controls
tensity is not reduced. In DIM (night lighting), the galley front fluorescent tube.
the lighting intensity is reduced. If the main
buses are not energized, set the switch to the The entrance fluorescent tubes are supplied
DIM position to restore night lighting. power from an inverter that uses a 28-VDC
battery bus input. The step lights are directly
supplied with 28-VDC battery bus power. The
galley front tube is supplied with power from
the normal 28-VDC system through an inverter.
Lavatory Lighting
The lavatory lighting system consists of fluo-
rescent tubes powered from an inverter-fed with
28 VDC. The rear lavatory lighting is controlled
by a pushbutton located on the partition at frame
21. The center fluorescent tube inverter power
Figure 3-6. BRIGHT–DIM Switch

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Passenger Indirect Lights

This indirect ceiling lighting system is pow-
ered from an inverter supplied with 28 VDC.
The ceiling lighting consists of four rows of
fluorescent tubes. The system is controlled
with individual control switches located in
the cabin entrance and cabin (Figure 3-10).
Passenger Reading Lights

The passenger cabin is equipped with reading
lights and table spotlights located in the upper
part of the decor panels. This system is sup-
Figure 3-8. ENTRANCE Pushbutton plied with 28 VDC. Each reading light and
source is the battery. Therefore, it is not af- table lamp is separately controlled with a
fected by an electrical system power failure. nearby switch (Figure 3-11).
The six remaining tubes are supplied with 28
VDC from the normal electrical system via
115-VAC, 50-Hz inverters.
A light located on the lavatory door (Figure

3-9) indicates (when illuminated) that the toi-
let is occupied.
The front lavatory lighting system is con-

trolled by a microswitch activated by the
door latch. The fluorescent tube is sup-
plied with power via a 28-VDC-fed 115-
VAC, 50-Hz inverter.
Figure 3-10. Passenger Lighting

Figure 3-9. OCCUPIED Light Control Switch

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PASSENGER ORDINANCE BAGGAGE COMPARTMENT,

SIGNS REAR COMPARTMENT, AND
The Fasten seat belts (Figure 3-12) instruction
NOSE CONE LIGHTING
and the no smoking symbols appear on two lu- This lighting consists of:
minous passenger ordinance signs in the pas-
senger cabin and are visible from any seat. • An inspection light for the nose cone
• A dome light for the baggage compart-
The fasten seat belts signs are controlled by ment
the FASTEN BELTS switchlight located on the • Dome lights for the rear compartment
INTERIOR LIGHTS panel of the cockpit over-
head panel. The switchlight has a built-in bulb The system components are shown in Figure
test circuit. 3-13.
The no smoking sign lights are controlled with These systems have the same power supply as
the switchlight engraved with the internation- the cockpit dome lights and are directly supplied
al no smoking symbol. The switchlight is lo- by the batteries through the main electrical box.
cated on the overhead cockpit interior lights The nose cone inspection light is controlled
panel and has a built-in bulb test circuit. with a built-in switch. The rear compartment and
baggage compartment dome lights are con-
trolled with a microswitch located on each door.
EXTERIOR LIGHTING
The exterior lighting consists of navigation,
anticollision, strobe, landing, taxi, and ice
detection lights. The exterior light locations
are shown in Figure 3-14.
NAVIGATION LIGHTS
There are three navigation lights (Figure 3-l5):
Figure 3-11. Typical Reading and a red light on the left wingtip, a green light on
Table Lamp Switch the right wingtip, and a white light on the
vertical stabilizer stub. These lights are con-
trolled with the NAV switch located on the EX-
TERIOR LIGHTS panel.
LOGO LIGHTS (OPTION)

Two white lights are installed on the upper
surface of the horizontal stabilizer. These
lights are controlled by the three-position
OFF–NAV–LOGO–NAV switch, located on
the overhead panel. These lights illuminate the
vertical stabilizer surfaces located above the
horizontal stabilizer.
Figure 3-12. Passenger Ordinance Signs

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ANTICOLLISION LIGHTS
;;;;;;;;
(RED)
;;;;;;;;75°
75°
;;;;;;;;
;;;;;;;;
STROBE LIGHT ;;;;;;;; NAVIGATION LIGHT REAR NAVIGATION
;;;;;
(WHITE) (RIGHT LIGHT IDENTICAL) LIGHT
;;;; ;;;;;
75°;;;;
;;;; ;;;;;
70° 70°
;;;; ;;;;;180° ;;;;;;;;

;;;;;;;;
REAR STROBE LIGHT
;;;; ;;;;; ;;;;;;;;

(WHITE) 180°
75°;;;; ;;;;;
;;;;; ;;;;;;;;
;;;; ;;;;; ;;;;;;;;360°
;;;;;;;;
;;;;;;;; ;;;;;
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20° ;;;;;
;;;;;
;;;;;110°
;;;;;
;;;;;
;;;;;
;;;;;
;;;;; 10°
120°
;;;;;;;; LEFT WING TIP
;;;;;;;;
RIGHT WING STROBE
LIGHT (WHITE) ;;;;;;;;
;;; ;;;
;;;;;;;;
;;; ;;;360°
LIGHT (RED)
(RIGHT WING TIP
(LEFT WING LIGHT ;;;;;;;;
;;; ;;; LIGHT [GREEN]
IDENTICAL) ;;;;;;;;
;;;
;;; ;;;
;;;;;;;;
;;; IDENTICAL)
;;;;;;;;
Figure 3-13. Nose Cone, Baggage Compartment, and
Rear Compartment Lighting Components
RIGHT LANDING LEFT LANDING

TAXI
LIGHT LIGHT
LIGHT
ICE DETECTION ICE DETECTION

LIGHT LIGHT
RIGHT LANDING ;;;;;;;

;;;;;;; LEFT LANDING
LIGHT ;;;;;;;
;;;;;;;
;;;;;;;
LIGHT
REAR STROBE
;;;;;;;
LIGHT (WHITE)
;;;;;;;
LANDING ICE DETECTION ;;;; ;;;;;;;
LIGHT LIGHT ;;;;
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75° ;;;;;;;
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;;;; ;;;;;;;
;;;; ;;;;;;;
12° 12°
;;;; ;;;;;;;
;;;;75° ;;;;;;;
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10° ;;;;;;;;
;;;;;;;; 40°
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9°
;;;;;;;;
75°
75°
TAXI LIGHT FUSELAGE ANTICOLLISION

LIGHT (RED)
Figure 3-15. Navigation Lights and NAV Switch Figure 3-14. Exterior Light Locations
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ANTICOLLISION LIGHTS Each light has an intensity rating of 100 can- The lights are controlled with the three- LANDING LIGHTS
dle power. The vertical fin and belly anticolli- position ANTICOL switch that is also used
There are two red anticollision strobe lights sion lights are supplied by power supply boxes for the strobe lights. In OFF the anticollision Two 600-watt white lights (Figure 3-18) are lo-
(Figure 3-16): one centered on the fin fairing that deliver pulsating high-voltage current. The and strobe lights are extinguished. In RED cated in housings in either wing-to-fuselage
and the other on the underside of the fuselage. two power supply boxes are synchronized so only the anticollision lights function. In ALL fairing. Each one is provided with a clear cover.
that the two lights function simultaneously. both anticollision and strobe lights function. The lights are controlled with the LANDING
switch on the overhead panel.
STROBE LIGHTS
TAXI LIGHT
One white high-intensity light (400 candle
power) is mounted on each wingtip (Figure 3- The 150-watt white taxi light (Figure 3-19) is
17) in a common enclosure with the navigation mounted on the nose gear strut and illuminates
light. The lights are supplied by power supply the area in front of the airplane during taxiing.
boxes that deliver high-voltage current in trig-
gered pulses. The two power supply boxes are Control is accomplished with the taxi switch
synchronized to create simultaneous flashes. located on the EXTERIOR LIGHTS panel.
This switch also controls a relay that enables
The lights are controlled with the ANTICOL the taxi light power supply when the nose gear
switch (Figure 3-16) whose functions are de- is downlocked. Therefore, if the nose gear is
scribed in the Anticollision Lights section. not downlocked, the taxi light is extinguished
regardless of switch position.
Figure 3-16. Anticollision Strobe Lights and ANTICOL Switch
STROBE LIGHT
Figure 3-17. Strobe Lights Figure 3-18. Landing Lights and LANDING Switch
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EMERGENCY LIGHTING Table 3-1. LIGHTING BUS DEPENDENCY
In case of total electrical power supply fail-

ure, the emergency lighting system ensures PRIMARY BUS A1 PRIMARY BUS A2
illumination of the cockpit, emergency exit,
and main entrance door. This system is sup- Fin anticollision light Radio navigation systems lighting
plied by three power supply boxes, each con- Left external lights Passenger signs
taining a three-element nickel-cadmium Left cockpit reading light Entrance lights
battery normally charged by the onboard elec-
Navigation lights Glareshield lights
trical system. In case of electrical power fail-
ure, these batteries provide lighting for Strobe lights Left landing light
approximately ten minutes. An emergency Center instrument lights
lighting power supply assembly is shown in Left instrument and console lights
Figure 3-21.
The power supply located behind the pilot PRIMARY BUS B1 PRIMARY BUS B2
furnishes power to the:
Lavatory lights Radio navigation systems lighting
• Pilot dome light
Overhead panel lights Galley lights
• Passenger door EXIT sign Forward indirect cabin lights Right landing light
• Main entrance door spotlights Right cabin reading lights Belly anticollision light
Right cockpit reading light Right external lights
Taxi light Right instrument and console lights
Pedestal instrument lights
Aft cabin indirect lights
Left cabin reading lights
Figure 3-19. Taxi Light and TAXI Switch
ICE DETECTION LIGHTS

Two 75-watt white lights (Figure 3-20) are
located on either side of the fuselage forward
section. They enable in-flight detection of ice
accumulation on the wing leading edges. The
lights are controlled with the WING switch lo-
cated on the EXTERIOR LIGHTS panel.
LIGHTING BUS
DEPENDENCY
Figure 3-20. Ice Detection Lights
Table 3-1 lists the lights and buses that sup- and Control Switch
ply the electrical power.
Figure 3-21. Emergency Lighting Power Supply Assembly
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The power supply located behind the copilot In the OFF position, no power is furnished to
furnishes power to the: the emergency lighting system. In this condi-
tion, if the airplane electrical system is ener-
• Copilot dome light gized, the EMERG LIGHTS annunciator
• Passenger door ordinance sign illuminates.
The power supply located on the right side to In ON, the emergency lighting system is en-
the rear of the emergency exit furnishes power ergized, and the EMERG LIGHTS annuncia-
to the: tor illuminates. This position is used for
testing.
• Emergency exit handle light
• Emergency EXIT sign In armed, the emergency lights remain off as
long as the airplane’s electrical system is en-
• Airplane evacuation light located on the ergized. The lights illuminate automatically in
wing’s lower surface the event of a total electrical system failure.
• Outside spotlight near the emergency The EMERG LIGHTS annunciator is not il-
exit for wing lighting luminated in this condition. For normal in-
flight conditions the switch should be placed
In case of fuselage rupture, each power sup- to ARMED.
ply continues to supply the corresponding
lights.
The emergency lighting system is controlled

with the OFF–ON–ARMED switch (Figure
3-22) located below the EMERG LIGHTS in-
dicator on the interior lights panel.
Figure 3-22. OFF–ON–ARMED Switch

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QUESTIONS
1. The cockpit dome lights are turned on 4. The emergency lights automatically il-
by: luminate when power to both primary
A. A switch on the overhead panel or a buses is lost and the emergency light-
switch at the passenger entrance ing switch is in the:
B. A switch at the passenger entrance A. ON position
C. A switch on the overhead panel B. OFF position
D. A rheostat on the copilot’s side con- C. ACTIVE position
sole D. ARMED position
2. The emergency lighting switch posi- 5. The wingtip strobe lights are turned on
tions are: with the:
A. OFF, ON, ARMED A. Anticollision lights switch
B. OFF, STANDBY B. Light switch labeled “WING” on
C. OFF, CHARGE the overhead panel
D. OFF, ARMED, STANDBY C. Navigation lights switch
D. Strobe light switch
3. After a total electrical failure, the emer-
gency lights have battery power for ap- 6. The battery bus feeds power directly to
proximately: the:
A. 5 to 10 minutes A. Circuit-breaker panel lights
B. 10 to 20 minutes B. Emergency lights
C. 25 to 35 minutes C. Dome lights
D. 40 to 45 minutes D. Reading lights

CHAPTER 4
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
WARNING PANEL ................................................................................................................. 4-2
FIRE PANEL ........................................................................................................................... 4-5
HYDRAULIC CONTROL AND INDICATOR PANEL ........................................................ 4-6
BATTERY TEMPERATURE INDICATOR ........................................................................... 4-6
MISCELLANEOUS VISUAL WARNINGS .......................................................................... 4-7
ENG 2 FAIL Warning Light ............................................................................................ 4-7
Interstage Turbine Temperature Indicators ...................................................................... 4-7
AUDIO WARNINGS .............................................................................................................. 4-8
General ............................................................................................................................. 4-8
Priority Warnings ............................................................................................................. 4-8
Warning Voice .................................................................................................................. 4-8
INSTRUMENT PANEL INDICATOR LIGHTS .................................................................. 4-11
Configuration Panel and Landing Gear Control Handle................................................ 4-11
Thrust Reverser Indicator Lights ................................................................................... 4-12
OVERHEAD PANEL INDICATOR LIGHTS...................................................................... 4-13
OPERATION......................................................................................................................... 4-15
QUESTIONS......................................................................................................................... 4-16

ILLUSTRATIONS
Figure Title Page
4-1 Warning Panel ............................................................................................................ 4-2
4-2 Fire Panel .................................................................................................................... 4-5
4-3 Hydraulic Control and Indicator Panel ...................................................................... 4-6
4-4 Battery Temperature Indicator <172 .......................................................................... 4-6
4-4A Battery Temperature Indicator ≥172 .......................................................................... 4-6
4-5 ENG 2 FAIL Light ...................................................................................................... 4-7
4-6 ITT Indicators.............................................................................................................. 4-7
4-7 HORN SIL Pushbutton .............................................................................................. 4-8
4-8 Configuration Panel and Landing Gear Control Handle .......................................... 4-11
4-9 Thrust Reverser Indicator Lights .............................................................................. 4-12
4-10 Overhead Panel Lights .............................................................................................. 4-13
TABLES
Table Title Page
4-1 Annunciator Illumination Causes................................................................................ 4-3
4-2 Fire Panel Illumination Causes .................................................................................. 4-5
4-3 Hydraulic Control and Indicator Panel Illumination Causes ...................................... 4-6
4-4 Battery Temperature Indicator Illumination Causes .................................................. 4-6
4-5 ENG 2 FAIL Illumination Causes .............................................................................. 4-7
4-6 ITT Light Illumination Causes.................................................................................... 4-7
4-7 Audio Warning Causes................................................................................................ 4-9
4-8 Audio Warning Testing ............................................................................................ 4-11
4-9 Configuration Panel and Landing Gear
Control Handle Illumination Causes ........................................................................ 4-12
4-10 Thrust Reverser Indicator Lights Illumination Causes ............................................ 4-12
4-11 Overhead Panel Light Illumination Causes .............................................................. 4-14

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CHAPTER 4
TEST
INTRODUCTION
The master warning system on the Falcon 900 provides a warning of airplane equipment
malfunctions and unsafe operating conditions which require immediate attention or an
indication that a particular system is in operation. A system of aural tones is also used
to draw attention to certain system situations.
GENERAL
The warning system makes possible the pre- A panel with 52 annunciator lights is mounted
sentation and testing of warning and indica- in the center instrument panel in front of the
tion circuits for the various airplane systems. pilot. These annunciators and the ones on
Included in the warning group are the warn- associated panels, along with some aural tones,
ing panel, hydraulic control and indicator are designed to alert the pilot to abnormal or
panel, overhead panel, thrust reverser lights, undesirable system conditions. The panel is
and interstage temperature lights. known as the warning panel, and the tones are
generated by the aural warning system.

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A TEST switch is provided to illuminate all an-

WARNING PANEL nunciator lights and to verify bulb integrity.
Electric power is normally provided from the
The warning panel (Figure 4-1 and Appendix
A1 bus through circuit breaker EX WARN
B) provides a means of alerting the pilot to
LIGHTS A. In the event of a normal electric sys-
certain system conditions or malfunctions. The
tem failure, power is automatically transferred
annunciators are either red or amber and illu-
to the B1 bus and fed through circuit breaker
minate for the causes listed in Table 4-1. Each
EX WARN LIGHTS B. A BRIGHT–DIM
annunciator contains two bulbs and an engraved
switch is provided to dim some of the annunci-
legend identifying the corresponding system.
ators during night flight.
NOTE:
ON AIRCRAFT WITHOUT TRANSFER VALVE XTK2, THE WARNING
PANEL DOES NOT FEATURE XTK2 OPEN OR XTK2 CLOSED LIGHTS.
*FWD DOORS (WHERE INCORPORATED)
Figure 4-1. Warning Panel

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES
Annunciator Cause for Illumination Annunciator Cause for Illumination

• The control switch of the L. WHL An overheat condition is detected in
CMPTR 1 indicated computer is in the OFF the left or right landing gear wheel
OVHT
or MAN position. well.
R. WHL
CMPTR 2 • The indicated computer has OVHT
failed (electrical power supply
failure, internal failure, or
CMPTR 3 incorrect data). The indicated battery is not
BAT 1
connected to the airplane power
• The light comes on if: system through its make-and-break
FWD switch.
DOORS (Specific light to aircraft BAT 2
incorporating M880A
modification).
• The main entrance door is not The main left and right buses are tied,
BUS TIED or the battery 2 paralleling contactor
locked or the front lavatory
compartment service door is remains closed.
not locked (on aircraft equipped
with this lavatory compartment). HOT • The temperature of one of the
BAT batteries exceeds 150° F
• The indicated heating systems (65.5° C) for aircraft prior to
L. AOA are not on. SN 172 with SB-94 not applied.
The temperature of one of the
• Angle-of-attack heating has batteries exceeds 160°F (71.1° C)
R. AOA failed. for aircraft SN 172 and sub-
sequent, and aircraft prior to
• The oil pressure of the indicated SN 172 with SB-94 applied.
OIL 1 engine is lower than 25 psi • The HOT light located on the
(1.72 bar). battery temperature indicator is
OIL 2 • Chips are detected in the illuminated.
indicated engine oil system.
• There is a discrepancy between
AUTO
OIL 3 Red light with M880A
SLATS
the two slat control flight/ground
contacts.
• The indicated heating systems • There is a discrepancy between
L. PITOT are not on. these two contacts and the nose
and left landing gear flight/
• Pitot or static pressure probe ground contacts, inhibiting gear
R. PITOT heating has failed. retraction.
• The discrepancy between the
two angle-of-attack sensors
ST BY • The indicated heating system is exceeds +5° (in-flight
PITOT not on. configuration only).
• Standby pitot pressure probe
heating has failed. • One of the ADC contacts
controlling the slats detects an IAS
lower than 265 knots, whereas the
The indicated generator is not tied to ADC monitoring contacts detect
GEN 1 an IAS of 280 knots.
the power system (the associated
reverse current relay is open, or the
start relay remains closed at the end FLAP An asymmetry between the left and
GEN 2 right flap position exists.
of a start sequence). ASYM
GEN 3 Red light with M880A

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)

The pressure switch located on the AFT CABIN The light comes on if:
FUEL 1 indicated engine fuel supply LP line The foldable door of the partition at
ISOL
indicates a pressure drop (pressure frame 16 is not latched open when
less than or equal to 4.6 psi (option 25-21-01) the “ No smoking ” passenger call
FUEL 2 [approximately 320 mb]). sign is activated.
The thrust reverser clamshell doors

FUEL 3 REV are not locked in the stowed
UNLOCK position.
NOTE
XTK 2 The front-to-rear tank transfer valve The light normally illuminates
OPEN is open when it should be closed. during the thrust reverser retraction
Aircraft with transfer valve XTK2. phase.
XTK 2 The front-to-rear tank transfer valve • One of the two fuel vents is
CLOSED is closed when it should be open. FUELING not closed.
• The defueling/refueling valve is
BAG The cabin baggage compartment not closed.
ACCESS access door is not closed.
• The refueling connector access
door is not closed.
LO A fuel level below 200 pounds is
FUEL 1 detected in tank group G1 or G3. • The refueling control panel
access door is not closed.
LO
FUEL 3 • The GRAVITY FUELING switch
is set to ON.
LO • For airplanes SNs 1 to 11—A • Bus B-2 has failed.

FUEL 2 fuel level below 200 pounds is
detected in tank group G2 (or • The DEFUELING switch is set
below 1,100 lb if booster pumps to ON.
2 are off).
• For airplanes SNs 12 and sub- • The vent valve control lever is
sequent—A fuel level below 200 raised.
pounds is detected in tank
group G2.
AP • The autopilot has failed or has
automatically disengaged.
AIL The emergency aileron actuator is
ZERO not in the neutral position. On aircraft incorporating M880C,
when this light flashes, the audio
A discrepancy is detected between warning sounds.
AIL
FEEL the IAS output of the air data
computer and the position
The AP trim coupler system has
information supplied by the linear MISTRIM failed.
potentiometer on the aileron Arthur
actuator.
There is a discrepancy between the MACH The MACH trim system is disen-
PITCH gaged or has failed.
FEEL position of the elevator Arthur TRIM
actuator and the position of the
horizontal stabilizer, or there is an
elevator Arthur box malfunction. An overheat of HP/LP bleed air is
BLEED detected (temperature higher than
OVHT or equal to 635° F [335° C], or 545°
F [285° C] if anti-icing has been
activated).

The TEST switch is spring-loaded to an un-

Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont) marked center position and has positions la-
beled “LIGHTS” and “FIRE.”
• LIGHTS—Causes illumination of all
ECU • An overheat (446° F or 230° C) • With audio warning: lights on the warning, hydraulic con-
is detected at the compressor CABIN • Cabin altitude is greater than
OVHT trol and indicator, and overhead panels,
outlet of the turbocooling unit. or equal to 10,000 feet.
as well as the thrust reverser and inter-
• The turbofan bypass valve is not • Without audio warning: stage turbine temperature lights on each
closed, and the airplane is on • The main entrance door is ITT indicator
the ground or flight with the not locked.
landing gear down and locked. • Center position—Is the normal off posi-
• The front lavatory compart- tion of the switch
ment service panel door is
Overheating is detected in one of not closed (if this option is • FIRE—Causes illumination of all FIRE
COND'G the cabin or cockpit supply ducts (air installed).
OVHT temperature higher than or equal to
lights on the fire panel
203° F [95° C]). Light on only with audio warning on The BRIGHT–DIM switch is spring-loaded
aircraft with M880A
to an unmarked center off position.
NOSE Overheat is detected in the nose Figure 4-2. Fire Panel
cone (temperature higher than or • The baggage compartment • BRIGHT—Momentarily positioning
CONE OVHT REAR provides normal indicator lighting.
equal to 158° F [70°C]). DOORS outside door is unlocked.
• The rear compartment door • Center—Is the normal inactive position Table 4-2. FIRE PANEL ILLUMINATION
BLEED The APU bleed-air valve is not is unlocked. of the switch CAUSES
completely closed with the bleed
APU switch off or one of the power levers Red light with M880A • DIM—Momentarily positioning pro- Annunciator Cause for Illumination
positioned to 54° or greater. vides dimming of the indicator lights
The light illuminates and the audio
through a self-locking relay. Fire is detected in the indicated
T/O FIRE 1 engine compartment.
The baggage compartment electric CONFIG warning sounds if the aircraft is on
BAG ISOL isolation valve is not open. In this the ground, with at least one of the NOTE
condition the baggage compartment power levers advanced beyond 82° FIRE 2
is not pressurized. and one of the following modes Another self-locking relay enables
present: dimming of the indicator lights and
• The slat/flap control is in buttons in the cockpit. FIRE 3
• Steady illumination: Hydraulic
#2 P BK system No. 2 pressure is applied CLEAN.
to the brakes (pressure higher • Flap deflection is higher than or
than 261 psi [approximately
18 bars]).
equal to 22°. FIRE PANEL FIRE
BAG COMP
Fire or smoke is detected in the
baggage compartment.
• The airbrakes are not retracted.
• Flashing illumination: When the The fire panel (Figure 4-2 and the Appendix
• The horizontal stabilizer is out of
park brake accumulator pressure
the authorized green takeoff B) includes twelve lights: five red and seven Fire is detected in the APU
is between 1,305 to 1,102 psi or amber. When any of the five red lights illu- FIRE APU compartment.
range between –4° 30'
below, the brakes can be applied
only once.
and –7° 30'. minates, an audio warning sounds simultane-
• The slats are not extended. ously. The audio sound can be silenced by
pressing the horn silence pushbutton located A fault is detected in the associated
detection loop.
• On aircraft incorporating M880C on the pedestal. The annunciators illuminate FAULT
the park brake handle is pulled
and the dual braking system is
for the causes given in Table 4-2.
not activated. During fuel shutoff valve transit or if
With the exception of the FAULT lights, there is a discrepancy between the
which have only one bulb, the fire panel lights FUEL
SHUT position of the valve and the position
have two bulbs. The fire panel FIRE lights can OFF of the control switch.
be tested by positioning the TEST switch on
the panel to FIRE, while the FAULT and
TRANS lights are tested by selecting the
TEST switch to LIGHTS. This switch is also TRANS
used to test the fire detection and extin-
guishing systems.
The fire panel lights cannot be dimmed, ex- Table 4-3. HYDRAULIC CONTROL AND The causes for illumination are given in Table 4-4. BATTERY TEMPERATURE
cept for the three FUEL SHUT OFF valve INDICATOR PANEL Table 4-4. INDICATOR ILLUMINATION
lights and the FAULT lights. ILLUMINATION CAUSES CAUSES

HYDRAULIC CONTROL The pressure of the indicated pump WARM
The No. 1 and/or No. 2 battery
PUMP 1 overheats. (The light illuminates
AND INDICATOR PANEL is lower than 1,500 psi
(approximately 103 bars). when the battery internal
temperature is higher than 120°F
The hydraulic control and indicator panel (Fig- PUMP 2 [48.9°C]).
ure 4-3 and Appendix B) centralizes the dis-
play of hydraulic system malfunctions. The HOT The No. 1 and/or No. 2 battery
PUMP 3 overheats. The light illuminates
panel includes four amber and two green lights. when the battery internal
Each light includes two bulbs. An engraved temperature is:
• The standby pump selector
label serves as identification of the associ- ST BY located in the rear compartment • Over 150° F (65.5°C) for aircraft
ated system. The hydraulic control and indi- PUMP is not in the normal flight position. prior to SN 172 with SB-94 not
cator panel lights illuminate for the reasons applied, or
given in Table 4-3. • The standby pump cycle time is
longer than 60 seconds. • Over 160° F (71.7°C) for aircraft
SN 172 and subsequent, and for
The lights on the hydraulic control and aircraft prior to SN 132, with SB-94
indicator panel can be tested by positioning • Pressure supplying the left or applied.
the TEST switch located on the warning panel right brake units becomes higher
L R than or equal to 232 psi NOTE
to LIGHTS. (approximately 16 bar) This light is connected in parallel
increasing in system No. 1. Figure 4-4. Battery Temperature with the red HOT BAT light on the
Indicator Aircraft <172 warning panel.
• The lights extinguish when the
brakes are released and pressure On aircraft with SB-125, the aircraft
becomes lower than or equal to on the ground, the MASTER APU
160 psi (11 bars) decreasing in switch set to ON and the COND
system No. 1). BATT switch on, this light illuminates
when the battery cooling electric
valve is fully open
BATTERY TEMPERATURE
INDICATOR
The battery temperature indicator (Figure
4-4, 4-4A, and Appendix B) displays the tem-
perature of each battery. It includes:
888
BATTERY 1
HOT WARM
• A red HOT light connected in parallel
with the HOT BAT light located on
the warning panel
888
BATTERY 2
• An amber WARM light

Figure 4-3. Hydraulic Control and TEST
Indicator Panel • A test pushbutton which causes
illumination of the indicator WARM TEST BUTTON TESTS
THE BATTERY TEMPERATURE
and HOT lights and the warning panel
INDICATOR
HOT BAT light and indicator pointers
displacement
Figure 4-4A. Battery Temperature Indicator Aircraft ≥172
MISCELLANEOUS INTERSTAGE TURBINE

VISUAL WARNINGS TEMPERATURE INDICATORS
The three ITT indicators (Figure 4-6 and the
Appendix B) each include a graduated cir-
ENG 2 FAIL WARNING LIGHT cular dial, a three-digit counter, and a red
THE ENG 2 FAIL warning light (Figure 4-5 and engine overheat warning light. The lights
Appendix B) illuminates steady. The light and and their causes for illumination are shown
causes for illumination are shown in Table 4- in Table 4-6.
5.
The lights can be tested by positioning the TEST
switch located on the warning panel to LIGHTS.
Figure 4-5. ENG 2 FAIL Light
Figure 4-6. ITT Indicators

Table 4-5. ENG 2 FAIL
ILLUMINATION CAUSES Table 4-6. ITT LIGHT
Annunciator Cause for Illumination ILLUMINATION CAUSES
• The airplane is on the ground and Annunciator Cause for Illumination

the No. 2 engine power lever is at
ENG 2 FAIL the 84° setting and the No. 2 en- The light flashes if the associated
gine power is less than 85% N1. engine ITT reaches 952° C on
TFE-731-5AR-1C or 980° C on
• The No. 2 engine S-duct access TFE-731-5BR-1C.
door is not properly closed.
If the power increase function is
• A second light is installed on the used, the light flashes at 974° C on
copilot instrument panel on TFE-731-5AR-1C or 996° C on
aircraft with M880B incorporated. TFE-731-5BR-1C.
The light indicates the correct

operation of power increase system
PWR control relays for high altitude
ECU • On aircraft with SB-131, this INC
pushbutton light is illuminated takeoff (approximately 5,000 feet)
A/I and hot weather conditions (over
when the turbine emergency anti-
icing valve is closed 18.5° C).

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sound can be silenced are listed in Table 4-7.

AUDIO WARNINGS
PRIORITY WARNINGS
GENERAL
The stall and VMO /M MO warnings have prior-
The audio warning system alerts the crew to con- ity over all others. They cannot be triggered
figuration anomalies or certain operational con- simultaneously with the other warnings, with
ditions. The unit is located in the pedestal and the exception of the horizontal stabilizer in
issues warning sounds through the cockpit loud- movement warning (rattle noise).
speaker or the pilot and copilot headsets.
Next in priority is the fire warning. It cannot
The sounds are generated by a transistorized be triggered simultaneously with other warn-
audio warning unit which includes four ings, with the exception of the horizontal sta-
potentiometers. The potentiometers are des- bilizer-in-movement warning.
ignated for:
• Loudspeaker output WARNING VOICE

• Pilot headset audio output Single Warning
• Copilot headset audio output A single voice advisory is repeated every two
• Rattle noise output seconds until the corresponding signal disap-
pears or the HORN SIL pushbutton is pressed.
In some cases, the warning sound or voice
can be silenced by pressing the HORN SIL
pushbutton (Figure 4-7) located on the
pedestal.
The warnings, descriptions of sound, associ-

ated warnings, causes of warning, and if the
Figure 4-7. HORN SIL Pushbutton

Table 4-7. AUDIO WARNING CAUSES
SIMULTANEOUS
WARNING TYPE OF WARNING OR CAUSE HORN
SOUND INDICATION SIL
VMO/MMO Continuous varying Readings on both VMO/MMO exceeded No
sound with frequency EFISs
varying between 660
Hz and 3,330 Hz
during a one-second
period
Cabin pressure Warning voice CABIN Red CABIN light on Cabin altitude higher than Yes
warning panel and 10,000 feet
cabin altitude reading
higher than 10,000
feet on cabin altimeter
Fire Continuous two-pitch Illumination of at least Fire is detected by: Yes
audible 500-Hz tone one red FIRE light on • Engines 1, 2, and 3
for 150 ms and then the fire panel fire detectors
555 Hz for 150 ms • APU fire detector
• Baggage compart-
ment smoke detector
SLATS NOT EXTENDED
Stall Intermittent 1,660-Hz • Illumination of the Airplane angle-of-attack is No
sound (beep beep)— three IGN lights on greater than 11°
on for 100 ms and off the overhead panel
for 100 ms • Flashing of green
slat light
SLATS EXTENDED
Stall Intermittent 1,660-Hz • Illumination of the Airplane angle of attack is No

sound (beep beep)— three IGN lights on greater than 16.5°
on for 100 ms and off the overhead panel
for 100 ms • Steady green
slat light
• Activation of stick
shaker on aircraft with
M889
Altitude deviation Warning voice ALTITUDE • Illumination of the From a given altitude, the
amber altitude warn- airplane flies to the altitude No
ing light on the pilot selected on the control
and copilot altimeters unit. When within 1,000
feet of this altitude, the
• The altitude selected audio warning sounds,
on the ASEL box of and the light on each
each EADI changes altimeter illuminates.
color.
Once the preset altitude is
reached, the audio warning
sounds and the altimeter
lights illuminate if altitude
deviation exceeds 250 feet.
Horizontal Continuous clacker Horizontal stabilizer Movement of horizontal No

Stabilizer sound with pulse position indicator needle stabilizer, whatever the
in movement frequency at 12.5 Hz is in movement on the operation mode
trim panel.

Table 4-7. AUDIO WARNING CAUSES (Cont)
SIMULTANEOUS
WARNING TYPE OF WARNING OR CAUSE HORN
SOUND INDICATION SIL
Landing gear Warning voice GEAR Red light on landing The control handle is in the Yes
gear control handle gear downlocked or up-
flashes. locked position, IAS is
lower than 160 knots, at
least one of the power
levers is in the reduced
power position (but not on
STOP on aircraft with M881),
and at least one of the three
gears is not downlocked.
The control handle is in the No

downlocked or uplocked
position, the flaps are
extended to 40°, and at
least one of the three gears
is not downlocked.
Decision height Warning voice Letters DH appear on Preset decision height is Yes
MINIMUM both EADIs. reached.
Autopilot Warning voice Illumination of the AP Failure or disengagement No

(Aircraft with AUTOPILOT light on the warning of the autopilot
M880C) panel
Takeoff Warning voice Illumination of the T/O The airplane is on the Yes
Configuration NO TAKE-OFF CONFIG light on the ground, at least one of the
the fire panel power levers is advanced
beyond 82°, and (one of
the following conditions):
• Flaps are out 22°
or more.
• Flap/slat control is at
CLEAN.
• Airbrakes are not
retracted.
• Horizontal stabilizer is
out of the –4° 30' to –7°
30' position.
• Slats are not extended.
• Park brake handle pulled
and dual braking system
not activated (Aircraft
with M880C).
Red lights on 770 Hz Illumination of one of • Check possible causes No
warning panel gong for the red lights. of warning light
which do not have 0.4 s. concerned.
their own audio
warnings and ENG
2 FAIL red lights
(Aircraft with
M880C).

FlightSafety
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Multiple Warnings B) red light are tested on the ground using the
configuration panel TEST pushbutton.
A maximum of three voices can be heard at
one time. If a fourth signal is received, it is The warning panel BRIGHT–DIM switch may
stored until one of the three active causes be used to dim these lights. Table 4-9 shows
has terminated. the lights and causes for illumination.
If the HORN SIL pushbutton is pressed, only
one voice at a time disappears.
The audio warnings are tested by the methods
listed in Table 4-8.
INSTRUMENT PANEL
INDICATOR LIGHTS
CONFIGURATION PANEL
AND LANDING GEAR
CONTROL HANDLE
The configuration panel lights and the landing
gear control handle (Figure 4-8 and Appendix
Table 4-8. AUDIO WARNING TESTING
Annunciator Cause for Illumination

VMO/MMO Depressing ADC 1 or ADC 2
pushbuttons on the pedestal
Cabin altitude Depressing the test push-

button on the cabin pressure
controller accompanied by
illumination of the CABIN light
on the warning panel
Fire Setting the warning panel

LIGHTS–TEST–FIRE switch
to FIRE (all the FIRE lights on
the fire panel illuminate)
Stall On the ground depressing the

STALL 1 or STALL 2
pushbutton
Horizontal Action on the pitch trim

stabilizer in control
movement
Landing gear Depressing the landing gear

test pushbutton on the
slat/flap landing gear
configuration panel
Takeoff On the ground reproducing

configuration the conditions which cause Figure 4-8. Configuration Panel and
the warning panel T/O Landing Gear Control Handle
CONFIG light to illuminate

Table 4-9. CONFIGURATION PANEL THRUST REVERSER

AND LANDING GEAR INDICATOR LIGHTS
CONTROL HANDLE
ILLUMINATION CAUSES The thrust reverser indicator lights (Figure 4-
9 and the Appendix B) are located on the lower
Annunciator Cause for Illumination center instrument panel. The lights and their
causes for illumination are shown in Table 4-
• The control handle is in the gear-
up position, and the three gears
10.
are not yet uplocked.
• The control handle is in the down

position, and the landing gear is
not fully downlocked.
• The control handle is in the up
position, speed is lower than 160
knots, at least one of the power
levers is at a reduced setting, but
not on STOP for aircraft
incorporating M881, and at least
one of the three gears is not
downlocked.
AIR • Steady illumination

BRAKE At least one of the six airbrakes is
not in the retracted position.
• Flashing
After automatic retraction of the
airbrakes, as long as the handle
is in the extended position while
the airbrakes are retracted
SLATS • Steady illumination

All the slats are extended.
• Flashing
Only the outboard slats are Figure 4-9. Thrust Reverser
extended. Indicator Lights
During any movement of the slats or
if any one of the slats has failed to
either extend or retract Table 4-10. THRUST REVERSER
INDICATOR LIGHTS
ILLUMINATION CAUSES
The indicated landing gear is
downlocked.
LH NOSE RH
Annunciator Cause for Illumination
The clamshell doors are in
MOVING • Main gear: TRANSIT movement or are not locked or
The corresponding door is not reverser lock latches are released.
closed and locked.
• Nose gear: The synchronizing bell crank
The gear is not uplocked. DEPLOYED controlling the clamshell doors has
The gear is not downlocked while reached the fully deployed position.
the doors are open. The landing
gear is downlocked, and one of
the doors is not fully open.

FlightSafety
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The BRIGHT–DIM switch can be positioned

OVERHEAD PANEL to DIM to reduce the intensity of the overhead
INDICATOR LIGHTS panel lights.
The overhead panel lights (Figure 4-10 and Ap- The overhead panel lights and their causes
pendix B) are tested by setting the warning for illumination are given in Table 4-11.
panel TEST switch to LIGHTS.
Figure 4-10. Overhead Panel Lights

Table 4-11. OVERHEAD PANEL LIGHT ILLUMINATION CAUSES

MASTER APU PANEL ANTI-ICING PANEL
• Steady illumination: It is ENG 1 ENG 2 ENG 3 • Green light: The ENG 1, ENG 2,
APU depressed to on. or ENG 3 switch is in the on
position, and all the required
• Flashing: In the event of conditions for proper operation
automatic shutdown of the APU are satisfied (temperature and
by flight/ground contact, ECU pressure for the No. 2 engine
overheat, faulty generator and pressure for the No. 1 or
regulation, or starting faults No. 3 engine).
The light illumination indicates low • Amber light (steady): The ENG 1,
OIL oil pressure or high oil temperature. ENG 2, or ENG 3 switch is in the
on position, and a pressure drop
The APU generator is off the line. is detected in the corresponding
GEN system.
• Amber light (flashes):

DC SYSTEM PANEL Overpressure is detected in the
No. 1 or No. 3 engine, or
APU The APU generator has excitation
voltage. The APU generator switch overtemperature or overpressure
is detected in the No. 2 engine.
is on.
• Green light: The WING switch is
ENGINES PANEL
IGN 1 IGN 2 IGN 3 WING set to on and all the required
The igniter unit of the indicated conditions for proper operation
engine is energized. are satisfied.
• Amber light (steady): The WING

FUEL SYSTEM PANEL switch is set to on, and a
The side tank group interconnection pressure drop is detected in
XTK valve is not closed. the system.
One of the 1–3 or 3–1 crossfeed • Amber light (flashes):

X.BP valves is not closed. Overtemperature is detected in
(CENTER AMBER
the system.
LIGHT) The fuel level in the associated tank
(left or right centerwing tank) is NOTE
LEVEL lower than 1,000 pounds or the fuel On aircraft with wing-brake heating,
level in the rear tank is lower than the illumination conditions of the
(3 AMBER LIGHTS) 1,100 pounds. green and amber lights are the
same, whether the switch is set to
X.BP One of the associated crossfeed WING or WING-BRK.
(2 LH AND RH valves (1–2 or 3–2) is not closed.
AMBER LIGHTS)
WINDSHIELD PANEL
BLEED-AIR PANEL XFR Either pilot or copilot regulation
The bleed-air isolation valve is circuit is defective, and detection
ISOL closed. and regulation is transferred to the
opposite system (pilot or copilot).
EXTERIOR LIGHTS PANEL

LDG The LANDING switch is set to on.

Table 4-11. OVERHEAD PANEL LIGHT ILLUMINATION CAUSES
INTERIOR LIGHTS PANEL LH RH AVIONIC MASTER SWITCHES

AVIONICS AVIONICS
FASTEN The FASTEN BELTS passenger Switch illuminates when associated

BELTS ordinance sign is illuminated. OFF OFF avionics is off.
MASTER MASTER
EMERG The EMERG LIGHTS selector is in
LIGHTS the ON or OFF position, and the
aircraft is electrically powered.
The no smoking ordinance sign is

illuminated.
OPERATION
When airplane power is turned on, the master
warning and annunciator lights circuit is ener-
gized with 28 volts. Illumination of one of
the annunciators occurs when its correspond-
ing system experiences a failure, is turned
off, or has not been actuated. The annuncia-
tor extinguishes only when the illuminating
malfunction and/or circumstance has been
cleared.
Intensity of most annunciators may be de-

creased by means of the BRIGHT–DIM switch.
When placed in the DIM position, each an-
nunciator’s intensity is reduced by approxi-
mately half. To return the annunciators to
normal intensity, the switch must be placed to
the BRIGHT position.
NOTE
Power for the master warning panel
is normally supplied from bus A1. If
bus A1 fails, bus B1 automatically
powers the warning panel.

FlightSafety
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QUESTIONS
1. The warning panel can be checked by po- 4. The HORN SIL button can be used to si-
sitioning the control switch to: lence the audible warning for:
A. BRIGHT A. Fire
B. LIGHTS B. VMO /M MO
C. FIRE C. Stall
D. DIM D. Altitude deviation
2. When the warning panel CABIN light il- 5. The TEST pushbutton for the battery
luminates, the accompanying sound is: temperature indicator is located on the:
A. The word “cabin” A. Warning panel
B. A continuous variable 660–3,330-Hz B. Overhead panel
tone C. Copilot’s side panel
C. An intermittent 1,660-Hz tone D. Indicator
D. A high-pitched siren
6. When more than one voice warning is ac-
3. The audible word “minimum” indicates tive, they may:
that: A. Be silenced one at a time
A. Fuel level is low. B. Not be silenced
B. Cabin pressure is low. C. Be silenced all at once
C. Preset decision height is reached. D. Be silenced only by correcting the
D. Angle of attack is negative. cause

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
FUEL STORAGE .................................................................................................................... 5-2
General............................................................................................................................. 5-2
Wing and Center Wing Tanks .......................................................................................... 5-2
Front and Rear Fuselage Tanks........................................................................................ 5-4
FUEL SYSTEM CONTROLS ................................................................................................ 5-4
FUEL DISTRIBUTION .......................................................................................................... 5-6
General............................................................................................................................. 5-6
Fuel Tank Pressurization System..................................................................................... 5-6
Fuel Transfer System ....................................................................................................... 5-6
Engine Feed System ...................................................................................................... 5-11
Crossfeed System .......................................................................................................... 5-13
FUEL INDICATING SYSTEMS .......................................................................................... 5-20
Fuel Quantity Indicators ................................................................................................ 5-20
Fuel Flow/Fuel Used Indicators .................................................................................... 5-20
Fuel Temperature Indicator—
Aircraft Lower Than SN 70, or without Option 28-40-01............................................. 5-21
FUEL SYSTEM SERVICING ...................................................................................... 5-22
General .......................................................................................................................... 5-22
Pressure Refueling......................................................................................................... 5-22

Gravity Refueling .......................................................................................................... 5-25

Defueling ....................................................................................................................... 5-26
Drain Valves .................................................................................................................. 5-26
Anti-icing Blending Apparatus...................................................................................... 5-26
LIMITATIONS ...................................................................................................................... 5-28
Fuel Quantity ................................................................................................................. 5-28
Fuel Specifications ........................................................................................................ 5-28
Pressure Refueling......................................................................................................... 5-28
Fuel Additives ............................................................................................................... 5-28
QUESTIONS......................................................................................................................... 5-30
5-ii FOR TRAINING PURPOSES ONLY Revision 3

ILLUSTRATIONS
Figure Title Page
5-1 Fuel Tanks ................................................................................................................ 5-3
5-2 Fuel System Controls and Indications...................................................................... 5-5
5-3 Tank Pressurization and Quantity Indication ........................................................... 5-7
5-4 Fuel Distribution....................................................................................................... 5-8
5-5 Transfer Valve Control Logic—Aircraft without SB F900-48................................. 5-9
5-5A Manual Control of Transfer Valve—Aircraft without SB F900-48 ....................... 5-10
5-6 Jet Pump (Typical).................................................................................................. 5-11
5-7 Crossfeed X-BP 1 ↔ 3—Normal Configuration.............................................. 5-14
5-8 Crossfeed X-BP 1 ↔ 3—Pump 1 Inoperative.................................................. 5-15
5-9 Crossfeed X-BP 1 ↔ 3—Pump 3 Inoperative.................................................. 5-16
5-10 Crossfeed X-BP 1 ↔ 2 and 3 ↔ 2—Normal Configuration ...................... 5-17
5-11 Crossfeed X-BP 1 ↔ 2 and 3 ↔ 2—Pumps 1 or 3 Inoperative.................. 5-18
5-12 Crossfeed X-BP 1 ↔ 2 and 3 ↔ 2—Pump 2 Inoperative .......................... 5-19
5-13 Fuel Quantity Indicator (Typical)........................................................................... 5-20
5-14 Fuel Flow/Fuel Used Indicator (Typical) ............................................................... 5-20
5-15 Refueling System Controls and Indicators............................................................. 5-23
5-16 Pressure Refueling ................................................................................................. 5-24
5-17 Fuel Filler Port ....................................................................................................... 5-26
5-18 Gravity Refueling................................................................................................... 5-27
5-19 Fuel Sump Drain Valve .......................................................................................... 5-26
5-20 Anti-icing Blending Apparatus .............................................................................. 5-28

TABLES
Table Title Page
5-1 Fuel Tank Capacities ................................................................................................ 5-2
5-2 Fuel Specifications ................................................................................................. 5-29
5-iv FOR TRAINING PURPOSES ONLY

FlightSafety
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CHAPTER 5
FUEL SYSTEM
FUEL FLOW
4 6
MAIN
FUEL
2 8
LBS X 100
0 10
INTRODUCTION
During normal operations, the Falcon 900 fuel system consists of three separate sub-
systems: the left, center, and right. Each subsystem normally supplies fuel to its respective
engine. Interconnect and crossfeed valves allow fuel transfer between tanks and engine
fuel feed from any tank in the event of fuel imbalance or boost pump failure. The air-
plane may be pressure- or gravity-refueled or defueled.
GENERAL
Fuel storage consists of three tank groups: the tank-to-tank transfer, and motive-flow fuel
left wing and center wing, the forward and for fuel transfer. Fuel quantity is monitored by
rear fuselage, and the right wing and center a DC-operated capacitance system. Single-
wing tanks. Total usable fuel capacity is 19,065 point pressure refueling may be accomplished
±100 pounds; an additional 119 pounds is un- for full or partial tanks. Gravity refueling
usable. Weights are calculated for a fuel den- ports are located in the left and right wings.
sity of 6.7 pounds per gallon. Low-pressure Drain valves are provided to check for fuel
fuel is supplied to the engine-driven fuel contamination. All tanks are automatically
pumps by combined pressurization and boost pressurized by low-pressure bleed air as soon
pumps. In addition, the submerged boost as either No.1 or No. 2 engine is started.
pumps supply fuel for crossfeed operations,

Throughout this chapter a color code is used to compartments with flapper valves to allow fuel
designate tank group fuel or tank group func- flow inboard and into the No. 1 and No. 3 boost
tion. Amber designates group 1, green desig- pump compartments. Fuel in the outboard por-
nates group 2, and yellow is used for group 3. tions of each wing is also transferred into the
center wing sections by jet pumps using motive
flow fuel from the No. 1 and No. 3 boost pumps.
FUEL STORAGE The tanks are confined chordwise between
the front and rear wing spars and spanwise be-
GENERAL tween the center wing partition and the wing
end rib. Each wing is divided into two sec-
Three fuel tank groups comprise the Falcon tions, outboard and inboard, which are sepa-
900 fuel storage. Group 1 consists of the left rated by a rib with interconnection holes and
wing and the left center wing tanks. Group 2 flapper valves. The wing skin forms the top
consists of the forward and rear fuselage tanks. and bottom surfaces of the Group 1 and Group
3 tanks. As shown in Figure 5-1, the boost
Group 3 consists of the right wing and right pump compartments are located in the aft part
center wing sections. All tanks are part of the of each center wing section, and each contains
airplane structure. Table 5-1 lists the fuel tank one electrical, submerged, centrifugal boost
capacities. pump for its respective tank group. The out-
board end of each wing has a negative
pressure-relief valve to ensure that internal
WING AND CENTER tank pressures do not fall below atmospheric
WING TANKS pressure. The internal surfaces of the tanks
are covered with a special coating to minimize
Group 1 and group 3 integral tanks normally sup- bacterial growth and corrosion. Each left and
ply the No. 1 and No. 3 engines, respectively. right wing has sump drains and a gravity
The tanks (Figure 5-1) are divided into filler port, covered later in this chapter.
Table 5-1. FUEL TANK CAPACITIES
KILOGRAMS
TANK GROUP (SPECIFIC U.S.
LITERS POUNDS
GRAVITY = GALLONS
0.803)
Group 1 3,433.0 2,756.5 907.0 6,077.0

Left wing and center wing
Group 3 3,433.0 2,756.5 907.0 6,077.0

Right wing and center wing
Front 2,061.0 1,655.0 544.6 3,649.0
Group 2
Front and rear tanks Rear 1,899.0 1,525.0 501.8 3,362.0
Airplane total capacity 10,826.0 8,693 ±45 2,860.4 19,165.0 ±100
NOTE:
• The capacities and weights given represent the true quantities of fuel usable in flight. Weight is
calculated for a specific gravity of 0.803. See Limitations, this chapter.
• The total usable amount for the wing and center wing tanks is 119 pounds (54 kg).

Revision 3.01
SIDE
CENTER WING
TANK NO. 1 PUMP COMPARTMENT
BAFFLE
NO. 2 BOOST
SEALED REAR PUMP COMPARTMENT
WALL SPAR
REAR TANK

NO. 3 BOOST PUMP
COMPARTMENT PARTITION
PRESSURIZATION
INTERCONNECTION
NO. 1 BOOST
PUMP COMPARTMENT
LEGEND
FRONT
SPAR GROUP 1
GROUP 2
GROUP 3
PARTITION
INBOARD
WING TANK
NEGATIVE PRESSURE
RELIEF VALVE
CENTER WING
FEEDER FLAPPER
VALVES
FRONT NO. 3 PUMP
TANK
FlightSafety
COMPARTMENT FILLER
BAFFLE PORT
JUNCTION OUTBOARD
PLATE WING TANK
international
5-3
Figure 5-1. Fuel Tanks

FlightSafety
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FRONT AND REAR FUSELAGE tion, only the normal boost pump is
energized. If either the 1 ↔ 2 or
TANKS 2↔ 3 crossfeed valves are opened
The front and rear fuselage tanks comprise by selection of a rotary X-BP cross-
the group 2 tanks, which normally supply the feed switch to crossfeed while the
No. 2 engine and auxiliary power unit (APU). switch is in NORM, the standby boost
These tanks form a structural part of the fuse- pump will then operate automatically,
lage. As shown in Figure 5-1, the front tank in conjunction with the normal pump.
is located immediately forward of the wing
center section. The rear tank is aft of the main • Three rotary crossfeed selector switches
landing gear wheel wells. Two electric, sub- labeled “X-BP”—These switches allow
merged, centrifugal boost pumps are located crossfeed from any tank group to any en-
in the forward compartment of the rear tank. gine when circumstances dictate.
• A three-position XTK (tank intercon-
The front and rear tanks are interconnected by nect) toggle switch—When in the left or
two pipes which allow air and, if necessary, right position (center is off), the XTK
fuel circulation between the tanks. Two fuel solenoid valve will open, allowing fuel
transfer pipes also connect the two tanks. pressure to then open the interconnec-
Sump drains are provided. No gravity filler tion valve between group 1 and group
port is provided for the group 2 tanks; when 3 tanks. This switch, when selected to
the airplane is gravity-refueled, the transfer the left or right position, controls
system must be used to fill the tanks. through a logic circuit, the position of
the group 1 and group 3 interconnection
valves, allowing fuel leveling between
the group 1 and group 3 tanks. The
FUEL SYSTEM switch and XTK valve will function
CONTROLS only when the rotary X-BP
1 ↔3 interconnect switch is open.
Fuel system controls are located on the • A switch identified XTK 2 for aircraft
overhead panel and the center instrument panel. equipped with electric transfer valve
The overhead panel is arranged schematically, XTK 2 (aircraft without SB F900-48).
representing the basic fuel system configuration. This three-position switch marked
Controls located on the overhead panel include: “CLOSED–OPEN–AUTO” allows pos-
itive manual control (OPEN or
• Two BOOSTER switches (one for each CLOSED) or automatic operation of the
wing tank)—These are two-position front/rear tank electric isolation (trans-
toggle switches which are used to turn fer solenoid) valve.
the group 1 or group 3 boost pump on or
off. Controls located on the center instrument
panel include:
• A single BOOSTER switch (for group
2)—This is a three-position switch with • Three guarded FUEL SHUT OFF toggle
positions marked “OFF–ST-BY–NORM.” switches—When positioned off, the switch
It controls the two group 2 boost pumps closes the respective fuel shutoff valve,
as follows: located in the belly fuel well between the
main landing gear.
• OFF—When in the OFF position, both
boost pumps are off. • A pushbutton marked TOT REAR—In nor-
• ST-BY—When positioned to ST-BY, mal operation the group 2 fuel quantity gage
only the standby boost pump is reads total fuel in the front and rear tanks.
energized. When the button is depressed, the gage reads
• NORM—When in the NORM posi- rear tank fuel quantity only.

GROUP BOOSTER
1 3
FUEL SHUTOFF VALVE CONTROLS
PUMP 3
INTERCONNECTION SWITCH FUEL FUEL FUEL
SWITCH X-BP 1 3 DISCH SHUT DISCH SHUT DISCH SHUT
1
BOOSTER ROTARY 2 OFF 2 OFF 2 OFF 0 FAULT
PUMP 1 XTK
INTERCONNECT 1 1 1
SWITCH 0 0 0 FIRE APU
BOOSTER BOOSTER SWITCH TRANS TRANS TRANS
1
LEVEL LEVEL
FUEL X.BP FORWARD/REAR TANK FAULT FAULT FAULT 0
TEMPERATURE TRANSFER SWITCH
INDICATOR
(OPTION) °C
XTK 2*
* RESET FUEL USED
BAG COMP
BOOSTER PUSHBUTTON INDICATOR

NORM AUTO
ST-BY OPEN
OFF CLOSED
10 10 10
5 20 5 20 5 20
X.BP LEVEL X.BP
0 30 0 30 0 30
BOOSTER
PUMP 2
SWITCH ENG 1 ENG 2 ENG 3
40 40 40
FUEL SYSTEM 20 60 20 60 20 60
LBS LBS LBS
X 100 X 100 X 100
0 80 0 80 0 80
X-BP X-BP FUEL QTY FUEL QTY FUEL QTY
1 2 2 3 TOT
CROSSFEED CROSSFEED
ROTARY ROTARY
REAR
SWITCH SWITCH
FUEL FLOW AND QUANTITY
INDICATORS

BAG 1 COMP 1 STABILIZER COOLING S4 1 S4 1 ACM DISM OC 1 OC 1
XTK 2 XTK 2 BAG
FUEL 1
LO
FUEL 1
FUEL 2
LO
FUEL 2
FUEL 3
LO
FUEL 3
OPEN
AIL
ZERO
* CLOSED
AIL
FEEL
* ACCESS
PITCH
FEEL ISOL HEAT
REV MACH MFD S4 2 ADC 2 CNSL2 FOC 2 FIG 2
FUELING AP MISTRIM
UNLOCK TRIM ON
BLEED ECU COND G NOSE BLEED BAG TEST
OVHT OVHT OVHT CONE OVHT APU ISOL
-2P BK CABIN REAR T/O NORM
OFF
DOORS CONFIG
FUEL FLOW GRAVITY DG IDIC RESET A/P TEST
TEST FUELING TEST
WARNING PANEL MAINTENANCE PANEL
Figure 5-2. Fuel System Controls and Indications

FlightSafety
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A maintenance panel is located on the • A water trap

copilot’s right side wall. Figure 5-2 shows the
• A pressure gage
locations of the fuel system controls and the
annunciator indications, which are discussed During refueling, venting is through two elec-
later in this chapter. trically controlled valves located forward of
the wing roots.
FUEL DISTRIBUTION FUEL TRANSFER SYSTEM

GENERAL Front-to-Rear Tank Transfer—
Aircraft Fitted with Fuel
Distribution of fuel from the wing and fuselage
tanks is aided by the tank air pressurization sys- Transfer Valve XTK 2, Aircraft
tem. Fuel transfer by jet pump or via gravity without SB F900-48
is possible from the front fuselage tank to the
rear tank. Transfer is also possible between Description
any two lateral tank groups for fuel leveling, In addition to the two air/fuel pressurization
if necessary. Jet pumps transfer fuel internally interconnect pipes which link the front and
in all tank groups. Boost pumps are the primary rear fuselage tanks, two fuel transfer pipes are
means of supplying fuel to the engines. installed (Figure 5-4). The right pipe is po-
sitioned for gravity transfer of fuel from front
For operators with an approved Minimum to rear only until the fuel level reaches one-
Equipment List, dispatch with a boost pump third of its capacity. The left pipe can be used
inoperative is possible, provided that the wing for gravity transfer, or fuel can be transferred
tanks are pressurized. An air pressure gage is normally using a jet pump installed in the
located in the rear equipment compartment to rear tank. This pipe is installed to draw fuel
confirm tank pressurization. from the bottom of the front tank. A transfer
valve in this pipe is opened or closed by a logic
control circuit to ensure sequential con-
FUEL TANK sumption of fuel from the front tank. The
PRESSURIZATION SYSTEM valve closes to conserve one-third of the front
tank capacity while the contents of the rear
The fuel tanks are automatically pressurized by tank are consumed.
low-pressure bleed air from No. 1 and No. 2 en-
gines as soon as either engine is started (Figure The logic control circuit includes:
5-3). The system is completely automatic. The
pressure is regulated by the following: • A fuel level detector located in the front
tank at a level approximately 100 pounds
• A pressure-reducing valve downstream higher than the right (gravity flow) pipe
from the engine bleed fuel flow cutoff level (1,200 pounds)
• Two valve boxes which include pres- • Two level detectors located in the rear
sure-relief and negative pressure-relief tank at the 1,100- and 1,400-pound levels
valves
• An electric transfer solenoid valve in-
• A negative pressure-relief valve in each stalled in the left transfer pipe
wingtip
The pressurization system includes:
• Two automatic drains which drain fuel
out of two air pressure pipes when there
is no pressure but close as soon as the
pressure reaches 1 psi

LEVEL LESS
* NOT FEATURED ON AIRCRAFT WITHOUT THAN 1,000 LB
XTK
BOOSTER BOOSTER
LEVEL LESS THAN 200 LB
LEVEL X.BP LEVEL
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3 FRONT TANK °C
REV
UNLOCK FUELING *
XTK 2
BLEED ECU COND G CENTER WING SUMP DRAIN VENT VALVE BOOSTER
NORM AUTO
OPEN
OVHT OVHT OVHT ST-BY
TANK OFF CLOSED
-2P BK CABIN X.BP LEVEL X.BP
PROBE
ENG 1 ENG 2 ENG 3
FUEL SYSTEM
GRAVITY FUELING
G2
G1 FLAPPER
≥ 159 VALVE
G3
G2
WING NEGATIVE
PRESSURE RELIEF NO. 1 ENGINE LP AIR
VALVE
HOT AIR
PRESSURE FILTER
VALVE BOXES GAGE
REAR TANK DRAIN
BOWL
AUTOMATIC LEGEND PRESSURE REDUCER
DRAIN CHECK
TANK PRESSURIZATION AUTOMATIC DRAIN
VALVE
ELECTRICAL CONNECTION NO. 2 ENGINE LP AIR
Figure 5-3. Tank Pressurization and Quantity Indication

FlightSafety
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FlightSafety
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PROBE
CENTER FRONT TANK

WING TANKS
JET
G2 PUMP
FILLER
PORT FILLER
PORT
INTERCONNECTION
VALVE
(NORMALLY CLOSED)
;;;; FLAPPER
VALVE
G1
G3
;;;; A/C ≥159

;;;; FUEL
TEMPERATURE
PROBE
(IF INSTALLED)
;
R3 CROSSFEED
;;
VALVE
;
y
; ;;;;;; ;
DRAIN VALVE
NEGATIVE R1 CROSSFEED NEGATIVE
(AIRCRAFT GROUP 3 INTER-
;
PRESSURE VALVE PRESSURE
PRIOR TO SN 96) CONNECTION
RELIEF RELIEF
;;
GROUP 1 INTER- MANIFOLD
;
y;
MANIFOLD
;
FUEL GROUP 1 FUEL
;
TRANSFER VALVE SHUTOFF CROSSFEED SHUTOFF DRAIN VALVE (AIRCRAFT PRIOR TO SN 96)
(ON SOME AIRCRAFT) VALVE VALVE VALVE
FUEL SHUTOFF VALVE
GROUP 1
CROSSFEED GROUP 3 CROSSFEED MANIFOLD LEGEND
MANIFOLD CROSSFEED VALVE GROUP 1 FUEL
GROUP 2
FUEL
; ; DEFUELING/ ONE-THIRD
GROUP 2 FUEL
GROUP 3 FUEL
;;
MANIFOLD REFUELING TANK LEVEL
;
DRAIN MOTIVE FLOW
VALVE VALVE PIPE
TRANSFER FUEL
GROUP 2 REAR GRAVITY FLOW TRANSFER FUEL
yyyy ;;;;

@@@@
;;;; yyyy

@@@@
CROSSFEED TANK
MANIFOLD G2 SUMP DRAIN
;;;
FUEL PROBE
; ;;
FILTER
BOOST
PUMPS
NO. 1 ENGINE NO. 2 ENGINE NO. 3 ENGINE

AND APU
Figure 5-4. Fuel Distribution
The transfer valve is open when: Figure 5-5 illustrates the fuselage tanks transfer
valve control logic.
• The front tank contains
more than 1,200 pounds. Operation
Front
or tank The transfer valve remains open any time the
consumption front tank level is more than 1,200 pounds re-
• The rear tank contains gardless of the fuel level in the rear tank. The
less than 1,100 pounds. transfer valve opens when the rear tank level is
The transfer valve is closed when: less than 1,100 pounds and closes at a level of
1,400 pounds. This ensures a staggered trans-
• The front tank contains fer from the front to the rear tank to avoid a back-
less than 1,200 pounds. ward shift of the airplane center of gravity.
Rear
or tank In the event that the automatic transfer func-
consumption tion malfunctions, the monitoring logic circuit
• The rear tank contains causes the XTK 2 CLOSED or XTK 2 OPEN
more than 1,400 pounds.
TRANSIT BETWEEN 1,400 AND 1,100 LB

1 4
DECR FROM
1,400 LB
1,400
ANY TANK REMAIN LB
1,200 LEVEL 1,200
OPEN CLOSED 1,100
LB LB
LB
FRONT TANK REAR TANK FRONT TANK REAR TANK
2 5
INCR FROM
1,400 1,100 LB
1,400
OR MORE LB
1,200 LB 1,200
CLOSED 1,100
LB LB
LB
FRONT TANK REAR TANK FRONT TANK REAR TANK
VALVE FRONT REAR

1,200 POSITION TANK TANK
OPEN LESS THAN
LB 1,100 LB
1 OPEN MORE THAN ANY
1,200 LB AMOUNT
FRONT TANK REAR TANK OVER
2 CLOSED
1,400 LB
3 OPEN LESS THAN
LESS 1,100 LB
THAN
4 REMAIN 1,200 LB DECR TO
NOT FEATURED ON AIRCRAFT WITHOUT CLOSED 1,100 LB
ELECTRIC TRANSFER VALVE XTK 2 5 REMAIN INCR TO
OPEN 1,400
Figure 5-5. Transfer Valve Control Logic—Aircraft without SB F900-48

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warning panel light to illuminate. When illu- pet and padding and removing the transparent
minated, the lights have the following mean- tape covering the handle. An adjacent placard
ings: explains operation.
• XTK 2 CLOSED—This indicates that
the transfer valve is closed when it The following two configurations require the
should be open. use of the manual control to reposition the
transfer valve:
• XTK 2 OPEN—This indicates that the
transfer valve is open when it should be • The valve has failed in the closed posi-
closed. tion, and the 1,200 pounds of fuel
trapped in the front tank must be used.
The CLOSED–OPEN–AUTO switch on the
overhead panel can directly control opening • The valve has failed in the open position,
and the rear center-of-gravity limit may
and closing of the valve, overriding the con- be affected.
trol logic. The XTK lights will indicate the
control switch positions until the valve posi-
tion agrees with the switch position.
NOTE
In the second configuration, the rear
The transfer valve has a clutch-release actu- limit is reached only if the airplane
ator installed which can be used to open the balance is greater than 29% MAC,
valve manually from inside the pressurized and if the remaining fuel capacity in
cabin. The control is built into the cabin floor, each tank group is between 2,500
even with the left No. 11 window. It consists and 1,500 pounds. Even in this case,
of a retractable handle (see Figure 5-5A) to however, use of the manual control
which access is gained by lifting up the car- can be avoided if group 2 fuel is
FORWARD
OPEN
XTK2
NORM
CONTROL CLOSED
LEVER
Figure 5-5A. Manual Control of Transfer Valve—Aircraft without SB F900-48

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consumed first.
The following applies to aircraft not fitted

with the XTK 2 fuel transfer valve (aircraft
with SB F900-48):
The fuel flow, provided by gravity trans-
fer from the front to rear fuselage tanks
assisted by the jet pump in the rear tank,
is in most cases higher than the amount
of fuel consumed from the rear tank
(supplied to engine 2).
This results in the following consump-
tion sequence:
• Consumption of fuel in forward tank
until empty, then,
• Consumption of fuel in rear tank
This consumption sequence leads to a

variation in the CG of the aircraft, which
has to be compensated by an aft CG lim-
itation for the zero fuel weight.
Internal Tank Transfer

Internal tank transfer is accomplished by jet
pumps using motive flow fuel from the respect-
ive boost pumps. Each wing tank group uses
four jet pumps; the fuselage tanks use two jet
pumps for internal transfer in addition to a third
jet pump used for fuel transfer from front tank
to rear tank. Refer to Figure 5-4 and Engine Feed
System, this chapter, for additional information.
ENGINE FEED SYSTEM

General
The group 1 and group 3 fuel distribution
(feed) systems each include the following
components:
• One boost pump
• One interconnection manifold
• One boost crossfeed manifold
• Four jet pumps
• One indicating pressure switch

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The group 2 distribution system includes the • Bus A1—Group 1 boost

following components:
• Bus A2—Group 2 standby boost
• Two boost pumps
• Bus B1—Group 2 normal boost
• One fuel manifold
• Bus B2—Group 3 boost
• One boost crossfeed manifold
Refer to Fuel System Controls, this chapter,
• Three jet pumps for additional information.
• One indicating pressure switch
Boost Pumps
Four identical, three-phase, AC-powered,
submerged, centrifugal fuel boost pumps are
installed in the Falcon 900 fuel system. Each
pump has a built-in inverter which converts
28 VDC to 115 VAC 400 Hz. Group 1 and
group 3 tanks each have one pump installed;
group 2 tanks have two pumps. Group 1 and
group 3 pumps deliver fuel under low pres-
sure to their respective interconnection and
crossfeed manifolds and then to their re-
spective engines. Group 2 pumps deliver fuel
to the group 2 manifold and crossfeed man-
ifold, then to the No. 2 engine. Pump dis-
charge is 7.25 psi with a flow rate of 10.56 U.S.
gallons per minute at 51,000 feet altitude.
Control switches for the boost pumps are lo-

cated on the overhead panel. Electrical power
is supplied to the fuel boost pumps from the
following primary buses:
HIGH VOLUME,
LOWER PRESSURE LOW VOLUME,
THAN MOTIVE- LOW-PRESSURE
FLOW FUEL FUEL FROM
BOOST PUMP
LEGEND
MOTIVE FLOW
FUEL SUPPLY
TRANSFER FUEL
FUEL SUPPLY
Figure 5-6. Jet Pump (Typical)

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Jet Pumps • Fuel shutoff valve—When closed, fuel

is shut off from the respective engine.
Fuel system jet pumps use motive-flow fuel It is controlled with the FUEL SHUT
(see Figure 5-4) delivered from the fuel boost OFF switch on the fire panel on the cen-
pumps. The jet pumps are identical in the three ter instrument panel. This valve has dual
tank groups and operate on the venturi motors powered from buses A and B.
principle (Figure 5-6).
• An electrically powered crossfeed
In each tank group 1 and 3, four jet pumps si- valve—When opened, fuel is crossfed as
required. The valve is controlled by the
phon fuel from the outboard, inboard, and 1 ↔ 2 or 3 ↔ 2 rotary crossfeed
center wing tanks and deliver it to the re- switch (see Figure 5-2).
spective boost pump compartment. In tank
group 2, three jet pumps are installed in the • A manually controlled two-positioned
rear tank. One pump is used to siphon fuel (normal/drain) drain valve—When in
from the front tank when the transfer valve is the normal position, the fuel feed line
open; the other two pumps siphon fuel from from the boost pump is connected to the
the aft part of the rear tank and deliver it to the respective crossfeed and fuel shutoff
boost pump compartment. The jet pumps en- valves.
sure that the boost pumps stay submerged in
the boost pump compartments. The jet pump Group 2 Fuel Pump Manifold
circuit is equipped with a filter and a check
valve with a clogging indicator for system The manifold is attached inside the rear tank
protection (clogging indicators are only on and connects the two boosts pumps to:
aircraft prior to SN 96). • The group 2 crossfeed manifold and en-
gine supply line
Groups 1 and 3 • Groups 1 and 3 crossfeed manifolds
Interconnection Manifolds In addition, the fuel manifold, via the groups
The groups 1 and 3 interconnection manifolds 1 and 3 crossfeed manifolds, connects:
are mounted in a dry bay outside the center
wing tank on the rear spar. They receive fuel • Group 2 boost pumps with No. 1 or
No. 3 engine
from the respective boost pumps. An electrically
driven spherical core valve (R1 and R3 cross- • Group 1 or 3 boost pump with No. 2
feed interconnect valves on Figure 5-4) on each engine
manifold supplies motive-flow fuel to the jet
pumps in normal operation. Both valves are
controlled by an X-BP interconnect rotary Group 2 Crossfeed Manifold
switch and are normally positioned closed; The group 2 crossfeed manifold is mounted on
when selected to open, fuel is directed to the the forward baffle of the rear tank and contains
X-BP crossfeed interconnect system. Included three valves:
in each manifold is a filter for the motive-flow
fuel and a clogging bypass valve with an indi- • Fuel shutoff valve—When closed, fuel is
cator. An outlet enables a direct connection shut off to the No. 2 engine and the APU.
with the valve outlet of the other manifold. It is controlled with the FUEL SHUT
OFF switch on the fire panel on the cen-
ter instrument panel. This valve has dual
Groups 1 and 3 motors powered from buses A and B.
Crossfeed Manifolds • An electrically powered defueling valve,
which can also be used for gravity
The groups 1 and 3 crossfeed manifolds are refueling
mounted on the forward baffle of the rear tank,
and each contains three valves: • A manually controlled two-position

XTK
G3
BOOSTER BOOSTER
BP3
LEVEL X.BP LEVEL
BP1
°C
G1
XTK 2
*
BOOSTER
AUTO
LEGEND XTK
NORM GROUP 1
ST-BY OPEN
OFF CLOSED BOOST
X.BP LEVEL X.BP GROUP 3
BOOST
R1 R3
ENG 1 ENG 2 ENG 3



LIGHTS

X-BP CLOSED X-BP OUT INTERCONNECTION G1 ENGINE 1
BP1 ON
BP3 ON G3 ENGINE 3
Figure 5-7. Crossfeed X-BP 1 ↔ 3—Normal Configuration
(normal/drain) drain valve—When in 1 ↔ 2 or 3 ↔ 2

the normal position, the fuel feed line
from the boost pumps is connected to the
No. 2 engine via the fuel shutoff valve. X-BP 1↔ 3 Crossfeed
Description
Indicating Pressure Switches The crossfeed system allows fuel in one wing
Located in the nacelles, each engine feed sys- group to be consumed by use of the boost
tem has a pressure switch installed which il- pump from the opposite wing group. As shown
luminates annunciator lights FUEL 1, FUEL in Figure 5-4, the items which comprise the
2, and FUEL 3 when the corresponding fuel system are:
pressure is below acceptable limits (4.6 psi). • Two booster crossfeed interconnect valves
(R1 and R3 in Figure 5-4) which are located
CROSSFEED SYSTEM in the side-engine interconnection mani-
folds and controlled by the X-BP 1 ↔
General 3 rotary switch on the overhead panel (See
Figure 5-2)
Interconnections among the three fuel groups
allow any operable boost pump to supply fuel • An interconnection valve between tank
to any engine. Crossfeed is possible between: groups 1 and 3
• Groups 1 and 3—X-BP 1↔ 3
• An XTK (crosstank) solenoid valve
• Groups 1 and 2 or 3 and 2—X-BP

XTK
G3
BOOSTER BOOSTER
BP3
LEVEL X.BP LEVEL
BP1
°C
G1
BOOSTER
*
XTK 2
XTK
NORM AUTO
ST-BY OPEN
OFF CLOSED
LEGEND
X.BP LEVEL X.BP
GROUP 3 R1 R3
BOOST
ENG 1 ENG 2 ENG 3

LIGHTS

BP1 OFF ENGINE 1
BP3 ON
FLOW
XTK
G3
BOOSTER BOOSTER
BP3
LEVEL X.BP LEVEL
BP1
°C
G1
*
XTK 2
BOOSTER
AUTO
XTK
NORM
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP
R1 R3
ENG 1 ENG 2 ENG 3


LIGHTS
XTK RIGHT XTK ON

X-BP OPEN X-BP ON
G1 G3 G3 ENGINE 3
BP1 OFF ENGINE 1
BP3 ON
LEVEL EQUALIZATION
Figure 5-8. Crossfeed X-BP 1 ↔ 3—Pump 1 Inoperative

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XTK
G3
BOOSTER BOOSTER
BP3
LEVEL X.BP LEVEL
BP1
°C
G1
BOOSTER
*
XTK 2
XTK
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP
LEGEND R1 R3
ENG 1 ENG 2 ENG 3

GROUP 1
FUEL SYSTEM
BOOST ENGINE 1 ENGINE 3

LIGHTS

BP1 ON ENGINE 3
BP3 OFF

FLOW
XTK
G3
BOOSTER BOOSTER
BP3
LEVEL X.BP LEVEL
BP1
°C
G1
BOOSTER
*
XTK 2
XTK
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP
R1 R3
ENG 1 ENG 2 ENG 3


LIGHTS
XTK LEFT XTK ON

X-BP OPEN X-BP ON
G1 G3 G1 ENGINE 1
BP1 ON ENGINE 3
BP3 OFF
LEVEL EQUALIZATION
*NOT FEATURED ON AIRCRAFT WITHOUT
Figure 5-9. Crossfeed X-BP 1 ↔ 3—Pump 3 Inoperative

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XTK
BOOSTER BOOSTER LEGEND BP1 BP3

GROUP 2 BOOST
°C GROUP 3 BOOST
BOOSTER
*
XTK 2
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM
POSITION OF TANK G1 G2 G3 ENGINES 1, 2,

LIGHTS
THE CONTROLS INTERCONNECTION AND 3 SUPPLY
BP1 ON G1 ENGINE 1
BP2 NORM NO
BP3 ON INTERCONNECTION
G2 ENGINE 2
Figure 5-10. Crossfeed X-BP 1 ↔ 2 and 3 ↔ 2—Normal Configuration
located in the group 1 interconnection Interconnection Valve

manifold
The interconnection valve (see Figure 5-4) con-
The two crossfeed interconnect valves have nects tank groups 1 and 3. The valve is opened by
two functions: fuel pressure. A microswitch in the intercon-
nection valve causes the XTK light on the
• To interconnect the fuel feed systems of overhead panel to remain illuminated as long as
No. 1 and No. 3 engines the valve is not fully closed.
• To cut off the fuel supply to the jet pumps
on the side with the inoperative boost XTK Solenoid Valve
pump The XTK solenoid valve is located in the group
The amber X-BP light on the overhead panel il- 1 interconnection manifold (see Figure 5-4).
luminates when the associated crossfeed valve has When opened, fuel pressure is directed to the
failed to fully close. interconnection valve, causing it to open, which
then illuminates the XTK light on the overhead
panel.
Operation
Figure 5-7 shows the normal configuration of
groups 1 and 3 fuel systems; they indepen-
dently feed the No. 1 and No. 3 engines, re-

XTK
BOOSTER BOOSTER
LEGEND BP1 BP3
GROUP 3 BOOST
°C
BOOSTER
*
XTK 2
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM
* NOT FEATURED ON AIRCRAFT

WITHOUT ELECTRIC TRANSFER POSITION OF
LIGHTS
ENGINES 1, 2,
VALVE XTK 2
BP1 OFF ENGINE 1
BP2 NORM G2
BP3 ON ENGINE 2
XTK
LEGEND BP1 BP3
BOOSTER BOOSTER
GROUP 1 BOOST
LEVEL X.BP LEVEL
GROUP 2 BOOST
°C
BOOSTER
XTK 2
*
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP

BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM

LIGHTS
ENGINES 1, 2,
VALVE XTK 2
BP1 ON G1 ENGINE 1
BP2 NORM
BP3 OFF ENGINE 2
G2

Figure 5-11. Crossfeed X-BP 1 ↔ 2 and 3 ↔ 2—Pumps 1 or 3 Inoperative

XTK
BOOSTER BOOSTER
LEGEND BP1 BP3
GROUP 3 BOOST
°C
BOOSTER
*
XTK 2
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM

LIGHTS
ENGINES 1, 2,
VALVE XTK 2
BP1 ON ENGINE 1
BP2 OFF G1
BP3 ON ENGINE 2
BOOST PUMPS 2 FAILURE—ENGINE 2 FED FROM PUMP 1
XTK
BP1 BP3
BOOSTER BOOSTER
LEVEL X.BP LEVEL
°C
BOOSTER
*
XTK 2
NORM AUTO
ST-BY OPEN
OFF CLOSED
X.BP LEVEL X.BP

BP2
ST-BY NORM
ENG 1 ENG 2 ENG 3
FUEL SYSTEM
*NOT FEATURED ON AIRCRAFT

LIGHTS
ENGINES 1, 2,
VALVE XTK 2
BP1 ON G1 ENGINE 1
BP2 OFF
BP3 ON ENGINE 2
G3
BOOST PUMPS 2 FAILURE—ENGINE FED FROM PUMP 3

Figure 5-12. Crossfeed X-BP 1 ↔ 2 and 3 ↔ 2—Pumps Inoperative

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spectively. Note that both the XTK and the in-

terconnection valves are closed with respect
to the interconnection lines and the No. 1 and
No. 3 boost pumps are operating.
Groups 1 and 3 crossfeed controls include:
• The X-BP 1 ↔ 3 rotary switch

• The three-position (left–center off–right)
XTK switch, which functions only when
the X-BP switch is set to open
If the No. 1 boost pump fails or is shut down,

the corresponding crossfeed interconnect valve
(labeled R1 on Figure 5-7) opens when selec-
tion of X-BP 1 ↔ 3 is made, as controlled
by a logic circuit of the correct crossfeed
interconnect valve, provided that the opposite
interconnect valve is closed. This results in cut-
ting off motive-flow fuel to the jet pumps on Figure 5-13 Fuel Quantity Indicator
the same side (which are off anyway because (Typical)
the boost pump is not operating).
Figure 5-8 shows configuration of the fuel

panel switches and the valve positions re-
quired for crossfeed in the event of failure of
the group 1 boost pump. Also shown is groups
1 and 3 tank level equalization with the group
1 boost pump inoperative or turned off. Figure
5-9 shows the same operations but with the
group 3 boost pump inoperative or turned off.
Included in both figures is a tabular explana-
tion of the indications and operation.
X-BP 1 ↔ 2 or 3 ↔ 2
Crossfeed
When the X-BP 1 ↔ 2 or 3 ↔ 2 rotary
switch is positioned to open the respective X-
BP 1 or 3 crossfeed valve, interconnection is es-
tablished between the fuel supply system of the
corresponding engine (No. 1 or No. 3) and that
of the No. 2 engine. An open valve is indicated Figure 5-14. Fuel Flow/Fuel Used
by illumination of the corresponding X-BP light Indicator (Typical)
on the overhead panel.
electrical bus failure, either booster 1 or booster
Bus B2 supplies electrical power to X-BP 3 will remain operational.
1 ↔ 2 crossfeed; bus A1 supplies power for
X-BP 3 ↔ 2 crossfeed. In the event of an When the group 2 BOOSTER pump switch is

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set to normal, opening either X-BP 1↔ 2 or tank.

3↔ 2 crossfeed valve causes the standby
group 2 boost pump to be energized. Thus, con- • Green arc ............ 4,300 to 4,500 pounds
sumption of the fuel in the front and rear tanks This indicates a front-to-rear transfer reg-
takes precedence over the corresponding wing ulation level (1,200 and 3,300 pounds)
tanks group without need to cut out the corre- (on aircraft with front to rear tank trans-
sponding side pump. In this way, the quantities fer valve only, without SB F900-48).
of remaining fuel can be equalized (the amount
of fuel in group 2 being greater than that in
groups 1 or 3) without having to shut down the FUEL FLOW/FUEL
pumps. USED INDICATORS
Figure 5-10 shows the normal configuration of The fuel flow/fuel used indicators (Figure 5-
the group 2 fuel system. It normally supplies only 14) serve dual functions. The fuel flow indi-
the No. 2 engine. Figures 5-11 and 5-12 show cation is instantaneous and reads in pounds per
failed boost pump configurations and level hour by a needle over a dial gradated in pounds
equalizing. Tabular data also shows switch and from 0 to 30 (x 100). A four-digit display win-
light configurations as well as engine feed. dow on the face of the instrument indicates the
quantity of fuel consumed by the engine.
FUEL INDICATING A button is located on the lower edge of the

instrument face. When pulled out, it resets
SYSTEMS the fuel-used counter. When pushed in, it al-
lows display of instantaneous fuel flow for 30
FUEL QUANTITY INDICATORS seconds’ duration.
The three fuel quantity gages (Figure 5-13) are A FUEL FLOW TEST button is located on
identical. They have a round dial with a sin- the cockpit maintenance panel. When held
gle needle and are gradated from 0 to 8,000 depressed, the fuel flow instrument needles
pounds. Refer to Instrument Markings in slew to 1,200 pounds per hour.
Chapter 1, “Aircraft General,” of this manual,
for color pictures of the instrument markings.
Following are the fuel quantity indicator in- FUEL TEMPERATURE
strument markings. INDICATOR—AIRCRAFT
LOWER THAN SN 70 OR WITH
Tank groups 1 and 3:
OPTION 28-40-01
• Yellow arc ................. 0 to 1,000 pounds
A digital display (installed as an option on
Tank group 2: some aircraft) on the overhead panel (See Figure
5-2) indicates fuel temperature in the No. 1
• Yellow arc ................. 0 to 1,000 pounds fuel tank. The indicator range is –60 to +60°C.
• Yellow arc ....... 2,200 to 2,400 pounds FUEL INDICATOR LIGHTS

This indicates the total quantity at which
the front-to-rear transfer valve opens General
and cycles between 1,100 and 1,400
pounds in the rear tank (on aircraft with Fuel light indications are shown in Figure
front to rear tank transfer valve only, 5-2 and Appendix B.
without SB F900-48).
• Green arc ............ 3,100 to 3,500 pounds Low Pressure Warning

This indicates complete filling of the rear The FUEL 1, FUEL 2, and FUEL 3 lights warn

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that fuel pressure is low in the respective • The access door to either the refueling
engine supply line. connector or the refueling control panel
is open.
Low Level Warning • Either the DEFUELING or GRAVITY
REFUELING switch is still set to ON.
The LO FUEL 1, LO FUEL 2, and LO FUEL 3
lights warn that the fuel level in the respective • The lever near the refueling connector
boost pump compartment is below 200 pounds. which controls the vent valves is still
raised.
NOTE • B2 bus is not powered.
• For airplanes SNs 1 to 11—A fuel
level below 200 pounds is detected X-BP Warning/Advisory
in tank group G2 (or below 1,100
pounds if booster pumps 2 are off). These lights are located on the overhead panel
and illuminate to warn that the corresponding
• For airplanes SNs 12 and subse- crossfeed valves have not closed. The X-BP
quent—A fuel level below 200 1↔3 light indicates the position of the two
pounds is detected in tank group X-BP 1↔3 crossfeed interconnect valves.
G2.
1,000-Pound Level Detection

Three LEVEL lights are located next to the
BOOSTER pump switches on the overhead
panel. During normal operations, each light will
illuminate when the respective tank group fuel
level is below 1,000 pounds in groups 1 and 3 and
1,100 pounds in group 2.
XTK OPEN and XTK CLOSED

Warnings—Aircraft Fitted with
Fuel Transfer Valve XTK 2
(Aircraft without SB F900-48)
These lights signal malfunction of the trans-
fer valve in the group 2 fuel transfer line. The
XTK OPEN light comes on to signal that the
valve is open when it should be closed. The
XTK CLOSED light comes on to indicate that
the valve is closed when it should be open.
FUELING Warning
This warning panel light comes on to signal
one of the following:
• One of the two vent valves is not fully
closed.
• The defueling/refueling valve is not
fully closed.

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MAINTENANCE PANEL
(COCKPIT, COPILOT’S SIDE)
;; ;
BAG 1 COMP 1 STABILIZER COOLING SG3 SG1 EADI1 EASI1 FGC1 FMS1
;
;
ISOL HEAT
MFD SG 2 EADI2 EASI2 FGC 2 FMS 2
;;
;;
;
ON
TEST
;
;
OFF NORM
FUEL FLOW GRAVITY DG IDIC RESET A/P TEST

TEST FUELING TEST
GRAVITY FUELING
SWITCH
CAUTION
FUEL TYPES: JET A - A1 - B - JP4 - JP5
FOR ADDITIVES SEE
AIRPLANE FLIGHT MANUAL
PRESSURE FUELING PANEL 1 – CHECK STOP FUELING LIGHT ILLUMINATED
ON ON ON 2 – PULL SAFETY LEVER AND REMOVE
FULL FULL FULL COUPLING CAP
10
5 15
OFF OFF OFF
3 – CONNECT GROUND TERMINAL
LBS LEFT CENTER RIGHT
0
X 100
20
STOP
CLOSED 4 – CONNECT COUPLING ONLY IF FUELING OK
FULL ON
FUEL QTY
FUELING
VENT LIGHT ILLUMINATED
VALVE TEST OFF
FUELING
ON
PARTIAL OPEN
FUELING
GROUNDING 1 – LEFT AND CENTER AND RIGHT SWITCHES ON
RECEPTACLE 2 – CHECK FUELING PRESSURE AT TRUCK (30-50PSI)
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
5 – LEFT AND CENTER AND RIGHT SWITCHES: OFF
5 – REINSTALL COUPLING CAP
USABLE FUEL CAPACITY 2845 US GAL
LEFT REFUELING GROUP 2 CENTER REFUELING

SWITCH INDICATION SWITCH
RIGHT REFUELING
SWITCH
ON ON ON
10 GROUP 1 INDICATION FULL FULL FULL GROUP 3 INDICATION
FUEL QTY OFF OFF OFF
5 15 STOP LEFT CENTER RIGHT
FUELING LIGHT TEST
VENT VALVE
CLOSED
FULL STOP TEST SOCKETS
ON
0 20 FUELING
REFUELING MODE VENT
VALVE TEST
LBS X 1000 OFF
SELECTOR FUELING DEFUELING SWITCH
(OPTIONAL) PARTIAL
OK
OPEN
PARTIAL REFUELING
SELECTOR
FUELING REFUELING VENT VALVE

OK LIGHT AUTOMATIC STOP TEST SOCKETS
TEST PUSHBUTTON
Figure 5-15. Refueling System Controls and Indicators
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PRESSURIZATION
G2 END-OF-FUELING THERMISTOR
INTERCONNECTION
CENTER WING FRONT

TANK G2 TANK VENT VALVE
G1 END-OF-REFUELING G3 END-OF-REFUELING
THERMISTOR THERMISTOR
G1
G3
REFUELING
VALVES
TO DEFUELING/
PRESSURE FUELING PANEL REFUELING
VALVE RESTRICTOR
ON ON ON
REFUELING
FULL FULL FULL MANIFOLD
OFF OFF OFF
LEVER
LEFT CENTER RIGHT
TEST
CLOSED
COUPLING
FULL STOP
FUELING ON PRESSURE
VENT
VALVE TEST OFF
REFUELING
FUELING
PARTIAL
OK
OPEN
DEFUELING
G2
LEGEND
PRESSURE REFUELING
REAR
TANK
ELECTRICAL
Figure 5-16. Pressure Refueling
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• A green FUELING OK light which illu- •The amber FULL lights should illuminate.
minates to indicate that the vent valves
are open and fueling may take place If the STOP FUELING light illuminates dur-
ing the refueling operation, manually stop re-
• A FULL–PARTIAL toggle switch which fueling immediately by turning all three
is used in conjunction with the partial re- refueling switches off.
fueling selector (when installed)
• A partial refueling selector which is used After completion of refueling, turn the refuel-
when only partial refueling of the airplane ing switches off, and install the coupling cap.
is desired
Partial Refueling (Optional)
Normal Operation To prepare for partial refueling, use the same
The red STOP FUELING light should illuminate procedure as for full-tanks refueling listed
when the refueling control panel door is opened under Normal Operation, this chapter.
in conjunction with a previously opened con-
nector panel door. This indicates that the vent To refuel to partial tanks, turn the partial
valves are closed. The FUELING light on the refueling selector to the total fuel load de-
cockpit warning panel also illuminates if power sired. Place the FULL–PARTIAL switch to
is turned on. On airplanes SNs 16 and subse- PARTIAL. The system is entirely automatic;
quent, a light is located in the upper part of the the quantity selected on the dial will be divided
refueling control compartment. up equally between the three tank groups and
can be checked on the cockpit fuel quantity in-
After opening the connector panel door, the vent dicators. Each tank refueling valve will auto-
valve control lever must be moved before the re- matically close as soon as the respective tank
fueling coupling (nozzle) can be connected. group probes signal that that group has re-
Moving the lever causes the vent valves to open. ceived a quantity equal to 1/3 of the quantity
After the vent valves open, the red STOP FU- selected. The quantity indicator amplifiers
ELING light should go out and the green FUEL-
ING OK light illuminate. Ensure that the nozzle and the refueling mode selector are energized
is grounded to the airplane and the fuel truck and from the battery bus; thus no action is required
that both the truck and the airplane are properly in the cockpit.
grounded. The coupling cap may then be removed
and the nozzle connected.
GRAVITY REFUELING
After the nozzle is connected, place the three re- The airplane may be refueled through a grav-
fueling toggle switches to ON. This opens the re- ity filler port (Figure 5-17) located on each
fueling solenoid valves (Figure 5-16), which will wing’s upper surface. Electrical power on the
be powered only if the vent valves are fully open. airplane is required for gravity refueling.
Check that the fuel truck pressure available is
30–50 psi, and then start refueling. Refueling progress can be monitored on the
quantity indicators.
After refueling is started, push the TEST but-
ton to test the automatic refueling stop system, Refueling the group 2 tanks (Figure 5-18) re-
and check for the following: quires pressurization of the fuel system by
the following steps:
• Fueling should stop within five seconds.
• Open the X-BP 1 ↔ 2 and 3↔ 2
NOTE crossfeed switches.
If fueling does not stop, manually stop
refueling. • Turn on the No. 1 and No. 3 boost pumps.

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When opened, the defueling/refueling valve

interconnects the group 2 system with the re-
fueling system (See Figure 5-4). Defueling
all the tanks through the normal engine fuel
supply circuit is enabled by activation of the
boost pumps and opening the X-BP crossfeed
valves for group 1 and group 3 system.
DRAIN VALVES
The sump drain valves (Figure 5-19) provide
a means of eliminating condensation and other
contaminants which settle to the bottom of
the tanks. Fuel samples should be checked be-
fore and after refueling; a more accurate fuel
Figure 5-17. Fuel Filler Port sample can be taken after refueling if the fuel
is allowed to settle for at least an hour when
time permits. A total of nine sump drains are
NOTE located under the wings and fuselage on air-
If gravity-refueling the airplane craft with SN 158 and lower. Aircraft SN 159
through only one wing filler port, and subsequent have one additional fuselage
open the crossfeed valve and turn on drain valve.
the boost pump for that side only.
ANTI-ICING BLENDING
• Place the GRAVITY FUELING switch on APPARATUS
the cockpit maintenance panel to ON.
This opens the defueling/refueling valve Figure 5-20 shows the apparatus which is typi-
in the Group 2 manifold (Figure 5-18) and cal for adding fuel anti-icing additive over
the vents. the wing through the gravity filler ports, when
necessary. The fuel flow should start before
• The CENTER refueling switch in the adding the additive and stop after the additive
pressure-refueling panel can now be has been added.
placed to the ON position to open the
center tank’s pressure-refueling valve.
NOTE
Gravity refueling should not be done
using battery power only because of
the high current draw during refueling.
DEFUELING
Apart from its center system gravity refueling
function, the defueling/refueling valve can
also be used for defueling through the pressure-
refueling connector. For this function, the
valve is controlled by the DEFUELING switch
on the refueling panel.
Figure 5-19. Fuel Sump Drain Valve

;yy;
FlightSafety
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FlightSafety
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VENT G2 END-OF-REFUELING THERMISTOR

QUANTITY GAGE
;
y
: PRESSURIZ
CA
UT
ION
A
A, JET 1, JET B
ED
TA VALVE
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ET ,J
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FRONT
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UE ,
TANK G2
F
JP
5
GRAVITY
y;y;y;y;y;;y;y;; y;y;y;y;y;y;
;
y
FUELING
y;y;
TOT
AL
FO
AL A L
;
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AI
RF
G
C
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S
RA U
UE
FT 45 U
IN 28 N
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US
yyy
@@@

;;;
G
IN S ABLE Q U A N TITY MA
TR U RG
CTIONS SEE OPE
@@@

;;;
yyy
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G3
G1
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;;;
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;;;
yyy
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y;;y;y;;;;;y;;;;;y;;;y;;;;;y;;;;;
;
y; ;y; ; ;
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; y;;y
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;; ; ;
REFUELING
;
VALVES
;
DEFUELING/
;
y
REFUELING
;;;;;; ;
y ;
;;;;;
;;;;;;
;;;;;;
VALVE
;
y; y;
;
y
;
y
;
;
;
;
;
;
XTK
BOOSTER
;
y
DRAIN BOOSTER BOOSTER
CROSSFEED VALVE LEVEL XBP LEVEL
MANIFOLD
;
;
MAINTENANCE PANEL
y
;
;
y
CROSSFEED REFUELING
;
VALVE MANIFOLD
;
BAG 1 COMP 1 STABILIZER COOLING °C

*
y
; ;
;
y
XTK 2
;;
;;;;
;
;
BOOSTER
NORM AUTO
ISOL HEAT OPEN
;;;
ST-BY
OFF CLOSED
;
;;;
ON
X.BP LEVEL X.BP
REAR
;;
;
G2 TANK * NOT FEATURED ON AIRCRAFT WITHOUT

;
;
FUEL FLOW
TEST
GRAVITY
FUELING
OFF
ENG INDIC
TEST
RESET
yyyy ;;;

@@@@
;;;; yyy

@@@ ENG 1 ENG 2 ENG 3
FUEL SYSTEM
LEGEND
GROUP 1 BOOST
GROUP 3 BOOST
ELECTRICAL ON ON ON
FULL FULL FULL

OFF OFF OFF
LEFT CENTER RIGHT

TEST CLOSED
FULL STOP
FUELING ON
VENT
VALVE TEST OFF
FUELING
OK OPEN
PARTIAL DEFUELING
Figure 5-18. Gravity Refueling
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procedure as for full-tanks refueling listed wing’s upper surface. Electrical power on the
under Normal Operation, this chapter. airplane is required for gravity refueling.
Refueling progress can be monitored on the
To refuel to partial tanks, turn the partial quantity indicators.
refueling selector to the total fuel load de-
sired. Place the FULL–PARTIAL switch to Refueling the group 2 tanks (Figure 5-18) re-
PARTIAL. The system is entirely automatic; quires pressurization of the fuel system by
the quantity selected on the dial will be divided the following steps:
up equally between the three tank groups and
can be checked on the cockpit fuel quantity in- • Open the X-BP 1 ↔ 2 and 3↔ 2
dicators. Each tank refueling valve will auto- crossfeed switches.
matically close as soon as the respective tank
group probes signal that that group has re- • Turn on the No. 1 and No. 3 boost pumps.
ceived a quantity equal to 1/3 of the quantity
selected. The quantity indicator amplifiers
and the refueling mode selector are energized
NOTE
from the battery bus; thus no action is required If gravity-refueling the airplane
in the cockpit. through only one wing filler port,
open the crossfeed valve and turn on
the boost pump for that side only.
GRAVITY REFUELING
The airplane may be refueled through a grav- • Place the GRAVITY FUELING switch on
ity filler port (Figure 5-17) located on each the cockpit maintenance panel to ON.
FUEL ADDITIVE BLENDER HOSE
AIR 2
5
36 R
O -I-
L
MI 686
27
HANDLE
RING
TRIGGER
FUEL NOZZLE
Figure 5-20. Anti-icing Blending Apparatus

Fuel used must conform to the following spec-

ifications. Table 5-2 is representative of the
fuel definition as of December 1987.
Table 5-2. FUEL SPECIFICATIONS
SPECIFICATION FREEZING ADDITIVES

POINT NATO
DESIGNATION
(° C) ANTI- ANTI- CODE
GARRETT EQUIVALENCE
ICE STATIC
EMS 53111 ASTM D 1655 Jet A –40 * * —
CAN 2-3.23 Jet A * With —
EMS 53112 ASTM D 1655 Jet A1 –47 * * —

CAN 2-3.23 Jet A1 * With —
KEROSENE DERD 2494 AVTUR Without With F35
DERD 2453 AVTUR/FSii With With F34
MIL-T-83133 JP8 –50 With * F34

AIR 3405C - Without * F35
AIR 3405C - With * F34
EMS 53113 ASTM D 1655 Jet B –50 * * —
CAN 2-3.22 Jet B * With —
WIDE-CUT-
TYPE FUEL MIL-T5624 JP4 –58 With With F40
AIR 3407B - With * F40
DERD 2486 AVTAG Without * —
DERD 2454 AVTAG/FSii With Without F40
CAN 2-3.22 - With With F40
EMS 53116 AIR 3404C - –46 Without * F43
AIR 3404C - With * F44
HIGH-FLASH DERD 2498 AVCAT Without Without F43
POINT-TYPE MIL-T-5624 JP5 With Without F44
FUEL DERD 2452 AVCAT/FSii With Without F44
CAN 3GP24 - Without * F43
CAN 3GP24 - With * F44
GOST T1 –60 Without Without —
10227-86 TS1 REGULAR –60 Without Without —
CIS TS1 PREMIUM –60 Without Without —
FUELS T2 –60 Without Without —
RT –55 Without Without —
* Check information with the fuel supplier.

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QUESTIONS
1. The groups 1 and 3 tanks are described as: 6. Internal tank fuel transfer is
A. Integral tanks accomplished by:
B. Bladder tanks A. Bleed-air pressurization
C. Strap-in metal tanks B. Jet pumps using motive-flow fuel
D. Isolated tanks from the engine-driven high-pressure
fuel pumps
2. Group 2 tanks are described as: C. Jet pumps using motive-flow fuel
from the boost pumps
A. Integral tanks
D. DC-powered transfer pumps
B. Bladder tanks
C. Strap-in metal tanks 7. The number of fuel boost pumps in-
D. A structural part of the airplane stalled in the Falcon 900 fuel system is:
A. Two
3. The Minimum Equipment List allows dis-
patch with: B. Three
A. Two boost pumps inoperative, pro- C. Four
vided that they are not in the same D. Five
tank group
B. One boost pump inoperative, pro- 8. Motive flow for the jet pumps is provided
vided that it is in group 2 tanks by the:
C. One boost pump inoperative, pro- A. Engine-driven fuel pumps
vided that the wing tanks are
B. Transfer pumps
pressurized
D. Two boost pumps inoperative, pro- C. Boost pumps
vided that the fuselage tanks are D. Scavenge pumps
pressurized
9. The jet pumps ensure that:
4. Group 2 fuel is normally used as follows: A. All fuel is scavenged from the boost
A. 1,000 pounds from wing tanks, then pump compartments.
the rear tank fuel B. Low-pressure fuel is available to the
B. Front and rear tank fuel, sequentially engine fuel pumps.
C. All rear tank fuel, then the front C. The boost pumps stay submerged.
tank fuel
D. A and B
D. Not until the wing tank fuel is
depleted
10. During normal operation with the group 2
5. The front-to-rear transfer valve manual BOOSTER switch in the NORM position:
control handle access, on aircraft so A. Neither boost pump is energized.
equipped, is gained through the: B. The standby boost pump is
A. Left wheel well energized.
B. Right wheel well C. Both boost pumps are energized.
C. Cockpit floor panel aft of the center D. One boost pump is energized.
pedestal
D. Cabin floor, even with the left No.
11 window

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11. Groups 1 and 3 crossfeed manifold 17. Illumination of FUEL 1, FUEL 2, or

crossfeed valves are controlled by the: FUEL 3 lights indicates that the
A. X-BP 1 ↔ 3 interconnect switch respective tank group:
B. XTK interconnection switch A. Fuel quantity is down to
C. Both A and B 1,000/1,100 pounds.
D. None of the above B. Fuel quantity is down to 200
pounds.
12. The valve which is not included in the C. Fuel pressure is low.
group 2 crossfeed manifold is the: D. Crossfeed valve is open when it
should be closed.
A. Fuel shutoff valve
B. Defueling/refueling valve 18. Illumination of the TRANS light indi-
C. Drain valve cates that the:
D. Crossfeed valve A. Interconnection valve is in transit.
B. XTK valve is in transit or is not in
13. The interconnection valve connects: the position indicated by the switch
A. Tank groups 1 and 3 position.
B. Tank groups 1 and 2 C. Respective crossfeed valve is in
C. Tank groups 3 and 2 transit or is not in the position in-
D. The group 2 standby pumps to the dicated by the switch position.
groups 1 and 3 engine feed systems D. Respective fuel shutoff valve is in
transit or is not in the position cor-
14. The interconnection v alve is actuated by: responding to the switch selection.
A. DC power 19. Pressure refueling circuits are ener-
B. AC power gized from:
C. Fuel pressure A. Bus A1
D. Mechanical linkage through the man- B. Bus A2
ual control handle
C. Buses B1 and B2
D. The battery bus
15. The XTK transfer valve is actuated by:
A. DC power 20. The refueling toggle switches cause
B. AC power opening or closing of the:
C. Fuel pressure A. Defueling/refueling valves
D. Mechanical linkage through the man- B. Refueling solenoid valves
ual control handle C. Vent valves
D. Negative pressure-relief valves
16. Opening the X-BP 1↔2 or
3↔2 crossfeed valves causes: 21. When the TEST button on the refueling
A. B o t h g r o u p 2 b o o s t p u m p s t o b e control panel is depressed during
turned off with standby selected pressure refueling:
B. The standby group 2 boost pump A. Fueling should stop within five
t o b e e n e rg i z e d w i t h n o r m a l seconds.
selected B. The amber FULL lights should
C. T h e g r o u p 1 o r 3 b o o s t p u m p t o illuminate.
be energized C. The STOP FUELING light should
D. Both A and C illuminate.
D. A and B

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22. Maximum fuel truck pressure for

pressure refueling is:
A. 30 psi
B. 40 psi
C. 50 psi
D. 55 psi

CHAPTER 6
AUXILIARY POWER UNIT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 6-1

GENERAL............................................................................................................................... 6-3
MAJOR SECTIONS................................................................................................................ 6-3
Air Intake ......................................................................................................................... 6-3
Compressor ...................................................................................................................... 6-3
Combustor ........................................................................................................................ 6-3
Turbine ............................................................................................................................. 6-5
Exhaust............................................................................................................................. 6-5
Accessory ......................................................................................................................... 6-5
OPERATING PRINCIPLE...................................................................................................... 6-5
APU SYSTEMS ...................................................................................................................... 6-6
Oil System........................................................................................................................ 6-6
Fuel System...................................................................................................................... 6-7
Ignition System ................................................................................................................ 6-9
Instrumentation .............................................................................................................. 6-10
Control and Starting ....................................................................................................... 6-11
Electrical Power Supply................................................................................................. 6-15
Bleed-Air Supply ........................................................................................................... 6-15
APU SHUTDOWN SYSTEMS ............................................................................................ 6-15
LIMITATIONS ...................................................................................................................... 6-15
QUESTIONS ......................................................................................................................... 6-17

ILLUSTRATIONS
Figure Title Page
6-1 APU Installation..................................................................................................... 6-2
6-2 Major Sections........................................................................................................ 6-3
6-3 APU Layout............................................................................................................ 6-4
6-4 Operating Principle ................................................................................................ 6-6
6-5 Oil System Operation ............................................................................................. 6-7
6-6 Start and Speed Governing Logic .......................................................................... 6-8
6-7 Fuel System Operation......................................................................................... 6-10
6-8 Overhead Switch Panel ........................................................................................ 6-11
6-9 Battery Start—APU (RPM Less than 50% N1) ................................................... 6-13
6-10 GPU Start—APU (RPM Less than 50% N1) ...................................................... 6-14

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CHAPTER 6
INTRODUCTION
This chapter describes the auxiliary power unit (APU) installed in the Falcon 900
series airplanes. The primary objective for installing APUs in airplanes is to render the
airplane self-supporting while on the ground, especially when at remote away-from-home
bases where compatible ground servicing equipment may not be available.
APUs are generally independent of all installed airplane systems except for an electrical
power source for starting and control and a fuel supply from the airplane’s fuel tanks to
sustain operation.
This chapter, in addition to describing the APU engine, also includes descriptions of all
of its related systems, such as oil, fuel, ignition, air extraction, and miscellaneous
APU/airplane interface systems.
FOR TRAINING PURPOSES ONLY 6-1

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GENERATOR APU COMPARTMENT

COOLING AIR VENTILATION
INLET AIR INLET
GENERATOR LEFT RIGHT APU

COOLING AIR
OUTLET AIR INLET
Figure 6-1. APU Installation

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GENERAL AIR INTAKE

The APU air intake forms the waist of the
The Falcon 900 incorporates an APU manufac- unit; the opening is screened to prevent entry
tured by Garrett Turbine Engine Company; it of foreign material. Air is induced through
is designated GTCP36-150 (F). The unit is the intake from a flush screened inlet (Figure
transversely mounted in the rear fuselage 6-3) located externally on the lower right side
(Figure 6-1), under the No. 2 engine, and is en- of the aft fuselage.
closed in a carbon and titanium container. The
APU is certificated only for ground opera-
tion; the control circuits are wired through COMPRESSOR
the landing gear ground contact switches, thus
preventing in-flight operation or starting. The compressor is a single-stage centrifugal
impeller with a two-stage inflow diffuser. The
impeller is rigidly mounted on the rotor shaft.
The function of the compressor is to induce the
required airflow, impart velocity to the air,
and direct it through the radial/axial diffuser,
MAJOR SECTIONS which converts the velocity energy to pressure
energy. This airflow is used for cooling and
For descriptive purposes the APU engine is di- combustion and also provides a bleed-air sup-
vided into six major sections (Figure 6-2): ply for ground heating and cooling of the oc-
• Air intake cupied areas of the airplane.
• Compressor
• Combustor COMBUSTOR
• Turbine The combustor includes a reverse-flow annu-
lar combustion chamber located inside a turbine
• Exhaust plenum. Air is directed to the combustor from
• Accessory the compressor. A precise volume enters the
LEGEND ACCESSORY GEAR COMPRESSOR COMBUSTOR

AIR INTAKE TURBINE
ACCESSORY GEAR EXHAUST
AIR INTAKE
COMPRESSOR AIR
TURBINE
COMBUSTOR
EXHAUST
Figure 6-2. Major Sections

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THERMAL
APU THERMAL PROTECTION
BLEED EXPANSION
VALVE CONNECTOR
NO. 2 ENGINE
AIR INTAKE
NO. 2 ENGINE EXHAUST
BLEED-AIR DUCT
LINE
APU TAPING
COMPARTMENT
GENERATOR PRIMARY
VENTILATION DIFFUSER
AIR INLET APU APU
AIR INLET
APU COMPARTMENT
VENTILATION
AIR INLET LEGEND
APU INLET AIR
VENTING AIR
GENERATOR
VENTILATION EXHAUST
AIR OUTLET DRAIN MANIFOLD AIR INLET
SB-900-109 SCREEN
Figure 6-3. APU Layout

c o m bu s t i o n c h a m b e r t h r o u g h s p e c i a l l y ACCESSORY
designed holes of varying sizes. Fuel is added
to the air by six simplex fuel nozzles or atom- The accessory gear is enclosed in a case
izers which are circumferentially mounted in attached to the air intake housing. It consists
the combustion chamber. This gas mixture is ig- of a planetary assembly, driven by the main
nited by a single high-energy igniter plug. A rotor shaft. Its function is to reduce the low
large portion of the remaining airflow is used torque, high rpm of the engine to the values
for combustion chamber liner insulation, dilu- required for the accessories, which consist of
tion in the combustion chamber, and cooling in the following:
the combustor area. When the engine reaches
self-sustaining rpm, the starter and ignition are • Fuel control unit (FCU) and fuel pump
automatically turned off.
• Oil pump assembly
TURBINE • Starter-generator
The turbine consists of a single-stage, radial
inflow wheel, surrounded by a turbine noz-
zle shroud. The turbine wheel is rigidly OPERATING PRINCIPLE
mounted to the rotor shaft and with the com-
pressor forms the rotating group of the engine. The GTCP36-150 APU (Figure 6-4) is a small
The expanding gases leaving the combustor gas turbine engine which operates at a constant
are angled by the turbine nozzle vanes onto rpm. When the engine is rotated by the starter,
the turbine. The convergent principle of the the compressor induces air through the intake
turbine nozzles converts the pneumatic energy and imparts high velocity to the airflow. The
to mechanical energy. The engine design is diffusion process occurring through the two-
such that all of the energy extracted by the tur- stage diffuser converts the velocity energy to
bine is used to drive the compressor and the pressure energy and directs the airflow to the
accessories. reverse-flow combustor. The air is turned 180°,
and a precise volume enters the combustion
EXHAUST chamber, where fuel is initially added by three
primary atomizers and ignited by the high-
The exhaust consists of an exhaust pipe and energy igniter plug. As the engine continues
an aspirator duct which directs the spent gases to accelerate, the flow divider introduces ad-
to the atmosphere through a flush outlet ditional fuel through the three secondary at-
(Figure 6-3) located externally on the upper omizers, thus providing the required-to-run
right side of the rear fuselage. The airplane’s fuel. The airflow is again turned 180° and is
skin is protected by a stainless steel protective expanded through the turbine, which extracts
plate attached to the structure in the area of the all of the energy and uses it to drive the com-
exhaust outlet. pressor and the accessories. The spent gases
are directed from the primary diffuser into
The exhaust gas velocity entering the exhaust the exhaust duct and to the atmosphere through
duct creates a low pressure in the APU shroud, the exhaust outlet. The aspiration principle
inducing a large volume of ambient air to enter induces cooling air through the APU shroud
the shroud through a flush screened opening to remove fumes and provide additional cool-
(Figure 6-3) located externally on the left side ing. As the APU reaches self-sustaining rpm,
of the rear fuselage, under the generator ven- the starter and ignition operation is automat-
tilation air inlet. ically terminated. The engine will then oper-
a t e o n a cy c l e o f c o n t i n u o u s i n d u c t i o n ,
The aspirator duct is lagged with a thermal compression, combustion, and exhaust at a
blanket to prevent heat transfer to the equipment constant rpm.
in the rear compartment.

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LEGEND
AIR INTAKE COMPRESSOR AIR COMBUSTION EXPANSION EXHAUST
Figure 6-4. Operating Principle
APU SYSTEMS A gear pump, driven by the accessory gear,

provides the pressure necessary for efficient
The APU systems consist of the following: lubrication. The pump outlet pressure is con-
trolled by a pressure regulator. System pres-
• Oil sure is sensed by a pressure switch that turns
• Fuel on an amber light labeled “OIL” on the APU
control panel (“Annunciator Panel” section)
• Ignition when oil pressure decreases below 31 psi and
• Instrumentation APU N 1 is greater than 97%. The APU will
automatically shut down after ten seconds. Oil
• Control and starting
temperature greater than 163°C will also
• Electrical power supply illuminate the OIL light and automatically
• Bleed-air supply shut down the APU at any rpm. This light is
armed only when the APU MASTER switch
is latched in (on). A filter in the pump pres-
OIL SYSTEM sure line removes solid particles from the
oil. Ferrous metal or fuzz is attracted to the
The oil system (Figure 6-5) provides for cool- magnetic drain plug to facilitate maintenance
ing and lubrication for the rotor bearings and inspection.
the bearings and gears of the accessory gear.
A gravity scavenge system returns all oil to the
The oil is contained in a sump attached to sump. An atmospheric vent limits gearcase
the accessory gearcase. The sump contains pressure to design value.
approximately 2.0 U.S. quarts and houses a
filler cap and dipstick, magnetic drain plug,
and oil thermostat.

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COOLING FINS
DRIVE PAD VENT

(NOT USED FOR FALCON 900)
MAIN SHAFT
BALL BEARING
MAINSHAFT
BALL BEARING
STARTER-
GENERATOR
LOW
OIL PRESSURE SWITCH
LEGEND
FUEL CONTROL UNIT SUPPLY
PLANETARY
GEARBOX PRESSURE
OIL
THERMOSTAT SCAVENGE
MAGNETIC SENSORS
DRAIN PLUG SUCTION GEAR- OIL FILTER PRESSURE-REGULATING
TYPE PUMP SUMP VALVE BYPASS
Figure 6-5. Oil System Operation
FUEL SYSTEM at a constant volume for efficient operation of

the FCU.
The fuel system consists of an electronically
controlled fuel control unit (FCU), a fuel pump,
a bypass fuel filter, a torque motor, an ultimate Ultimate Relief Valve
relief valve, a differential pressure regulator, a The ultimate relief valve limits the maximum
fuel solenoid shutoff valve, a flow divider, and pressure of the pump to protect the FCU, espe-
two fuel manifolds terminating in six simplex cially at shutdown.
atomizers (three primary and three secondary),
located in the combustion chamber. The FCU
is controlled by an electronic control unit (ECU) Fuel Supply
remotely installed in the rear compartment. The The fuel for operation of the APU is supplied
F C U i s m o u n t e d o n a n d d r ive n b y t h e from the No. 2 engine feed line through a
accessory gear. shutoff valve by either one of the group 2 fuel
boost pumps.
Fuel Pump
The FCU fuel pump is a high-pressure gear
pump, which develops the necessary pressure

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Differential Pressure Regulator Electronic Control Unit (ECU)

The differential pressure regulator maintains The solid-state ECU contains all of the logic
a constant differential across the metering for starting, speed governing, and protection
valve since flow is proportional to metering for the APU. The ECU receives input sig-
valve position. Fuel in excess of the me- nals representing APU rpm from a monopole
tered volume is returned to the pump inlet mounted on the accessory case. This function
by a bypass line. The metered fuel for start- is backed up by a closed loop temperature
ing, acceleration, steady-state operation, topping circuit during the transition period
and deceleration is a sole function of the from light-off to self-sustaining rpm. This
ECU. signal is received from the single thermo-
couple probe in the APU exhaust duct.
APU RPM APU EGT
MAX CURRENT SCHED TIMED ACCEL EGT TOPPING SCHED

1,600
TEMPERATURE (F)
1,500
CURRENT (MA)
1,400
1,300
1,200
1,100
1,000
0
0 25 50 75 100 0 25 50 75 100
25 TO 95% 16 SEC
TURBINE SPEED (%) TURBINE SPEED (%)
FUEL CONTROL TORQUE

MOTOR METERING VALVE
ECU
LEGEND
RAM INPUTS
EGT INPUTS
OUTPUTS
CURRENT AND EGT SCHEDULE GRAPHICS
Figure 6-6. Start and Speed Governing Logic

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Speed Governing • T 5 open circuit

The speed governing system is a solid-state • N 1 monopole open circuit
timed-acceleration control, which operates • Overcurrent in APU electrical components
on the principle of governor reset acceleration.
The governor is initially preset at 25% of max- • Low oil pressure
imum design rpm. Following light-off, the • High oil temperature
governor set point increases as a function of
time, and the resulting signal is transmitted to • Takeoff with APU operating
the torque motor on the FCU metering valve, • Faulty APU generator excitation
which responds by adding or subtracting fuel
to maintain the rpm at the governor reference. • All battery and engine generator
This reference increases as a function of time switches off
until the 100% reference is attained. This value • APU fire
will now be held constant throughout the en-
tire operating range. • Environmental control unit overheat
When an APU shutdown occurs for any of the
The T 5 loop has no function during APU start- listed conditions, a restart is inhibited until the
ing unless T 5 temperature exceeds the design system is reset by momentarily moving the
value. APU MASTER pushbutton off. This will be
explained in more detail later in this chapter.
If the APU meets any resistance to accelera-
tion between light-off and self-sustaining rpm,
the closed loop temperature topping circuit will Operation
assume precedence, signaling the torque motor As shown in Figure 6-7, the HP pump receives
to reduce fuel flow. fuel at boost pump pressure through a bypass
filter from the No. 2 engine fuel feed line.
In summary, the electronic speed governing The HP pump increases the fuel pressure to the
loop is constantly monitoring rpm and mod- required value and directs the fuel through a
ulating fuel flow by comparing the monopole screen to the fuel metering valve. The position
inputs to the ECU’s 100% reference rpm, gen- of the fuel metering valve is determined by a
erating the required error signal to vary the cur- torque motor, which in turn responds only to
rent to the torque motor, and repositioning signals from the ECU. These signals are nor-
the fuel metering valve accordingly. mally the computed resultant of APU rpm sig-
nals supplied to the ECU from the monopole
Figure 6-6 depicts the start and speed gov- on the accessory case. In addition, if starting
erning logic of the APU’s ECU. temperature tends to exceed the design max-
imum, the T 5 input to the computer will result
Protection in an output signal to the torque motor to cut
back fuel. The start logic and speed govern-
The APU incorporates a comprehensive pro- ing system, being electronic, will almost in-
tection system which will automatically shut stantaneously adjust fuel flow (during varying
the unit down when any of the following con- loads) and maintain a constant rpm.
ditions exists:
• Overspeed (primary)—108 ±1% (tested IGNITION SYSTEM
using stop button)
The APU incorporates a high-energy ignition
• Overspeed (secondary)—109 ±1% (not system consisting of an exciter box, a high-
tested)
tension cable, and a single igniter plug in the
• T 5 overtemperature (starting) combustion chamber.
• Power microcuts in excess of 50 milli-
seconds

APU MASTER
PUSHBUTTON
DC POWER COMBUSTION
CHAMBER
FROM SAFETY
NO. 2 ENGINE CIRCUITS
FUEL SUPPLY
RPM EGT
ECU
FUEL FILTER BYPASS

SUPPLY
SOV HP FUEL PUMP
TORQUE MOTOR
SECONDARY
SCREEN
FLOW DIVIDER
ULTIMATE RELIEF PRIMARY
FILTER
LEGEND /P
REGULATOR SOLENOID
TANK BOOST PRESSURE
SOV
HP PUMP PRESSURE
BYPASS FUEL
METERED FUEL
PRIMARY NOZZLE FUEL
SECONDARY NOZZLE FUEL
ELECTRICAL
Figure 6-7. Fuel System Operation
The ignition system is controlled entirely by INSTRUMENTATION

the ECU. The ignition is turned on at 10%
rpm and continues until rpm reaches 97% +4 The APU incorporates an N 1 and a T 5 in-
seconds, at which time it is turned off by a dicator located on the APU section of the
signal from the ECU. overhead switch panel (Figure 6-8) and an
hourmeter located in the APU enclosure.
WARNING The N 1 indicator is calibrated in percent from
0 to 120. The dial face is color-coded green, am-
The ignition system installed on the ber, and red. The green range extends from 95
APU is a high-energy type capable of to 105%, the amber range extends from 105 to
inducing an output voltage of be- 110%, and the red radial line is located at 110%.
tween 5,000 and 6,000 volts. Even The gage is a sweep-needle type and requires
though a dissipating circuit is in- electrical power from the ECU through the
corporated in the exciter box, ex- latched-in position of the APU MASTER push-
treme care must be exercised when button. When power is off, the needle will go
in the proximity of the ignition com- to a position below zero. The input signals are
ponents. Accidental contact may supplied from a single-wound monopole on
cause severe injury or death. the accessory case, which supplies rpm infor-
mation to the ECU as well as to the rpm gage.

the power selector switch is moved to the EXT

POWER position; however, it is good practice
to close the bus tie and check that the BUS
TIED light is on.
NOTE
The following is a simplified de-
scription of APU starting. It must
not be construed as a procedure. The
APU must be started using the ap-
proved checklist.
Battery Start—APU
(RPM Less than 50%)
Figure 6-8. Overhead Switch Panel Select the No. 2 engine boost pump switch to
STBY (Figure 6-8), and check that the FUEL
The T 5 indicator is graduated in degrees Cel- 2 light on the warning panel (Appendix B)
sius from 0 to 1,000. The dial face is color- goes off. Rotate the bus-tie switch to the hor-
coded green, amber, and red. The green range izontal position, and check that the BUS TIED
extends from 150 to 679°C, the amber range light on the warning panel comes on. Push the
extends from 679 to 732°C, and the red radial green APU (generator) excitation pushbutton
marker is located at 732°C. Operating power to the latched-in position, and then push the
is provided from the ECU through the latched- g r e e n A P U M A S T E R p u s h bu t t o n t o t h e
in (on) position of the APU MASTER push- latched-in position. The switchlights will come
button. When power is turned off, the needle on in the MASTER and APU pushbuttons, DC
drops to an ambient temperature indication. power is supplied to the ECU, the APU fuel
supply shutoff valve opens, the APU OIL and
An hourmeter is mounted in the APU enclosure APU GEN amber lights come on, and the APU
and is accessible by opening the No. 2 engine rpm gage needle goes to 0. (The APU EGT
cowl. An option will allow installation of the gage indicates the ambient temperature in the
hourmeter in the rear compartment. The unit combustion chamber.)
receives power from the ECU when engine
rpm is 97% +4 seconds. When the APU is shut
down, power is removed from the hourmeter NOTE
by the ECU when rpm decays below 97%. If the APU is to be restarted follow-
ing a shutdown, the start must be
delayed until the EGT decays to at
CONTROL AND STARTING least 200°C; otherwise, a hotter than
Prior to starting the APU, a safety check must normal start may occur.
be performed. This should include an oil level
check as well as a security check of the APU Momentarily pushing the APU START pushbut-
area. ton initiates the automatic start sequence, and
the starter-generator cranks the APU. At 10%
The APU may be started using the airplane bat- rpm the fuel solenoid on the APU opens, and
teries or an external power unit. When using the the ignition is turned on. When equipped with
airplane batteries, the bus tie must be closed (ro- a surge valve circuit, it will be energized at
tary switch horizontal), and the BUS TIED 10%. The EGT gage indicates light-off almost
light (Appendix B) must be on. When using the immediately, and rpm increases rapidly and
GPU, the bus tie will automatically close when smoothly. At 50% rpm starter operation is

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terminated; the APU OIL light must go off be- incorporated, is energized. The APU fuel sole-
fore 50% rpm. On some installations, at ap- noid valve opens, fuel is supplied to the com-
proximately 60% rpm compressor discharge bustion chamber through the three primary spray
pressure opens the surge valve. RPM must con- nozzles, and combustion occurs. Rapid and
tinue to increase rapidly and smoothly; at 97% smooth acceleration begins. When fuel pressure
+4 seconds ignition is terminated, and the at the flow divider reaches 30 psig, the divider
hourmeter begins to record operating time. The valve opens, and fuel is delivered to the three
APU GEN light goes out, indicating that the secondary spray nozzles. At 50% rpm the ECU
generator is on line and battery charging is tak- shuts down starter operation, acceleration con-
ing place. The APU continues to accelerate to tinues, and before 50% the OIL light goes out.
approximately 101.6%. APU bleed air is avail- When a surge valve is incorporated, compres-
able for ground heating or cooling if and when sor discharge pressure will open it at 60% rpm.
selected. At 97% +4 seconds the ECU turns off the ig-
nition, the generator goes on line, and the GEN
APU generator voltage is indicated on both DC light goes out. If the APU BLEED AIR control
voltmeters. APU line load may be checked by switch is on, the APU supplies the occupied
moving the selector switch under the right areas for ground cooling or heating, as selected.
ammeter to the APU position. When either The APU rpm stabilizes and remains relatively
ammeter selector switch is at the BAT constant at approximately 100%, and T 5 stabi-
position, the ammeters indicate recharging of
the associated battery with the bus tie closed. lizes at approximately 220 to 500°C.
CAUTION GPU Start—APU

(RPM Less than 50%)
If the APU GEN light remains on Figure 6-11 depicts an APU start using a GPU
above 97%, the APU start relay may as the power source. Prior to the initiation of
have failed to open. Push to unlatch the APU start cycle, the GPU is plugged in and
the APU excitation pushbutton; the operating. When the power selector switch is
green light should go out, and the moved to EXT POWER, the following occur
APU automatically shuts down. Have simultaneously: the No. 1 battery contactor
maintenance investigate and correct and No. 2 battery make-and-break switch open,
the problem. BAT 1 and BAT 2 lights come on, the No. 1 bat-
tery make-and-break switch remains closed
Figure 6-9 depicts a battery start of the APU. because DC power is supplied by the EXT
Prior to initiating the start, both battery switches POWER position of the power selector switch,
and the bus-tie switch are on, BAT 1 and BAT all generators including the APU generator are
2 lights are out, and the BUS TIED light is on. inhibited, and the GPU contactor closes. The
The APU excitation pushbutton is latched in, and GPU output is routed to the start bus, through
its green light is on. The APU MASTER push- a diode to the battery bus, and finally through
button is latched in, and its green light is also the No. 1 battery make-and-break switch to the
on. The amber APU OIL and GEN lights are both left main bus and buses A1 and A2.
on. The No. 2 engine standby boost pump is on,
the APU fuel supply shutoff valve is open, and Note that in this configuration, even if the bus-
fuel at boost pump pressure is available to the tie switch is open (vertical), the bus tie closes
closed APU fuel solenoid shutoff valve. since a ground is applied by the EXT POWER
contactor in a closed position. The BUS TIED
Momentarily pushing the APU START switch light is on, along with the GEN 1, GEN 2, and
simultaneously energizes the No. 2 contactor GEN 3 lights. Also the APU GEN and OIL
(paralleling the No. 2 battery with the No. 1bat- lights are on since the APU MASTER push-
tery on the start bus) and the APU start contactor. button is latched in. This is the power con-
Engine rotation begins, and at 10% ignition figuration which prevails prior to initiating
begins and the surge valve circuit, when an APU start.

Revision 3
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM
IRS 1 HRZN IRS 2 IRS 3 WARNING

START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
BAT 1 GEN 3 BAT 2
NORM
EXT POWER TO
AMMETER

REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
CURRENT RELAY
G3 80A
WINDOWS
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
COCKPIT
REVERSE
CURRENT RELAY
LEGEND
BATTERY POWER
BATTERY
BUS GROUND
CONTACTOR BUS
MAIN BUS
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130A
TO B1
AMMETER
80A
WINDOWS
international
TO G2 B3
AMMETER
6-13
Figure 6-9. Battery Start—APU (RPM Less than 50% N1)

6-14
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM
IRS 1 HRZN IRS 2 IRS 3 WARNING

START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
BAT 1 GEN 3 BAT 2
NORM
EXT POWER TO

AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
CURRENT RELAY
G3 80A
WINDOWS
A3
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
TO RELAY
FIRE
AMMETER GPU CONTACTOR
EXTINGUISHERS
225A
COCKPIT REVERSE
LEGEND
GPU RECEPTACLE BATTERY POWER
BATTERY GPU POWER
BUS
STARTING
GROUND
BUS RH
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CONTACTOR
MAIN BUS
130A
TO B1
AMMETER
international
80A
WINDOWS
TO G2 B3
AMMETER
Revision 3
Figure 6-10. GPU Start—APU (RPM Less than 50% N1)

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When using a GPU to start the APU, the start unlatched position and check that its green
cycle differs from the previously described bat- light goes out. The rpm gage needle drops
tery start of the APU because the batteries are below 0, and the OIL and GEN lights go out.
completely isolated, even from the battery bus,
and the No. 2 battery contactor remains open.
Therefore, when the APU START switch is mo-
NOTE
mentarily pushed, the only contactor which re- When the APU is shut down with the
sponds is the APU start contactor; it closes and STOP pushbutton, or when an auto-
remains closed until the APU start is termi- matic shutdown occurs, the APU can-
nated by the ECU at 50%. When the APU ac- not be restarted unless the MASTER
celerates above 97% rpm, the APU GEN light pushbutton is momentarily unlatched
remains on since all generator operation is in- and relatched (pushed twice).
hibited as long as the GPU generator continues
to power the distribution system.
If the APU fails to shut down when the STOP
pushbutton is pushed, an alternate method is
ELECTRICAL POWER SUPPLY available. Momentarily pushing the APU
MASTER pushbutton turns off the light, closes
The electrical power supply from the APU the APU fuel shutoff valve, and removes power
generator is described in detail in Chapter 2, from the ECU, causing the APU fuel solenoid
“Electrical Power Systems.” shutoff valve to close. This condition should
be written up for maintenance action since
BLEED-AIR SUPPLY the problem may be associated with the ECU’s
automatic overspeed shutdown logic.
The bleed-air supply from the APU is described
in detail in Chapter 11, “Air Conditioning.”
LIMITATIONS
APU SHUTDOWN The APU must be operated on the ground only.
SYSTEMS Operation of the APU with passengers in the
cabin and no crewmember monitoring is not
The APU incorporates automatic and selective authorized.
shutdown systems. The automatic shutdown
system is a function of the ECU and is de- Maximum N 1 rpm ............................ 110%
scribed in detail under Electronic Control Unit
(ECU) in this chapter. Exhaust gas temperature limit (T 5 ):
The normal means of shutting down the APU NOTE
is by momentarily pushing the STOP pushbut-
ton (Figure 6-8). The STOP pushbutton trans- If no ITT increase is observed within
mits an input to the ECU which it interprets as 10 seconds, discontinue start (push
an overspeed (114%) signal. The overspeed STOP pushbutton) and wait 5 min-
logic shuts down the APU by closing the APU utes before attempting a second start.
fuel solenoid shutoff valve, and the APU MAS-
TER pushbutton light will be flashing. The • Starting ...... Between 870 and 988°C
rpm gage drops smoothly to 0, and the EGT de- (1,600 and 1,810°F)
creases to approximately 200°C. The APU maximum less than ten seconds
GEN and OIL lights come on. When these con-
ditions are indicated, the final step is to push • Stabilized .............. 732°C (1,350°F)
the APU MASTER flashing pushbutton to the (at Governed Speed)

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NOTE
The duration of operation on amber
range 679 to 732°C (1,255 to 1,350°F)
must be as short as possible (intended
for emergency operation only).

• Transient .......................... 350 amps
(One minute maximum)
• Stabilized.......................... 300 amps
Refer to fuels and oils for the engine.

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QUESTIONS
1. Fume extraction and cooling in the APU 6. The T 5 input to the ECU:
compartment is achieved by: A. Provides overtemperature control
A. A fan driven by the starter-generator during starting
B. Ram air B. Modulates the APU airflow control
C. An exhaust gas venturi effect valve
D. A bleed-air-driven ground blower C. Maintains rpm constant by limiting
fuel flow
2. The APU pushbutton must be latched D. Controls fuel flow in the entire op-
(green light on) initially: erating range
A. After the APU rpm reaches 97% +4
seconds 7. The GTCP36-150 APU is defined as a:
B. At 10%, to turn on the ignition A. Variable-rpm engine
C. To open the fuel supply valve B. Constant-rpm engine
D. To excite the starter-generator, be- C. Twin-spool, free-turbine engine
fore pushing the START switch D. Single-spool, axial engine
3. Automatic APU shutdown occurs if: 8. When the APU START pushbutton is
A. The battery and engine generator momentarily pushed for a battery start
switches are turned off. of the APU:
B. Light-off does not occur within ten A. Both battery make-and-break
seconds. switches open.
C. The OIL light is on at 20% rpm. B. The APU reverse current relay
D. EGT hangs at 25% rpm. closes.
C. The No. 2 battery contactor and the
4. Pushing the APU MASTER pushbutton APU start contactor close.
(green light on): D. The No. 2 battery contactor opens.
A. Turns on the OIL and GEN lights
9. During an APU start using a GPU:
B. Supplies power to the ECU
C. Opens the fuel supply valve A. Both batteries are isolated from the
main bus system.
D. All the above
B. The bus tie remains open for the du-
ration of the start.
5. At 97% +4 seconds rpm the ECU:
C. Both batteries continue to power the
A. Terminates the start cycle start bus.
B. Turns off the OIL light D. Both batteries assist the GPU dur-
C. Terminates ignition ing the start cycle.
D. Opens the bus tie
10. During the initial part of the APU start
cycle, fuel is supplied to the combus-
tion chamber by:
A. One duplex start spray nozzle
B. Three primary fuel spray nozzles
C. A fuel enrichment solenoid valve
D. Six simplex fuel spray nozzles

CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
ENGINES ................................................................................................................................ 7-2
General ............................................................................................................................. 7-2
Ratings ............................................................................................................................. 7-2
Characteristics.................................................................................................................. 7-2
Major Sections ................................................................................................................. 7-2
OPERATING PRINCIPLES.................................................................................................... 7-9
ENGINE SYSTEMS .............................................................................................................. 7-9
General ............................................................................................................................. 7-9
Oil System...................................................................................................................... 7-10
Fuel System.................................................................................................................... 7-12
Ignition System .............................................................................................................. 7-25
Instrumentation .............................................................................................................. 7-26
Engine Power Control.................................................................................................... 7-28
Engine Starting .............................................................................................................. 7-31
Engine Failure (No. 2 Engine) ....................................................................................... 7-40
Thrust Reverser .............................................................................................................. 7-40
LIMITATIONS ...................................................................................................................... 7-43
Thrust Rating (Uninstalled, Sea Level, ISA) ................................................................. 7-43
Thrust Setting................................................................................................................. 7-44

Maximum Engine Rotor Speed (N1 and N2) ................................................................. 7-44

Maximum Interstage Turbine Temperature (ITT) ......................................................... 7-44
Starting Time ................................................................................................................. 7-44
Fuel Computers.............................................................................................................. 7-44
Thrust Reverser .............................................................................................................. 7-44
Approved Oils................................................................................................................ 7-44
Oil Pressure.................................................................................................................... 7-44
Oil Temperature ............................................................................................................. 7-45
Placards and Instruments ............................................................................................... 7-45
QUESTIONS ......................................................................................................................... 7-46

ILLUSTRATIONS
Figure Title Page
7-1 Engine Installation.................................................................................................... 7-2

7-2 TFE731 Engine (Typical) ......................................................................................... 7-3
7-3 Major Sections.......................................................................................................... 7-4
7-4 LP Compressor Surge Bleed Valve .......................................................................... 7-5
7-5 Surge Bleed Control Solenoid Valves ...................................................................... 7-5
7-6 LP Compressor Surge Bleed Valve—Open.............................................................. 7-6
7-7 LP Compressor Surge Bleed Valve—Closed ........................................................... 7-7
7-8 LP Compressor Surge Bleed Valve—1/3 Open........................................................ 7-7
7-9 Operating Principles (Gas Flow) .............................................................................. 7-9
7-10 Oil System Components and Servicing.................................................................. 7-10
7-11 Oil System Miscellaneous Components................................................................. 7-10
7-12 Indication and Warning Systems............................................................................ 7-13
7-13 Oil System Operation............................................................................................. 7-13
7-14 Fuel System Components....................................................................................... 7-15
7-15 Fuel System Layout................................................................................................ 7-16
7-16 Digital Electronic Fuel Computer (Typical)........................................................... 7-17
7-17 PT2TT2 Probe ......................................................................................................... 7-18
7-18 Surge Bleed Valve Operation ................................................................................. 7-19
7-19 Overhead Switch Panel .......................................................................................... 7-20
7-20A Power Increase System........................................................................................ 7-20A
7-20 Engine-Computer Interface .................................................................................... 7-21
7-21 Fuel System Operation (Automatic Mode) ............................................................ 7-23
7-22 Fuel System Operation (Manual Mode)................................................................. 7-24

7-23 Ignition System Components ................................................................................ 7-25

7-24 Ignition System Operation ..................................................................................... 7-27
7-25 Engine Instrument Panel ........................................................................................ 7-28
7-26 ITT Thermocouple System Operation .................................................................. 7-29
7-27 Maintenance Test Panel.......................................................................................... 7-29
7-28 Center Pedestal...................................................................................................... 7-30
7-29 Battery Start—No. 3 Engine (RPM < 50% N2) .................................................... 7-33
7-30 Battery/APU Generator-Assisted Start—No. 2 Engine
(RPM < 50% N2) ................................................................................................... 7-34
(RPM < 50% N2) (No. 2 Generator On) ................................................................ 7-35
(RPM < 50% N2) (No. 2 and No. 3 Generators On).............................................. 7-37
7-33 GPU Start—No. 2 Engine (RPM < 50% N2)......................................................... 7-38
7-34 Airstart Envelope.................................................................................................... 7-39
7-35 Thrust Reverser—Stowed ...................................................................................... 7-41
7-36 Thrust Reverser—Deployed................................................................................... 7-41
7-37 Thrust Reverser—Hydraulic Operation ................................................................. 7-42
TABLES
Table Title Page
7-1 Computer Malfunction Analysis ............................................................................ 7-22

7-2 Code, Affected Parameter, and Type of Fault ........................................................ 7-22

CHAPTER 7
POWERPLANT
#1 DC
GEN
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INTRODUCTION
This chapter describes the powerplants installed on the Falcon 900 series airplanes. In
addition to the engine, the chapter also includes descriptions of all related systems, such
as oil, fuel, ignition, instrumentation, engine power control, engine starting, thrust re-
verser, and associated powerplant limitations.
The contents of this chapter must not be construed as operating procedures. All values
for pressure, temperature, and thrust are used only for their illustrative meanings. Actual
values must be obtained from the pertinent material issued by, or on behalf of, the ap-
plicable manufacturer, the Federal Aviation Administration, and the certification agency
of the country of origin.
GENERAL
The Falcon 900 is powered by three turbofan en- systems, and fire/overheat detection systems; they
gines. Each engine incorporates an integral, fully share a common fire/overheat detection test sys-
automatic lubrication system, fuel and ignition tem and a fire-extinguishing system.

FlightSafety
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ENGINES The maximum continuous rating at FL400

and Mach 0.8 is 986 pounds of thrust for the
TFE731-5AR-1C or 1,050 pounds of thrust for
GENERAL the TFE731-5BR-1C.
The engines (Figure 7-1) are installed in a con- CHARACTERISTICS
ventional trijet configuration. The No. 1 and
No. 3 engines are pylon-mounted on the left The major characteristic of this engine is its
and right sides of the rear fuselage. The No. 2 modular design concept, which facilitates
engine is mounted internally in the tail cone. engine maintenance and reduces airplane
downtime.
The engines (Figure 7-2) are manufactured
b y G a r r e t t Tu r b i n e E n g i n e C o m p a ny i n
Phoenix, Arizona, a division of the Honeywell MAJOR SECTIONS
Engine and System Division. They are desig-
nated TFE731-5AR-1C or TFE731-5BR-1C, General
if SB F900-100 is incorporated.
For descriptive purposes, the engine is divided
into 10 major sections (Figure 7-3) as follows:
RATINGS
• Air inlet
The rated static thrust at sea level and 23°C
(73.4°F) is 4,500 pounds of thrust for the • Fan
TFE731-5AR-1C or 4,750 pounds of thrust • Planetary gear
for the TFE731-5BR-1C at sea level and
25°C (77°F).
• Low-pressure (LP) compressor
• High-pressure (HP) compressor
• Combustor
• High-pressure (HP) turbine
• Low-pressure (LP) turbine
• Exhaust and core mixer
• Accessory gear
Air Inlet
The air inlet is formed by the fan housing. Air
is directed into the fan housing by the nacelle
air inlet duct. Aft of the fan, the airflow is di-
vided into two flow paths. One flow path en-
ters the core engine, and the other enters the
full-length bypass duct.
Fan
The fan is a single-stage axial rotor mounted
in the air inlet. The inlet duct has no guide
vanes, which reduces noise and eliminates in-
herent icing problems. An armored ring on
the inlet duct provides for fan blade contain-
ment should fan disintegration occur. The fan
Figure 7-1. Engine Installation

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OIL FILLER TUBE LOW-PRESSURE BLEED PORT COVER

FAN INLET HOUSING
IGNITION UNIT
FAN ROTOR ASSEMBLY FUEL HEATER AND INTEGRAL

BYPASS VALVE
FAN SPINNER
FUEL FILTER AND COVER
FUEL CONTROL
REAR TURBINE
ACCESSORY DRIVE GEARBOX BEARING OIL
LINE
TRANSFER SHAFT FUEL PUMP AND
COVER TUBE INTEGRAL FUEL
FILTER BYPASS COMBUSTION CHAMBER
INDICATOR VALVE PLENUM DRAIN VALVES
FLOW DIVIDER VALVE

TRANSFER GEARBOX AND
N2 TRANSDUCER
Figure 7-2. TFE731 Engine (Typical)
assembly consists of the fan disc and a coni- by the 731 engine. Fan rotation as viewed
cal inlet spinner. The fan blades have integral from the rear is counterclockwise. Fan rpm is
part-span shrouds which butt each other to 10,416 for TFE731-5AR-1C and 10,666 for the
form a continuous part-span ring. TFE731-5BR-1C.
The fan performs a twofold function: its outer

diameter accelerates a moderately large air Planetary Gear
mass at a relatively low velocity into the full- The planetary gear assembly, located immedi-
length bypass duct; its inner diameter ately aft of the fan, interconnects it to the LP
accelerates a relatively low air mass into the turbine and provides the necessary gear reduc-
core engine. The bypass air mass is greater than tion ratio for the fan, as well as producing its
three times that of the core engine air mass. counterclockwise rotation. The planetary gear
The bypass ratio of the TFE731-5AR-1C is ap- converts the high-rpm, low-torque input from
proximately 3.15:1 or 3.20:1 for theTFE731- the LP turbine to low-rpm, high-torque output
5BR-1C; consequently, the fan contributes to the single-stage fan.
the major portion of the direct thrust developed

7-4
FAN REDUCTION LOW-PRESSURE FUEL LOW-PRESSURE

GEAR COMPRESSOR NOZZLE TURBINE
BYPASS AIR BYPASS DUCT CORE MIXER
FAN INLET PRIMARY
EXHAUST

AIR INLET
EXHAUST DUCT
EXHAUST CONE
CORE AIR
INLET
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ACCESSORY GEAR TRANSFER GEAR HIGH-PRESSURE HIGH-PRESSURE ANNULAR
COMPRESSOR TURBINE COMBUSTOR
international
Figure 7-3. Major Sections
Revision 1
LP Compressor
General
The LP compressor has four axial stages. The
airflow to the LP compressor is supplied by the
inner diameter of the fan. The compressor dif-
fusion process increases air pressure and ve-
locity and directs the air mass rearward through
a diffuser to the HP compressor.
The LP compressor is driven by the LP turbine.

The direction of rotation, as viewed from the
rear, is clockwise.
Surge Bleed System

The LP compressor has a surge bleed system
since axial compressors tend to stall and surge
under certain conditions. For each compressor
rpm, there is a relationship between its pressure Figure 7-4. LP Compressor Surge
increase and its air mass. Under certain Bleed Valve
conditions such as low power, acceleration, and
deceleration, this balance may be disturbed. The
compressor, in effect, is an air pump, but the air
moving through it meets many obstacles, such as
combustion pressure. When overfueling occurs,
SURGE BLEED VALVE
such as during acceleration, combustion pressure CONTROL SOLENOIDS
may exceed compressor outlet pressure,
compressor airflow slows down, and compressor
blade stall occurs, resulting in a pileup of air
followed by a surge.
Stall and surge conditions may also occur during

periods of HP/LP spool rpm mismatch, since air
stacks up at the HP compressor, producing stalls
and surges which, if not controlled, could cause
flameout and/or mechanical failures.
A safe surge margin has been determined for the

TFE731 engine. It is controlled by an electro-
T
pneumatic surge valve (Figure 7-4) mounted at ON
the 3-o’clock position on the engine. The surge FR
bleed valve is controlled by two pneumatically
operated, electrically controlled solenoid valves Figure 7-5. Surge Bleed Control
mounted on the fan duct at the 3-o’clock posi- Solenoid Valves
tion (Figure 7-5).

The solenoids in turn are alternately controlled and permitting the spring to open the valve,
by outputs from the digital electronic fuel com- spilling LP air into the fan bypass duct.
puter (to be described in the Fuel Computer
section). In Figure 7-7 the surge bleed valve is closed
since P 3 air is shut off by the energized sole-
The surge bleed valve has three positions: open, noid A, while the deenergized solenoid B ad-
1/3 open, and closed. The solenoid valves are mits P 3 air, overcoming the spring and closing
called A and B and they control P 3 (HP com- the valve.
pressor discharge) air for operation of the surge
bleed valve. In Figure 7-8 the surge bleed valve is in the
1/3-open position because both solenoids are de-
In Figure 7-6 the surge bleed valve is open since energized, permitting P 3 air and the spring to
solenoid B is energized, venting chamber B
POPPET ORIFICE
LP COMPRESSOR AIR
SPILL TO BYPASS DUCT
FLOW
PORT A PORT B
FLOW
CHAMBER B
LEGEND
P3 AIR (HP
SPRING COMPRESSOR
DISCHARGE)
LP COMPRESSOR
SPILL
VENTED AIR
CHAMBER A AMBIENT AIR
DC POWER
SOLENOID A SOLENOID B
DEENERGIZED P3 SUPPLY PRESSURE ENERGIZED

VENT VENT
Figure 7-6. LP Compressor Surge Bleed Valve—Open

POPPET ORIFICE
PORT A PORT B
LEGEND
P3 AIR (HP
FLOW COMPRESSOR
DISCHARGE)
CHAMBER B LP COMPRESSOR
SPILL
VENTED AIR
AMBIENT AIR
SPRING
DC POWER
SOLENOID A CHAMBER A SOLENOID B
P3 SUPPLY PRESSURE
ENERGIZED VENT VENT DEENERGIZED
Figure 7-7. LP Compressor Surge Bleed Valve—Closed
POPPET ORIFICE LP COMPRESSOR AIR

SPILL TO BYPASS DUCT
PORT A PORT B
LEGEND
P3 AIR (HP
FLOW COMPRESSOR
DISCHARGE)
CHAMBER B LP COMPRESSOR
SPILL
AMBIENT AIR
SPRING
CHAMBER A
SOLENOID A SOLENOID B
DEENERGIZED P3 SUPPLY PRESSURE DEENERGIZED

VENT VENT
Figure 7-8. LP Compressor Surge Bleed Valve—1/3 Open

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produce a balance which will allow the valve chamber and form a passage for a portion of
to move to, and remain in, a 1/3-open position. the fan bypass air to provide additional cool-
This position is called the fail-safe position being for the hot section. This cooling airflow
cause the valve will assume it when electrical reenters the bypass air duct downstream of
power fails or if the fuel computer is turned the combustor.
off. (See Fuel Computer later in this chapter.)
HP Turbine
The computer controls the surge bleed valve
and maintains the safe surge margin based on The single-stage, axial-flow HP turbine is rig-
N 1 and N 2 mismatch and the ratios of fuel idly connected to the HP compressor by the
operating schedule. high-pressure rotor shaft. The HP turbine ex-
tracts sufficient energy from the expanding
combustion gases to drive the HP compressor
HP Compressor and the accessory gear.
The HP compressor is a single-stage centrifu-
gal compressor. It is located aft of the LP com- The HP turbine nozzle, blades and disc, are
pressor. A face shroud on the compressor disc cooled by compressor air directed through
directs all airflow through the disc blades. cored passages.
The velocity energy leaving the compressor is
converted to high-pressure energy by a di- The HP turbine and the HP compressor rotat-
vergent duct. It is then directed rearward to the ing assemblies constitute the HP spool of the
combustor. engine. The direction of rotation is clockwise.
The rpm of the HP spool is 29,692 at 100% for
The HP compressor is driven by the HP tur- the TFE731-5AR-1C or 30,300 at 100% for the
bine. The direction of rotation, as viewed from TFE731-5BR-1C and is designated N 2 .
the rear, is clockwise.
LP Turbine
The LP and HP compressors provide air The three-stage axial-flow LP turbine is rigidly
for cooling, combustion, and the airplane’s connected to the four-stage LP compressor by
pneumatic services. the LP rotor shaft. This shaft is coaxially lo-
cated within the HP rotor shaft. The direction
Combustor of rotation is clockwise.
The combustor consists of a reverse-flow com- The LP turbine discs progressively increase in
b u s t i o n c h a m b e r, l o c a t e d i n a p l e n u m , diameter from front to rear. Each disc, there-
surrounding the turbine. The combustion fore, extracts an equal amount of energy from
chamber includes 12 equally spaced duplex the expanding gases, which is sufficient to
fuel-spray nozzles and two high-energy ig- drive the four-stage LP compressor and the
niter plugs. The function of the combustion single-stage fan through the reduction gear.
chamber is to control the mixing of fuel and
air and, following ignition of the mixture by The LP turbine, the LP compressor, and the fan
the two igniter plugs, to contain the combus- form the LP spool of the engine. The rpm of
tion gases and direct them for expansion the LP spool is 21,000 at 100% and is desig-
through the turbine. nated N 1 .
Being a reverse-flow combustor, the air mass Exhaust and Core Mixer
from the compressor enters the combustion
chamber at the aft end by making a 180° turn The exhaust consists of the core engine or pri-
and then flows forward through the combus- mary exhaust, the bypass air or secondary ex-
tion chamber. The combustion gases are again haust, an exhaust cone, a core mixer, and an
turned 180° and flow aft to the turbine. Two exhaust duct.
annular skin sections surround the combustion

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The combustion gases from the core engine are pressure of the core airflow is increased by the
directed into a 14-petal, daisy-shaped core LP compressor and is then directed to the HP
mixer, which directs the combustion gases to compressor, where the air pressure is further in-
mix with fan bypass air in the bypass duct. This creased by a diffusion process and is ducted aft
principle increases direct thrust and also re- to the combustor.
duces gas-velocity-generated noise. The mixed
gases are directed to the atmosphere through
the exhaust duct and provide the propulsive A precise amount of this air enters the reverse-
force for the airplane. flow combustion chamber, where fuel is in-
jected by the 12 duplex spray nozzles.
Accessory Gear The mixture is initially ignited by the two high-
energy igniter plugs and is then expanded
The accessory gear (housed in two separate through the turbine. The HP turbine extracts
gearboxes) is mounted on the lower forward enough energy to drive the HP compressor
side of the engine. It consists of a transfer through the main rotor shaft and the accessory
gear and an accessory drive gear. The trans- gear through bevel gears on the main rotor
fer gear is driven by a towershaft through shaft, which drives a towershaft connected to
bevel gears on the HP rotor shaft, which in turn the transfer gear.
drives the accessory gear through an inter-
connecting horizontal drive shaft. The LP turbine extracts sufficient energy to
drive the LP compressor through the LP rotor
The following accessories are driven by the ac- shaft, which extends forward to drive the plan-
cessory gear: etary gear and the single-stage fan.
• Fuel pump assembly and fuel control The remaining gas energy continues to acceler-
unit (FCU) ate through the exhaust mixer and joins the by-
pass airflow in the exhaust duct, which directs
• Lubricating pump it to the atmosphere to provide the direct thrust
for the airplane.
• Hydraulic pump
When the engine reaches self-sustaining rpm,
• DC combination starter-generator the ignition system is automatically turned off.
A dual-wound monopole is installed in the

transfer gearbox to provide rpm input signals to
ENGINE SYSTEMS
the analog N 2 gage in the cockpit and to the
digital electronic fuel computer. GENERAL
The engine systems include the following:
OPERATING • Oil
PRINCIPLES • Fuel
When the engine is operating, the single-stage • Ignition
fan (Figure 7-9) draws air in through the na- • Instrumentation
celle inlet duct. The outer diameter of the fan
accelerates a moderately large air mass at a low • Engine controls
velocity into the full-length bypass duct. At • Starting
the same time, the inner diameter of the fan ac-
celerates an air mass into the core engine. The • Thrust reverser
Revision 3 FOR TRAINING PURPOSES ONLY

CORE ENGINE
BYPASS DUCT

111 LB/SEC
CORE MIXER
(REF)
143 LB/SEC
TOTAL
32 LB/SEC
FlightSafety
LEGEND
INLET AIR (CORE AND BYPASS) CORE ENGINE EXHAUST COMBUSTION
international
LP COMPRESSION MIXED EXHAUST BYPASS EXHAUST
HP COMPRESSION
Figure 7-9. Operating Principles (Gas Flow)

7-9
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OIL PUMP FUEL HEATER
SEGMENTED AIR/OIL COOLER BREATHER PRESSURIZING VALVE

Figure 7-11. Oil System Miscellaneous Components

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international
OIL SYSTEM The oil is contained in a 1.65-gallon tank

(Figure 7-10) mounted on the lower right side
General of the fan inlet casing. The tank contains a
filler, dipstick, and sight gage. The right
The oil system is a self-contained, pressure- engine is serviced through the tank filler while
scavenge system, which provides for cooling the left engine may be serviced through a
and lubrication of the main engine bearings, crossover tube. The center engine may be
the planetary gear system, and the accessory serviced through the tank filler or the crossover
gears and bearings. tube. In all cases the appropriate engine
cowling must be opened.
SEGMENTED OIL-TO-AIR OIL SERVICING

HEAT EXCHANGER CROSSOVER TUBE
OIL TANK
SIGHT GAGE
FILLER AND DIPSTICK
OIL-TO-FUEL
HEAT EXCHANGER
RIGHT SIDE LEFT SIDE
SWITCH CLOSES WHEN REAR

COMPARTMENT DOOR IS OPENED.
REAR DOOR
BATTERY BUS MICROSWITCH
26/28 VDC
CRASH LOGIC
CIRCUIT
RESET
CRASH LOGIC: SWITCH
AT LEAST ONE OF THE
GENERATOR OR BATTERY
SWITCHES MUST BE ON. INDICATING PANEL (REAR COMPARTMENT)
Figure 7-10. Oil System Components and Servicing
FOR TRAINING PURPOSES ONLY Revision 3

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A panel (Figure 7-10) in the rear compartment red. These indicators must be checked during
facilitates checking of the oil level. The panel postflight and preflight inspections. If tripped,
contains a quantity gage powered from a trans- they must be reset (following filter element
mitter in each engine’s oil tank. Operating and change) by using the switch labeled “RESET”
control power is supplied to the panel from the located below the indicators. This switch is a
battery bus through a circuit breaker, crash logic momentary switch and will return to the nor-
PC, and a microswitch, which closes when the mal (down) position when released.
rear compartment door is opened. The gage is
calibrated in quarts and indicates oil to be
added to the selected tank. Power to the gage is Fuel Heater
controlled by an ON–OFF switch. Tank An oil-to-fuel heat exchanger (fuel heater)
selection is made with a three-position (Figure 7-11) is incorporated to transfer the
momentary contact switch labeled “ENG heat of the oil to the fuel and prevent ice for-
3–ENG 2–ENG 1.” When the gage power mation on the fuel filter. (For more informa-
switch is turned off, the sweep needle will go tion, see Fuel System later in this chapter.)
to a position labeled “OFF.” The oil quantity
should be checked within 10-60 minutes after
engine shutdown and serviced with the type Oil Cooling
and brand specified in the AFM. Oil cooling is achieved by an oil-to-air heat
exchanger and an oil-to-fuel heat exchanger
(oil cooler).
Pump
The oil pump (Figure 7-11) contains one pres- The oil-to-air system consists of a three-
sure element and four scavenge elements. It segmented heat exchanger (Figure 7-11) lo-
is installed on the aft face of the accessory cated in the fan bypass duct. The unit
gearbox and is driven by the accessory gear. incorporates a temperature control and pres-
sure bypass valve which modulates between
65 and 77°C and at about 18 and 22 psi.The
Regulator and Relief Valve oil which passes through or bypasses the cooler
A combination regulator and relief valve (Fig- segments is used to lubricate No. 4, 5, and 6
ure 7-11) controls and limits the pressure of engine rotor bearings, the transfer gear and
the oil system. The regulator controls pressure bearings, and the accessory gear and bearings.
at 42 +4 psi when N 2 rpm is 68% or greater.
If the pressure threshold is exceeded, the re- The cooling medium for the segmented heat
lief valve opens and limits pressure to the de- exchanger is fan bypass air.
sign limit.
The lubricating oil for the planetary gear bear-
ings and gears and for the No. 1, 2, and 3 main
Filter bearings requires additional cooling; therefore,
it is directed through an oil-to-fuel heat ex-
A filter (Figure 7-11) with a ∆P bypass is in- changer (Figure 7–11) located on the right
stalled in the pump pressure line. When the dif- side of the engine above the oil pump assem-
ferential across the filter increases to between bly. This cooler maintains an outlet fluid tem-
30 and 40 psi, the bypass will open and per- perature of approximately 127°C.
mit unfiltered fluid to enter the system.
A magnetic indicator for each engine is located

Venting
on the indicator panel (Figure 7-10) in the The oil tank, the planetary gearcase, and the
rear compartment; a filter differential will trip main bearing cavities are all vented to the ac-
the associated indicator. In the normal posi- cessory gearcase and then to the atmosphere
tion they show white; when tripped, they show through a normally open, breather-pressurizing

FlightSafety
international
valve (Figure 7-11). This valve begins to close in the oil outlet line from the oil-to-fuel heat
between approximately 27,000 and 30,000 exchanger and is transmitted to the tempera-
feet to maintain an absolute engine case pres- ture scale on the appropriate pressure/tem-
sure of approximately 4 psi. This prevents oil perature gage on the engine instrument panel
pump cavitation at higher altitudes. (Figure 7-12). The temperature scale is cali-
brated in degrees Celsius and requires 28 VDC
for operation.
Oil Scavenging
A positive scavenge system is provided by the Operation
four scavenge elements of the oil pump. The
scavenged oil is returned to the tank by a com- The engine oil supply is contained in the oil
mon scavenge line. An indicating chip detector, tank (Figure 7-13), and oil is drawn from the
capable of attracting ferrous metal and fuzz, oil tank by the pressure element of the lube and
is installed on the accessory gearcase; all scav- scavenge oil pump. The pressure is regulated
enge oil passes over the chip detector. The and limited by a regulator valve. The oil is
circuitry of the chip detector is in parallel transmitted through a filter to the fuel heater.
with the low oil pressure indicating system of The oil from the heater is directed through the
the associated engine. It is described later segmented oil-to-air heat exchanger. A portion
under Indication. of this oil is directed for lubrication of the
rotor bearings and for lubrication of the trans-
fer gear and the accessory gear. The remain-
Indication ing oil is further cooled by passing through the
fuel-to-oil heat exchanger and is directed for
Engine oil pressure is sensed at the outlet of lubrication of the planetary gear. All oil is
the oil-to-fuel heat exchanger and transmitted scavenged by the four-element scavenge pump
to dual-scale, dual-needle pressure/tempera- and returned to the oil tank by a common
ture gages on the engine instrument panel scavenge line. An absolute pressure is main-
(Figure 7-12). The pressure scales are cali- tained in the lubricating system by a breather
brated in psi, and they require 28 VDC for pressurizing valve which prevents cavitation
operation. of the pumps at high operating altitudes.
Oil pressure is also sensed by pressure switches
in each engine’s oil pressure line to provide FUEL SYSTEM
warning of abnormally low pressure during op-
eration. When oil system pressure is 25 psi or General
less, the appropriate OIL 1, OIL 2, or OIL 3 Basically, the TFE731 engine uses a
light on the warning panel (See Appendix B) hydromechanical flow control unit to meter
illuminates. fuel to the combustor to meet all operational
requirements.
The OIL 1, OIL 2, and OIL 3 lights are wired
in parallel with the associated chip detector
(Figure 7-12); therefore, if an accumulation of The hydromechanical control unit is capable of
ferrous metal or fuzz occurs at a chip detec- acting alone or, normally, in conjunction
tor, the appropriate low oil pressure warning with a digital electronic fuel computer.
light will come on.
When acting alone, the engine fuel system is
The appropriate oil pressure scale may be used deemed to be in a manual mode of operation.
to differentiate between a low oil pressure When acting in conjunction with the
condition and contaminated oil. electronic fuel computer, the system is
deemed to be in an automatic mode.
Oil temperature is sensed by a resistance bulb

WARNING PANEL
CHIP
DETECTOR
Revision 3
OIL 1 OIL 2 OIL 3
28 VDC
LOW-PRESSURE
SWITCH
SWITCH CLOSES WHEN REAR

COMPARTMENT DOOR IS OPENED.
REAR DOOR
ON AIRCRAFT WITHOUT TRANSFER
VALVE XTK2, THE WARNING PANEL BATTERY BUS MICROSWITCH
DOES NOT FEATURE XTK2 OPEN
OR CLOSED LIGHTS. 26/28 VDC
CRASH LOGIC
CIRCUIT INDICATING PANEL
(REAR COMPARTMENT)
TEMPERATURE OIL PRESSURE

TRANSMITTER RESET
SWITCH
CRASH LOGIC:
PRESSURE AT LEAST ONE OF THE
GENERATOR OR BATTERY
SWITCHES MUST BE ON.

OIL TEMPERATURE
28 VDC PROBE
OIL PRESSURE/
TEMPERATURE GAGE
LIGHTING
(5 V)
international
Figure 7-12. Indication and Warning Systems

FlightSafety
VENT
BREATHER
PRESSURIZING NO. 4 AND NO. 5 BEARINGS
VALVE
TRANSFER GEARBOX
ACCESSORY DRIVE ASSEMBLY
GEARBOX ASSEMBLY TRANSFER GEARBOX
ANTISYPHON ASSEMBLY SCAVENGE PLANETARY GEAR
ORIFICE AND BEARINGS 1, 2, AND 3

OIL TANK
LUBE AND NO. 6 BEARING

SUMP
OIL PUMP SCAVENGE OIL PUMP
INLET
COMMON
SCAVENGE OIL COOLER
CHIP
DETECTOR
BYPASS VALVE
∆ P INDICATOR TEMPERATURE
CONTROL
VALVE
FILTER INDICATOR
BYPASS VALVE REGULATOR
VALVE
FILTER
FUEL IN FUEL OUT
BYPASS VALVE
BYPASS VALVE TEMP AND
PRESSURE
LEGEND
SUPPLY
PRESSURE
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SCAVENGE FUEL IN
FUEL HEATER
VENTING
FUEL
FUEL OUT
international
AMBIENT AIR OIL TEMPERATURE SENSING PORT
OIL PRESSURE SENSING PORT
OIL/FUEL COOLER
SEGMENTED AIR/OIL COOLER
7-13
Figure 7-13. Oil System Operation

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The automatic mode is the desired mode under the high pressure developed when the fuel is
all operational conditions. When in the auto- shut off by the power lever.
matic mode, the hydromechanical fuel control
responds to commands from the electronic fuel Anti-ice Sensor and Anti-ice Valve
computer and, in response to these commands,
automatically provides engine start control, Fuel temperature is sensed at the outlet of the
rpm governing, temperature limiting, acceler- filter. The sensor mechanically opens an anti-ice
ation and deceleration control, steady-state op- valve in the FCU bypass line when fuel
eration, and surge bleed valve operation. temperature decreases below 34°F. The bypass
fuel is then directed through the oil-to-fuel heat
In addition, the digital fuel computer incor- exchanger to the inlet of the filter. The sensor
porates a full-time parameter monitoring sys- will close the anti-ice valve when fuel
tem which will automatically produce reversion temperature increases to approximately 60°F.
to manual control if spurious signals exist.
Fuel Heater
Components A fuel heater provides oil to fuel heat ex-
changing to prevent ice formation in the fuel
General system from clogging the fuel filter and other
The engine fuel system components (Figure 7- components. Fuel flow through the fuel filter
14) include a two-stage pump, a relief valve, a is thermostatically controlled by the anti-valve
bypass filter, anti-ice valve and sensor, fuel of the fuel pump. An oil pressure bypass valve
heater, fuel control unit (FCU), flow divider, fuel prevents excessive pressure loss with cold oil.
manifolds, duplex spray nozzles or atomizers,
and a digital fuel computer. FCU
The FCU is clamped to the fuel pump assembly
Fuel Pump and driven by the pump through a coupling
The two-stage fuel pump consists of a certrifugal shaft. The FCU includes a metering valve,
low-pressure (LP) stage and a positive mechanical N2 governor, fuel shutoff valve, and
displacement high-pressure (HP) stage. The LP ultimate overspeed solenoid valve. The metering
stage receives inlet fuel at fuel tank boost pump valve determines the precise metered fuel
pressure. The inlet pressure is increased by the (relative to P3) to meet the power requirements
LP pump to between 30 and 40 psi. (in the manual mode of operation only). In the
automatic mode, a bypass valve determines the
metered fuel to meet the power requirements, in
Filter response to signals from a torque motor
A micronic filter (Figure 7-15) with a bypass commanded by the fuel computer.
removes solid particles from the fuel. A ∆P of
between 9 and 12 psi will open the bypass and Mechanical Governor
permit unfiltered fuel to enter the system. A
bypassing fuel filter is identified by its asso- The mechanical governor is a conventional
ciated magnetic indicator. Filter outlet fuel is di- flyweight-speeder spring unit. In manual mode
rected to the HP pump, which develops a it controls N2 rpm directly. The spring force is
pressure sufficient for operation of the fuel con- varied by power lever position. The flyweight
trol unit (FCU). The fuel pump assembly is force is a function of N2 rpm; consequently, in
mounted on the aft face of the accessory gear- manual mode N2 rpm is relative to power lever
case and is driven by the accessory gear. position up to the 105% N2 preset limit of the
governor. In automatic mode the governor is
reset to 105% N 2 and acts as an overspeed
Relief Valve governor.
The HP pump outlet pressure is limited to 1,450
by a relief valve. This is to protect the FCU from

Revision 3
T
FUEL MANIFOLDS ON
FR
FUEL
HEATER
FUEL FILTER
ASSEMBLY

FUEL CONTROL
UNIT
11 1
10 2 7 3 1 +
9 3
4
8
7 5
6
RIGHT SIDE =
DIGITAL FUEL COMPUTER FLOW DIVIDER

FUEL FUELPUMP
HEATER
FUEL MANIFOLD LEFT SIDE
SECONDARY
FUEL CONTROL UNIT/PUMP ASSEMBLY
SYSTEM
FILTER
FUEL CONTROL
PRIMARY UNIT
SYSTEM
HP PUMP
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OIL/FUEL
HEAT EXCHANGER
PUMP FILTER FUEL TIGHTENING

ASSEMBLY CONTROL
international
FLOW DIVIDER CLAMP
UNIT
GRADUATED SECTOR
SIGHT GLASS
7-15
Figure 7-14. Fuel System Components

7-16
LEGEND
LOW-PRESSURE FUEL
METERED FUEL
HIGH-PRESSURE FUEL
FUEL HEATER PRIMARY MANIFOLD FUEL

PUMP
SECONDARY MANIFOLD FUEL
ENGINE OIL

FUEL CONTROL
AIR
ELECTRICAL HARNESS
FUEL/OIL COOLER
FIL
TE
R
FUEL FROM CO
UP
TANK LIN
G
DU
NO PLE
SCREEN ZZ X F
LE UE
S( L
12
)
FUEL MANIFOLDS
SECONDARY
FUNCTION
SELECTOR
PT2TT2 TORQUE MOTOR
SWITCH
(INLET AIR SENSOR)
AIR FILTER INPUT/OUTPUT
INPUT
PRIMARY
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TEST 28 VDC
28 VAC IGNITERS
11 1 FLOW DIVIDER
10 2 7 3 1
9 3
+
IGNITION
00-0K 03-BB 96-T5 09-N1
4 01-T2 04-TM 07-MS 10-N2
8
7 5 02-BA 05-PL 08-OS 11-CC
6
HIGH VOLTAGE
international
=
CABLES
DIGITAL FUEL COMPUTER
Revision 3
Figure 7-15. Fuel System Layout

FlightSafety
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Fuel Shutoff Valve The fuel system components just described may
be identified in Figures 7-14, 7-15, and 7-21.
A fuel shutoff valve consists of a rotary valve
and a hydraulically (fuel pressure) operated
valve. The rotary valve is operated by the power Fuel Computer
lever and opens when the power lever is moved
5° or more from the off position. General
In normal operating conditions (from engine
Ultimate Overspeed Solenoid Valve start to shutdown), each engine is controlled
This electrovalve is computer-controlled and is by an associated digital electronic fuel com-
normally closed. When energized open, it by- puter (Figure 7-16). The computers for en-
passes the high-pressure fuel from the piston of gines No. 1 and No. 3 are located in the
the fuel shutoff valve, allowing the spring to baggage compartment. The No. 2 engine com-
close the valve, and the engine flames out. Its puter is located in the rear compartment. The
operation is described later under Fuel Computer. operating power for the computers is supplied
from the 28-VDC system. The No. 1 computer
Flow Divider has a dual power supply through two circuit
breakers each capable of maintaining full
The flow divider functions to direct metered fuel, power for operation.
initially to the primary fuel manifold and to the
12 primary outlets in the duplex fuel nozzles in Characteristics
the combustion chamber. When fuel flow demand
reaches approximately 150 pounds per hour, fuel Computer operation is based on sensing cer-
is also directed into the secondary manifold, and tain engine parameters and comparing them to
secondary ports in the duplex fuel nozzles. programmed values in the computer’s memory.
TEST INPUT/OUTPUT
PT2 PORT AIR FILTER CONNECTOR CONNECTOR
11 1
10 2 7 3 1 +
9 3
00-0K 03-BB 06-T5 09-N1
4 01-T2 04-TM 07-MS 10-N2
8
7 5 02-BA 05-PL 08-OS 11-CC
6
=
FUNCTION DISPLAY LRU CALIBRATION

SELECT FAULTS SWITCH
SWITCH DECAL
Figure 7-16. Digital Electronic Fuel Computer (Typical)

FlightSafety
international
Computed outputs are determined and N 1 is sensed by a dual-wound monopole

transmitted to a torque motor in the FCU to located at the aft end of the LP spool rotor
produce the precise metered fuel to meet the shaft. One winding of the monopole supplies
power requirement under all operating con- inputs to the computer representing N1 spool
ditions. In addition the computer maintains the rpm. The other winding supplies inputs to the
design safe surge margin by controlling the LP N1 indicator.
compressor surge bleed valve.
N2 is sensed by a similar monopole mounted on
the transfer gearcase. One winding of this
The following parameters are sensed by the
monopole transmits inputs to the fuel computer
computer:
representing N2 spool rpm. The other winding
supplies inputs to the N2 indicator.
• Power lever angle (PLA)
• P T2 T T2 ITT is sensed by ten parallel-wired thermocou-
ples located between the HP and LP turbines.
• N 1 (LP spool rpm) The parallel circuits transmit inputs to the
• N 2 (HP spool rpm) computer representing interturbine tempera-
ture (ITT). The computer carefully monitors
• ITT (interturbine temperature) the engine’s safe-surge margin and prevents
• AB (LP compressor surge bleed area) compressor stall and surge.
• Flight/ground signal
Figure 7-18 shows operation of the surge
• Power increase signal bleed valve. Since the A and B solenoids are
deenergized, the surge bleed valve is pressure-
PLA is transmitted to the computer by a po- balanced in a 1/3-open position.
tentiometer on the FCU.
The computer is programmed for idle rpm con-
Total engine inlet pressure and total engine in- trol as a function of N 2/P T2T T2 relationship.
let temperature are sensed by the P T2T T2 probe The ground idle program is based on a 6.8-
(Figure 7-17) mounted in the nacelle inlet second N 2 acceleration rate to 100%. The
duct and transmitted to the computer. flight idle program is based on a 5.0-second N2
acceleration rate to 100%. The circuit to the
computer, controlling the transition from ground
idle to flight idle, is wired through the left and
right main landing gear proximity switches.
The computer is reprogrammed to provide in-

creased power at high altitude and hot weather
takeoff conditions. Mode change in the computer
(N2 and ITT increase) is effected by depressing
a PWR INC pushbutton and throttle positioning.
Computer Outputs
The computer functions include the following:
• Compute an N 1 to achieve a flat-rated
thrust of 4,500 pounds on the TFE731-
5AR-1C or 4,750 pounds on the TFE731-
5BR-1C
• Maintain N 2 without droop.
Figure 7-17. PT2TT2 Probe

T LEGEND
ON
FR
P3 AIR
SURGE BLEED VALVE (HP COMPRESSOR DISCHARGE)
CONTROL SOLENOIDS AMBIENT AIR
DC POWER
LP COMPRESSOR SPILL
SOLENOID A
;;
SOLENOID B
FAN
;;
OUTPUT
;; PRESSURE
;; ;;;
;
;;;;
;
SURGE BLEED
VALVE
;;
; ;
SURGE BLEED
;
FLOW
VALVE
; ;
CONDITION:
SOLENOIDS DEENERGIZED,
VALVE 1/3 OPEN
28 VDC
FROM
;
AIRPLANE
SYSTEM
TT2 P3
PT2
11 1 T T5
7 3 1
10
9
2
3
+ N1
00-0K 03-BB 96-T5 09-N1
4 01-T2 04-TM 07-MS 10-N2
8
7 5 02-BA 05-PL 08-OS 11-CC
6
=
N2
DIGITAL FUEL COMPUTER
;
ENGINE
Figure 7-18. Surge Bleed Valve Operation
• Determine an acceleration schedule to • Provide an ultimate overspeed switch-

maintain the present surge margin or to ing function for N 1 and N 2 .
prevent excessive ITT. • Provide N 1 limiting at 100%.
• Determine a deceleration rate to pre-
vent blowout, or control the deceleration • Provide ITT limiting during all opera-
rate to prevent excessive HP/LP rpm tions.
mismatch. • Terminate start and ignition at 50% N 2 .
• Control opening of the surge bleed valve • Provide automatic fuel enrichment dur-
to prevent compressor stalls and surges. ing starting.
• Determine flight/ground idle rpm rela- • Provide increased power at high-alti-
tive to P T2 T T2 . tude and hot weather takeoff.
• Provide a topping governor for N 1 .

FlightSafety
international
• Monitor all computer functions, and ini- Control

tiate fail-down to manual if voltages are
out of range. Each engine fuel computer is controlled by an
associated three-position switch located on
• Alternate overspeed (N 1 and N 2) protec- the ENGINES section of the overhead switch
tion in manual mode. panel (Figure 7-19). The switches are labeled
• Automatic transfer to N 2 loop if T 5 loop “CMPTR 1,” “CMPTR 2,” “CMPTR 3,” and
fails at maximum or cruise thrust. have positions labeled “AUTO,” “MAN,” and
“OFF.” When the switches are at AUTO, the
• Open the surge bleed valve when the engines are controlled by the associated com-
power lever is at idle. puter throughout the complete operating range.

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INTENTIONALLY LEFT BLANK
FOR TRAINING PURPOSES ONLY 7-20A

7-20B
POWER
INCREASE
PUSH-BUTTON
LIGHT
PWR
INC

CONTROL AND
SIGNAL RELAYS
PWR INC
A NO. 2 ENGINE
WARNING COMPUTER
PANEL
+28 VDC NO. 3 ENGINE
A
GROUND TEST
NO. 1 ENGINE
+28 VDC
CMPTR
NO. 2 ENGINE
INDICATOR
FlightSafety
OVERHEATING
400 600 LIGHT NOTE:
(RED) THE SIGNAL RELAYS OF EACH RELAY
200 ITT 800
CONFIRM THE CORRECT OPERATION
°C
0 OF THE CONTROL STAGES.
international
Figure 7-20A. Power Increase System
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international
When the switches are at MAN, all computer The power increase system comprises an amber
functions, except N 1 and N 2 alternate ultimate control push-button light labeled “PWR INC”
overspeed, are disabled. When the switches (See Appendix B), which is common to all three
are at OFF all computer functions are disabled. engines, and control and indication relays which
indicate mode changes to each computer.
NOTE Depressing the PWR INC push-button light ef-
The computer switch must be posi- fects a mode change in the computer, allow-
tioned to MAN when it is established ing a discrete maximum N 2 and ITT program
that a computer malfunction is modification in the 3,000 to 7,000 feet/18.5 to
adversely affecting engine operation 23°C operating range. A maximum of 210 rpm
o r p e r f o r m a n c e , eve n w h e n t h e (0.7 percent N 2 ) is allowed for temperatures
associated computer fail light is not on. above 23°C and in a pressure range between
11.34 and 13.17 psia. Advancement of the
power lever to maximum PLA will provide a
CAUTION proportional increase in RPR from the idle
position to takeoff. Extension of the ITT over-
When computer failure or electrical heat indicator thresholds from 952 to 974°C
power failure occurs, the fuel system for the TFE731-5AR-1C or 978 to 996°C for
automatically reverts to manual mode. the TFE731-5BR-1C will also be affected.
Acceleration time will increase to ap-
proximately 10 to 25 seconds. Fuel Since the use of the power increase system is to
consumption will increase by ap- the detriment of engine life, the computer totalizes
proximately 5% for any given power on a digital counter the number of times increased
setting and idle rpm will be higher. power is used. One use of the power increase
system is equivalent to four engine cycles.
Indication
Three lights on the warning panel (Appendix B) Monitoring
are lableled “CMPTR 1,” “CMPTR 2,” and The digital electronic fuel computer has an in-
“CMPTR 3.” The appropriate light will be on tegral monitoring and test system called “BITE”
when a computer switch is at the MAN or OFF (built-in test equipment).
positions or if the computer switch is at the
AUTO position and the computer has failed. If The monitoring system detects computer mal-
the failure results from transient conditions, the functions, such as loss of input parameters, and
computer may be reset by moving the affected responds by reverting to manual mode.
switch from AUTO to OFF and then back to The BITE system automatically provides for
AUTO. If the light persists, the switch must be self-testing of the computer circuitry, fault
moved to the MAN position. This position pro- identification, and storage of faults in a built-
vides alternate ultimate overspeed control for the in nonerasable memory. The faults in memory
N1 spool at 107%, and at 109% for the N2 spool. may be recalled later by maintenance per-
Figure 7-20 shows the interface between the sonnel when troubleshooting the system.
fuel computer and the engine.
Computer faults are categorized as critical,
noncritical, and intermittent.
Power Increase System
The engine incorporates a power increase sy- The ultimate overspeed protection provided by
stem (restricted performance reserve) to im- the computer for N1 and N2 can be maintained
p r ove a i r c r a f t t a k e o ff a n d g o - a r o u n d even after a critical fault reverts the computer
performance (Figure 7-20A). System operation to manual mode unless the reversion is caused
is available for the pilot at full throttle settings, by monopole failure.
altitudes of 3,000 to 7,000 feet, and tempera-
tures greater than 18.5°C (65°F). If a computer fails to reset following a rever-
sion to manual mode, as previously described,
PT2
TT2
AB
PT2TT2

N1
28 VDC
ITT
P3 WF
MAX 120° AUTO
MAN
20° N2 OFF
IDLE PLA
PLA TM
0° 10
11 1
2 7 3 1 +
OS 9 3
ELECTRONIC
POWER LEVER
00-0K 03-BB 96-T5 09-N1
4 01-T2 04-TM 07-MS 10-N2
8
5
FUEL 7 6 02-BA 05-PL 08-OS 11-CC

=
FUEL COMPUTER
IN MM
FLT
FUEL CONTROL
IDLE CONTROL
GRND
LEGEND
AMBIENT AIR
AB = SURGE BLEED AREA PLA = POWER LEVER ANGLE
BYPASS/CORE INLET AIR
N1 = LOW-PRESSURE SPOOL SPEED TM = DC TORQUE MOTOR
FlightSafety
N2 = HIGH-PRESSURE SPOOL SPEED OS = OVERSPEED SOLENOID COMPRESSED AIR
PT2 = ENGINE INLET TOTAL PRESSURE MM = MANUAL MODE SOLENOID COMBUSTION AIR
TT2 = ENGINE INLET TOTAL TEMPERATURE WF = FUEL FLOW EXHAUST AIR
ITT = INTERSTAGE TURBINE TEMPERATURE P3 = COMPRESSOR DISCHARGE PRESSURE ELECTRICAL
international
MECHANICAL
7-21
Figure 7-20. Engine-Computer Interface

Table 7-1. COMPUTER MALFUNCTION ANALYSIS
POSITION/FUNCTION SWITCH READOUT
1—Normal run position Stores adjustment—no display.
2—Self-test Checks display lamps, check LRUs, displays.

detected faults
3—Fault diaplay Displays detected fault codes.
4—Idle adjust Display indicates idle rpm % N2 rpm.
5—Specific gravity Display indicates specific gravity setting number

from 1-11.
6—Engine flat rate Display indicates flat rate temperature in °C.
7—FR/MN Display indicates % N2 rpm.
8—T5 limiter Display indicates limiter setting in °C.
9—T5 bias CL/CR Display indicates T5 in °C sensed by computer.
10—Fault erase Displays 88, cal switches to increase—display

flashes, displays 00, and then blanks (erasure
completed).
Table 7-2. CODE, AFFECTED PARAMETER, AND TYPE OF FAULT
CODE COMPONENT FAULT
00 — None
01 T2 sensor Open or short
02 Solenoid A Open or short
03 Solenoid B Open or short
04 Torque motor Open or short
05 Power lever pot Pot or wiper open
Lo/Hi wiper short
06 ITT Open or short
07 Manual mode solenoid Open or short
08 Overspeed solenoid Open or short
09 N1 monopole Open or short
10 N2 monopole Open or short
11 Computer Internal

FlightSafety
international
moving the affected computer switch to the The engine is assumed to be operating at a
MAN position will provide an alternate over- cruise power setting. The fuel computer switch
speed protection for N 1 at 107% and for N 2 at is at the AUTO position. The manual mode
109%. The mechanical governor is still effec- valve (1) is energized open, resetting the
tive, and if operational, it will limit N 2 to 105% mechanical N2 governor to 105% N2.
in both automatic and manual operating modes. The power lever is advanced and the rotary valve
(2) is open, directing HP fuel to open the fuel
Computer Interrogation shutoff valve (3). The pressure supplied from the
pressure regulator fully opens the metering valve
The computer may be interrogated for identifi- (4). The computer output signals to the torque
cation of stored faults or for testing and adjust- motor (5) determine the differential across the by-
ment. When the rotary switch is placed in any pass valve (6) relative to P3 pressure (7), thus es-
position from 1 to 10, an LCD (liquid crystal dis- tablishing the metered fuel through the open
play) on the face of the computer (Figure 7-16) metering valve (4) to the open fuel shutoff valve (3),
will display a digital code relative to the selection. from there through the fuel-to-oil cooler (8) to the
Table 7-1 shows computer malfunction analy- primary fuel manifold (9), and through the flow di-
sis, relative to the function selector switch vider to the secondary fuel manifold (10). The fuel
position. This switch must be returned to manifolds supply the duplex fuel-spray nozzles in
Position 1; if not, the affected computer fail the combustion chamber. The fuel temperature is
light will continue to flash on and off regard- automatically maintained at a value which will
less of computer switch position. prevent fuel filter icing by the operation of the anti-
ice sensor (11) and the anti-ice valve (12).
Table 7-2 shows the code, the affected parame-
ter, and the type of fault relative to each posi- When an N2 overspeed occurs during operation
tion of the function selector switch. and the mechanical governor fails to limit N2
to the governor reset value of 105%, the
computer will energize the ultimate overspeed
NOTE solenoid (13); at either 107% N1 or 109% N2,
the fuel shutoff valve will close, and the engine
Position 11 is an unused position on will flame out.
Falcon 900 airplanes.
Figure 7-22 shows the fuel system operation
in the manual mode.
Fuel Enrichment
It is assumed that the engine is operating at cruise
The computer is programmed to provide auto- power. The associated fuel computer switch is ei-
matic fuel enrichment during engine starting. This ther at MAN or OFF positions. The manual mode
assists engine acceleration and also enhances the valve (1) is deenergized and closed; therefore, the
nozzle spray pattern for more efficient combustion. N2 governor will control N2 rpm relative to power
The automatic fuel enrichment increases me- lever position by varying the P 3 bleed to the
tered fuel volume by approximately five ratios. atmosphere (2). The metering valve (3) is posi-
It is modulated by T 5 and automatically ter- tioned relative to pressure regulator and P3 dif-
minated when ITT reaches 200°C. As the en- ferential to meter fuel to meet the power
gine continues to accelerate toward idle rpm, requirement. The excess fuel is directed back to
turbine temperature is monitored by the T 5 the inlet of the HP pump by the bypass valve,
loop, which reduces metered fuel if ITT which responds to the changing P3 and the con-
reaches 732°C. stant pressure determined by the inlet pressuriz-
ing valve (5). All other aspects of the fuel control
operation are similar to those described for au-
Fuel System Operation tomatic operation, except that if the computer
Figure 7-21 shows the fuel system operation switch is at MAN instead of OFF position, an N1
in the automatic mode. and N2 alternate ultimate overspeed protection is
operational, provided that the monopole inputs
FOR TRAINING PURPOSES ONLY Revision 4

Revision 3
ULTIMATE
ROTARY
PRESSURE VALVE
2 OVERSPEED
REGULATOR SOLENOID (NC)
ANTI-ICE 205 ± 5 PSI 107% N1
FROM TANK
SENSOR
13 109% N2
BOOST PUMP
BYPASS HP FUEL
PUMP OUTLET
INLET
∆P 3 SHUTOFF

6.5 PSID PRESSURIZING
FILTER VALVE
BELLOWS VALVE
11 185 PSID FUEL/OIL COOLER
6 METERING OIL FLOW

4
VALVE
FILTER 8 TO
40-MICRON VISCOSITY
ORIFICE PRIMARY
METAL 9
RELIEF NOZZLES
1,450 PSIG
TORQUE
LP MOTOR 10
PUMP ACCEL 7
35–40 12 BYPASS
5
28 VDC BELLOWS
PSID FUEL/OIL VALVE EVAC BELLOWS FLOW DIVIDER (OPENS AT 150 PPH)
HEATER
TO
CMPTR ANTI-ICE SECONDARY
AUTO VALVE NOZZLES
MAN
OFF OIL FLOW OVERBOARD
PT2TT2 DRAIN SPEED
DIGITAL FUEL COMPUTER GOVERNOR PCD
FLT (105% AUTO) 1 LIMITER IDLE POWER
TEST LEVER
GRND 10
11 1
2 7 3 1 +
DRIVE SHAFT MANUAL MODE OFF MAX
3
9
4 SOLENOID (NC
8
7 6 5 MANUAL MODE ENERGIZED OPEN) PLA POT
=
PISTON P3 AIR
TO MANUAL MODE
POWER LEVER ADJUSTMENT POWER LEVER
POTENTIOMETER SHAFT TO
COMPUTER
LEGEND
FlightSafety
BOOST PUMP PRESSURE REGULATED PRESSURE ATMOSPHERIC PRESSURE MECHANICAL
LP PUMP PRESSURE SECONDARY NOZZLE FUEL BYPASS FUEL ELECTRICAL
HP PUMP PRESSURE P3 AIR PRESSURE ENGINE OIL
international
7-23
Figure 7-21. Fuel System Operation (Automatic Mode)

7-24
ULTIMATE
ROTARY
PRESSURE VALVE OVERSPEED
REGULATOR SOLENOID (NC)
ANTI-ICE 205 ± 5 PSI 107% N1
FROM TANK 109% N2
SENSOR
BOOST PUMP
BYPASS HP FUEL
PUMP OUTLET
6.5 PSID INLET
∆P SHUTOFF

PRESSURIZING
FILTER BELLOWS 3 VALVE VALVE
185 PSID FUEL/OIL COOLER
5 4 METERING OIL FLOW

VALVE
FILTER TO
40-MICRON VISCOSITY
ORIFICE PRIMARY
METAL
RELIEF NOZZLES
1,450 PSIG
TORQUE
LP MOTOR
PUMP ACCEL
28 VDC 35–40 BYPASS BELLOWS
PSID VALVE
FUEL/OIL EVAC BELLOWS FLOW DIVIDER (OPENS AT 150 PPH)
HEATER
TO
CMPTR ANTI-ICE SECONDARY
AUTO VALVE NOZZLES
MAN
OFF OIL FLOW OVERBOARD 2
PT2TT2 DRAIN SPEED 6
DIGITAL FUEL COMPUTER GOVERNOR PCD LIMITER
FLT (105% AUTO) 1 IDLE POWER
TEST LEVER
GRND 10
11 1
2 7 3 1 +
DRIVE SHAFT MANUAL MODE OFF MAX
3
9
SOLENOID (NC
8
7 6 5
4
MANUAL MODE ENERGIZED OPEN)
PLA POT
=
PISTON P3 AIR
TO MANUAL MODE
POWER LEVER ADJUSTMENT POWER LEVER
POTENTIOMETER SHAFT TO
COMPUTER
LEGEND
FlightSafety
BOOST PUMP PRESSURE REGULATED PRESSURE ATMOSPHERIC PRESSURE MECHANICAL
LP PUMP PRESSURE SECONDARY NOZZLE FUEL BYPASS FUEL ELECTRICAL
HP PUMP PRESSURE P3 AIR PRESSURE ENGINE OIL
international
Revision 3
Figure 7-22. Fuel System Operation (Manual Mode)

are valid. Normally the mechanical governor The ignition system is divided into three
should limit N2 rpm relative to power lever po- modes: ground start, airstart, and stall.
sition or to 105% N2 when an overspeed occurs.
The P 3 limiter (6) functions in all operating Control
modes to limit the ultimate value of P3, thereby
affording structural protection to the The ignition system is controlled by start selec-
compressor casing. tor switches on the ENGINES section of the
overhead switch panel (Figure 7-23). The
IGNITION SYSTEM switches are labeled “AIR START,” “GRD
START,” “MOTOR-START STOP.” The power
General for the switches is controlled by the two-
position power selector switch labeled “NOR-
The Falcon 900 uses a high-energy ignition MAL” and “EXT POWER.” When in the
system consisting of a dual-ignition exciter, NORMAL position, the power source may be
two high-tension cables, and two igniter plugs. batteries, APU, engine-driven generators, or a
combination of all. When in the EXT POWER
Figure 7-23 shows the locations of the com- position, the power is supplied from the GPU.
ponents of the ignition system. The normal position of these switches is GRD
DUAL IGNITION UNIT
IGNITER PLUGS (2)
HIGH TENSION
CABLES
IGNITION BOX
IGNITION EXCITER
Figure 7-23. Ignition System Components

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international
START. When in this position, the ignition op- when the switch is in the AIR START position,
erates when the associated power lever is the power lever microswitch and the fuel com-
moved from the stop to the idle position. puter are bypassed, resulting in continuous
Ignition will continue until terminated by an ignition. The stall ignition is activated when
electronic speed switch in the fuel computer the autoignition relay is energized. For more
at approximately 50% N 2 . Ignition may be ter- information on stall ignition, see the “Flight
minated up to 50% at any time by moving the Controls” chapter in this training manual.
switch to the MOTOR–START STOP position.
The AIR START position bypasses the power INSTRUMENTATION

lever microswitch and provides continuous ig-
nition on the ground or in flight. Normally this General
position is used only for airstarts or ground The engine-related instruments are mounted
checks, (or at other times as outlined in the AFM). in three vertical rows on the engine instru-
The MOTOR–START STOP position is ment panel (Figure 7-25). From top to bottom,
pr imarily used to dry motor the engine a typical layout consists of the following:
without fuel and ignition, for maintenance • N 1 (LP spool rpm)
purposes, or for clearing the engine following
an aborted ground start. This position may also • ITT (interturbine temperature)
be used to terminate a ground start prior to
reaching 50% N2. It must be used to terminate • N 2 (HP spool rpm)
starting and ignition whenever manual mode • Fuel flow
starts are made.
• Fuel quantity
The stall ignition system is an automatic an-
tiflameout system, which is armed for opera- • Oil pressure/temperature
tion whenever the switch is in the GRD START
position. For more information on the stall
ignition system, see the “Flight Controls” N1 (LP Spool RPM)
chapter in this training manual.
The N1 gage is analog/digital. The analog scale
is calibrated in percent of design maximum N1,
Indication from 0 to 110%. A sweep needle indicates se-
lected rpm. A three-digit window with a fixed
Amber rectangular lights labeled “IGN 1,” decimal place is located on the N1 dial face.
“IGN 2,” and “IGN 3,” are below the start se- The digital indication is also calibrated in
lector switches (Appendix B and Figure 7-23). percent. The N 1 gage is the primary thrust
The associated light will be on whenever power indicator and is used to set takeoff thrust. The
is available to the ignition exciter. These lights N 1 gage receives inputs from a dual-wound
are not an indication that the ignition exciter monopole located at the aft end of the LP
or the igniter plugs are operational. spool shaft. One coil of the monopole
supplies the N1 inputs to the gage through a
Operation preset compensator. The other coil supplies
N1 inputs to the fuel computer. The N 1 gage
Figure 7-24 shows the operation of the igni- has a compensating resistor specifically
tion system during a ground start mode. The calibrated for the associated engine. DC
switch is in the GRD START position, the power is required for operation; when power is
start is in progress, and the power lever is removed or fails the sweep needle will go to a
moved from the stop to the idle position. position below the 0% position, and the digital
Ignition will continue until terminated by the display will go blank.
50% electronic speed switch in the fuel com-
puter at 50% N2. The schematic also shows that

ITT (Interturbine Temperature) ITT sensing is provided by dual parallel cir-

cuits, connected to ten thermocouples, cir-
The ITT gage is analog/digital. The analog cumferentially located between the HP and
scale is calibrated in degrees Celsius from 0 to LP turbines. One of the circuits supplies ITT
1,000, and a sweep needle indicates the set information to the cockpit gage, and the sec-
value. A four-digit display provides instanta- ond circuit supplies identical information to the
neous ITT indication. The digital indicator is fuel computer. The ITT gage requires DC
located on the dial face. A red light on the dial power for operation. When power is removed
face will flash on and off when ITT indica- or fails, the sweep needle will go to a position
tion exceeds 952°C (or 974°C when the power below 0°C and the digital display will go blank.
increase system is used for the TFE731-5AR-
1C) and 980°C (or 996° C when the power in-
crease system is used for the TFE731-5BR-1C).
IGNITER PLUGS
CMPTR
50% N2
IGNITION
EXCITER
START RELAY
TO IGNITION IGN
STARTER RELAY
GRD
START
MOTOR
START CONDITIONS:
LOGIC AIRSTART
STOP GRD START SELECTED,
GATE
START SWITCH PUSHED
(MOMENTARILY),
POWER LEVER IDLE,
N2 < 50%
GCU
AUTO-
CUTOFF IGNITION
LEGEND
28 VDC
IDLE GEN
SW HIGH VOLTAGE
THROTTLE
SW START SWITCH
28-VDC BUS
Figure 7-24. Ignition System Operation

FlightSafety
international
for operation; when power is removed or fails, the

sweep needle will go to a position below 0%.
Fuel Flow
See Fuel System, this training manual.
Fuel Quantity
See Fuel System, this training manual.
Oil Pressure/Temperature
See “Oil System,” this chapter.
Engine Instrument Test System

A test system is provided for the N 1, ITT, and
N 2 gages. All three are tested simultaneously by
a push-button switch located on the mainte-
nance test panel (Figure 7-27) on the copilot’s
sidewall.
The test switch is labeled ENG INDIC TEST.

The test system indicates the validity of the
harness, signal processing, analog and digital
displays, and the N 1 compensator setting. The
test requires approximately 15 seconds. When
the test switch is momentarily pushed, the N 1
sweep needle will move to a blue dot position
at 106% and hold steadily; the digital display
will initially indicate 188.8%, then change to
106%, and finally change to the compensated
value of the N 1 compensating resistor. This
value must not be greater than 1.45% or less than
0% of actual N 1. The ITT sweep needle will go
to the blue dot on the dial face which is at
Figure 7-25. Engine Instrument Panel
1,000°C for the TFE731-5AR-1C or 1,040°C
for the TFE731-5BR-1C. The digital indicator
Figure 7-26 depicts the operation of the ITT will show 8888 and then 1,000 or 1,040, and the
thermocouple system. red light on the dial face will flash on and off.
N2 (HP Spool RPM) The N2 sweep needle will move to a blue dot
position at 106% and hold steady.
The N2 indicator is an analog gage calibrated in
percent of design maximum N2, from 0 to 110%.
A sweep needle indicates selected rpm. Inputs to ENGINE POWER CONTROL
the N 2 gage are supplied by a dual-wound
monopole mounted on the transfer gearcase. One General
coil supplies rpm information to the N2 gage. The Each engine is controlled by a power lever
second coil supplies identical information to the operating in a quadrant on the center pedestal
fuel computer. The N2 gage requires DC power

FlightSafety
international
TO ITT TO FUEL
GAGE COMPUTER
10 9 8 7 6 5 4 3 2 1
LEGEND
CIRCUIT 1 CIRCUIT 2 JUNCTIONS THERMOCOUPLE
Figure 7-26. ITT Thermocouple System Operation
Figure 7-27. Maintenance Test Panel

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international
(Figure 7-28). The power lever is mechanically operation. The power lever has three detented
connected to the input power lever on the Fuel positions: stop, idle, and full power. A finger
C o n t r o l U n i t ( F C U ) . T h e p ow e r l ev e r latch on the power lever must be raised before
mechanically sets the FCU governor (primar- the lever can be moved between the stop and idle
ily for manual mode operation) to maintain N 2 positions. An adjustable hard stop is provided
relative to power lever position, and simulta- at the full power position.
neously positions a wiper on the FCU
potentiometer, which transmits PLA informa-
tion to the fuel computer for automatic mode
Figure 7-28. Center Pedestal

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international
Reverser Lever Ground Starts

A thrust reverser control lever is piggyback- Engine cranking for ground starts is achieved by
mounted on the No. 2 power lever. the starter-generator on the accessory gearcase.
There is no mandatory sequence for engine

Friction Control starting, but the recommended sequence is
Power lever friction is preset by maintenance. 2–3–1 with APU generator or GPU power
There is no crew adjustment. available. With only battery power available,
the recommended sequence is 3–2–1.
Quadrant Proximity Switches
and Solenoids Control
Proximity switches are mounted in the power All switches associated with engine starting are
lever quadrant to perform a variety of functions located on the overhead switch panel (See Figure
during power lever travel. These proximity 7-19). Electrical power control and distribution is
switches are identified as follows: described in the “Electrical Power Systems”
chapter. Engine starting must not be attempted
• Thrust reverser arming (No. 2 engine) until all safety checks are completed and dis-
crepancies are corrected. Engine start procedures
• Engine fail warning (No. 2 engine) are outlined in a checklist contained in the AFM.
• Thrust reverser control (No. 2 engine) Under all normal conditions the fuel computer
must be in the automatic mode for engine starting.
• Air-conditioning cutoff
• Stop/start The following are not procedures; they are sim-
plified descriptions of engine starting, using the
• Landing gear warning various power sources and the phases of the start
• Engine warnings (T/O CONFIG) cycle. It is assumed that all switches and controls
are positioned as called for in the checklist.
In addition, the power lever quadrant contains
two electromagnetic lock solenoids. One sole-
noid locks the reverser lever at the deploy Battery Start—No. 3 Engine
position until the reverser doors reach the Push and momentarily hold the No. 3 engine start
fully deployed position, and the other solenoid switch; check for engine rotation on the N 2
locks the power lever in the idle position when gage to a minimum of 12% and indication of N1
the reverser is out of the stow position. rotation. Then move the No. 3 power lever to the
idle position, and check that the ignition light
ENGINE STARTING comes on. Check for fuel flow and light-off, and
monitor ITT and N 2 rpm. Monitor N 2 to 50%,
General and check that the ignition light goes out. Moni-
tor all engine-related instruments until stabilized
Engine starting is divided into two general idle is achieved.
categories: ground start and airstart.
Figure 7-29 depicts the DC power system during
Ground starting includes battery starts, bat- a battery start of the No. 3 engine. Both battery
tery/generator-assisted starts, battery/APU switches are on, and the BAT 1 and BAT 2
generator-assisted starts, and GPU starts. lights are off. The power selector switch is at
NORMAL, the bus tie is closed (rotary switch
Airstarts consist of starter-assisted airstarts and horizontal), and the BUS TIED light is on. Push-
windmilling airstarts. ing the No. 3 start switch will close the battery 2

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contactor, paralleling battery 2 with battery 1 When the start of the No. 2 engine terminates,
on the start bus; simultaneously the No. 3 start both generator 2 and the APU generator will
contactor will close and connect the start bus to go on line. Both will parallel on the right main
the No. 3 starter-generator. Engine cranking bus; the BAT 1, BAT 2, GEN 2, and APU GEN
will occur, and ignition will begin when the lights will all be out.
No. 3 power lever is moved to idle at 12% N2
and N 1 rotation is indicated; light-off will
occur almost immediately, and cranking will Battery/APU Generator-
continue until ignition and cranking are Assisted Start—No. 3 Engine
automatically terminated at 50% N 2 rpm by (No. 2 Generator On)
the associated electronic fuel computer. At the
same time the battery 2 contactor and the No. 3 Figure 7-31 depicts a battery/APU generator-
start contactor will open. The No. 3 engine assisted start of the No. 3 engine with genera-
generator will automatically assume bus load, tor 2 on line.
the GEN 3 light will go out, and battery
charging will begin. Pushing the No. 3 start switch will simultane-
ously open the battery 1 and battery 2 make-
and-break switches, (the BAT 1 and BAT 2
Battery/APU Generator- lights will come on). The APU generator re-
verse current relay will also open, (the amber
Assisted Start—No. 2 Engine APU GEN light will come on) disconnecting
Normally the APU is started first and its gene- the APU generator from the line. At the same
rator is available to assist the start of all en- time the battery 2 start contactor will close and
gines as long as the APU generator is on line. parallel battery 2 with battery 1 on the start bus.
For APU starting and operation, see the “APU” The APU start contactor will also close and
chapter in this training manual. connect the APU generator to the start bus.
Figure 7-30 depicts a battery/APU generator- Finally the generator 3 start contactor will
assisted start of the No. 2 engine. Both battery close, connecting the APU generator and bat-
switches are on, the power selector switch is tery power (on the start bus) to generator 3 and
at the NORMAL position, the APU generator initiating the start of the No. 3 engine.
is on, and the bus-tie relay is closed. The Generator 2 will continue to power the dis-
amber RCR generator lights and the BUS tribution buses. The BAT 1, BAT 2 , GEN 1,
TIED light are on. Pushing the No. 2 engine GEN 3, BUS TIED lights, and the APU GEN
start switch will open battery 1 and 2 make- light will all be on.
and-break switches, BAT 1 and BAT 2 lights
will come on. Simultaneously, the battery 2
contactor will close and parallel battery 2 with Battery/APU Generator-
battery 1 on the start bus; the APU start con- Assisted Start—No. 1 Engine
tactor will close, connecting the APU (No. 2 and No. 3
generator to the start bus; the generator 2 start Generators On)
contactor will close, connecting the start bus
power to the windings of generator 2, initiating As the No. 3 engine start terminates, genera-
the starting cycle. From here on the start tor 3 will go on line to the left main bus (the
sequence is identical to that described for GEN 3 light will go out). The APU generator
battery starting. will also go on line to the right main bus, and

Revision 4
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM

WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
BAT 1 GEN 3 BAT 2
NORM
TO

EXT POWER
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
CURRENT RELAY
CONDITIONS:
BUS-TIE CLOSED,
POWER SELECTOR NORMAL,
BOTH BATTERY SWITCHES ON, G3 80A
WINDOWS
START BUTTON 3 PUSHED
A3
GALLEY 1 BAR
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
COCKPIT REVERSE
CURRENT RELAY
DOME LIGHT GPU RECEPTACLE LEGEND
BUS
GROUND
FlightSafety
CONTACTOR BUS
MAIN BUS
130A
TO B1
AMMETER
international
80A
WINDOWS
TO G2 B3
AMMETER
7-33
Figure 7-29. Battery Start—No. 3 Engine (RPM < 50% N2)

7-34
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM

WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
BAT 1 GEN 3 BAT 2
NORM

EXT POWER TO
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE
CURRENT RELAY BUS A2
CONDITIONS:
BOTH BATTERY SWITCHES ON,
BUS-TIE CLOSED,
POWER SELECTOR SWITCH NORMAL, G3 80A
WINDOWS
APU GENERATOR ON,
A3
NO. 2 ENGINE START MAKE-AND-BREAK SWITCH
GALLEY 1 BAR
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
GPU RECEPTACLE
BATTERY POWER
BATTERY APU GENERATOR
BUS
POWER
FlightSafety
CONTACTOR BUS
MAIN BUS
GROUND CIRCUITS
130A
TO B1
AMMETER
international
80A
WINDOWS
TO G2 B3
Revision 3
AMMETER
Figure 7-30. Battery/APU Generator-Assisted Start—No. 2 Engine (RPM < 50% N2)
Revision 4.02
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM

WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
BAT 1 GEN 3 BAT 2
NORM
EXT POWER TO

AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
BUS-TIE CLOSED,
POWER SELECTOR SWITCH NORMAL,
APU OPERATING, G3 80A
WINDOWS
NO. 2 GENERATOR ON,
A3
NO. 3 START
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
LEGEND
COCKPIT REVERSE BATTERY POWER
GPU RECEPTACLE
APU GENERATOR
BATTERY POWER
BUS
ENGINE GENERATOR
BATTERY 2 BATTERY 2 STARTING POWER
CONTACTOR BUS
FlightSafety
MAIN BUS
GROUND CIRCUITS
130A
TO B1
AMMETER
80A
international
WINDOWS
TO G2 B3
AMMETER
7-35
Figure 7-31. Battery/APU Generator-Assisted Start—No. 3 Engine

(RPM < 50% N2) (No. 2 Generator On)
FlightSafety
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its GEN light will go out. All three generators ground for the bus-tie relay, auto-
will operate in parallel since the bus tie is matically closing it.
closed. Battery 1 and battery 2 will reconnect
to their associated main buses, the battery
lights will go off, and charging will recur until GPU Start No. 2 Engine
a start is initiated on the No. 1 engine. An approved GPU may be used to start an en-
gine when required. The voltage and rating of
Figure 7-32 depicts what occurs when the No. the unit must be checked before connecting and
1 engine START switch is pushed. The battery operating. For more information on the GPU, its
1 and battery 2 make-and-break switches will control and protection, see the “Electrical Power
open (the BAT 1 and BAT 2 lights will come on). Systems” chapter in this training manual.
Simultaneously the APU generator reverse
current relay will open, (the amber APU GEN Figure 7-33 shows that the GPU is connected
light will come on) and disconnect the APU and operating. Moving the power selector
generator from the distribution buses. The bat- switch from NORMAL to EXT POWER will
tery 2 contactor will close and parallel battery close the GPU contactor and simultaneously
2 with battery 1 on the start bus. The APU start open the battery 1 contactor and battery 2 make-
contactor will close and connect the APU and-break switch, disconnecting the batteries
generator to the start bus. Finally, the No. 1 en- from the main and start buses. The associated
gine start contactor will close, connecting the battery-off lights will be on. DC power is
start bus to the windings of generator 1, and supplied to the bus-tie relay, closing it even if
initiate the start cycle. Generators 2 and 3 in par- the bus-tie switch is in the FLIGHT NORM
allel will supply the distribution buses. From position. The GPU, when on, inhibits on-line
here on, the start cycle is identical with that de- operation of all engine generators and the APU
scribed for a battery start of the No. 2 engine. generator to prevent them from being
paralleled with the GPU generator. The GPU
NOTE connects to the start bus through the GPU
contactor, to the left main buses through the
When a generator-off light remains on
after the start terminates, it may indi- battery 1 make-and-break switch and to the
cate that the associated start contactor right main bus through the closed bus tie.
failed to open, and the appropriate ac- Pushing the No. 2 engine start switch closes
tion must be taken by the crew. the No. 2 start contactor connecting the output
of the GPU to the windings of the No. 2
When the No. 1 engine start terminates, gener- starter-generator. From here on, the starting
ator 1 will connect to the left main bus, and the sequence is identical to that described for a
GEN 1 light will go off. The APU generator will battery start of the No. 2 engine.
reconnect to the right main bus, and the APU GEN All generator, battery, and BUS TIED lights
light will go off. Battery 1 and battery 2 will re- will remain on as long as the GPU is con-
connect to their respective buses, and the BAT 1 nected and operating.
and BAT 2 lights will go off. The BUS TIED
light will remain on until the bus-tie switch is
rotated to the FLIGHT NORMAL position. Engine Start Logic System
A built-in solid-state engine start logic sys-
NOTE tem is provided to ensure a battery/genera-
The bus-tie switch must be in the on tor-assisted start of any engine regardless of
position (horizontal) for APU start- the starting sequence. This logic system is
ing and for all engine starts except such that it does not require any special se-
when using a GPU. When the power lections on the part of the crew other than fol-
selector switch is moved to the EXT lowing theapproved checklist. The system
POWER position, it will provide a applies to the APU as well as to all three
engine generators.

Revision 3
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM

WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
BAT 1 GEN 3 BAT 2
NORM
TO

EXT POWER
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
BUS-TIE CLOSED,
POWER SELECTOR NORMAL,
APU OPERATING, G3 80A
WINDOWS
NO. 2 GENERATOR ON,
A3
NO. 3 START
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
LEGEND
COCKPIT REVERSE BATTERY POWER
GPU RECEPTACLE
APU GENERATOR
BATTERY POWER
BUS
ENGINE GENERATOR
BATTERY 2 BATTERY 2 STARTING POWER
FlightSafety
CONTACTOR BUS
MAIN BUS
GROUND CIRCUITS
130A
TO B1
AMMETER
international
80A
WINDOWS
TO G2 B3
AMMETER
7-37
Figure 7-32. Battery/APU Generator-Assisted Start—No.1 Engine

(RPM < 50% N2) (No. 2 and No. 3 Generators On)
7-38
OVERHEAD PANEL
BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
DIM

WARNING
START APU PANEL
APU STOP
GEN 1 GEN 2 GEN 3
BAT
OIL GEN
BAT 1 GEN 3 BAT 2
NORM

EXT POWER TO
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
CURRENT RELAY
CONDITIONS:
BATTERY AND GENERATOR SWITCHES ON,
APU INOPERATIVE,
BUS-TIE SWITCH—FLIGHT NORMAL, G3 80A
WINDOWS
POWER SELECTOR SWITCH —EXT POWER
A3
GALLEY 1 BAR
BATTERY 1 A4
BATTERY 1
130A HYDRAULIC
CONTACTOR
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
START LH MAIN BUS

APU BUS-TIE
CONTACTOR
ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
225A
COCKPIT REVERSE
CURRENT RELAY
DOME LIGHT GPU RECEPTACLE LEGEND
BUS
GPU POWER
FlightSafety
BUS
CONTACTOR
MAIN BUS GROUND CIRCUITS
130A
TO B1
AMMETER
international
80A
WINDOWS
TO G2 B3
Revision 3
AMMETER
Figure 7-33. GPU Start—No. 2 Engine (RPM < 50% N2)

It does not apply to the GPU generator, since Starter-Assisted Airstarts

the selection of EXT POWER by the power
Starter-assisted airstarts must be performed
selector switch inhibits the APU generator whenever the windmilling N2 is 15% or less
and all engine generators until the switch is and N 1 rotation is observed. The starting
returned to the NORMAL position. checklist must be used as for a ground start.
The procedure and the starting phases are
Airstarts identical with those already described for
battery starts and generator-assisted starts.
Airstarts consist of starter-assisted starts and
windmilling starts. All airstarts must be per-
formed within the airstart envelope (Figure 7- Windmilling Airstarts (Immediate)
3 4 ) c o n t a i n e d i n S e c t i o n 3 , “A b n o r m a l An immediate airstart (defined as flameout
Procedures,” of the AFM. and high-speed airstart) may be performed at
any altitude, including altitudes above that
WARNING depicted in the airstart envelope. It is assumed
that the cause of flameout is known or not
caused by mechanical failure and that the fuel
An engine must not be airstarted un- computer is operational.
less the cause of flameout or the
reason for shutdown is determined as To perform a high-speed airstart, move the
n o t b e i n g c a u s e d b y fi r e o r m e - power lever to idle immediately; then move the
chanical failure. start selector switch to AIR START, and check
that the IGN light is on. ITT should indicate
within 10 seconds. Monitor all engine-related

;;;;
;;;;;
;;;;;
;;;;;
30
M
=0
.80
20
VMO
10
VM
O
0
100 150 200 250 300 350 400
Figure 7-34. Airstart Envelope

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international
instruments until the engine stabilizes at idle. door in the engine air inlet duct (S-duct) is
Turn the start selector switch back to GRD not closed.
START, and set power on the engine as required.
This engine-fail monitoring system is opera-
Windmilling Airstart (N2 15% or tional only when the airplane is on the ground.
A failure sensing unit receives inputs from the
Greater and N1 Greater Than 10%) nose gear proximity switches. A signal is gen-
To perform an airstart when windmilling rpm erated when No. 2 engine PLA is at 84° setting
is 15% or greater is identical to the procedure or higher and No. 2 engine N 1 is less than 85%.
for a high speed airstart, except that when N2
reaches 50%, the start selector switch is moved The No. 2 engine fail light will also come on
back to the GRD START position. in flight if the engine air inlet duct access is
not closed.
NOTE
Wait 10 seconds between two con-
Indication
secutive airstarts and do not perform A light labeled “ENG 2 FAIL” (Appendix B)
more than three unsuccessful located on the pilot’s instrument panel will
airstarts. come on when any of the previously de-
scribed conditions exist.
Aborting Airstarts
An airstart must be aborted when any of the THRUST REVERSER
following conditions are present:
General
• No oil pressure within 10 seconds of
light-off A hydraulically operated clamshell thrust re-
• No ITT within 10 seconds after moving verser is mounted to the aft side of the fan
the power lever to idle duct of the No. 2 engine. The two clamshells
fair with the aft end of the nacelle when the
• Rapid ITT increase (approaching 952°C for reverser is in the stowed position (Figure 7-
the TFE731-5AR-1C, or 978°C for the 35). When deployed, the clamshells open on
TFE731-5BR-1C) a vertical axis (Figure 7-36), blanking the No.
• N1 remaining close to zero when 2 engine exhaust and deflecting the applied
N 2 = 20% thrust outward and forward to assist ground de-
celeration of the airplane.
• N 2 not increasing rapidly and smoothly
after light-off The reverser control circuitry is wired through
If the IGN light remains on after moving the start the main landing gear relays, which are con-
selector switch to GRD START, move the switch trolled by the touchdown proximity switches;
to MOTOR–START STOP, and check that the consequently, the thrust reverser is opera-
light goes off. tional only with weight on both main gear.
Locking
ENGINE FAILURE
The thrust reverser is locked in the stowed po-
(NO. 2 ENGINE) sition by two S-shaped latches. The latches are
automatically unlocked by deploy pressure. They
General are held in the locked position by spring force.
The No. 2 engine has a failure monitoring sys-
tem which alerts the crew that the engine is not
developing takeoff thrust or that an access

FlightSafety
international
Control
The reverser is controlled by a piggyback lever
(Figure 7-28) mounted on the No. 2 engine
power lever. The reverser lever has three basic
positions: stow, deploy, and thrust increase.
The lever is mechanically locked in the stow
position until the No. 2 engine power lever is
at idle. The initial upward movement from the
stow position is limited by a reverse locking
solenoid, permitting deployment and idle re-
verse thrust only, until the clamshells reach the
fully deployed position.
Figure 7-37 depicts operating components and

hydraulic deployment of the thrust reverser.
When the reverser lever is moved to the deploy

position, a microswitch is operated and com-
pletes a circuit to the locking solenoid in the
reverser selector valve and to an isolation
Figure 7-35. Thrust Reverser— solenoid, which in turn directs pressure to the
Stowed locking actuator and to the stow side of the re-
verser actuator to off-load the latches. When
the latches are released, the deployment
solenoid is energized to position the spool
valve in the reverser selector valve to direct hy-
draulic pressure to the reverser actuator to de-
ploy the clamshells. When the clamshells reach
the fully deployed position, a microswitch is
closed, and power is applied to the reverse
locking solenoid, permitting movement to the
reverser lever to the full reverse thrust position.
While the reverser lever is out of the stow po-
sition the power lever is locked electrically
and mechanically in the idle position.
Moving the reverser lever toward stow reduces

reverse thrust until the idle/deploy position is
reached. The power lever remains mechanically
locked in the IDLE position. Moving the re-
verser lever to the stow position will permit the
spool valve to direct pressure to the stow side
of the reverser actuator. When the clamshells
reach the stow position, the mechanical latch
will automatically engage, the isolation valve
Figure 7-36. Thrust Reverser— will deenergize, and hydraulic pressure is iso-
Deployed lated from the reverser system.

Pressure Source Indication

The thrust reverser is powered from the No. 2 Two lights (see Annunciator section and Figure
hydraulic system. The thrust reverser subsys- 7-25) provide indication of normal reverser
tem includes a pressure storage accumulator, operation. One light (amber), labeled “TRAN-
charged through a check valve. The accumu- SIT,” will illuminate when any of the reverser
lator stores fluid under nitrogen pressure and lock or clamshell door latches release during
is capable of one complete reverser cycle when deployment and remain on until a synchroniz-
No. 2 system pressure is not available. ing bellcrank controlling the clamshells reaches
the fully deployed position.
NO. 2 SYSTEM
CHECK VALVE
ACCUMULATOR THERMAL
EXPANSION ISOLATION VALVE
VALVE
LEGEND SOLENOID SELECTOR VALVE

NITROGEN ISOLATION/STOWING
SOLENOID
RETURN
E1
DISTRIBUTION
VALVE
CHECK VALVE
RETURN
E2 E3
LOCKING
SOLENOID FLIGHT
DEPLOYMENT SAFETY
DEPLOYMENT
SOLENOID
HOSES
CUTOFF
VALVES STOWING DEPLOYMENT
UNLOCKING
ACTUATORS
Figure 7-37. Thrust Reverser—Hydraulic Operation

The second light (green), labeled “DE- NOTE

PLOYED,” will come on when a synchroniz-
ing bellcrank controlling the clamshells There is no minimum groundspeed
reaches the fully deployed position and re- during thrust reverser operation. It
mains on. The operating sequence of these may be used to a full stop since there
two lights indicates normal operation of the re- is no danger of foreign object
verser. During a stow cycle the DEPLOYED ingestion.
light will go out when the clamshells leave the
deployed position, and the TRANSIT light CAUTION
will come on. The TRANSIT light will go off
when the clamshells are stowed and locked. A Any cycle of operation, initiated on
light labeled “REV UNLOCK” on the warn- the ground with the engine shut-
ing panel will come on only during a retrac- d ow n , m u s t b e c o m p l e t e d u n t i l
tion cycle and go off when the retraction cycle clamshell doors are stowed as indi-
is complete. This light will also come on during cated by the TRANSIT and REV
flight if either one of the clamshell lock latches UNLOCK lights going out.
is not in the locked position.
Automatic Stowing LIMITATIONS

The thrust reverser incorporates an automatic This airplane must be operated in compliance
stow feature which will automatically apply with the limitations contained in Section 1 of
and maintain hydraulic pressure on the stow the AFM, regardless of the type of operation.
side of the reverser actuator when any one of
the clamshell door latches moves from the The following limitations are extracted from
locked position. the AFM.
Emergency Stow THRUST RATING

An emergency stow system is controlled by a (UNINSTALLED, SEA
guarded two-position switch on the engine in- LEVEL, ISA)
strument panel (Figure 7-25). The switch is la-
b e l e d “ S T OW ” a n d “ N O R M A L ” a n d i s Takeoff
guarded in the NORMAL position. When the
switch is moved to the STOW position, the cir- TFE731-5AR-1C . . . . . . . . . . . . . . . 4,500 pounds
cuit will bypass all normal sequencing and TFE731-5BR-1C . . . . . . . . . . . . . . . 4,750 pounds
apply and maintain hydraulic pressure to the
stow side of the reverser actuator.
Maximum Continuous
Inoperative Reverser TFE731-5AR-1C . . . . . . . . . . . . . . . 4,500 pounds
Flight is authorized with an inoperative re- TFE731-5BR-1C . . . . . . . . . . . . . . . 4,634 pounds

verser, provided that it is locked in the stow
position prior to flight. Two locking pins for
this purpose are stowed in clips, one in each
clamshell.

THRUST SETTING Takeoff—With increased thrust

(5 minutes maximum)
The engine low-pressure rotor speed N 1 is TFE731-5AR-1C ........................................ 974°C
used as the thrust setting parameter. TFE731-5BR-1C ........................................ 996°C
The takeoff and maximum continuous thrust
must be based on the N1 values in Section 5 of STARTING TIME
the AFM:
Windmilling airstart (from windmilling
• Takeoff thrust (5-minute N 2 to 60% N 2 ) .......... 45 seconds maximum
time limit) ............ Refer to Section 5
of the AFM Ground start (from light-off
• Maximum to idle) ..................... 60 seconds maximum
continuous ............ Refer to Section 5
of the AFM FUEL COMPUTERS
MAXIMUM ENGINE ROTOR The fuel computers must be operative for take-
off. Flight with one computer in manual mode
SPEED (N1 AND N2) may be permitted if all requirements of the
Annex section of the AFM are complied with.
Takeoff and maximum THRUST REVERSER
continuous ........................ 100% 100%
The thrust reverser is approved for ground
N1 N2
use only.
Takeoff (With increased
thrust)...................................... 100% 100.8% APPROVED OILS
Transient (5-second maxi-
Type II oils: Aeroshell 500, Castrol 5,000,
mum allowable) ...................... 103% 103%
Exxon 2380, Mobil Jet II, and Mobil 254, in
100% N 1 = 21,000 rpm—TFE731-5AR-1C acccordance with Garrett Turbine Engine
TFE731-5BR-1C Company: EMS 53110 type II.
100% N 2 = 29,692 rpm—TFE731-5AR-1C These brands may be mixed.
100% N 2 = 30,300 rpm—TFE731-5BR-1C
With increased thrust OIL PRESSURE
100.8% N 2 = 29,989 rpm—TFE731-5AR-1C
THRUST MINIMUM MAXIMUM
100.8% N 2 = 30,540 rpm—TFE731-5BR-1C SETTING PRESSURE PRESSURE
Takeoff or
MAXIMUM INTERSTAGE maximum
TURBINE TEMPERATURE (ITT) continuous .......... 38 psi ........... 46 psi
Starting, ground/air—Normal Idle..................... 25 psi ........... 46 psi
TFE731-5AR-1C ........................................ 952°C Transient ............................... 55 psi less
TFE731-5BR-1C ........................................ 978°C than 3 minutes
Takeoff—Normal (5 minutes maximum)
TFE731-5AR-1C ........................................ 952°C
TFE731-5BR-1C ........................................ 978°C

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NOTE
The OIL 1, OIL 2, and OIL 3 lights
in the warning panel illuminate for
an oil pressure below 25 psi or chip
detector contamination.
OIL TEMPERATURE
Operational limits:
From sea level
to 30,000 feet ........................ 127°C maximum
Above 30,000 feet ................. 140°C maximum
Transient at any
altitude .................................. 149°C maximum
.............................................. (2 minutes)
Minimum
(for exceeding idle power) ................... 30°C
PLACARDS
AND INSTRUMENTS
All placards and instrument markings required by
FAR 25 are contained in the Operating Manual.

QUESTIONS
1. The TFE731 engine is defined as a: A. Fuel computer switch is at the MAN
A. Twin-spool aft fan position
B. Twin-spool turbofan B. N o s e g e a r p r o x i m i t y s w i t c h h a s
C. Free-spool turbofan failed
D. Single-spool turbofan C. Engine power is low or the S-duct
door is not locked
D. Fuel computer has failed
2. N 1 or N 2 transients of 103% are accept-
able for:
7. The takeoff thrust setting parameter for
A. Continuous operation the TFE731 engine is:
B. Five minutes
A. Fuel flow
C. One minute
B. N 1
D. Five seconds
C. ITT
D. N 2
3. If the No. 2 engine fuel computer fails
when lined up for takeoff:
8. The maximum acceleration time from
A. Do not take off and have the 10% N 2 to light-off is:
problem corrected.
A. 60 seconds
B. Match N 1 to that of the highest
B. 20 seconds
engine.
C. 45 seconds
C. Match ITT to that of the lowest
engine. D. 10 seconds
D. Set takeoff power to the N 1 or ITT
limit. 9. The fuel computer will automatically
reset if it trips to the manual mode for:
4. The minimum oil pressure to sustain A. Input voltage droop
flight is: B. N 2 input failure
A. 55 psi C. P T2 T T2 inputs out of range
B. 25 psi D. Momentary transients in flat-rated
C. 38 psi thrust
D. 46 psi
10. When the fuel computer switch is in the
MAN position, the parameter moni-
5. The maximum oil temperature to sus-
tored is:
tain flight above 30,000 feet is:
A. T 5
A. 140°C
B. N 1 and N 2 ultimate overspeed
B. 149°C for one hour
C. Surge bleed valve
C. 127°C
D. Acceleration and deceleration fuel
D. 30°C
schedule
6. An ENG 2 FAIL light during takeoff in-

dicates that the:

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION.................................................................................................................. 8-1
GENERAL ............................................................................................................................ 8-1
FIRE DETECTION PANEL .................................................................................................. 8-2
FIRE DETECTION SYSTEMS ............................................................................................ 8-2
Engine Fire and Overheat Detection .............................................................................. 8-2
APU Fire Detection ........................................................................................................ 8-5
Baggage Compartment Fire Detection .......................................................................... 8-5
Landing Gear Wheel Well Overheat Detection .............................................................. 8-5
Fire Test .......................................................................................................................... 8-5
FIRE EXTINGUISHING ...................................................................................................... 8-6
General............................................................................................................................ 8-6
Engine Fire Extinguishing ............................................................................................ 8-10
APU and Baggage Compartment Fire Extinguishing .................................................. 8-10
PORTABLE FIRE EXTINGUISHERS .............................................................................. 8-10
Automatic Fire Extinguishers (Option 26-20-10)........................................................ 8-11
QUESTIONS........................................................................................................................ 8-12

ILLUSTRATIONS
Figure Title Page
8-1 Fire Panel and Warning Lights................................................................................ 8-3

8-2 Continuous-Loop Fire Detectors ............................................................................ 8-4
8-3 Fire Detection System Block Diagram .................................................................. 8-6
8-4 Fire Test Circuit Block Diagram ............................................................................ 8-7
8-5 Fire-Extinguisher Bottles ........................................................................................ 8-7
8-6 Fire-Extinguishing System...................................................................................... 8-8
8-7 Extinguishing System Controls and Operation ...................................................... 8-9
8-8 Identification of Discharge Head Connections .................................................... 8-10
8-9 Halon Extinguisher (Typical)................................................................................ 8-11
TABLE
Table Title Page
8-1 Fire Detector Characteristics .................................................................................. 8-5
FOR TRAINING PURPOSES ONLY 8-iii

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CHAPTER 8
FIRE PROTECTION
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INTRODUCTION
The Falcon 900 has a fire protection system to detect and extinguish fires in certain sec-
tions of the airplane. The detection system activates warning lights and an aural tone in
the cockpit. The extinguishers are controlled by crew command.
GENERAL
The crew is warned of the presence of fire, supply line incorporates an electrically oper-
overheating, or smoke (in the baggage com- ated shutoff valve.
partment) by detection units. For each zone the
fire panel or warning lights illuminate. An The distribution tubing in the systems is sup-
audio warning sounds when overheat, fire, or plied by fixed extinguisher bottles located in
smoke exists in a monitored area other than the the rear compartment. There are also two
wheel wells. portable extinguishers: one in the left cabinet
behind the pilot’s seat and the other at the rear
The airplane has two types of detection sys- of the cabin.
tems: continuous loop and smoke detection.
On aircraft incorporating the appropriate op-
Fire protection is provided in the engine nation, two automatic fire extinguishers are in-
celles of all engines, in the APU area, and in stalled in the front and rear lavatory trash cans.
the baggage compartment. Each engine fuel

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Each of the main landing gear wheel wells is There are five red fire warning lights on the
provided with an overheat detection system. fire warning panel. The applicable light illu-
The brakes are a potential source of heat which minates if a fire is detected in an engine or in
may lead to excessively high temperatures the area of the APU or smoke is detected in the
when the gear is retracted and the doors locked baggage compartment. The lights will remain
closed. The gear wells are not equipped with illuminated until the detected condition is
an extinguishing system. past. Light illumination is accompanied by
an aural warning, which can be silenced with
A test circuit provides for detection and ex- the HORN SIL pushbutton on the pedestal.
tinguishing system monitoring.
The applicable FAULT light illuminates if a
fault occurs in the corresponding detection
circuit. The FUEL SHUT OFF switches (one
FIRE DETECTION for each engine) control fuel shutoff valves in
PANEL each engine feed line. Shutoff valve opening
or closing is verified by the amber TRANS
The fire panel (Figure 8-1) is equipped with light going out when travel in either direc-
extinguisher discharge control switches, lo- tion is completed. It should be noted that the
cated above the corresponding fire warning amber FAULT light is the only means of mon-
light (FIRE 1, FIRE 2, and FIRE 3, FIRE APU, itoring the loop. If this light is illuminated, a
and FIRE BAG COMP) (all colored lights are fault is indicated in the associated loop.
shown in Appendix B).
The three engine extinguisher DISCH

switches have three positions, labeled “0,”
FIRE DETECTION
“1,” and “2.” The APU and baggage com- SYSTEMS
partment discharge switches have two posi-
tions, labeled “0” and “1.”
ENGINE FIRE AND OVERHEAT
Normally, all of the DISCH switches are safe- DETECTION
tied with break-away wire to the 0 position.
The continuous-loop fire detectors consist of
The 1 position of the engine DISCH switches
fine-bore capillary tubes of different lengths,
is powered by the main bus as follows: No. 1
depending on where they are installed. These
engine, bus A1; No. 2 engine, bus B1; No. 3
detectors are permanently connected to a re-
engine, bus A2. The 2 position is powered by
sponder, and the complete assembly is hermet-
the battery bus. The switches must be pulled
ically sealed. The capillary tube encloses a
out prior to upward movement to position 2.
metal core saturated with an inert gas which
The baggage compartment discharge switch is
maintains pressure in the detector. This tube
powered by bus A2 and the battery bus; the
is the sensitive element of the detector, and it
APU discharge switch is powered by bus B1
functions in two modes:
and the battery bus.
• General overheat (ambient tempera-
The APU discharge switch, when moved to ture detection)—If the temperature in
position 1, discharges a single bottle into the the general area around the detector
APU area. If the baggage compartment dis- increases, the resulting expansion of
charge switch is placed in the 1 position, the the inert gas, when it reaches a prede-
same bottle, if not previously selected, is dis- termined level, triggers the warning
charged into the baggage compartment area. pressure switch incorporated in the de-
tector unit.

APU
FUEL SHUTOFF DISCHARGE
LIGHTS (3) SWITCH
FUEL FUEL FUEL

2 OFF 2 OFF 2 OFF 0 FAULT
1 1 1
0 0 0 FIRE APU
TRANS TRANS TRANS
BAGGAGE
1
FAULT FAULT FAULT COMPARTMENT
0
SWITCH
BAG COMP
WARNING PANEL
TEST
LIGHTS FIRE
L AOA R AOA
L PITOT ST BY R PITOT
PITOT
L. WHL R. WHL
OVHT OVHT
HOT AUTO FLAP
BAT SLATS ASYM
HORN SIL
PUSHBUTTON
Figure 8-1. Fire Panel and Warning Lights

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• Local overheating (pinpoint detection)— • Integrity pressure switch—The contacts

If a sudden local temperature rise oc- are normally closed by the inert gas
curs (actual flames), the metallic core pressure in the tube.
releases a high quantity of gas to imme-
diately activate the pressure switch. This When the detector unit preset temperature is
process is reversible, allowing the de- detected, the applicable FIRE light on the fire
tectors to function repeatedly. As the panel illuminates, and the aural warning
temperature returns to normal, the gas is sounds.
reabsorbed by the metallic core, and the
detector returns to its initial state of If the detector unit is not perfectly sealed, the
readiness. contacts are open. Illumination of the FAULT
light of the corresponding engine, or the APU,
Figure 8-2 shows the location of engine and reveals such a defect. The detectors are all
APU fire detectors. the same type and differ only in length and in
the valves for which their pressure switches
The detector unit is a sealed responder con- are preset (Table 8-1).
taining two pressure switches:
• Pressure warning switch—The contacts
close at the occurrence of its preset gen-
eral or localized overheating conditions.
NO. 3 ENGINE
APU
NO. 2 ENGINE
NO. 1 ENGINE
Figure 8-2. Continuous-Loop Fire Detectors

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Table 8-1. FIRE DETECTOR CHARACTERISTICS
NUMBER OF AMBIENT PINPOINT

LOCATION DETECTORS DETECTION THRESHOLD DETECTION THRESHOLD LENGTH
ENGINE One per engine 400°F (204°C) 900°F (482°C) • Engines 1 and 3—
FIRE ZONE 13 ft (3.96 m)
• (Engine 2—15 ft
(455 m)
APU One 400°F (204°C) 900°F (482°C) 9 ft (2.73 m)
LANDING GEAR One per 270°F (132°C) 800°F (427°C) 3 ft (0.97 m)

WHEEL WELLS wheel well
(SNs 001–095)
LANDING GEAR One per 320°F (160°C) Detector

WHEEL WELLS wheel well
(SNs 096–999)
APU FIRE DETECTION warning circuit, and electrical continuity of the

light source are tested.
The fire detector in the APU compartment is
the same type used in the engine nacelles. It
operates in two modes: general overheat and LANDING GEAR WHEEL WELL
local overheat detection. Detection of an over- OVERHEAT DETECTION
heat condition illuminates the red FIRE APU
light and sounds the aural warning. Continuous-loop detectors similar to those used
in the engine nacelles and the APU compartment
BAGGAGE COMPARTMENT or overheat detectors supply an illuminating
signal for overtemperature in the main gear
FIRE DETECTION wheel wells. The signal illuminates the re-
Fire protection in the baggage compartment is spective red L. or R. WHL OVHT light on the
warning panel. There is no audible warning or
provided by an optical smoke detector utiliz- extinguishing system in the wheel wells. The
ing light reflection from smoke to excite a lights are tested by placing the TEST switch
photosensitive element. on the warning panel to the LIGHTS position.
When a smoke concentration of 15 to 30% pen- A block diagram of the entire fire detection
etrates the optical detector, the illumination of system is presented in Figure 8-3.
a photoelectric cell is modified, triggering a
warning signal on an electronic circuit. The
FIRE BAG COMP warning light will illuminate FIRE TEST
with a response time of less than four seconds.
The various fire protection systems are tested
To ensure that the warning signal is provided with the TEST switch on the top of the warn-
without delay, the smoke detector is positioned ing panel (Figure 8-4).
in the pressurization and conditioning airflow
the smoke is likely to follow. Placing the switch in the FIRE position tests the
detection and warning systems of the engines,
The smoke detection system is tested by a light- the APU, and the baggage compartment. The fol-
emitting diode (LED) that directly illuminates lowing are checked during the test:
the photoelectric cell. As the cell is energized
in series with the light source, the cell, the • Application of battery power and airplane
28 VDC

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• Continuity of bottle cartridge FIRE EXTINGUISHING

• Operation of the fire detection units’
warning function
GENERAL
• Integrity of the detector heads
All of the fixed fire extinguisher bottles contain
• Operation of the red warning lights the same extinguishing agent, bromotrifluo-
• Operation of the aural warning system romethane (CF 3Br), known in France as Freon
13B1 and in the United States as Halon 1301.
Placing the switch in the LIGHTS position tests
the wheel well detector units, the associated Each of the extinguishers has two differently
warning lights and, on aircraft SNs 096 through colored, electrically actuated pyrotechnic
999, the associated PCBs.
FIRE PANEL
ENGINE 1 ENGINE 1
FIRE DETECTION FIRE 1
DETECTOR MONITORING UNIT
ENGINE 2 ENGINE 2
ENGINE 3 ENGINE 3
APU APU
FIRE DETECTION FIRE APU
SMOKE FIRE
DETECTOR BAG COMP
WARNING PANEL
LEFT GEAR
WELL PCB L WHL
DETECTOR OVHT
(SNs 096 AND SUBSEQUENT)
RIGHT GEAR
WELL PCB R WHL
DETECTOR OVHT
(SNs 096 AND SUBSEQUENT)
Figure 8-3. Fire Detection System Block Diagram

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discharge heads. Each head is connected to one

of two extinguishing circuits. For the No. 1 and
No. 3 engines, a single bottle is discharged; for
the No. 2 engine, two bottles are discharged si-
multaneously because of the greater area of the
engine nacelle. Interconnection of the engine ex-
tinguishers enables successive use of two bot-
tles to extinguish a fire in one engine. The
bottles are shown in Figure 8-5.
Figure 8-5. Fire-Extinguisher Bottles
FIRE PANEL
FAULT
ENGINE 1
DETECTOR
WARNING PANEL
TEST ENGINE 1
LIGHTS FIRE EXTINGUISHERS FIRE 1
L. AOA R. ADA
AUDIO
L. PITOT ST BY
PITOT
R.PITOT WARNING
L. WHL R. WHL
OVHT OVHT FAULT
ENGINE 2
DETECTOR
ENGINE 2 FIRE 2
EXTINGUISHERS
FAULT
ENGINE 3
DETECTOR
ENGINE 3 FIRE 3
EXTINGUISHERS
FAULT
APU
DETECTOR
FIRE
APU APU
EXTINGUISHER
FIRE
SMOKE BAG COMP
DETECTOR
WARNING PANEL
LEFT GEAR L. WHL

WELL DETECTOR OVHT
R.WHL
RIGHT GEAR
OVHT
WELL DETECTOR
Figure 8-4. Fire Test Circuit Block Diagram

8-8
SMOKE NO. 3 ENGINE

DETECTOR
LANDING GEAR WELL
LOCALIZED DETECTOR SELF-TEST
(AIRCRAFT SNs 96 AND SUBSEQUENT) UNIT (2)

APU
NO. 2 ENGINE
BAGGAGE SHUTTLE
COMPARTMENT VALVE
(7)
PORTABLE HALON
FIRE EXTINGUISHER WHEEL PORTABLE
WELL HALON FIRE
EXTINGUISHER
NO. 1 ENGINE
LEGEND APU AND BAGGAGE COMPARTMENT BOTTLE
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FIRE DETECTORS APU EXTINGUISHING
ENGINE BOTTLES BAGGAGE COMPARTMENT EXTINGUISHING
ENGINE EXTINGUISHING OVERPRESSURE DISCHARGE
international
ELECTRICAL
Revision 4
Figure 8-6. Fire-Extinguishing System

The bottles have pressure gages and a correc- Figure 8-6 shows the location of fire bottles,
tion table for checking nitrogen charge at vary- detector units, and distribution lines. Figure
ing ambient temperatures. A pressure- 8-7 illustrates the extinguishing system con-
relief valve dumps extinguishing agent in the trols and system operation. Figure 8-8 iden-
event of overpressurization. The exhausted tifies discharge head connections.
agent is vented overboard through the general
drain mast in the rear compartment.
ENGINE 1 FIRE ENGINE 1 FIRE

FUEL
DISCH SHUTOFF DISCH
2 2 2 2
1 1
SWITCH 1 1
0 0 ENGINE 1 2 3 4 5 FIRE
0 0
FAULT FIRE 1 PANEL FAULT
FIRE 1 PANEL FIRE 1

FIRST SHOT SECOND SHOT
NORMAL BACKUP
DISCH DISCH
2 2 FIRE FIRE 2 2
1 1 ENGINE 1 1
0 0
PANEL 1 2 3 4 5 PANEL 0 0
2 SECOND
FAULT FAULT
SHOT (LEFT)
FIRE 2 FIRE 2
SECOND
FIRST SHOT (LEFT) SHOT (RIGHT)
NORMAL FIRST SHOT (RIGHT) BACKUP

DISCH DISCH
2 2 2 2
1 1 FIRE FIRE 1 1
0 0
PANEL ENGINE 1 2 3 4 5 PANEL 0 0
FAULT
3
FAULT
FIRE 3 SECOND FIRE 3
SHOT
FIRST SHOT
NORMAL BACKUP
BAGGAGE COMPARTMENT FIRE APU FIRE

1
0
FAULT FAULT
BAGGAGE
FIRE APU FIRE COMPARTMENT FIRE FIRE APU
PANEL PANEL 1
1 2 3 4 5 APU 0
FIRE FIRE
BAG COMP BAG COMP
Figure 8-7. Extinguishing System Controls and Operation

(22WB-A) (22WB-B)
A B A1 B12 A12 B1 B3 A22 B22 A3
(22WB) (3WB1) (L3WB2) (R3WB2) (3WB3)
BAGGAGE
COMPARTMENT APU
NO. 1 ENGINE NO. 3 ENGINE
NO. 2 ENGINE
A1 FIRST SHOT, NO. 1 ENGINE A12 FIRST SHOT, NO. 2 ENGINE B3 SECOND SHOT, NO. 3 ENGINE A3 FIRST SHOT, NO. 3 ENGINE
B12 SECOND SHOT, NO. 2 ENGINE B1 SECOND SHOT, NO. 1 ENGINE A22 FIRST SHOT, NO. 2 ENGINE B22 SECOND SHOT, NO. 2 ENGINE
Figure 8-8. Identification of Discharge Head Connections
ENGINE FIRE EXTINGUISHING nacelle when the DISCH switch is in position.

Moving the switch to the 2 position discharges
When an engine fire is indicated by illumina- the No. 2 and No. 5 bottles into the nacelle.
tion of a FIRE light, the fuel valve to that en-
gine should be closed by raising the guard and
actuating the FUEL SHUT OFF switch (Figure APU AND BAGGAGE
8-1). With the valve in transit, the amber TRANS COMPARTMENT FIRE
light illuminates, going out as the valve closes.
Referring to Figure 8-7, note that moving the
EXTINGUISHING
DISCH switch above the FIRE 1 light to the 1 The No. 1 bottle (Figure 8-7) is dedicated to
position discharges the No. 2 bottle into the the APU and the baggage compartment. If
No. 1 engine nacelle. If the fire persists, ad- the FIRE APU or the FIRE BAG COMP light
vancing the switch to the 2 position fires the No. illuminates, actuation of the discharge switch
3 bottle into the same nacelle. above the illuminated light fires the bottle
into the designated area.
When a fire occurs in the No. 3 engine, posi-
tioning the DISCH switch to the 1 position fires
the No. 5 bottle contents into the No. 3 engine
nacelle. If the fire persists, advancing the switch PORTABLE FIRE
to the 2 position discharges the No. 4 bottle EXTINGUISHERS
into the same area.
Two portable fire extinguishers are installed
Since the nacelle of the No. 2 engine is larger, in the airplane. One is positioned vertically in
the No. 3 and No. 4 bottles are released into the the pilot’s closet, the other is located at the rear

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of the cabin on the left side (See Figure 8-6).

Each bottle contains 2.5 pounds (1.13 kg) of
Halon 1211. The extinguishers can be used to
fight Class B and C fires (liquids and electri-
cal). A typical Halon 1211 extinguisher is
shown in Figure 8-9.
Figure 8-9. Halon Extinguisher

(Typical)
AUTOMATIC FIRE
EXTINGUISHERS
(OPTION 26-20-10)
Two automatic fire extinguishers are installed
in the front and rear lavatory trash cans. These
Halon 1301 fire extinguishers are automati-
cally discharged when the ambient tempera-
ture reaches 76°C (170°F).

QUESTIONS
1. Placing the TEST switch in the FIRE po- 5. When an engine fire is indicated:
sition tests the: A. Use the applicable DISCH switch to
A. Continuity of the red warning lights release the contents of a bottle into
B. Continuity of cartridge circuitry that nacelle.
C. Integrity of the detector heads B. Wait until smoke is visible from the
D. All of the above nacelle before taking any action.
C. P o s i t i o n t h e a p p l i c a b l e D I S C H
2. If the FIRE 1 light illuminates: switch to Position 2 to discharge the
backup bottle.
A. The No. 2 bottle automatically dis-
charges into the No. 1 engine nacelle. D. A c t u a t e t h e F U E L S H U T O F F
switch to close the fuel shutoff valve
B. Crew action must be taken; bottle dis- to that engine; then position the
charge does not automatically occur. DISCH switch to Position 1.
C. The No. 3 bottle automatically dis-
charges into the No. 1 engine nacelle. 6. Actuating the discharge switch above the
D. The No. 1 and No. 3 bottles auto- FIRE APU warning light:
matically discharge into the No. 1 en-
gine nacelle. A. Discharges one-half of the contents
of the No. 1 bottle into the APU area
3. Illumination of an L. or R. WHL OVHT B. D i s c h a rg e s t h e e n t i r e c o n t e n t s
light: of the No. 1 bottle into the APU area
C. A r m s N o . 1 b o t t l e c i r c u i t r y ; t h e
A. Automatically discharges a bottle into switch must be recycled to discharge
the related wheel well its contents
B. Triggers the aural “gear” warning from D. Discharges one-half of the contents
the audio control box of two bottles into the APU area
C. Warns of an overheat condition in the
wheel well, but no provision is made for 7. The portable Halon fire extinguishers are
fire extinguishing in that area effective against:
D. A and B
A. Liquid and electrical fires
4. If the discharge of one bottle into the No. B. Liquid, electrical, and solid-material
1 or No. 3 engine nacelle does not extin- fires
guish a fire: C. Liquid fires only
A. A second bottle can be discharged into D. Electrical fires only
the nacelle.
B. Two more bottles can be discharged
into the nacelle.
C. There is no provision for discharging
another bottle into the nacelle.
D. None of the above

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
ENGINE BLEED AIR............................................................................................................. 9-1
General ............................................................................................................................. 9-1
LP Bleed Air .................................................................................................................... 9-2
HP Bleed Air.................................................................................................................... 9-2
Bleed-Air Mixing............................................................................................................. 9-2
APU BLEED AIR.................................................................................................................... 9-5
DISTRIBUTION ..................................................................................................................... 9-5
General ............................................................................................................................. 9-5
Anti-icing Systems Not Activated ................................................................................... 9-7
Anti-icing Systems Activated .......................................................................................... 9-7
OPERATION ........................................................................................................................... 9-7
Electric Motor-Operated Isolation Valve ......................................................................... 9-7
APU Bleed Valve ............................................................................................................. 9-7
INDICATION ........................................................................................................................ 9-11
QUESTIONS......................................................................................................................... 9-12

ILLUSTRATIONS
Figure Title Page
9-1 Bleed-Air System—Off............................................................................................ 9-3
9-2 BLEED AIR Panel ................................................................................................... 9-2
9-3 Bleed Air System—Power Level at Idle .................................................................. 9-4
9-4 Bleed-Air System—Power Lever at Takeoff ........................................................... 9-8
9-5 Bleed-Air System—Anti-ice Systems On................................................................ 9-9
9-6 Bleed-Air System—APU On ................................................................................. 9-10
TABLES
Table Title Page
9-1 Ground and Takeoff Conditions ............................................................................... 9-2
9-2 Flight Conditions...................................................................................................... 9-5
9-3 APU Bleed Air ......................................................................................................... 9-5
9-4 Bleed-Air Distribution.............................................................................................. 9-6

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CHAPTER 9
PNEUMATICS
BLEED AIR CO
L R
AIR
15
5
20
LV
VA E
INTRODUCTION
The pneumatic system on the Falcon 900 uses engine and APU bleed air as input to the air-
conditioning, pressurization, and ice and rain protection systems. A system for control of
the bleed-air sources, indication of malfunction, and warning of malfunction is included.
GENERAL ENGINE BLEED AIR

Air from the three engines or the APU is used by
the pneumatic system. The bleed air is di- GENERAL
vided into two categories, engine bleed air and The compressed air required for some airplane
APU bleed air. The engine bleed air is supplied systems or equipment is provided by the engine
from the compressors of the three engines. The through bleed ports. Each engine provides low-
APU bleed is supplied from a plenum pressure (LP) bleed air from the last stage of the
surrounding the APU combustor. It is available low-pressure compressor and high-pressure (HP)
only when the airplane is on the ground. bleed air from the high-pressure compressor

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discharge. Figure 9-1 illustrates the bleed-air

system.
Main HP circuit bleed valve operation is

controlled by HP1, PRV 2, and PRV 3 switches
located on the BLEED AIR panel (Figure 9-2).
LP BLEED AIR
The main bleed-air source for LP bleed air is
one inboard bleed port on the No. 1 and No.
3 engines and the left side of the No. 2 engine.
There is an auxiliary outboard bleed port on the
No. 1 engine and the right side of the No. 2 en-
gine. The outboard bleed port of the No. 3 en-
gine is not used.
HP BLEED AIR
The main bleed-air source for HP bleed air is
through interconnected bleed ports on each en-
gine. The auxiliary bleed-air source is one bleed
port on the upper centerline of each engine.
BLEED-AIR MIXING
At the outlet of each engine, airflows from the
main LP and HP ports are mixed by venturi ac-
tion so that the resulting pressure is greater than
LP bleed-air pressure. Figure 9-3 illustrates the
bleed-air system with the power levers at idle.
LP and HP characteristics relative to engine
status are listed in Tables 9-1 and 9-2.
Figure 9-2. BLEED AIR Panel
Table 9-1. GROUND AND TAKEOFF CONDITIONS
LP AIR HP AIR
ISA CONDITIONS Pressure Temperature Pressure Temperature
(absolute) (absolute)
Idle:
• Altitude = 0 ft 14.80 psi 86° F 29.87 psi 212° F
• Flow rate = 0 ppm (1,021 mbar) (30° C) (2,060 mbar) (100° C)
Takeoff:
• Altitude = 0 ft 89.9 psi 518° F 217.5 psi 806° F
• Flow rate = 0 ppm (6,200 mbar) (270° C) (15,000 mbar) (430° C)

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FlightSafety
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MAIN HP
BLEED PORT
AIR
INTAKE NO. 3
ANTI- ENGINE
ICING
OVERHEAT
TEMPERATURE PROBE
MAIN LP NO. 2 ENGINE
BLEED PORT AUXILIARY HP S-DUCT ANTI-ICE
BLEED PORT SYSTEM
FULL-OPENING
PRESSURE- SOLENOID VALVE
REGULATING VALVE 3
AUXILIARY LP AUXILIARY HP
LP 3 BLEED-AIR BLEED PORT BLEED PORT
TEMPERATURE PROBE
APU
AIR
CREW AIR-CONDITIONING SYSTEM INTAKE
NO. 2
ANTI-
ENGINE
FUEL TANK PRESSURIZATION SYSTEM ICING
PRESSURIZATION JET PUMP
PASSENGER AIR-
CONDITIONING SYSTEM MAIN HP
BLEED
LP1 BLEED-AIR PORT
TEMPERATURE PROBE
MAIN LP
MAIN HP BLEED
BLEED PORT PORT
MAIN LP
BLEED PORT
HP1 ELECTRIC
BLEED VALVE MOTOR-OPERATED
ISOLATION VALVE OVERHEAT
TEMPERATURE PROBE
LP 2
AIR BLEED-AIR
INTAKE NO. 1 TEMPERATURE
ANTI- ENGINE PROBE
OVERHEAT
ICING FULL-OPENING
TEMPERATURE
PROBE SOLENOID VALVE
AUXILIARY HP PRESSURE-
BLEED PORT REGULATING
VALVE 2
AUXILIARY LP
BLEED PORT
Figure 9-1. Bleed-Air System—Off
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MAIN HP
BLEED PORT
LEGEND
CONDITIONS:
OVERHEAD PANEL • ALL BLEED SWITCHES ON
AIR HP BLEED AIR
INTAKE • APU OFF
ANTI- • POWER LEVER AT IDLE LP BLEED AIR
NO. 3
HP1 PRV2 PRV3 ICING • ANTI-ICE OFF
ENGINE
MIXED BLEED AIR
MAIN LP AMBIENT AIR

APU ON IF
BLEED PORT NO. 2 ENGINE
ISOLATION S-DUCT ANTI-ICE
ISOL VALVE PRESSURE-
REGULATING SYSTEM
CLOSED 635˚ F (335˚ C)
VALVE 3 AUXILIARY LP MAIN HP
BLEED PORT BLEED PORT
LP LP
ISOLATION
AUTO APU
ON NORM
OFF HEAT
ENGINE
ISOL FUEL TANK PRESSURIZATION SYSTEM
;;;
PASSENGER CREW BAG PRESSURIZATION JET PUMP
635˚ F
BLEED AIR (335˚ C)
PASSENGER AIR-CONDITIONING SYSTEM
WARNING PANEL
MAIN HP
BLEED PORT 635˚ F
;
(335˚ C)
MAIN LP
BLEED PORT
BLEED BLEED HP1
OVHT APU
BLEED
VALVE
AIR
MAIN HP
INTAKE
NO. 1 BLEED PORT
ANTI-
ICING ENGINE
ON IF:
• APU BLEED VALVE OPEN IN FLIGHT MAIN LP
FLASHING IF • APU BLEED VALVE OPEN ON THE BLEED PORT
CORRESPONDING GROUND AND POWER LEVER AT
SWITCH PRESSURE-
A POSITION ABOVE 54˚ FCU
OFF REGULATING
VALVE 2
AIR INTAKE
ANTI-ICING
Figure 9-3. Bleed-Air System—Power Lever at Idle
Table 9-2. FLIGHT CONDITIONS
LP HP
FLIGHT
CONDITIONS Pressure Temperature % per Pressure Temperature % per
(absolute) engine (absolute) engine
Takeoff with 85.55 psi 455° F 188.5 psi 752° F
anti-icing: (5,900 mbar) (235° C) 2.4 (13,000 mbar) (400° C) 4.4
• TS = 0° C
• N1 = 94%
Cruise without 25.81 psi 401° F 70 psi 707° F
anti-icing: (1,780 mbar) (205° C) 1.0 (4,830 mbar) (375° C) 0
• M = 0.75
• Z = 41,000 ft
• TS = –56.5° C
• N1 = 98.8%
The three airflows are then mixed and supply LP bleed air (from the main or auxiliary source)
a single air system, which can be divided into is available as soon as one of the engines is
two separate subsystems by means of an elec- started. There are no LP bleed-air shutoff
tric motor-operated isolation valve. The valve valves.
is normally selected open as long as no fault
(leakage, smoke, etc.) is detected in either of HP bleed air is controlled with valves activated
the subsystems. by switches in the cockpit, excluding the pres-
surization jet pump and waste water system.
One side of the isolation valve, connected to
the No. 1 and No. 3 engines, supplies com-
pressed air to the cockpit air-conditioning and
the wing anti-icing systems. The other side
APU BLEED AIR
supplies the passenger cabin air-conditioning
When the airplane is on the ground, bleed air
and the No. 2 engine air intake and S-duct
from the APU can be fed to the main engine
anti-icing systems.
bleed-air manifold and used to operate the
cabin air-conditioning system. APU bleed air
The auxiliary HP bleed-air systems are com-
is also supplied to the pressurization jet pump
pletely independent. Each supplies the air in-
controlling the cabin outflow valves and water
take anti-icing of the corresponding engine.
tank pressurization. General characteristics
of APU bleed air are listed in Table 9-3.
The auxiliary LP bleed-air systems of the No.
1 and No. 2 engines are interconnected and
supply the fuel tank pressurization system.
DISTRIBUTION
Backflow from a running engine into an inop-
erative engine, or an engine at a lower power
setting, or injection of HP bleed air into the LP GENERAL
bleed-air system is prevented by check valves. A main distribution circuit supplies a mixture
Table 9-3. APU BLEED AIR
PRESSURE TEMPERATURE FLOW RATE

Altitude = 0 ft
Temperature = 59° F 52.2 psi 428° F 60 ppm
(15° C) (3,600 mbar) (220° C) (27 kg/min)

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of HP and LP air to the pilot and passenger the No. 1 and No. 2 engines and the APU.
air-conditioning systems as well as to the wing
and No. 2 engine S-duct anti-icing systems. An In the main circuit, HP bleed air provides
LP air circuit feeds the fuel tank pressurization additional pressure to the LP bleed-air system.
system. Three separate HP circuits feed the anti- Table 9-4 lists bleed-air distribution relative to
icing systems of the No. 1, No. 2, and No. 3 source and engine power setting.
engine air intakes. A pressurization jet pump
and waste water circuit is supplied HP air from
Table 9-4. BLEED-AIR DISTRIBUTION
LP HP
AIRPLANE SYSTEMS AUXILIARY

AUXILIARY (3 ENGINES)
MAIN (NO. 1 AND MAIN (SEPARATE
(3 ENGINES) NO. 2 ENGINES) (3 ENGINES) PORTS)
Fuel tank pressurization 1-2
Pressurization jet pump

1 2
Waste water system (APU)
No. 1 engine air intake and heat

exchanger inlet anti-icing 1
No. 2 engine air intake anti-icing 2
Low power setting 1-2-3 1-2-3

Wing
anti-icing
High power setting 1-2-3
No. 2 Low power setting 1-2-3 1-2-3

engine
S-duct
anti-icing High power setting 1-2-3
Low power setting 2-3
Air Medium power setting 1-2-3 2-3

Conditioning
NOTE:
1= NO. 1 ENGINE, 2= NO. 2 ENGINE, 3= NO. 3 ENGINE

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The No. 1 engine HP bleed valve is an on-off As soon as the No. 2 engine and S-duct air in-
device and opens only when the wing anti-icing take anti-icing systems are switched on:
system is in operation.
• The PRV 2 valve fully opens if the tem-
The No. 2 and No. 3 engine bleed valves are perature of LP 2 bleed air is less than
pressure-regulating valves (PRV 2 and PRV 3). 378.5° F (192.5° C).
They normally operate as regulating valves but
are commanded to fully open when the wing and • If the engine power setting is in-
No. 2 engine S-duct air intake anti-icing systems creased to more than 82°, the No. 1
have been activated. HP valve and No. 2 and No. 3 PRV au-
tomatically close for 18 seconds to
This order is given by a solenoid valve located avoid bleed-air overheating.
in the air pressure reference circuit
downstream of each PRV. With anti-icing on,
the HP 1 valve closes, and PRV 2 and PRV 3 OPERATION
revert to the regulating mode of operation if
the associated LP temperature, as sensed by ELECTRIC MOTOR-OPERATED
the temperature probe, reaches a preset
threshold. ISOLATION VALVE
This valve is controlled by the ISOLATION
switch located on the BLEED AIR panel.
ANTI-ICING SYSTEMS NOT
ACTIVATED When the isolation valve is closed, the main
bleed-air system is divided into two separate
For operation with anti-icing systems not acti- subsystems:
vated (Figure 9-4), since engine power settings
are high, the circuit is supplied only with LP • One subsystem receives bleed air from
bleed air: the No. 1 and No. 3 engines.
• The HP 1 valve is closed. • The other subsystem receives bleed air

from the No. 2 engine (or from the APU
• The pressure in the LP circuit holds PRV when the airplane is on the ground).
2 and PRV 3 valves closed.
• If the engine power setting is reduced APU BLEED VALVE

and the LP air becomes insufficient, The APU bleed valve is controlled by:
PRV 2 and PRV 3 open to compensate
for the low-pressure air supply. • The BLEED AIR APU switch
ANTI-ICING SYSTEMS • Three power lever angle proximity

switches
ACTIVATED
As soon as the wing anti-icing systems are
• The APU electronic control unit
switched on (Figure 9-5): When the BLEED AIR APU switch is off, the
APU bleed valve closes regardless of engine
• The HP 1 valve opens if the tempera- speed or the electrical signals received from the
ture of LP 1 bleed air is less than APU electronic control unit.
378.5° F (192.5° C).
When the BLEED AIR APU switch is on (Fig-
• The PRV 3 valve fully opens if the tem- ure 9-6), the bleed valve opens (except when
perature of LP 3 bleed air is less than one of the three power levers is set to a position
378.5° F (192.5° C). corresponding to a power setting greater than

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MAIN HP
BLEED PORT
NOTE: CONDITIONS:
OVERHEAD PANEL CREW AND PASSENGER AIR- • ALL BLEED SWITCHES ON
AIR CONDITIONING VALVES CLOSE WHEN ONE • APU OFF
INTAKE OR MORE POWER LEVERS ARE ADVANCED • POWER LEVER TO TAKEOFF
ANTI- NO. 3 THROUGH 54˚ PLA AND AIRCRAFT IS ON • ANTI-ICE OFF
HP1 PRV2 PRV3 ICING ENGINE THE GROUND.
MAIN LP
APU
ON IF BLEED PORT AIR AUXILIARY LP
ISOLATION PRESSURE- INTAKE BLEED PORT
ISOL
VALVE REGULATING ANTI-
CLOSED VALVE 3 635˚ F (335˚ C)
ICING
MAIN HP
BLEED PORT
LP LP
ISOLATION
AUTO APU
ON NORM
OFF HEAT
ENGINE
;;;
635˚ F
BLEED AIR (335˚ C)
WARNING PANEL MAIN HP

MAIN HP BLEED PORT
BLEED PORT 635˚ F
;
(335˚ C)
MAIN LP
BLEED PORT HP1
BLEED BLEED MAIN LP
OVHT APU BLEED
BLEED PORT
VALVE
AIR NO. 2
INTAKE ENGINE
ANTI- NO. 1 S-DUCT
ICING ENGINE ANTI-ICE
PRESSURE-
ON IF: SYSTEM
REGULATING
• APU BLEED VALVE OPEN IN FLIGHT VALVE 2
FLASHING IF • APU BLEED VALVE OPEN ON THE
SWITCH A POSITION ABOVE 54˚ FCU LEGEND
OFF
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AMBIENT AIR
Figure 9-4. Bleed-Air System—Power Lever to Takeoff
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MAIN HP XFR
BLEED PORT
PILOT ST-BY COPILOT ENG 1 ENG 2 ENG 3 WING PILOT COPILOT SIDE
OVERHEAD PANEL MAN
AIR NORM
INTAKE OFF
ANTI- NO. 3 PITOT ANTI-ICE WINDSHIELD
HP1 PRV2 PRV3 ENGINE
ICING PILOT COPILOT
FAST FAST
SLOW SLOW
OFF OFF
WIPER WIPER
APU
ON IF MAIN LP
PRESSURE- NO. 2 ENGINE S-DUCT
ISOLATION BLEED PORT
ISOL REGULATING ANTI-ICE SYSTEM
VALVE AIR INTAKE
VALVE 3 545° F (285° C) AUXILIARY LP
CLOSED ANTI-ICING
BLEED PORT
LP LP
MAIN HP
BLEED PORT
ISOLATION
AUTO APU
ON NORM
OFF HEAT
ENGINE
545° F
BLEED AIR (285° C)
WARNING PANEL MAIN HP

MAIN HP BLEED PORT
BLEED PORT
545° F
(285° C)
MAIN LP HP 1
BLEED BLEED BLEED PORT BLEED VALVE
OVHT APU MAIN LP
BLEED PORT
PRESSURE-
AIR
REGULATING
INTAKE
NO. 1 VALVE 2
ANTI-
ICING ENGINE
CONDITIONS:
ON IF:
• ALL BLEED SWITCHES ON
• APU BLEED VALVE OPEN IN FLIGHT
FLASHING IF • APU OFF
• APU BLEED VALVE OPEN ON THE
CORRESPONDING • POWER LEVER TO HIGH SETTING
GROUND AND POWER LEVER AT
SWITCH • ANTI-ICE ON
A POSITION ABOVE 54° FCU
OFF
LEGEND
HP BLEED AIR
LP BLEED AIR
NOTE: MIXED BLEED AIR

HP1, PRV2, AND PRV3 WILL AUTOMATICALLY
CLOSE FOR 18 SECONDS WHEN ANTI-ICING AUXILIARY HP PRESSURE
OPERATION AND HIGH POWER SETTINGS ARE
SELECTED. AMBIENT AIR
Figure 9-5. Bleed-Air System—Anti-ice Systems On
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MAIN HP
BLEED PORT
OVERHEAD PANEL AIR INTAKE
AIR ANTI-ICING
INTAKE
ANTI- NO. 3
HP1 PRV2 PRV3 ICING ENGINE NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM AUXILIARY LP
BLEED PORT
MAIN LP
APU
ON IF BLEED PORT
ISOLATION PRESSURE-
ISOL
VALVE REGULATING
CLOSED VALVE 3 635˚ F (335˚ C)
MAIN HP
BLEED PORT
LP LP
ISOLATION
AUTO APU
ON NORM
CREW AIR-CONDITIONING SYSTEM
OFF NO. 2
HEAT
ENGINE
;;;
ISOL
635˚ F
BLEED AIR (335˚ C)
WARNING PANEL
MAIN HP MAIN HP
BLEED PORT 635˚ F BLEED PORT
;
(335˚ C)
MAIN LP HP1
BLEED BLEED BLEED PORT BLEED
OVHT APU
VALVE MAIN LP
BLEED PORT
AIR
INTAKE
ANTI- NO. 1 LEGEND
ICING ENGINE
PRESSURE-
ON IF: HP BLEED AIR REGULATING
• APU BLEED VALVE OPEN IN FLIGHT VALVE 2
FLASHING IF • APU BLEED VALVE OPEN ON THE LP BLEED AIR
SWITCH A POSITION ABOVE 54˚ FCU MIXED BLEED AIR
OFF
APU BLEED AIR
AMBIENT AIR
CONDITIONS:
• ALL BLEED SWITCHES ON
• APU ON
• ANTI-ICE OFF
Figure 9-6. Bleed-Air System—APU On
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54° PLA), and the degree of valve opening is causes illumination of the BLEED OVHT light.
monitored by the APU electronic control unit so The BLEED OVHT light flashes when the
that the APU T5 limit is not exceeded (the APU switch (HP 1, PRV 2, or PRV 3) correspond-
bleed valve is fully open as long as the T5 limit
is not reached). ing to the overheat circuit is placed in the off
position.
If the BLEED OVHT light illuminates, the crew
INDICATION can easily determine which circuit is
overheating (and, therefore, what corrective
Indication of bleed-air system operation is ac- action to take) by setting the three switches to
complished with BLEED OVHT and BLEED off one at a time and noting which switch is off
APU lights on the annunciator panel (Appendix when the light is flashing.
B) and an ISOL light on the BLEED AIR panel
(Figure 9-2). The ISOL light is normally extinguished and the
valve open, interconnecting all the bleed-air
sources. The ISOL light illuminates as soon as
The monitoring system consists of three tem- the isolation valve is closed.
perature probes and an overheat detection box.
The BLEED APU light is extinguished as long
The three probes are located on the bleed-air as the APU bleed-air valve is closed. The light
ducts downstream of the LP/HP air mixing illuminates:
venturi of each engine.
• When the APU bleed-air valve is open
The overheat detection box receives the tem- and at least one of the power levers is set
perature signal from the temperature probes to a position corresponding to an en-
and compares it with a preset value of 635° F gine power setting greater than 54° PLA
(335° C) with anti-icing off or 545° F (285° C) • When the APU bleed-air valve is open
with anti-icing on. When the detected temper- and the control switch is off
ature exceeds this threshold, the detection box

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QUESTIONS
1. The pneumatic system uses bleed air 7. The No. 1 engine HP bleed valve is open
from the: only when the:
A. No. 1 and No. 3 engines A. Airplane is in flight.
B. No. 2 engine B. APU is inoperative.
C. APU C. Wing anti-ice switch is on.
D. All the above D. Air-conditioning system is operat-
ing.
2. The engines supply the pneumatic sys-
tem with: 8. As soon as the No. 2 engine and S-duct
A. HP bleed air air intake anti-icing systems are
switched on and LP 2 bleed air is less
B. Mixed bleed air
than 378.5° F (192.5° C), the:
C. LP bleed air
A. PRV 2 valve fully opens.
D. All the above
B. PRV 2 valve operates as a pressure-
regulating valve.
3. The switches for bleed-air control are
located on the: C. PRV 2 valve closes.
D. PRV 2 valve modulates with airflow.
A. Overhead panel
B. Center console
9. The APU bleed valve is controlled by:
C. Pilot’s side panel
A. The BLEED AIR APU switch
D. Lower instrument panel
B. Three power lever angle proximity
switches
4. The main bleed-air source for LP bleed
air is: C. The APU electronic control unit
D. All the above
A. An inboard port on the No. 2 engine
B. An inboard port on the No. 1 and
10. The crew can determine which bleed-air
No. 3 engines
circuit is overheating by setting the HP
C. T h e l e f t s i d e p o r t o n t h e N o . 2 1, PRV 2, and PRV 3 switches to:
engine
A. Off
D. Both B and C
B. AUTO
5. Mixed bleed-air pressure is: C. Off one at a time
D. NORM one at a time
A. Less than LP bleed-air pressure
B. More than HP bleed-air pressure
C. More than LP bleed-air pressure
D. Only present on the ground
6. The proper action to take if the No. 2

engine bleed-air system malfunctions
is to:
A. Turn off PRV 2.
B. Close the isolation valve.
C. Turn off HP 1.
D. Open the isolation valve.

CHAPTER 10
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
NACELLE INTAKE ANTI-ICING....................................................................................... 10-2
General........................................................................................................................... 10-2
No. 1 Nacelle and Ram-Air Inlet Anti-icing.................................................................. 10-2
No. 2 Nacelle and S-Duct Anti-icing............................................................................. 10-3
No. 3 Nacelle Anti-icing................................................................................................ 10-5
WING LEADING-EDGE SLATS ANTI-ICING.................................................................. 10-7
General........................................................................................................................... 10-7
Control ........................................................................................................................... 10-7
Indication and Warning.................................................................................................. 10-7
Operation ....................................................................................................................... 10-7
MAIN LANDING GEAR BRAKE HEATING SYSTEM (SB 32) .................................... 10-10
General......................................................................................................................... 10-10
Control ......................................................................................................................... 10-10
Indication and Warning................................................................................................ 10-10
Operation ..................................................................................................................... 10-10
WINDSHIELD ANTI-ICING AND SIDE WINDOW HEAT............................................ 10-12
General......................................................................................................................... 10-12
Windshield Anti-icing ................................................................................................. 10-12
Side Window Heat ....................................................................................................... 10-13

AIR DATA SYSTEMS ANTI-ICING................................................................................. 10-14

General......................................................................................................................... 10-14
Control ......................................................................................................................... 10-14
Monitoring ................................................................................................................... 10-14
Indication and Warning................................................................................................ 10-14
Operation ..................................................................................................................... 10-14
COCKPIT WINDOWS DEFOGGING AND DEMISTING .............................................. 10-16
General......................................................................................................................... 10-16
Windshield Defogging................................................................................................. 10-16
Control ......................................................................................................................... 10-16
Demisting..................................................................................................................... 10-16
Operation ..................................................................................................................... 10-16
CABIN WINDOW DEMISTING ....................................................................................... 10-16
WINDSHIELD WIPERS .................................................................................................... 10-16
General......................................................................................................................... 10-16
Control ......................................................................................................................... 10-18
Operation ..................................................................................................................... 10-18
WATER WASTE DRAIN ANTI-ICING............................................................................. 10-18
General......................................................................................................................... 10-18
Control ......................................................................................................................... 10-18
Operation ..................................................................................................................... 10-18
LIMITATIONS .................................................................................................................... 10-18
QUESTIONS....................................................................................................................... 10-22

ILLUSTRATIONS
Figure Title Page
10-1 Nacelle Air Intakes................................................................................................. 10-2
10-2 No. 1 Nacelle Air Inlet and Ram-Air Inlet............................................................. 10-2
10-3 Overhead Switch Panel .......................................................................................... 10-2
10-4 No. 1 Nacelle and Ram-Air Inlet Anti-icing Operation......................................... 10-3
10-5 No. 2 Nacelle and S-Duct Anti-icing Operation .................................................... 10-4
10-6 No. 3 Nacelle Anti-icing Operation ....................................................................... 10-6
10-7 Wing Leading-Edge Slats Anti-icing Operation .................................................... 10-8
10-7A Wing Leading-Edge Slats Anti-icing and Brake Heating Operation ................... 10-11
10-8 Windshield Anti-icing Operation ........................................................................ 10-13
10-9 DV and Side Window Heat Operation ................................................................ 10-14
10-10 Air Data Systems Components (Typical)............................................................. 10-14
10-11 Air Data Systems Anti-icing Operation............................................................... 10-15
10-12 Footwarmer/Defogging Control Lever ................................................................ 10-16
10-13 Cockpit Windows Defogging/Demisting Operation ............................................ 10-17
10-14 Windshield Wiper Operation ............................................................................... 10-19
10-15 Water Waste Drain ............................................................................................... 10-20
10-16 Water Waste Drain Anti-icing Operation............................................................. 10-21
TABLES
Table Title Page
10-1 No. 1 and No. 3 Engine Nacelle Anti-icing Logic System .................................... 10-3
10-2 No. 2 Nacelle and S-Duct Anti-icing Logic System .............................................. 10-4
10-3 Wing Leading-Edge Slats Anti-icing Logic System .............................................. 10-9
10-4 Wing Leading-Edge Slats Anti-icing and Brake Heating Logic System............. 10-12

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INTRODUCTION
This chapter describes the ice and rain protection systems installed in the Falcon 900.
All values used throughout this chapter, such as for pressure, temperature and flow are
used for their illustrative meanings only. Pertinent values must be obtained from the man-
uals and publications issued with the airplane.
GENERAL
The anti-iced areas of the Falcon 900 include the main windshields, the cockpit side and aft
the nacelle inlet lips, the No. 2 engine S-duct, windows, the air data systems, and the water
the P T2T T2 probes in the nacelle intake, the drains. In addition, a rain removal system is pro-
ECU heat exchanger ram-air inlet, the wing vided for the main windshields, as well as in-
leading-edge slats, the fixed leading-edge sec- ternal defogging. An antifogging system is also
tions on the inboard side of each wing panel, provided for the cabin windows.

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NACELLE INTAKE
ANTI-ICING
GENERAL
The nacelle intakes (Figure 10-1) are anti-
iced by hot bleed air from the associated en-
gine’s HP compressor. The intake lips form
D-ducts, and a piccolo tube is located in each
D-duct. The hot air is discharged through the
piccolo tube holes to impinge on the duct skin
and prevent ice formation. The air is then dis-
charged overboard through louvered outlets.
Figure 10-2. No. 1 Nacelle Air Inlet
and Ram-Air Inlet
switch also controls the electrical power sup-

ply to the PT2TT2 probe located in the air intake.
The switch is lever-locked in the off (down)

position. When turned on, power is applied to
the P T2 T T2 and to the solenoid of a pressure-
operated, engine pressure-regulating, anti-
icing valve. If the engine is running, the HP
outlet pressure opens and modulates the valve,
maintaining a relatively constant anti-icing
pressure, which is supplied directly to the
ram-air inlet lip and through a flow limiter to
Figure 10-1. Nacelle Air Intakes
the nacelle inlet lip.
NO. 1 NACELLE AND RAM-AIR

INLET ANTI-ICING
General
The anti-icing HP bleed-air supply from the
No. 1 engine is used to anti-ice the nacelle inlet
lip and the ECU heat exchanger ram-air inlet
(Figure 10-2) in the No. 1 engine pylon.
Control
The system is controlled by a PCB in con-
junction with a two-position switch labeled
“ENG 1,” located on the ANTI-ICE section of
the overhead panel (Figure 10-3), to control
the anti-icing air supply for the No. 1 nacelle
air intake and the ram-air inlet; in addition, the

FlightSafety
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Indication and Warning NO. 2 NACELLE AND S-DUCT

A dual light above the ENG 1 switch provides ANTI-ICING
indication and warning for the No. 1 engine
nacelle anti-icing. The light has a green and General ENG 1 ENG 2 ENG 3 WING
an amber lens. The indication and warning Two separate areas of the No. 2 nacelle require
system is operated by a low-pressure switch anti-icing: the nacelle air intake lip and the in-
and a high-pressure switch controlled by a take S-duct. ANTI-ICE
PCB. The low-pressure switch controls the
green light, which comes on and remains on The air source for the intake lip is supplied
when the ENG 1 switch is on and the pressure from the No. 2 engine HP compressor. The air PRINTED CIRCUIT LEGEND
in the anti-icing line is at least 4 psi. The source for S-duct anti-icing is LP air supple- BOARD
amber light provides dual indication; if it is AUXILIARY HP BLEED AIR
mented by HP air, based on LP duct temper-
on steadily when the ENG 1 anti-icing switch ature, as described in Chapter 9, “Pneumatics,” ELECTRICAL POWER
is on and the green light is off, it indicates that ECU HEAT
and Chapter 11, “Air Conditioning.” EXCHANGER
line pressure is less than 4 psi or that the anti- RAM-AIR INLET
icing valve failed to open. If the amber light Normally, the air supply for the S-duct anti- ANTI-ICING
is flashing when the ENG 1 switch is on, it in- icing is an HP/LP mix from the bleed-air man- PRESSURE-REGULATING
dicates that line pressure is greater than 90 psi, ifold interconnecting all three engines; however, VALVE
PYLON
possibly caused by failure of the regulating fea- if the ISOLATION switch on the BLEED AIR
ture of the anti-icing valve. The amber light panel (Figure 10-3) is off (stripe vertical), the
comes on momentarily when the ENG 1 switch No. 2 engine continues to supply air directly to
is turned on; it should go off when the green PT2 TT2
the bleed-air manifold, providing for S-duct PROBE
light comes on. The amber light also comes on anti-icing and cabin air-conditioning operation.
flashing when the ENG 1 switch is turned off NO. 1 ENGINE
and the anti-icing valve fails to close. There The anti-icing air distribution for the No. 2 na- FLOW
is no indication or warning of operation or celle intake lip is identical to that for the No. LIMITER
malfunction of the P T2 T T2 probe anti-icing 1 nacelle intake lip. The hot air distribution for
system. the S-duct consists of four perforated lines
HP
which distribute the air to transverse ducts LP PRESSURE HP PRESSURE BLEED
Operation forming the double skin of the S-duct. SWITCH SWITCH PORT
Figure 10-4 in conjunction with Table 10-1 Figure 10-4. No. 1 Nacelle and Ram-Air inlet Anti-icing Operation
depicts the operation of the No. 1 nacelle and Control
ram-air inlet anti-icing. The pressure-regulating The No. 2 nacelle air intake and the S-duct anti-
valve is modulating the supply of HP bleed air icing systems are controlled by a PCB in con- Table 10-1. NO. 1 AND NO. 3 ENGINE NACELLE ANTI-ICING LOGIC SYSTEM
to maintain a constant pressure in the anti-icing junction with a two-position lever-lock switch
line and limits that pressure to 65.2 psi. The HP labeled “ENG 2” located on the ANTI-ICE sec- ENG1/ENG 3 PT2TT2 AIR INTAKE LOW HIGH ENG1/ENG 3
SWITCH SENSOR ANTI-ICING PRESSURE PRESSURE LIGHT
air supply is applied directly to the ram-air inlet tion of the overhead panel, in conjunction with PRV
lip and through a flow limiter to the piccolo tube the PRV 2 switch on the BLEED AIR section Initial Status
in the nacelle intake lip. The anti-icing air is ex- of the overhead panel. In addition, the ENG 2 Off Not energized Closed None None Out
hausted to the atmosphere through louvers on the Activation
nacelle and through drilled holes on the pylon. On Energized Opening Lower than 4 psi Amber Steady
On Energized Regulating Higher than 4 psi Lower than 90 psi Green
Abnormal Conditions
On Energized Regulating Lower than 4 psi Amber steady
On Energized Fully open (no regulation) Higher than 4 psi Higher than 90 psi Amber Flashing
Switch to Off
Off Not energized Closing Higher than 4 psi Amber
Off Not energized Closed Lower than 4 psi (single flash)
Out
Abnormal Conditions
Off Not closed Higher than 4 psi Amber flashing
LEGEND
10-4
HP BLEED AIR
LP BLEED AIR
HP/LP MIX HP
HP11 PRV 2 PRV 3
ELECTRIC POWER
ENG 2
AMBIENT
AUXILIARY HP BLEED AIR APU
ISOL
;; INTAKE LIP
NO. 2
ENGINE LP LP
S-DUCT
ISOLATION
; ENGINE AUTO
ON
NORM
NACELLE
HEAT
PRINTED PRV OFF
ISOL
CIRCUIT
BOARD PASSENGER CREW BAG
BLEED AIR
;;;
CENTER HP
PEDESTAL PRESSURE
SWITCH
FLOW
LIMITER NO. 2
S-DUCT ENGINE
PT2 TT2
ANTI-ICE PROBE
VALVE APU
NO. 3 ENGINE

PICCOLO TUBE MANIFOLD CHECK
LP PRESSURE VALVE LP 2
TO
SWITCHES WING SENSOR
NO. 1 ENGINE
TO PASSENGER
AIR CONDITIONING SYSTEM PRV
2
ISOLATION
VALVE FULL OPENING
SOLENOID
international
Figure 10-5. No. 2 Nacelle and S-Duct Anti-icing Operation

FlightSafety
Table 10-2. NO. 2 NACELLE AND S-DUCT ANTI-ICING LOGIC SYSTEM
S-DUCT AIR INTAKE AIR INTAKE

ENG 2 PT2TT2 ANTI-ICING S-DUCT T° LP 2/PRV 2 ANTI-ICING LOW ENG 2 ENG 2
SWITCH SENSOR VALVE PRESSURE BLEED AIR PRV PRESSURE LIGHT SWITCH
Initial Status
Off Not energized Closed < 4 psi Normal Closed < 4 psi < 90 psi Out
Activation
On Energized Opening < 4 psi <180° C/Opening Opening < 4 psi < 90 psi Amber steady
On Energized Open > 4 psi <180° C/Open Regulating > 4 psi < 90 psi Green
On Energized Open > 4 psi >200° C/Regulating Regulating > 4 psi < 90 psi Green
On Energized Open > 4 psi Between 180 + 200° C/Any Regulating > 4 psi < 90 psi Green
Abnormal Conditions
On Energized Partial opening > 4 psi Normal Regulating > 4 psi < 90 psi Amber steady
On Energized Open < 4 psi Normal Regulating > 4 psi < 90 psi Amber steady
On Energized Open > 4 psi Normal Regulating < 4 psi < 90 psi Amber steady
On Energized Open > 4 psi LP2 <180°C Regulating > 4 psi < 90 psi Amber steady
PRV regulating
On Energized Open > 4 psi LP2 >200°C Regulating > 4 psi < 90 psi Amber
PRV fully open flashing
On Energized Open > 4 psi Normal Fully open > 4 psi > 90 psi Amber
No regulation flashing
On Energized Open > 4 psi Engine 2 shutdown Closed _ _ Amber steady
No. 1 + 3 Eng. operating
Switch Set to Off
Off Not energized Closing > 4 psi Normal Closing > 4 psi < 90 psi Amber
flashing
Off Not energized Closed < 4 psi Normal Closed < 4 psi < 90 psi Out
Abnormal Conditions
Off Not energized Partial < 4 psi Normal Closed < 4 psi < 90 psi Amber
closing flashing
Off Not energized Partial > 4 psi Normal Closed < 4 psi < 90 psi Amber
closing flashing
Off Not energized Closed < 4 psi Normal Partial Closing > 4 psi Amber
flashing
NOTE:
1. Air bleeding is normal in the following conditions:
• LP 2 is less than 180°C, and PRV 2 is fully open.
international
• If LP 2 is between 180 and 200°C, PRV 2 can be regulating for fully open.
• LP 2 is greater than 200°C, and PRV 2 is regulating.
Revision 4
FlightSafety
switch also controls the electrical power sup- provided as well; therefore, it is not possible
ply to the P T2 T T2 probe in the No. 2 nacelle air to determine whether the indication applies to
intake. the nacelle or to the S-duct system.
Turning the ENG 2 on completes a circuit for

the P T2 T T2 probe heat and applies electrical Operation
power to the engine nacelle air intake pressure- Figure 10-5 in conjunction with Table 10-2 de-
regulating valve, which operates the same as picts the operation of the No. 2 nacelle and S-
the No. 1 nacelle air intake pressure- duct anti-icing systems. The HP air for the
regulating valve. The engine nacelle air intake nacelle lip is supplied from the HP compressor
pressure-regulating valve opens and supplies of the No. 2 engine through a pressure-regulating
HP air from the No. 2 engine HP compressor valve which modulates to maintain a relatively
through a flow limiter to the piccolo tube in constant pressure in the anti-icing line and in
the nacelle intake lip. This valve modulates to addition limits the pressure to less than 65.2 psi.
control pressure exactly as described for the This air is circulated through the intake lip and
No. 1 nacelle. then discharged to the atmosphere through lou-
vered outlets on the nacelle.
Simultaneously, a circuit is completed to the
S-duct anti-icing valve, which opens to sup- At the same time S-duct anti-icing valve opens
ply bleed air through a flow limiter to the S- and supplies an HP/LP mix of engine bleed air.
duct distribution system, as determined by LP The mix ratio is determined by PRV 2, which
2 duct temperature. If LP 2 duct temperature will modulate based on the temperature in the
is less than 192.5°C, a circuit is completed to LP 2 duct. For more information on the oper-
the full opening solenoid of PRV 2, and PRV ational characteristics of PRV 2, see Chapter
2 opens fully and supplies HP 2 air to mix 9 , “ P n e u m a t i c s ,” a n d C h a p t e r 1 1 , “A i r
with LP 2 air. If LP 2 duct temperature is Conditioning,” in this training manual.
higher than 192.5°C, PRV 2 operates as a pres-
sure-regulating valve, allowing LP air to main-
tain a specific duct pressure. NO. 3 NACELLE ANTI-ICING
General
Indication and Warning
The No. 3 nacelle intake lip is anti-iced by hot
The indication and warning systems associated bleed air from the No. 3 engine HP compres-
with the No. 2 nacelle and S-duct anti-icing sor. The air is supplied to the nacelle lip
system consist of a PCB, a high-pressure through a flow limiter. Following circulation,
switch, two low-pressure switches, S-duct and the air is discharged to the atmosphere through
air intake PRV valve position, PRV position, louvered outlets.
and a dual-lens light. The light is located
above the ENG 2 switch (Figure 10-3). The
green and amber lenses provide indication of Control
operation corresponding to the ENG 2 switch The system is controlled by the ENG 3 lever-
on the overhead panel. Light illumination is lock switch on the ANTI-ICE section of the
controlled according to data from the posi- overhead panel. In addition to controlling the
tion of the air intake PRV, the S-duct anti icing intake lip anti-icing, the switch also controls
valve, the low-pressure switches, the high- the power supply for the P T2 T T2 probe anti-
pressure switch, and the position of PRV 2 icing. The control is identical to that described
according to temperature. These indications for the No. 1 nacelle.
are identical to those for the No. 1 nacelle
pressure monitoring, as explained earlier.
Temperature monitoring for the S-duct is

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Indication and Warning Operation

The indication and warning systems include Figure 10-6 in conjunction with Table 10-1 de-
a PCB, high-pressure switch, low-pressure picts the operation of the No. 3 nacelle anti-
switch, and dual-lens light located above the icing system. HP bleed air from the No. 3
control switch. The green light, when on, in- engine HP compressor is directed through the
dicates operation, and the amber light indicates pressure-regulating anti-icing valve and
malfunctions. Operation and malfunction in- through a flow limiter to the piccolo tube in
dication is identical to the description give the nacelle lip. Following circulation in the D-
earlier for the No. 1 nacelle. duct, the air is discharged to the atmosphere
through louvered outlets on the nacelle.
ANTI-ICE
PRINTED CIRCUIT
BOARD
PT2 TT2 PYLON

PROBE
NO. 3 ENGINE
LEGEND
PRESSURE-REGULATING
FLOW LP PRESSURE HP PRESSURE VALVE ELECTRICAL POWER
LIMITER SWITCH SWITCH
Figure 10-6. No. 3 Nacelle Anti-icing Operation

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The pressure-regulating anti-icing valve mod- if the temperature of LP 3 is less than 180°C;
ulates to maintain a relatively constant pres- otherwise, it operates as a pressure-regulating
sure in the anti-icing duct and limits the valve, providing a mix of HP/LP air from the
pressure to 65.2 psi. No. 3 engine. For more information on the
operation of HP 1 and PRV 3, see Chapter 9,
“Air Conditioning,” in this training manual.
WING LEADING-EDGE
SLATS ANTI-ICING INDICATION AND WARNING
GENERAL Indication and warning is provided by a dual-
lens light located above the switch (Figure 10-
The sectional leading-edge slats and the fixed 3). The green light provides indication of normal
inboard leading-edge sections of each wing operation. The amber lens provides steady and
panel are anti-iced by hot engine bleed-air. flashing indications of system malfunctions.
Though system efficiency is predicated on
bleed-air supplies from the No. 1 and No. 3 en-
gines, the No. 2 engine bleed-air supply is also OPERATION
normally available to the wing slats and the in- Figure 10-7 and Table 10-3 depict the opera-
board wing root fixed leading-edge sections of tion, indication, and warning of the wing lead-
the wing unless the isolation valve is closed. ing-edge slat anti-icing system. With the WING
switch selected on, the wing anti-ice valve
The slats and the fixed wing root leading-edge opens. HP 1 will fully open, as will PRV 3
sections are double-skinned and form a duct. through its energized full-opening solenoid,
A manifold is installed in each leading-edge when the temperature of the corresponding LP
slat. Hot air is supplied directly to the fixed bleed air is less than 192.5°C. Exceeding this
inboard wing root sections and through tele- temperature will allow HP 1 to close and PRV
scoping tubes to the movable slat section man- 3 to resume a regulating mode of operation.
ifolds on each wing. HP/LP bleed-air mix is directed through two
ducts to the left and right wing panels. The anti-
icing air is supplied by rigid ducts to the fixed
CONTROL sections of the inboard leading edges and to left
and right manifolds along each wing panel,
The wing leading-edge slat anti-icing is con-
where it is directed to the manifolds in the re-
trolled by a PCB in conjunction with a two-
spective movable slat sections by telescoping
position lever-lock switch labeled “WING”
tubes which compensate for slat travel. The air-
on the ANTI-ICE section of the overhead
flow through the slats is depicted in the slat sec-
panel, and also in conjunction with the HP 1
tion inset in Figure 10-7, and Table 10-3 depicts
and PRV 3 switches on the BLEED AIR sec-
the operation and the logic system of control,
tion of the overhead panel. When the switch
indication, and warning, associated with the
is on (up), power is supplied to open the wing
wing slats anti-icing system.
anti-ice valve. The HP 1 valve opens if the LP
1 bleed-air temperature is less than180°C;
otherwise it remains closed. PRV 3 opens fully

10-8
LEGEND
HP BLEED AIR HP 1 PRV 2 PRV 3
WING ANTI-ICE LP BLEED AIR

PANEL MAIN
HP HP/LP MIX APU
BLEED ELECTRIC POWER ISOL
AIR
AMBIENT
LP LP
MANIFOLD NO. 3 ENGINE

PRV3 ISOLATION
FULL-OPENING
SOLENOID AUTO NORM
RIGHT WING VALVE ON
MAIN LP PRV3 OFF

HEAT
PRESSURE ISOL
SWITCH BLEED AIR
PASSENGER CREW BAG
(LP3)
BLEED AIR
WING
192.5°C ANTI-ICING
VALVE
POWER LEVER SWITCHES
FIXED
PRINTED
WING ROOT
PEDESTAL CIRCUIT
LEADING EDGE
BOARD
ISOLATION
CREW AIR VALVE
CONDITIONING
192.5°C
APU AND
NO. 2 ENGINE
HP1 VALVE OUTBOARD SLAT

LEFT WING PRESSURE
SWITCH MAIN HP MANIFOLD
BLEED AIR
MAIN LP BLEED
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AIR (LP1)
SKIN AND
TELESCOPIC NO. 1 ENGINE SHROUD
TUBES GLASS WOOL
international
WING
SLAT INNER CASING STRUCTURE
Revision 3
Figure 10-7. Wing Leading-Edge Slats Anti-icing Operation

Revision 4.01
LEFT RIGHT BLEED AIR

WING ANTI-ICING WING WING WING
SWITCH VALVE PRESSURE PRESSURE T°LP1/HP1 T°LP3/PRV 3 LIGHT
Initial Status
OFF Closed <4 psi <4 psi Normal Normal Out
Activation
On Opening <4 psi <4 psi <180°C/Opening <180°C/Opening Amber Steady
On Open >4 psi >4 psi <180°C/Open <180°C/Open Green

On Open >4 psi >4 psi >200°C/Closed <180°C/Open Green
On Open >4 psi >4 psi <180°C/Open >200°C/Regulating Green
On Open >4 psi >4 psi <200°C/Closed <180°C/Regulating Green
On Open >4 psi >4 psi <180°C/Open Engine 3 shutdown Green
(See note 2)
On Open >4psi >4 psi >200°C/Closed Engine 3 Shutdown Green
(See note 2)
On Open >4 psi >4 psi Engine 1 shutdown <180°C/Open Green
(See note 2)
On Open >4 psi >4 psi Engine 1 shutdown >200°C/Regulating Green
(See note 2)
On Open >4 psi >4 psi Between 180 Engine 3 shutdown Green
and 200°C Any Position (See note 2)
On Open >4 psi >4 psi Engine 1 shutdown Between 180 Green
and 200°C Any Position (See note 2)
On Open >4 psi >4 psi Engine 1 shutdown Engine 3 shutdown Green
(See note 2)
Abnormal Conditions
On Partial Opening >4 psi >4 psi Normal Normal Amber steady
On Open <4 psi >4 psi Normal Normal Amber steady
On Open >4 psi <4 psi Normal Normal Amber steady
On Open >4 psi >4 psi <180°C/HP 1 closed Normal Amber steady
On Open >4 psi >4 psi Normal <180°C
PRV 3 normal regulation Amber steady
On Open >4 psi >4 psi >200°C/HP 1 open Normal Amber flashing
(See note 1)
On Open >4 psi >4 psi Normal >200°C/PRV 3 fully open Amber flashing
(See note 1)
Wing Switch Off

Off Closing >4 psi >4 psi Normal Normal Amber flashing
Off Closed <4 psi <4 psi Normal Normal Out
FlightSafety
Abnormal Condition
Off Not closed >4 psi >4 psi Normal Normal Amber flashing
Off <4 psi Amber flashing
Off >4 psi Amber flashing
NOTES
international
1. The green light stays on for 23 seconds in the event of the LP temperature threshold being temporarily exceeded or the bleed valves closing when 82° PLA is exceeded (18 seconds).
2. If one of the engines (1or 3) is shut down (power lever angle less than 15°), the position of the corresponding HP bleed valve is taken into accoount and the green light will be on,
provided the air pressure is sufficient (increased power setting on the other engines).
10-9
3. Air bleeding is nomal in the following conditions:

• LP 2 is less than 180°C, and HP 1 valve is open or PRV 3 is fully open.
• If LP 2 is between 180 and 200°C, HP 1 valve can be open or closed or PRV 3 fully open or regulating.
• LP 2 is greater than 200°C, and HP valve is closed or PRV 3 is regulating.
FlightSafety
international
NOTE are closed. Selection of the lever-lock WING

position opens only the wing anti-icing valve.
The anti-icing air for the wing slats With the WING-BRK position selected, the
is supplied from the bleed-air man- two brake heating valves along with the wing
ifold, which in turn is normally sup- anti-icing valve open.
plied an HP/LP mix from all three
engines unless the isolation valve is
closed, which isolates the No. 2 en- INDICATION AND WARNING
gine bleed air from the manifold.
However, the wing anti-icing air sup- Indication is provided by a dual-lens light,
ply is predicated on a bleed-air sup- one lens green and one amber, located above
ply from the No. 1 and No. 3 engines the WING-BRK switch (Figure 10-3). The
since PRV 2 fully opening is predi- green light provides indication of normal op-
cated on No. 2 engine nacelle intake eration of both the wing anti-icing and brake
and S-duct anti-icing. heating systems.
Extinguishing of the green light indicates ei-

MAIN LANDING GEAR ther a failure of the wing anti-icing system,
whatever the position of the switch, or a fail-
BRAKE HEATING ure of the brake heating system if the switch
is in the WING-BRK position. Wing anti-icing
SYSTEM (SB 32) system overheat indications remain operative
(green light out and amber light flashing).
GENERAL
The main landing gear brake heating system OPERATION
eliminates any possibility of brake seizure Figure 10-7A, in conjunction with Table 10-
following a takeoff from a snow-covered (dry, 4, depicts the operation of, and the indica-
wet, or slush) runway. tions and warnings associated with, both the
wing leading-edge slats anti-icing system and
Brake heating is accomplished with bleed air the brake heating system. With the WING-
from the wing anti-icing pipe passing through BRK switch selected to the WING position, the
the upper part of the landing gear wheel wells. wing anti-ice valve opens, the associated HP
A distribution pipe attached to the anti-icing 1 and PRV 3 valves operate as described ear-
pipe supports an electrically operated valve in lier under Wing Leading-Edge Slats Anti-
each gear well. icing, and the brake heating valves close.
Selection of the WING-BRK switch to the
The No. 1 and No. 3 engines supply bleed air WING-BRK position allows opening of both
for operation of the system. No. 2 engine brake valves, the wing anti-ice valve, and HP
bleed-air supply is also normally available to 1 and PRV 3 valves as described earlier for
the brake heating system unless the bleed-air wing leading-edge slats anti-icing. Anti-icing
isolation valve is closed. air is supplied by a distribution pipe routed to-
ward the front of each landing gear wheels
CONTROL assembly and two brake heating valves, which
supply a venturi via an injector. This venturi,
Main landing gear brake heating is controlled together with a distribution pipe, supplies a
by a control relay (PCB) and the two brake mixture of hot and ambient air via a nozzle lo-
heating electric valves in conjunction with a cated between the wheels.
three-position (WING-BRK, WING, and OFF)
switch on the overhead panel. With the switch
in the OFF position, the wing and brake valves

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BRAKE HEAT VALVE
WING ANTI-ICE VALVE
ACTIVATION OF WING ANTI-ICING SYSTEM
;;;;;;;;;;;;;;
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;;;;;;;;;;;;;;
;;;;;;;;;;;;;;
;;;;;;;
;;;;;;;;;;;;;;
;;;;;;;
ACTIVATION OF WING ANTI-ICING AND BRAKE HEATING SYSTEMS

Figure 10-7A. Wing Leading-Edge Slats Anti-icing and Brake Heating Operation

FlightSafety
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Table 10-4. WING LEADING-EDGE SLATS ANTI-ICING AND BRAKE

HEATING LOGIC SYSTEM
SWITCH OPERATION OF THE OPERATION OF THE STATE OF

POSITION WING ANTI-ICING BRAKE HEATING DUAL LIGHT
SYSTEM SYSTEM GREEN AMBER
Initial State (See Wing Anti-icing)
WING Correct On Out
Activation of Brake Heating System
WING-BRK Correct Correct On Out
Abnormal Conditions
WING-BRK Incorrect Correct Out On

(steady or
flashing)
WING-BRK Correct Incorrect Out
WING-BRK Incorrect Incorrect Out On
(steady or
flashing)
Reset to Initial Condition
WING Correct On Out
WINDSHIELD ANTI- WINDSHIELD ANTI-ICING

ICING AND SIDE General
WINDOW HEAT The windshield anti-icing system constitutes
two separate but identical systems. The left or
GENERAL pilot’s system provides anti-icing electrical
power for the pilot’s glass and the left half of
The cockpit windows are categorized as pilot’s the center glass. The copilot’s system pro-
and copilot’s windshields, center windshield, vides anti-icing electrical power for the right
pilot’s sliding DV window, copilot’s side window, glass and the right half of the center glass.
and pilot’s and copilot’s aft side window.
Each system consists of heating elements and
Anti-icing and birdproofing is provided for temperature-sensing probes embedded in a
the pilot’s windshields. The system is designed butyl member located between the glasses;
to prevent ice formation on these glasses and separate controllers are provided for the pilot’s
simultaneously maintain bird penetration and copilot’s systems. Each controller incor-
proofing throughout the operating envelope porates an automatic system which senses
of the airplane. temperature probe failure, underheating or
overheating, and then transfers the faulty sys-
A separate heating system is provided for the tem to the operating system which maintains
pilot’s sliding DV window, the copilot’s side normal operation.
window, and the left and aft side windows.

FlightSafety
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FlightSafety
international
The electrical control power for each system is Operation

also separate: the pilot’s system is powered from
bus A1, and the copilot’s system from bus B2. Figure 10-8 depicts normal operation of the
windshield anti-icing system. Both switches
are at the NORM position, and the normal
Control heat control relays are energized. The main and
A three-position control switch is provided center glass heating elements are in series CENTER
for each pilot on the WINDSHIELD section with each other. Moving a switch to MAX WINDSHIELD
of the overhead switch panel (Figure 10-3). adds a nonheating resistor to the main glass PILOT’S COPILOT’S
The switches are identified “PILOT” and heating element; consequently, the main heat- WINDSHIELD WINDSHIELD
“COPILOT,” and the positions are labeled ing element has the lowest resistance, and cy-
“OFF,” “NORM,” and “MAX.” When the cling time increases, maintaining the main
switches are in the NORM position, the heat- glass free of ice. The inputs from the temper-
ing element in each pilot’s windshield is in se- ature probes to the individual controllers cycle HIGH HEAT
ries with the associated heating element in the power on and off to maintain the glass PILOT’S SENSOR RELAYS SENSOR COPILOT’S
the center glass. The associated controller di- temperature range of 77 to 86°F. SLIDING DV SIDE WINDOW
rects main bus power through the normal heat-
ing contactor to the appropriate glasses in SIDE WINDOW HEAT
response to the input signals from the tem-
perature sensor in each pilot’s windshield. General
The temperature is maintained between 77 The pilot’s sliding DV window, the copilot’s
and 86°F. side window, and the left and right side win- PILOT’S COPILOT’S
AFT WINDOW AFT WINDOW
dows are all heated to improve visibility and
The MAX position is used only when the cockpit environmental conditions. The sys-
NORM selection does not maintain the glasses tem includes two identical controllers: one
free of ice. Selecting MAX closes a high heat for the pilot’s DV window and copilot’s side
relay connecting the pilot’s windshield glass window, and one for the aft side windows.
elements in parallel with the associated cen- The copilot’s side window and DV controller
ter windshield element through a resistor. The receives inputs representing temperature from
heating current now takes the line of least re- a sensor embedded in the copilot’s side win-
sistance through the pilot’s windshield heat- dow; a similar sensor in the left aft side win-
ing elements, resulting in an increase in power dow supplies the inputs to the aft window L MAIN BUS R MAIN BUS
to maintain the pilot’s glass free of ice. Some controller.
current still continues to flow through the as- XFR
sociated center windshield element but not
sufficient to maintain the glass free from ice. Control XFR
The glass temperature range on the pilot’s The system is controlled by a single switch la- PILOT COPILOT SIDE
windshield remains the same; however the cy- PILOT’S MAX COPILOT’S
beled “SIDE” located to the right of the pilot’s CONTROLLER NORM CONTROLLER
cling rate is almost doubled. and copilot’s windshield heat switches. When OFF
this switch is on, the controllers cycle power WINDSHIELD
Indication and Warning to the respective glasses to maintain the glass

temperature between approximately 77 and
An amber light, labeled “XFR,” above the 86°F. LEGEND
windshield anti-icing control switches comes CONTROL
on if a temperature sensor short-circuits or Operation HEATING
opens, or if sensor resistance is too high or low.
Figure 10-9 depicts the operation of the side SENSING
At the same time the affected controller au- window heat. The SIDE switch is on, supply- CONTROLLER
tomatically transfers the system to the oper- ing power through the control relays to the re-
ating controller so that both systems are spective glasses. The sensor inputs to the BUS A 1 BUS B 2
controlled by a single controller, and normal controllers determine the cycling of power to
operation continues. the glasses to maintain the temperature with-
ing the design range. Figure 10-8. Windshield Anti-icing Operation
AIR DATA SYSTEMS left static port pads, and the elements in the
right stall warning vane and socket.
ANTI-ICING
SENSOR
HEATER
HEATER
MONITORING
PILOT S SLIDING
GENERAL The power to all heating elements, except the
element in the OAT sensor, is monitored by
SIDE WINDOW
The air data anti-icing systems include the
DV WINDOW
solid-state current sensors which alert the
COPILOT S
RIGHT AFT
pilot’s pitot probes, the static port pads, the
LEFT AFT
WINDOW
WINDOW
stall warning vanes, the standby pitot probe, and crew to system malfunctions.
the OAT sensor. Figure 10-10 depicts the air data
system components which are anti-iced. INDICATION AND WARNING
AFT SIDE WINDOW

Five lights on the warning panel (Appendix B),
CONTROL
CONTACT
labeled “L. AOA,” “R. AOA,” “L. PITOT,”

WINDOW
SLIDING
RELAY
“ST BY PITOT,” and “R. PITOT,” are all il-
DV WINDOW
The air data system anti-icing is controlled by
Figure 10-9. DV and Side Window Heat Operation

three-position switches on the PITOT section luminated when the PITOT switches are off and
RELAY
of the overhead panel (Figure 10-3). The e l e c t r i c a l p ow e r i s ava i l a b l e . W h e n t h e
switches are labeled “PILOT,” “ST-BY,” and switches are on, the appropriate light comes
“COPILOT.” When the PILOT switch is turned on if power is insufficient or fails for any heat-
on (up), DC power is applied to the heating eling element except the element in the OAT
ement in the left pitot probe, the elements in sensor, which is not monitored. On some air-
craft, vane socket heating is not monitored.
AFT WINDOW CONTROLLER
the left and right static port pads, the elements
in the left stall warning vane and socket, and
DC POWER
(SAME AS SIDE) OPERATION
SENSING
GROUND
the element in the OAT sensor. Turning on the
ST-BY switch applies power to the element in
LEGEND
the standby pitot probe. Turning on the COPI- Figure 10-11 depicts the operation of the air
data anti-icing system. All three switches are
CONTROL STAGE
LOT switch applies power to the element in the

SELF HOLD
right pitot probe, the elements in the right and on, and power is being applied to the associ-
ated heating elements.
AFT WINDOW
SIDE WINDOW
COPILOT S
COPILOT S
WINDSHIELD
COPILOT S
REGULATING
LEFT PITOT HEAD STALL VANE STATIC PORTS OAT SENSOR

OPEN CIRCUIT
CIRCUIT
HEAT CONTROLLER
SHORT
SIDE
SIDE WINDOW
WINDSHIELD
A2
B1
CENTER
COPILOT
WINDSHIELD
+
NORM
XFR
V 1 REF
V 2 REF
V 3 REF
MAX
OFF
PILOT
PILOT S
WINDSHIELD
PILOT S
SLIDING DV
PILOT S
AFT WINDOW
STANDBY PITOT HEAD
Figure 10-10. Air Data Systems Components (Typical)
STALL WARNING VANES

PITOT
LEFT PITOT PROBE PROBE RIGHT
STATIC PORTS
OAT
SENSOR STANDBY PITOT PROBE
(LEFT SIDE ONLY)
POWER
POWER
MONITOR POWER
MONITORS
MONITORS
PILOT ST-BY COPILOT
PITOT
LEGEND
DC POWER
CMPTR 1 CMPTR 2 CMPTR 3 L. AOA R. AOA
ST BY
OIL 1 OIL 2 OIL 3 L. PITOT R. PITOT
PITOT
AOA L. WHL R. WHL

GEN 1 GEN 2 GEN 3 PROBE OVHT OHVT
HOT AUTO FLAP

BAT 1 BUS TIED BAT 2 BAT SLATS ASYM
XTK 2 XTK 2 BAG

FUEL 1 FUEL 2 FUEL 3 OPEN* CLOSED* ACCESS
LO LO LO AIL AIL LO
FUEL 1 FUEL 2 FUEL 3 ZERO FEEL FUEL 1
REV MACH
FUELING AP MISTRIM
UNLOCK TRIM
BLEED ECU COND'G NOSE BLEED BAG ISOL

OVHT OVHT OVHT CONE OVHT APU
REAR T/O
# 2 P BK CABIN DOORS CONFIG
*NOTE: XTK 2 OPEN AND XTK 2 CLOSED LIGHTS ARE NOT FEATURED ON AIRCRAFT WITHOUT ELECTRIC TRANSFER VALVE XTK 2
Figure 10-11. Air Data Systems Anti-icing Operation

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COCKPIT WINDOWS
DEFOGGING AND
DEMISTING
GENERAL
Defogging is provided for the pilot’s wind-
shields, and demisting is provided for the
pilot’s DV window, the copilot’s side win-
dow, and the aft side windows.
WINDSHIELD DEFOGGING
The main windshields are defogged by condi- Figure 10-12. Footwarmer/Defogging
tioned air supplied from the right cockpit duct, Control Lever
which also supplies the footwarmers. Installed
in this duct are distributor valves which per-
mit the total airflow to be supplied to the foot- In addition, air is circulated in the airspace
warmers or for windshield defogging or to be between the inner and outer panes of the aft side
distributed between the two systems. windows. This air enters through small holes
drilled in the inner pane at the forward side. The
drier air prevents misting of the glass.
CONTROL
The footwarmers and windshield defogging are OPERATION
controlled separately for both pilots. Unlabeled
levers (Figure 10-12) are installed on the pi- Figure 10-13 depicts the cockpit windows de-
lots’ instrument panels. A white line scribed fogging and demisting operation.
above the levers has upward-and downward-
facing arrowheads. Moving the lever to the
upward-facing arrowhead positions the dis-
tributor valve to direct all airflow for wind-
CABIN WINDOW
shield defogging. Positioning the lever to any DEMISTING
intermediate position distributes the airflow
as desired. The cabin windows are demisted by circulat-
ing cabin air in the air space between the inner
The windshield defogging system is enhanced and outer panes. The air enters through small
by the EFIS cooling air blowers, which oper- holes in the inner pane of each cabin window.
ate continuously once power is distributed to
the airplane’s DC system. These blowers in-
duce air from floor level upward across the WINDSHIELD WIPERS
EFIS units on each pilot’s instrument panel and
exhaust the airflow toward the windshields GENERAL
through grills on the glareshield.
Electrically operated, windshield wipers are pro-
vided for the pilot’s windshields. The systems are
DEMISTING independent for each pilot. When the wipers are
The pilot’s DV window, copilot’s side win- not in use, they are stowed from view in a recess
dow, and the aft side windows are demisted at the base of each windshield.
from riser ducts on each side of the cockpit.

DISTRIBUTOR DUCT
VALVE
;;;;;;; ;
; ;; ;; ; ;
;;;;;; ;;;;
;
CONDITIONED
AIR INNER
PANE
DEFOG OUTER
NOZZLE PANE
;;
GLARESHIELD
;
EFIS GRILLE
VENTILATION
;;
;;;;;
BLOWERS
;; ;;
PORTS
DEMISTING
DEFOG HOLES
;;
;
NOZZLE
; DUCT
;;
;
;;;
DISTRIBUTOR TRIM
VALVE
CABIN WINDOW
;;;
;;;
OUTER
PANE
DEMISTING
HOLE
INNER
PANE CABIN WINDOW
;;;;
LEFT AFT WINDOW SEEN FROM INSIDE
;;;
PLEXIGLASS
;;;;
PANE
;;;;
HEATING
ELEMENT
DEMISTING
HOLES
;
DEMISTING
HOLE HEATING ELEMENT
Figure 10-13. Cockpit Windows Defogging/Demisting Operation

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CONTROL CONTROL
The wipers are controlled by three-position The water waste drain anti-icing is supplied
switches located on the WIPER sections of the DC power from bus A2 through a circuit-
overhead switch panel (Figure 10-3). The breaker and operates continuously once gen-
switch positions are labeled “OFF,” “SLOW,” erator power or external power is distributed
and “FAST.” Each wiper system includes a throughout the airplane.
DC motor and converter unit, fast and slow re-
lays, and a travel-limit switch. When a WIPER
switch is moved to the FAST position, the fast OPERATION
and slow relays are both energized, and the Figure 10-16 depicts the water waste drain
motor rotates at maximum rpm. The converter anti-icing. When power is available and the cir-
unit converts the rotary motion of the motor cuit breaker is in, the anti-ice relay is energized
to a reciprocating motion for the wiper arm. when at least one generator or external power
Selecting the switch to SLOW energizes only is supplying the bus system. This power is
the slow relay, and the motor operates at low distributed in parallel to the heating elements.
rpm. Moving the switch to OFF completes a
circuit to the motor through an end-of-travel
switch which is opened by a cam when the
motor reaches the stowed or parked position LIMITATIONS
of the wiper arm.
All limitations contained in Section 1 of the AFM
pertaining to ice and rain protection are binding
OPERATION under law regardless of the type of operation.
Figure 10-14 depicts the operation of the wind-
shield wipers. The pilot’s WIPER switch is at
the FAST position, and the fast and slow re-
lays are energized, completing a circuit to the
motor windings. The copilot’s switch has been
moved to OFF, completing a circuit through
the limit switch to the motor windings. The
motor operates until the limit switch is opened
by the end of travel cam, at which time the
wiper arm is at the fully stowed position.
WATER WASTE DRAIN

ANTI-ICING
GENERAL
The water waste drains direct water waste into
a drain mast at the lower section of the fuse-
lage aft of the utility compartment door (Figure
10-15). A continuous anti-icing system is pro-
vided for the drain mast. The system consists
of a relay and two heating elements.

Revision 1
PILOT'S
RIGHT SLOW RIGHT FAST MOTOR CONVERTER
SPEED SPEED
RELAY RELAY
B3 SLOW E
28V B2 A2 A3
B1 A1 D
15A A3 X1 FAST FILTER
BUS A2 PILOT'S WIPER A1 A2
X2
X1 F

X2 A
C
PARK
G
OVERHEAD PANEL
B
OFF
1B
PILOT FAST OPERATION TRAVEL-LIMIT SWITCH
2B FAST
SLOW SLOW
1A OFF
3A WIPER
FAST
COPILOT
OFF
FAST
1B SLOW
SLOW 2B OFF
WIPER COPILOT'S
1A LEFT FAST MOTOR CONVERTER
3A
LEFT SLOW SPEED
FAST SPEED RELAY RELAY SLOW
B3 A3 E
28V B1 B2 A2 A1 D
15A A3 X1 FAST FILTER
;
BUS B2 COPILOT'S WIPER A1 A2 X2
X1
F
X2
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PARK
G
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B
PARKING OPERATION TRAVEL-LIMIT SWITCH

10-19
Figure 10-14. Windshield Wiper Operation

ELECTRICAL CABLE
DRAINAGE
HEATING ELEMENT
WASTE WATER
HEATING
ELEMENTS
FRAME 25 SEEN FROM THE REAR
DRAINAGE
DETAIL OF WATER DRAIN MAST
TAPED DRAIN HOSE

WASTE WATER
DRAINAGE
HEATING ELEMENT (BEFORE SB F900-83)
SKIN LINE
DRAIN MAST
Figure 10-15. Water Waste Drain

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ANTI-ICE
DRAIN RELAY
HEAT MAST
BUS ANTI-ICE
A2 A2
5A A1 A
28V X1
B
ONE GENERATOR
X2 OR
EXTERNAL POWER ON
AIRCRAFT BUS
DRAIN PIPE
ANTI-ICE
Figure 10-16. Water Waste Drain Anti-icing Operation

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QUESTIONS
1. The ECU ram-air inlet lip is: 5. Electrical power for P T2 T T2 probe heat
A. Deiced by electrical power is controlled by the:
B. Supplied anti-icing air from the A. Associated engine anti-ice switch
wing slat system B. Pilot’s pitot heat switch
C. Anti-iced by HP bleed air from the C. Standby pitot heat switch
No. 1 engine D. Copilot’s pitot heat switch
D. In common with the No. 2 engine
S-duct 6. The MAX position of the windshield
heat switch is used when the:
2. The engine nacelle anti-icing valves A. XFR light comes on
are:
B. NORM position does not prevent
A. Electropneumatic pressure- ice formation
regulating C. OAT is –60°C or less
B. Motor operated D. Airplane is cold-soaked prior to
C. Electrically operated by a PCB flight.
D. Temperature modulated by duct
sensors 7. Demisting air circulation holes are
drilled in the inner glasses of the:
3. If an engine nacelle anti-icing valve A. Pilots’ windshields
fails to close when the switch is turned
B. DV window
off, the:
C. Aft side window
A. Green and amber lights remain on
D. Center windshield
B. Green light flashes
C. Amber light is on 8. Power supply is not monitored for the:
D. Green light goes out, and the amber
A. Standby pitot heat
light flashes
B. Static port heat
4. The anti-icing air supply for the No. 2 C. Stall warning vane heat
nacelle S-duct is available, with the D. Oat sensor heat
isolation valve open, from the:
A. No. 2 nacelle anti-icing duct
B. Bleed-air manifold
C. Nacelle anti-icing duct of either
engine
D. No. 1 engine LP duct

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL............................................................................................................................. 11-1
AIR SOURCES ..................................................................................................................... 11-2
General ........................................................................................................................... 11-2
Control ........................................................................................................................... 11-2
Indication ....................................................................................................................... 11-4
AIR CONDITIONING .......................................................................................................... 11-8
General ........................................................................................................................... 11-8
Components ................................................................................................................... 11-8
Anti-icing System ........................................................................................................ 11-11
Overheat Detection System.......................................................................................... 11-11
Distribution System ..................................................................................................... 11-14
TEMPERATURE CONTROL SYSTEMS.......................................................................... 11-17
General......................................................................................................................... 11-17
Components ................................................................................................................. 11-17
Indication ..................................................................................................................... 11-19
Operation ..................................................................................................................... 11-19
NORMAL OPERATION—FLIGHT (HEATING) ............................................................ 11-19
NORMAL OPERATION—FLIGHT (COOLING)............................................................ 11-20
GROUND OPERATION ..................................................................................................... 11-23

LIMITATIONS .................................................................................................................... 11-23

QUESTIONS ....................................................................................................................... 11-24
11-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
11-1 Overhead Switch Panel........................................................................................... 11-3
11-2 Bleed-Air Operation—Anti-icing Off .................................................................... 11-5
11-3 Bleed-Air Operation—Anti-icing On..................................................................... 11-6
11-4 Bleed-Air Operation—APU ................................................................................... 11-7
11-5 Heat Exchanger Ram-Air Inlet............................................................................... 11-8
11-6A Turbofan Operation—Ground or Slow Flight ..................................................... 11-8A
11-6B Turbofan Operation—Normal Flight................................................................... 11-8B
11-7 Heat Exchanger Low-Pressure Air Inlet................................................................. 11-9
11-8 Heat Exchanger Exhaust Outlet ............................................................................. 11-9
11-9 Turbocooler .......................................................................................................... 11-10
11-10 Normal Operation—Ground or Slow Flight (Cooling)........................................ 11-12
11-11 Normal Operation—Flight (Heating)................................................................... 11-13
11-12 Water Separator (Typical) .................................................................................... 11-14
11-13 Distribution System.............................................................................................. 11-15
11-13A Distribution System—Aircraft SN 163 and Subsequent...................................... 11-16
11-14 Duct Interconnect Flap “COND” Lever............................................................... 11-17
11-15 Footwarmer and Defogging Valve Lever (Typical).............................................. 11-17
11-16 Temperature Controller ........................................................................................ 11-18
11-17 Emergency Pressurization Controller................................................................... 11-18
11-18 Temperature Control Operation ........................................................................... 11-19
11-19 Distribution System Normal Operation—Flight (Heating).................................. 11-21
11-20 Distribution System Normal Operation—Flight (Cooling) ................................. 11-22

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CHAPTER 11
AIR CONDITIONING
INTRODUCTION
This chapter describes the air-conditioning system of the Falcon 900 series airplanes.
The air-conditioning system includes all of the following subsystems: heating and cool-
ing of the occupied areas of the cockpit and passenger cabin, forced ventilation of the
nose cone area, underfloor conditioning for the floor panels, engine and flight control
components at frame 25, toilet and baggage compartment conditioning, footwarming and
defogging, and forced circulation in the area of the EFIS packages.
GENERAL
The air-conditioning system of the Falcon 900 air cycle machine (ACM). The hot, tempered, and
is specifically designed to maintain comfort- cooled air masses are mixed in precise propor-
able environmental conditions throughout the tions by an electronically controlled valving sys-
complete operating envelope of the airplane. tem, operating in conjunction with recirculating
jet pumps, to produce and maintain the desired
Hot bleed air is tempered by heat exchangers in temperature in the occupied areas. Humidity
conjunction with a turbofan and is cooled by an control is provided by water separators.

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Ozone catalyzers are installed in the passen- CONTROL

ger and crew ducts.
The HP bleed-air valves and their control dif-
Independent electronic temperature control fer somewhat for the No. 1 engine and the No.
systems are provided for the crew and pas- 2 and No. 3 engines. The primary control for
senger system; each may be operated in fully the No. 1 engine HP bleed-air valve is a two-
automatic or manual modes. On-ground con- position switch, labeled “HP 1,” located on the
ditioning is available without the use of ex- BLEED AIR section of the overhead switch
ternal control units. panel (Figure 11-1). This valve is two-position,
open or closed. When the HP 1 switch is in auto
(up), the valve remains closed unless the
WING switch labeled WING on the ANTI-
AIR SOURCES ICE section of the overhead panel is at the on
(up) position and the LP duct temperature is
GENERAL less than 378°F (192.5°C).
For descriptive purposes the air sources con- Once open, the HP 1 bleed-air valve remains
sist of LP, HP, and APU air. The LP source of fully open until either the HP 1 switch or the
air is supplied from the final stage of each en- WING anti-ice switch is turned off or the LP
gine’s LP compressor. The HP air source is duct temperature exceeds 378°F (192.5°C); in
supplied (when specifically required) from either case the HP 1 valve goes to the closed
each engine’s HP compressor. Air is supplied position.
from the compressor of the APU to facilitate
air-conditioning when the airplane is on the When open, the HP 1 bleed-air valve injects a
ground and the engines are not running. LP volume of HP air through a jet pump nozzle into
bleed air is nonselective; since there are no LP the LP air duct; this venturi effect obtains max-
bleed-air valves, it is available once an engine imum mixed bleed-air flow and pressure.
is started. The LP bleed air from the No. 1 and
the No. 3 engines is supplied directly to a The HP bleed-air supply from the No. 2 and
common distribution manifold. The No. 2 en- the No. 3 engine is controlled by a pressure-
gine LP bleed air is supplied to the same man- regulating valve (PRV) for each engine. These
ifold through a normally open isolation valve. valves are electropneumatic and are primarily
This manifolded supply is available to the controlled by associated switches labeled “PRV
crew air-conditioning system. The LP bleed air 2” and “PRV 3” on the BLEED AIR section of
for passenger air conditioning is supplied by the overhead switch panel.
a branch duct directly from the LP compres-
sor of the No. 2 engine, or from the No. 1 and The PRV 2 valve opens fully when the PRV 2
the No. 3 engines to the same branch duct switch on the BLEED AIR panel is in auto
through the normal open isolation valve. APU (up) and the “ENG 2” switch on the ANTI-ICE
air can be supplied to both air-conditioning panel is on (up) and the LP duct temperature
systems when the airplane is on the ground. is less than 378.5°F (192.5°C). When the LP
duct temperature is greater than 378.5°F
The HP air source is a supplemental supply, and (192.5°C), the PRV 2 valve operates as a pres-
though selective, its operation once selected is sure regulating valve by modulating in pro-
entirely automatic and ensures that an ade- portion to downstream pressure. The HP bleed
quate air mass is available for the environ- air through the PRV valve is injected into its
mental systems under all operating conditions. LP duct through a jet pump nozzle, as previ-
ously described for HP 1 bleed air.

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ON AIRCRAFT WITHOUT TRANSFER

VALVE XTK2, THE OVERHEAD PANEL
DOES NOT FEATURE THE BLOCK
DIAGRAM AND XTK2 SWITCH

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The PRV 3 valve is primarily controlled by the function of engine power, the positions of the
PRV 3 switch on the BLEED AIR section of PRV 2 and PRV 3 valves may also be deter-
the overhead switch panel. The valve will be mined by power lever position and altitude
fully open whenever the WING anti-ice switch while the position of the HP 1 valve is a func-
is on and duct temperature upstream of its jet tion of wing anti-icing and LP duct tempera-
pump nozzle is less than 374°F (190°C). It ture. This valve is either open or closed. The
modulates as a pressure regulator when duct controlling temperature probe is located in the
temperature exceeds 378°F (192.5°C). The associated LP duct.
HP bleed air passing through the valve is in-
jected into its LP duct, as described earlier. Figure 11-2 depicts the bleed-air operation
with the anti-icing systems off.
The auxiliary air source is supplied from the
APU compressor through a bleed-air valve and Figure 11-3 depicts the bleed-air operation
a check valve. At engine speeds above 97% with the anti-icing systems on.
rpm, when APU bleed air is selected, the APU
surge valve closes. This supply is directed into Figure 11-4 depicts the APU bleed-air oper-
the LP/HP duct of the No. 2 engine and is there- ation.
fore available to the bleed-air manifold through
the normally open isolation valve as a cockpit For more information on the bleed-air system
air supply; in addition, it is directly available functions, control, operation, and indication,
to the cabin air-conditioning valve bypassing see Chapter 9, “Pneumatics,” in this training
the manifold. manual.
The APU bleed-air valve is directly controlled

by the two-position switch labeled “APU,” INDICATION
located on the BLEED AIR section of the A separate temperature monitoring system is
overhead switch panel, in conjunction with a provided to detect overheat conditions in the
proximity switch operated by each engine’s mixed-air ducts downstream of the HP air jet
power lever and output signals representing pumps (venturis). The probes supply temper-
rpm and EGT transmitted from the APU elec- ature information to a common control box
tronic control unit (ECU). When the APU which compares the inputs to a preset value of
bleed-air switch is on, APU rpm is 97% or 635°F (335°C). The triggering values are based
greater, and all engine power levers are set to on operation of the wing and S-duct anti-icing
less than 54° PLA, the APU bleed-air valve systems. When this threshold is reached, a
is open; however, it modulates toward closed light labeled “BLEED OVHT” on the warning
in response to ECU signals representing APU panel (Appendix B) comes on. The problem
EGT (T5 ). The APU bleed-air valve goes to system may be identified by turning off the
the closed position when any power lever is PRV 3, HP 1, and PRV 2 switches one at a time.
advanced to a position representing 54° PLA, The light begins flashing when the problem
whether or not the engine is running. Failure switch is turned off. A light labeled “BLEED
of the valve to close in this condition will il- APU,” also on the master warning panel, is on
luminate the BLEED APU light after a 12- if the APU bleed-air valve is not closed and
second delay. any power lever is advanced to a position on
the fuel control unit (FCU) corresponding to
In summary, the HP bleed-air supply from 54°. A light labeled “ISOL” on the BLEED
the No. 2 and the No. 3 engine is available to AIR section of the overhead switch panel is on
the associated LP/HP ducts as a function of when the ISOLATION switch is off (stripe
pressure and/or temperature independently vertical). Control and operation of the isola-
sensed by temperature probes in the tion valve will be described later.
associated LP ducts. Since temperature is a

Revision 3
MAIN HP
AIR INTAKE BLEED PORT
ANTI-ICING
AUXILIARY HP
BLEED PORT
NO. 3
ENGINE
MAIN LP
BLEED
PORT
FULL-OPENING
PRV3 SOLENOID VALVE
BLEED PORT LP3 BLEED PORT

BLEED-AIR OVERHEAT
TEMPERATURE PROBE TEMPERATURE PROBE AUXILIARY LP
BLEED PORT MAIN HP
BLEED
PORT

APU AIR
VALVE ANTI- NO. 2
ICING ENGINE
ERATURE PROBE VALVE
PASSENGER CABIN
AIR-CONDITIONING VALVE
LP1 BLEED-AIR
TEMPERATURE LP2
MAIN LP ISOLATION VALVE PROBE PROBE
BLEED
PORT
AIR INTAKE MAIN HP
ANTI-ICING BLEED PORT NO. 2 ENGINE PRV2
S-DUCT ANTI-ICE
FlightSafety
HP1 SYSTEM LEGEND
ENGINE HP BLEED AIR
SOLENOID VALVE
LP BLEED AIR
AUXILIARY HP MIXED BLEED AIR
international
AUXILIARY LP BLEED PORT AUXILIARY HP PRESSURE
11-5
Figure 11-2. Bleed-Air Operation—Anti-icing Off

11-6
AIR INTAKE MAIN HP
AUXILIARY HP
BLEED PORT
NO. 3
ENGINE
MAIN LP
BLEED
PORT
FULL-OPENING
PRV3 SOLENOID VALVE

BLEED-AIR OVERHEAT
BLEED PORT MAIN HP
BLEED
PORT

APU AIR
SYSTEM ANTI- NO. 2
ICING ENGINE
ERATURE PROBE VALVE
PASSENGER
LP1 BLEED-AIR
TEMPERATURE LP2
BLEED
PORT
AIR INTAKE MAIN HP
ANTI-ICING BLEED PORT PRV2
NO. 2 ENGINE
FlightSafety
S-DUCT ANTI-ICE LEGEND
HP1 SYSTEM FULL-OPENING
NO. 1 HP BLEED AIR
BLEED VALVE SOLENOID VALVE
ENGINE
LP BLEED AIR
MIXED BLEED AIR
international
AUXILIARY HP
AUXILIARY LP BLEED PORT AUXILIARY HP PRESSURE
Revision 3
Figure 11-3. Bleed-Air Operation—Anti-icing On

Revision 3
AIR INTAKE MAIN HP

AUXILIARY HP
BLEED PORT
NO. 3
ENGINE
MAIN LP
BLEED
PORT
FULL-OPENING
PRV3 SOLENOID VALVE

BLEED-AIR OVERHEAT
BLEED PORT MAIN HP
BLEED
PORT

APU AIR
SYSTEM ANTI- NO. 2
ICING ENGINE
ERATURE PROBE VALVE
PASSENGER
LP1 BLEED-AIR
TEMPERATURE LP2
BLEED
PORT
AIR INTAKE MAIN HP
ANTI-ICING BLEED PORT NO. 2 ENGINE PRV2
FlightSafety
S-DUCT ANTI-ICE
HP1 SYSTEM
ENGINE SOLENOID VALVE
LEGEND
international
AUXILIARY HP APU BLEED AIR
AUXILIARY LP BLEED PORT
11-7
Figure 11-4. Bleed-Air Operation—APU

FlightSafety
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AIR CONDITIONING heat exchangers is ram air in flight (when TAS

is greater than 300 knots) supplied through an
inlet (Figure 11-5) on the No. 1 engine pylon
GENERAL leading edge. When the airplane is static or air-
borne and TAS is less than 300 knots, cooling
Air conditioning consists of heating and cool- air for the heat exchangers is supplied by a tur-
ing systems. Cooling functions are performed bofan assembly, and ram air from the No. 1 en-
automatically by an environmental control gine pylon inlet. Its operation will be described
unit (ECU). The bleed-air supply is directed later in this chapter. Additional cooling is
to the ECU by two air-conditioning valves, one achieved by a turbocooler air cycle machine
for the crew and one for the passenger system. operating in conjunction with HP and LP me-
chanical water separators.
The air-conditioning valves are controlled by
associated switches labeled “PASSENGER”
and “CREW,” located on the BLEED AIR sec-
tion of the overhead panel. The switches have
three positions: AUTO, ON, and OFF. The
ON position drives the associated valve to the
open position. The OFF position drives the
associated valve to the closed position.The
functions of the AUTO position of the air-
conditioning switches are determined by the
airplane’s configuration. When the airplane is
on the ground, placing the air-conditioning
switches switches to the AUTO position drives
the associated valve open if all three power
levers are at a position less than 54° PLA. The Figure 11-5. Heat Exchanger Ram-Air Inlet
valves remain open until any power lever is ad-
vanced to 54° PLA or more. This opening or
closing rate is at the normal operating rate of COMPONENTS
two to four seconds. When the switches are at
the AUTO position, both air-conditioning Heat Exchangers
valves close when takeoff power is applied. At
lift-off the valves begin opening at the normal Two two-pass air-to-air heat exchangers are en-
rate during the first 0.7 second, ensured by closed in a common casing and are identified as
time-delay relays; then electrical sequencers primary and main. The primary heat exchanger
assume control and this rate of opening de- reduces the temperature of the bleed air prior
creases. On later serial number aircraft, the to directing it to the turbofan and/or the ACM
time-delay relays have been removed. The full compressor. The function of the main heat ex-
opening time in both cases is approximately changer is to remove the heat of compression
two minutes. induced by the ACM compressor prior to di-
recting the air mass to the turbine of the ACM.
Heating is a function of compression, bleed-
ing, and mixing of the air supplies from the en- Turbofan
gine LP and HP compressors. The heat of
compression is adequate for all operating con- General
ditions, thus eliminating the necessity for a
secondary heating system. The turbofan uses the principle of energy
conversion to reduce air temperature without
Cooling is achieved by a dual two-pass heat appreciably affecting pressure. The unit is integral
exchanger operating in conjunction with a tur- with the heat exchangers. It consists of a fan and a
bofan assembly. The cooling medium for the turbine mounted on opposite ends of a common
shaft. The sole function of the turbofan assembly

Revision 3
CONTROL PC BOARD
OUTPUTS INPUTS
ECU MAIN GEAR
OVHT COND'G EXTENDED
CREW • BYPASS VALVE
OR

CLOSING
A1 SLATS
• TURBOFAN EXTENDED
BRAKE OR
INDICATING PC BOARD
NOT APPLIED
SPEED LESS THAN
• NOSE GEAR 300 KT TAS
DOWNLOCKED
AND BOOTSTRAP
+4 • BYPASS VALVE
SECONDS MAINTENANCE PANEL
NOT CLOSED B1
FAULT
NO. 1 AND COOLING

BYPASS NO. 3
ELECTRIC FAN
NO. 1 ENGINE ENGINES
PRIMARY HEAT VALVE HP/LP
PYLON EXCHANGER TURBOFAN BLEED AIR
AIR INLET
DISC BRAKE
NOT APPLIED
LEGEND
BLEED AIR BLEED-AIR

ISOLATION
TEMPERED AIR VALVE
COOLED AIR
AMBIENT AIR
STATIC AIR
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ELECTRICAL POWER BRAKE
LOW PRESSURE DEENERGIZED SOLENOID
AIR INLET FLAP BRAKE OFF CONTROL
OPEN (GROUND) VALVE
international
HOT AIR FROM TO NO. 2 ENGINE
TEMPERATURE OR
11-8A
TURBOCOOLER
CONTROL VALVES APU ON GROUND
Figure 11-6A. Turbofan Operation—Ground or Slow Flight

11-8B
CONTROL PC BOARD
OUTPUTS INPUTS
• MAIN GEAR
• BYPASS VALVE RETRACTED
COND'G
OPENING AND

CREW
• SLATS
A1 • TURBOFAN RETRACTED
BRAKE AND
APPLIED • SPEED GREATER

• NOSE GEAR THAN 300 KT TAS
DOWNLOCKED
AND BOOTSTRAP
+4 • BYPASS VALVE MAINTENANCE PANEL
SECONDS NOT CLOSED B1 FAULT
BYPASS COOLING
NO. 1 ENGINE ELECTRIC FAN
PYLON PRIMARY HEAT VALVE NO. 1 AND NO. 3 ENGINES
AIR INLET EXCHANGER HP/LP BLEED AIR
LEGEND DISC BRAKE

BLEED AIR APPLIED
TEMPERED AIR
COOLED AIR
AMBIENT AIR BLEED-AIR
STATIC AIR ISOLATION
VALVE
ELECTRICAL POWER
FlightSafety
BRAKE
LOW PRESSURE
ENERGIZED SOLENOID
AIR INLET FLAP
BRAKE ON CONTROL
CLOSED (FLIGHT)
VALVE
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Revision 3.01
HOT AIR FROM TO NO. 2 ENGINE

TEMPERATURE TURBOCOOLER OR
CONTROL VALVES APU ON GROUND
Figure 11-6B. Turbofan Operation—Normal Flight
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international
is to assist cooling when on the ground, or in

flight, in any one of the following configurations:
main landing gear extended, or slats extended, or
TAS less than 300 knots. An electropneumatic
brake terminates operation of the turbofan in
clean configuration flight when TAS is 300 knots
or greater. A bypass valve opens to bypass the
turbofan during clean configuration flight of 300
TAS or greater. The input signals for turbofan and
bypass valve control, received from landing gear
and slat position and from the ADCs (air data Figure 11-7. Heat Exchanger Low-
computers) representing TAS, are processed by a Pressure Air Inlet
PCB and transmitted to the brake control valve
and to the bypass valve.
Operation
When the airplane is on the ground or in flight
with the main landing gear extended, or the
slats extended, or TAS less than 300 knots, the
turbofan brake solenoid control valve (Figure
11-6A) is deenergized and closed, isolating
bleed-air pressure from the brake. The brake as-
sembly then vents to the atmosphere and is re-
leased. Hot bleed air is directed through the
primary heat exchanger, and since the turbofan
bypass valve is energized closed, the tempered Figure 11-8. Heat Exchanger Exhaust
air is directed to the turbine of the turbofan. The Outlet
pneumatic energy is converted to rotary me-
chanical motion by the turbine and is used to pressure from upstream and downstream of
drive the integral fan. The low pressure created the isolation valve, through check valves, to
by the fan opens a low-pressure door on the apply the brake and terminate rotation of the
lower side of the fuselage (Figure 11-7), per- turbofan assembly. The cooling airflow for
mitting the fan to induce a large cooling airflow the heat exchangers is now supplied by ram air
across the heat exchangers and discharge it through the inlet of the leading edge of the No.
through a grilled outlet (Figure 11-8) also 1 engine pylon.
located on the lower side of the fuselage. The
cooling by heat transfer at the heat exchangers Turbocooler
and energy conversion by the turbine greatly
reduce bleed-air temperature. General
The turbocooler (Figure 11-9) is a two-wheel
The tempered air from the turbofan is directed
turbocompressor. The single-stage turbine and
to the turbocooler for further cooling. This
the single-stage compressor are mounted back-
condition prevails during ground operation
to-back on a common rotor shaft. The
and after takeoff until the airplane is in a clean
turbocooler operates in conjunction with the heat
configuration and TAS exceeds 300 knots
exchangers and a high-pressure and a
(Figure 11-6B). Then the PCB opens the by-
low-pressure water separator to produce and
pass valve, creating a low resistance line which
dry super-cooled air for conditioning in the
permits the airflow to bypass the turbofan tur-
occupied areas.
bine, and energizes and opens the brake
solenoid control valve, admitting bleed-air

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Figure 11-9. Turbocooler
Operation across the heat exchanger. The air is then di-

rected through a high-pressure water separa-
Hot bleed air from the crew and passenger tor to the turbocooler turbine, which converts
temperature regulating valves is tempered by the pneumatic energy to rotary mechanical
the primary heat exchanger. After passing motion and drives the turbocooler compressor,
through the turbofan during ground opera- while effecting both a temperature and a pres-
tion, or during slow flight configuration sure decrease.
(Figure 11-10), or after bypassing the turbo-
fan during normal clean configuration flight The outlet air from the turbine is very cold and
operation (Figure 11-11), the bleed air is di- moisture laden. This cold air mass is directed
rected to the compressor of the turbocooler, through a low-pressure water separator for
pressure is increased, and the air mass is di- drying and is then supplied to a three-branch
rected through the main heat exchanger, which duct. One branch supplies the crew and pas-
tempers the air by transferring the heat of senger cold air (gasper) ducts; the second and
compression to the cooling airflow passing third branches each supply jet pump-operated

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mixing ducts and two-way ducts, through a exchanger. When the water separator outlet
cold air pressure-regulating valve (PRV), to temperature drops to near the freezing point, the
supply the final conditioned air for the crew signal transmitted to the bridge circuit modu-
and the passenger systems. The cold air PRV lates the anti-icing valve toward open, direct-
is fully automatic to maintain the gasper duct ing a volume of hot air into the cooling turbine
pressure at approximately 0.2 to 0.36 psi above outlet, increasing the water separator inlet tem-
cabin pressure. The PRV is almost entirely perature and maintaining it above the freezing
closed at high altitude since the requirement point (approximately 37°F [3°C]). On aircraft
for cold air is at a minimum, thus maintain- incorporating SB-131, a second electric valve
ing a slight positive pressure and flow in the (turbine emergency anti-icing) is installed up-
cold air (gasper) duct. stream of the original anti-icing valve. The
emergency anti-icing valve, when operated,
The efficiency of the turbocooler is deter- ensures emergency closing of the hot air flow
mined by the positions of the passenger and for turbine and LP water separator anti-icing,
crew temperature control valves. When in a in the case where the original anti-icing valve
maximum cooling mode, the major portion of is blocked in the open position. A pushbutton
the bleed air is directed through the cold side light (ECU/AI), located on the lower portion of
of the temperature control valves, and the tur- the center instrument panel, allows closing of
bocooler is at maximum efficiency. This effi- the emergency anti-icing valve. The pushbut-
ciency is reduced as the temperature control ton light is illuminated amber when the valve
valves cycle toward heat; then the greater por- is closed.
tion of the bleed air bypasses the turbocooler
and is directed to the passenger and crew mix-
ing jet pumps. OVERHEAT DETECTION
SYSTEM
Water Separators The overheat detection system consists of a
sensor and an overheat detection channel in the
The high-pressure and low-pressure after bleed-air overheat detection system. The sen-
separators (Figure 11-12) are conventional sor is located in the turbocooler compressor
swirl-action units; they remove sufficient outlet duct. When the duct temperature reaches
water from the air to maintain a relatively or exceeds the preset value of the overheat
comfortable humidity level in the occupied detection channel (466°F [233°C]), or the
areas. The water removed by the separators nose gear is downlocked and the bypass elec-
is collected in sumps where it is exposed to tric valve is not closed, a light labeled “ECU
a jet pump operated by a motive flow supplied OVHT” on the warning panel (Appendix B)
by the turbine outlet. The jet pump sprays the comes on. Illumination in respect to the nose
collected water across the heat exchangers, gear and valve position will be delayed by
increasing their cooling efficiency. four seconds. If an ECU overheat occurs on the
ground while the APU is supplying bleed air,
ANTI-ICING SYSTEM a signal to the APU ECU induces a shutdown
of the APU. In addition to the ECU OVHT
Since the temperature drop across the turbo- light, a magnetic indicator on the maintenance
cooler may cause freezing at the low-pressure panel will indicate electric bypass and brake
water separator, an automatic anti-icing system solenoid malfunctions. The cooling fan indi-
is provided. The system consists of a temper- cator changes color to red after a delay of 15
ature sensor, an electronic bridge, and a mod- to 92 seconds, depending on the aircraft serial
ulating anti-icing valve (Figure 11-10). The number.
temperature sensor is located at the water sep-
arator outlet. The anti-icing valve is in a hot-
air branch from the inlet of the primary heat

11-12
LP WATER TURBINE COMPRESSOR BAGGAGE BAGGAGE

SEPARATOR ECU COMPARTMENT COMPARTMENT
OVERHEAT VENTURI HEAT VALVE
ANTI-ICING TURBOCOOLER SENSOR SNs PRIOR TO 96
SENSOR CREW TEMPERATURE-
BATTERY REGULATING DUAL
HP WATER COMPARTMENT CONTROL VALVE
SEPARATOR COLD AIR SUPPLY
ELECTRICAL NO. 3 ENGINE
VALVE HP/LP
CONDITIONING
DUCT WING ANTI-ICING

CREW VALVE
COLD AIR OZONE
CABIN CATALYSER
COLD AIR
OR CREW AIR-
SUCTION CONDITIONING
VALVE
NO. 2 ENGINE S-DUCT
COLD AIR FLOW ANTI-ICING VALVE
PRESSURE- LIMITER
REGULATING PASSENGER AIR-
VALVE CONDITIONING
VALVE
COLD AIR
OR
SUCTION ISOLATION VALVE
LOW- NO. 2
PRESSURE ENGINE
AIR INLET HP/LP BLEED AIR
CABIN APU BLEED AIR
PASSENGER AIR-
DUCT ANTI-ICING HP/LP
VALVE BLEED AIR
NO. 1 ENGINE PYLON TURBINE
RAM AIR INLET EMERGENCY
FlightSafety
MAIN HEAT COOLING UNIT
EXCHANGER ANTI-ICING AIR OUTLET
WATER ELECTRIC
VALVE TURBOFAN BYPASS
INJECTOR PRIMARY HEAT
EXCHANGER (SB F900-131) VALVE PASSENGER TEMPERATURE
LEGEND REGULATING DUAL
international
TURBOCOOLER CONTROL VALVE
BLEED AIR CONDITIONED AIR WATER
Revision 4.01
COMPRESSED AIR
TURBOCOOLER
TEMPERED AIR RAM AIR
TURBINE AIR
Figure 11-10. Normal Operation—Ground or Slow Flight (Cooling)

Revision 4.01
LP WATER TURBINE COMPRESSOR ECU BAGGAGE

SEPARATOR OVERHEATING COMPARTMENT BAGGAGE COMPARTMENT
TURBO- TEMPERATURE VENTURI HEATING ELECTRIC VALVE
ANTI-ICING COOLER SENSOR SNs PRIOR TO 96
DUCT SENSOR CREW TEMPERATURE-
BATTERY REGULATING DUAL
COMPARTMENT ELECTRIC VALVE
HP WATER COLD AIR SUPPLY
SEPARATION ELECTRICAL NO. 3 ENGINE
VALVE HP/LP
CONDITIONING
CIRCUIT

CREW
COLD AIR
CABIN OZONE
COLD AIR CATALYSER

OR
SUCTION CREW AIR-
CONDITIONING
VALVE
COLD AIR FLOW
PRESSURE- LIMITER
REGULATING
PASSENGER AIR-
VALVE
CONDITIONING
COLD AIR VALVE
OR
STATIC AIR NO. 2
INLET ENGINE
HP/LP BLEED AIR
CABIN APU BLEED AIR
PASSENGER AIR-
CIRCUIT TURBINE HP/LP
EMERGENCY BLEED AIR
NO. 1 ENGINE PYLON ANTI-ICING
ANTI-ICING
RAM AIR INLET ELECTRIC
FlightSafety
VALVE
VALVE TURBOFAN COOLING UNIT
MAIN HEAT BYPASS
(SB F900-131) AIR OUTLET
WATER EXCHANGER ELECTRIC VALVE
INJECTOR PRIMARY HEAT
EXCHANGER
international
TURBOCOOLER ELECTRIC VALVE
BLEED AIR RECIRCULATED AIR RAM AIR
COMPRESSED AIR
TURBOCOOLER
11-13
TEMPERED AIR CONDITIONED AIR (HEATED) WATER

TURBINE AIR
Figure 11-11. Normal Operation—Flight (Heating)
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VORTEX
COLD COLD
AIR AIR
INLET OUTLET
WATER
TO
JET PUMP
COALESCOR RELIEF VALVE
Figure 11-12. Water Separator (Typical)
DISTRIBUTION SYSTEM in the rear bulkhead area. Final conditioning

of this air supply is achieved by the passen-
General ger jet pump (Circle 4 in Figure 11-13), which
receives motive flow from a hot line which by-
Separate conditioned air distribution systems passes the cooling units. The passenger and
(Figure 11-13 on aircraft SNs 1 to 162 or Figure crew conditioned air ducts may be intercon-
11-13A for aircraft SNs 163 and subsequent) nected to allow either distribution system to
are provided for the passenger and the crew sys- supply both ducts. The interconnect valve
tems. The ducts for each system consist of on aircraft prior to SN 163 is controlled by a
conditioned air ducts and cold air ducts. Check lever (Figure 11-14) labeled “COND” with
valves are installed in all ducts entering through “NORMAL” and “TIED” positions on the
the rear pressure bulkhead. copilot’s console.
Aircraft SN 163 and subsequent have an in-

Passenger Ducts terconnect valve located on the right side of
The passenger conditioned air ducts are routed FR 22 which enables crew and passenger air-
in the lower side of the left and right cabin con- conditioning systems crossfeed should one
soles. These ducts are interconnected; in ad- of them fail. This interconnect valve is nor-
dition, they supply ducts which provide floor mally closed by a manually controlled but-
heat, toilet heat, and warm air distribution for terfly valve.
flight control and engine control components

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CABIN ENGINE
PASSENGER INTER- CREW CREW CREW AND FLIGHT
COPILOT FLAPPER DOOR TWO-WAY PASSENGER CONDITIONED FLOOR PASSENGER TEMPERATURE THERMAL DUCT CREW
PILOTS’ CONNECT CONTROL
GASPER VALVE HEATING MANIFOLDS GASPERS AIR DUCT HEAT SENSOR/AMPLIFIER SWITCH SENSOR VENTURI
FOOTWARMERS FLAP HEATING
(SNs PRIOR TO 163)
NOSE CONE F
25
ISOLATION
VALVE
(SNs PRIOR TO 69)
EFIS
BLOWERS
1
2
GASPER PICK-OFF 3
NOSE THIRD CREW MEMBER
CONE
BLOWER
3
DEFOG 4
OUTLETS
FLIGHT CONTROL
AND ENGINE POWER
EFIS VENTILATION CONTROL HEATING
AIR OUTLETS AFT WINDOW (AFTER SB 900-115)
VENTILATION DUCT
(PRIOR TO SN 116)
EFIS TWO-WAY LAVATORY PASSENGER
MANUAL COLD AIR CREW FLAPPER FRONT GROUND PASSENGER CABIN PASSENGER PASSENGER
PILOT DUCT HEATING THERMAL REAR GROUND
DISTRIBUTOR TEMPERATURE VALVE CONDITIONING CONDITIONED FLOOR DUCT VENTURI
GASPER FLAP AIR DUCT HEATING SWITCH CONDITIONING SENSOR
CONTROL SENSOR
DUCTS FLAP
AIR SOURCES:
1. COOLED AIR FROM TURBOCOOLER 3. RECIRCULATED AIR IN TWO-WAY DUCTS
2. BLEED AIR TO CREW JET PUMP 4. BLEED AIR TO PASSENGER JET PUMP
Figure 11-13. Distribution System
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LEGEND
1 FLOW LIMITERS (3HC) COCKPIT TEMPERATURE SENSOR AMPLIFIER
3 HEAT EXCHANGER (4HC) COCKPIT TEMPERATURE REGULATING DUAL ELECTRIC VALVE
4 TURBO COOLER (5HC) COCKPIT DUCT SENSOR
5 HP WATER SEPARATOR (6HC) COCKPIT OVERHEATING THERMAL SWITCH
6 LP WATER SEPARATOR (22HC) CABIN TEMPERATURE SENSOR AMPLIFIER
8 ATOMIZERS (23HC) CABIN TEMPERATURE REGULATING DUAL ELECTRIC VALVE
9 GASPER PRESSURE REGULATING VALVE (24HC) CABIN DUCT SENSOR
13 CABIN GASPERS (25HC) COCKPIT OVERHEATING THERMAL SWITCH
14 PILOT AND COPILOT GASPERS (3HN2) CABIN AIR-CONDITIONNING ELECTRIC VALVE
19 COCKPIT VENTURI (3HN3) COCKPIT AIR-CONDITIONNING ELECTRIC VALVE
20 RH “TWO-WAY” DUCT (22HN) TURBOFAN BYPASS ELECTRIC VALVE
21 FLAPPER VALVE (23HN) TURBOFAN
22 MANUAL COCKPIT AIR DISTRIBUTOR (43HN) DUCT SENSOR
23 CABIN VENTURI (44HN) TURBINE ANTI-ICING ELECTRIC VALVE
24 LH “TWO-WAY” DUCT (25HP) BAGGAGE COMPARTMENT DISTRIBUTION ELECTRIC VALVE
25 FLAPPER VALVE (3HQ) NOSE CONE BLOWER
26 CABIN CONDITIONED AIR DUCT (14HW) ECU OVERHEAT TEMPERATURE PROBE
29 INTERCONNECTION FLAP
30 CABIN SYSTEM OZONE CATALYSER
31 COCKPIT SYSTEM OZONE CATALYSER
0 4 7 14 15 20 25
COCKPIT AIR-
9 4 (14HW) (4HC) 1
CONDITIONING PNEUMATIC
(3HQ) 14 22 21 CIRCUIT TOILET 13 20 13 (22HC) (6HC) (5HC) 29 19 VALVE (43HN) 6 3 (23HN) 31 (3HN3)
TO AIR
BLEED
SYSTEM
(44HN) (22HN) 30 (3HN2)
8 5 (23HC) 1
DIFFUSERS 14 GLARESHIELD PILOT FEET 22 (3HC) 25 COLD AIR 13 24 26 FLOOR HEATING 13 (25HC) (24HC) REAR 23 (25HP) ELECTRO-
MANIFOLD WARMING CABIN MANIFOLD TOILET PNEUMATIC
MANIFOLD AIR-CONDITIONING HEATING VALVE
SYSTEM
Figure 11-13A. Distribution System—Aircraft SN 163 and Subsequent
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Crew Ducts duct is supplied directly from the ACM turbine EFIS Cooling off, but the compartment is still open to the
through the low-pressure water separator. An cabin through the isolation valve. When the
The crew conditioned air duct is routed along additional branch from the ACM turbine routes The EFIS components on the instrument panel switch is in the ISOL position, both the iso-
the right side of the fuselage and supplies con- cold air through the gasper pressure regulator are cooled by an airflow from the crew gasper lation valve and the heating valve are closed,
ditioned air to the entrance area; then it is (PRV) and divides into two ducts, which conduct, separately directed through flow lim- and the baggage compartment is completely
routed along the left and right sides of the nect to the passenger and crew jet pumps and iters to the pilot’s and copilot’s EFIS units. isolated. A light labeled “BAG ISOL” on the
cockpit to supply air to the aft cockpit windows, two-way recirculating ducts. These ducts are C i r c u l a t i o n o f t h i s f l ow i s a s s i s t e d b y warning panel (Appendix B) will be on when-
prior to SNs 116, to the footwarmer systems, dual-function; when cooling demand is low, the continuously operating fans installed in the ever the switch is at the ISOL position. Valve
and for forward window defogging. Each pilot gasper PRV is closed, and the jet pumps induce glareshield. These fans are powered directly position indication is also provided on the
controls the direction of air supply (for de- recirculation through the ducts and distribute from the DC bus system through circuit maintenance panel.
fogging and footwarmers) by levers (Figure 11- the recirculated air into the passenger and crew breakers.
15) located on the outboard side of the conditioned air ducts while some cold air still
respective instrument panels. A scribed white continues to flow through the gaspers. On the Nose Cone Ventilation
line above the lever slot has up and down arrow other hand, when cooling demand is high, the
Battery Cooling (SB-125)
The nose cone is ventilated on the ground by
heads to determine the desired direction of PRV is open, and cold air is supplied through In addition to their ventilation system (see an electrical blower. In-flight ventilation is
flow. This lever is a distributor control and the recirculating ducts. The flappers at the out- Chapter 2, “Electrical Power Systems”), the provided by cabin conditioned air through a nor-
may be positioned at any point between the let ends of these ducts are pressure- and/or main batteries in the rear compartment can be mally open isolation valve (on airplanes prior
two extremes. suction-operated as dictated by the cooling or cooled on the ground when using the APU. to SN 70); the valve is manually controlled by
heating demands of the system. Cold air is supplied by a line picked off down- a lever on the copilot’s console (Figure 11-14).
stream of the LP water separator and is di- The nose cone is slightly pressurized during
rectly fed to the compartment through an flight to ensure positive ventilation. This op-
electric valve. eration will be described more fully in Chapter
12, “Pressurization,” in this training manual.
With the aircraft on the ground and the “MAS-
TER APU” switch set to “ON,” the electric
valve is controlled by a “COND BATT” switch.
When the switch is selected to the “ON” po- TEMPERATURE
sition, the electric valve will open and illu-
minate an amber light representing the valve
CONTROL SYSTEMS
in a fully OPEN position.
GENERAL
Baggage Compartment Separate temperature control systems are pro-
Conditioning vided for the cockpit and cabin. The operation
of both is similar; any differences will be sep-
The baggage compartment is conditioned arately described.
through a branch duct from the cockpit hot air
line (Figure 11-10). The system consists of a The system components include separate dual-
venturi, an isolation valve, and a heat valve. regulating valves for the passenger and crew
Control is achieved by a three-position switch systems, duct temperature sensors, area tem-
on the overhead switch panel (Figure 11-1) la- perature sensors, and two electronic con-
beled “BAG.” The switch positions are la- trollers. The system is operated from the
Figure 11-14. Duct Interconnect Flap beled “NORM,” “HEAT,” and “ISOL”; an ✕ airplane’s DC power system.
“COND” Lever Figure 11-15. Footwarmer and is scribed across the word “HEAT.”
Defogging Valve
Lever (Typical) COMPONENTS
Gasper Ducts When the switch is at NORM, the supply and
isolation valves are open. Hot air is delivered
The cold (gasper) duct (Circle 1 in Figure 11- to the venturi, where it is mixed with ambient Sensors
13) is a three-branch duct: one branch sup- air. The resulting mixture is distributed at
plies the crew gaspers, and the other two Duct sensors for the passenger and crew sys-
floor level. This flow exhausts into the cabin tems provide inputs representing the duct tem-
branches supply the gaspers on the left and through the isolation valve. Placing the switch
right sides of the cabin. The cold air for this perature to the appropriate section of the
to the HEAT position closes the heating valve, corresponding controller. Sensors with inte-
and flow to the baggage compartment is shut gral amplifiers are located in the cabin and
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cockpit. The inputs from these sensors are UAL, the automatic temperature control sys-
supplied to the appropriate section of the dual tem is inhibited, and the control is transferred
controller and are used as anticipatory infor- to the manual temperature control switch lo-
mation, which prevents undershooting in the cated below the automatic temperature selec-
system. tor. This switch has three positions: “COLD,”
“HOT,” and an unlabeled center position to
which it is spring-loaded. Holding this switch
Controller to the COLD or HOT positions when the mode
The temperature controller (Figure 11-16) is a selector is at MANUAL supplies a continu-
dual unit labeled “PASSENGER” and “CREW.” ous output signal to the associated dual-tem-
It contains separate circuitry for passenger and perature regulating valve.
crew temperature control and is mounted on the
lower left side of the center instrument panel. Separate valve position indication is provided
Each controller consists of a mode selector for the passenger and crew temperature control
switch with positions labeled “AUTO” and valves by indicators on the appropriate panel
“MANUAL”; the passenger mode selector has sections. The indicators are operated from po-
an additional position labeled “REMOTE” to tentiometers on the valves. They are noncali-
permit transfer of cabin temperature control brated; the needle moves from the C (cold)
to an optional control panel located in any de- position on the left of the scale to the H (hot)
sired position in the cabin. The crew mode se- position on the extreme right. The indicators
lector operates in conjunction with a switch provide valve position indication in both the
labeled “NORM” and “EMERG” located on AUTO and MANUAL modes of operation. The
the PRESSURIZATION control panel (Figure PASSENGER controller includes a temperature
11-17). This switch must be in the NORM po- gage calibrated in degrees Centigrade to pro-
sition for normal operation of the passenger con- vide indication of cabin temperature.
ditioning valve and crew temperature control.
The functions of this switch are described in de-
tail in Chapter 12, “Pressurization,” in this
Temperature Control Valves
training manual. The temperature control valves for the pas-
senger and crew system, though similar in de-
When the mode selector switches are at the sign, differ in operation. Each assembly
AUTO position, the automatic temperature consists of two butterfly valves, mechanically
control system is armed. Automatic tempera- linked, and operated in opposing direction by
ture selection is achieved by a rotary (rheostat) a single motor. The motors receive inputs from
selector, which has approximately 180° of either the automatic or manual temperature
movement between the 9 o’clock and 3 o’clock control systems of the associated controller.
positions. When the mode selector is at MAN- In the AUTO mode, valve operation is limited
Figure 11-17. Emergency

Figure 11-16. Temperature Controller Pressurization
Controller

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by PCBs (in the hot direction) to 55% of fully input representing the actual area tempera-
hot. The hot and cold extremes can be achieved ture (from the passenger or crew temperature
in the MANUAL mode. However, following sensor); and the third is the desired or selected
preconditioning on the ground using MAN- temperature which is the input signal from
UAL mode, the PCBs automatically cycle the the automatic temperature (rheostat) selector
valves to 60% of fully hot when the mode se- resulting from crew selection. These signals
lectors are returned to the AUTO positions, re- are compared by the bridge circuitry, and the
ducing air noise level in the cabin. error is determined, which results in one of two
pulsating output signals: a positive (hot) or COND'G
OVHT
When the passenger temperature control valve negative (cold) signal to the appropriate valve
is at the fully hot position, its cold butterfly motor. The magnitude of the pulses is deter-
valve is not fully closed; therefore, a volume mined by the error difference; each pulse is
of air is allowed to pass through the ECU to shorter than the preceding one until the bridge
supply gasper air. The crew temperature con- circuit is again balanced. Once balanced, any
trol valve, in conjunction with the pressur- change in duct or area temperatures or repo-
ization emergency switch, is used to supply an sitioning of the automatic temperature selec-
emergency air source to the occupied areas. tor results in a repeat performance.
This operation is described in detail in Chapter
12, “Pressurization,” of this training manual. Moving the mode selector to MANUAL com-
pletely inhibits the automatic temperature con- PC BOARD
Each temperature control valve receives its trol system, and the temperature control valve 55%
FULLY HOT
bleed-air supply from the associated air-con- position is a sole function of the COLD and LIMITATION MANUAL
ditioning valve; then, as determined by the hot HOT positions of the manual temperature se-
and cold butterfly valves in each temperature lector switch. As long as the switch is held in THERMAL SWITCH
AUTO
control valve assembly, the air mass through either position, the associated valve receives a SNs PRIOR TO 96
each valve is directed into two ducts; one sup- continuous signal in the cold or hot directions, CREW AIR-CONDITIONING
VALVE NO. 3
plies the hot-air flow to the associated mixing as selected. When using manual temperature INTER- ENGINE
jet pump (venturi) in the passenger and crew control, all changes should be made in small in- CONNECT (HP/LP)
distribution systems, and the other duct from crements, allowing the system to stabilize be- FLAP BAGGAGE
COMPARTMENT
each temperature control valve supplies an air tween selections. Reference should also be made HEAT OZONE
mass to a common duct, which directs it to the associated valve position indicator. COCKPIT DUCT VALVE CATALYSER
CREW SENSOR
through the ECU assembly for cooling. SENSOR COLD CREW TEMPERATURE NO. 1
RECYCLED AIR REGULATING DUAL ENGINE
AMPLIFIER
AIR GENERATION ELECTRIC VALVE (HP/LP)
INDICATION NORMAL OPERATION— CABIN CONTROLS (OPTIONAL)
PASSENGER
SENSOR
OZONE
A light on the warning panel labeled “COND’G FLIGHT (HEATING) CATALYSER
OVHT” (Appendix B) comes on to indicate NO. 2

that the temperature in either the passenger or During normal flight in the medium to high PC BOARD ENGINE
power range, the bleed-air supply is as shown REMOTE (HP/LP)
crew conditioned air duct is 95°C or greater. 55% OR AUTO
in Figure 11-2. LP bleed air is supplied to the FULLY HOT OR APU
The signals to this light are supplied from ther- THERMAL DUCT LIMITATION MANUAL
PASSENGER
mal switches located in the passenger and crew manifold from the LP compressor of the No. 1 SWITCH SENSOR TEMPERATURE PASSENGER
REGULATING DUAL AIR-CONDITIONING
conditioned air duct. engine. The No. 3 engine supplies the HP/LP ELECTRIC VALVE VALVE
mixed air from its compressors to the manifold,
as determined by the associated PRV. The No. LEGEND
OPERATION 2 engine provides an HP/LP mixed air supply BLEED AIR
to the manifold through the normally open iso- CONDITIONED AIR
In the automatic mode, the temperature con- lation valve, in addition to a direct supply to the COLD AIR
trol systems (Figure 11-18) operate on the passenger air-conditioning valve; both sup- AUTO REMOTE
electronic bridge principle. This bridge has plies are as dictated by the No. 2 engine PRV.
three legs: one supplies the input representing The air from the manifold is directed to the
the actual duct temperature (from the duct Figure 11-18. Temperature Control Operation
crew air-conditioning valve.
temperature sensor); the second supplies the
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The passenger and crew air-conditioning temperature control valves through their
valves are as shown in Figure 11-11 since it normally open air-conditioning valves. Figure
is assumed that the PASSENGER and CREW 11-10 depicts the conditioning process and
switches (Figure 11-1) are at either the AUTO assumes that TAS is less than 300 knots; there-
or the ON positions. The demand for heat- fore, the turbofan brake is off, and the bypass
ing as determined by the temperature con- valve is closed. The temperature control valves
trollers positions the passenger and crew are positioned by their controllers so that the
temperature control valves so that the greater major volume of bleed air is passing through
volume of bleed air is passing through the hot the cold ports into the common duct to the
port of the valves and is supplied directly to the primary heat exchanger. Since the bypass valve
respective jet pumps. The remaining flow is closed, the turbofan is operating at maximum
passes through the cold ports of the valves into efficiency, resulting in a large temperature
a common duct. This airflow is directed through drop across the unit, which directs the bleed
the primary heat exchanger and through the air to the turbocooler compressor, the main
open turbofan bypass valve (clean flight con- heat exchanger, and the turbocooler turbine.
dition and TAS greater than 300 knots) to the The turbocooler is operating at maximum ef-
turbocooler turbine. The resulting outlet tem- ficiency, resulting in a super-cooled air out-
perature from the turbine is a function of tur- let. The water separator anti-icing valve will
bocooler efficiency at any given time. modulate toward open in response to the tem-
perature sensor downstream of the water sep-
This airflow is directed to the crew and pas- arator. The warm air bled into the turbine
senger gaspers. Figure 11-19 depicts the final scroll prevents ice formation at the water sep-
conditioning and distribution in the occupied arator. The hot air which passes through the
areas. The low pressure at the jet pumps in- hot ports of the temperature control valves
duces recirculation through the two-way ducts, induces mixing at the jet pumps, resulting in
determining the conditioned air temperature the distribution depicted in Figure 11-20. Since
in the passenger and crew conditioned air there is a high demand for cooling, the gasper
ducts. The gasper airflow is determined by PRV is open, the high airflow pressurizes the
the gasper PRV. two-way recirculating ducts, and the flapper
valves close, resulting in a cold airflow through
these ducts as well as through the gasper ducts.
NORMAL OPERATION—
FLIGHT (COOLING)
Operation in the lower altitude range in clean
configuration flight increase the demand for
cooling rather than heating; in addition, me-
teorological conditions may require the use of
surface anti-icing systems. Under such
conditions the bleed-air supply may be as
shown in Figure 11-3. All engines in this case
are supplying HP/LP mixed air to the manifold;
in addition, the No. 2 engine continues a di-
rect supply to the passenger air-conditioning
valve. The bleed-air flow is dictated by the No.
2 and No. 3 engine PRVs and the associated
LP duct temperature sensors, or, in the case of
the No. 1 engine, by its LP duct temperature
sensor and HP valve. The air for the occupied
areas is supplied to the passenger and crew

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CABIN ENGINE
PASSENGER CREW CREW CREW
PASSENGER INTER- FLOOR AND FLIGHT
PILOTS’ COPILOT FLAPPER DOOR TWO-WAY CONDITIONED PASSENGER TEMPERATURE THERMAL DUCT CREW
GASPERS CONNECT HEAT CONTROL
FOOTWARMERS GASPER VALVE HEATING MANIFOLDS AIR DUCT SENSOR/AMPLIFIER SWITCH SENSOR VENTURI
FLAP HEATING
(SNs PRIOR TO 163)
F
25
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SNs 69)
EFIS
BLOWERS
1
2
GASPER PICK-OFF 3
NOSE
CONE THIRD CREW MEMBER
BLOWER
3
DEFOG 4
OUTLETS
FLIGHT CONTROL
AND ENGINE POWER
AIR OUTLETS AFT WINDOW (AFTER SB 900-115)
VENTILATION DUCT
(PRIOR TO SN 116)
EFIS PILOT TWO-WAY FRONT GROUND PASSENGER PASSENGER
MANUAL COLD AIR CREW FLAPPER PASSENGER CABIN LAVATORY PASSENGER
GASPER DUCT CONDITIONING THERMAL REAR GROUND DUCT
DISTRIBUTOR TEMPERATURE VALVE FLAP
CONDITIONED FLOOR HEATING VENTURI
SENSOR AIR DUCT HEATING SWITCH CONDITIONING SENSOR
CONTROL
DUCTS FLAP
LEGEND
AIR SOURCES:
HOT AIR CONDITIONED AIR (HEATED)
1. COOLED AIR FROM TURBOCOOLER 3. RECIRCULATED AIR IN TWO-WAY DUCTS
COOLED AIR RECIRCULATING AIR 2. BLEED AIR TO CREW JET PUMP 4. BLEED AIR TO PASSENGER JET PUMP
Figure 11-19. Distribution System Normal Operation—Flight (Heating)
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CABIN ENGINE
PASSENGER CREW CREW CREW
INTER- FLOOR AND FLIGHT
PILOTS’ COPILOT FLAPPER DOOR TWO-WAY PASSENGER CONDITIONED PASSENGER TEMPERATURE THERMAL DUCT CREW
CONNECT HEAT CONTROL
FOOTWARMERS GASPER VALVE HEATING MANIFOLDS GASPERS AIR DUCT SENSOR/AMPLIFIER SWITCH SENSOR VENTURI
FLAP HEATING
(SNs PRIOR TO 163)
F
25
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SN 69)
EFIS
BLOWERS
1
2
GASPER PICK-OFF 3
NOSE
CONE THIRD CREW MEMBER
BLOWER 3
DEFOG 4
OUTLETS
FLIGHT CONTROL
AND ENGINE POWER
AIR OUTLETS (AFTER SB 900-115)
AFT WINDOW
VENTILATION DUCT
FRONT GROUND
EFIS PILOT (PRIOR TO SN 116) CREW FLAPPER TWO-WAY CONDITIONING PASSENGER CABIN PASSENGER PASSENGER
MANUAL COLD AIR LAVATORY PASSENGER
GASPER TEMPERATURE VALVE DUCT FLAP CONDITIONED FLOOR THERMAL REAR GROUND DUCT
DISTRIBUTOR HEATING VENTURI
SENSOR AIR DUCT HEATING SWITCH CONDITIONING SENSOR
CONTROL
DUCTS FLAP
LEGEND
AIR SOURCES:
HOT AIR
1. COOLED AIR FROM TURBOCOOLER 3. COLD AIR FROM GASPER PRESSURE REGULATOR
COLD AIR CONDITIONED AIR (COOLED) 2. BLEED AIR TO CREW JET PUMP 4. HOT AIR TO PASSENGER JET PUMP
Figure 11-20. Distribution System Normal Operation—Flight (Cooling)
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GROUND OPERATION
Except for the air source, ground and flight op-
eration of the air-conditioning system is sim-
ilar. Figure 11-4 depicts ground operation
with the APU running and supplying bleed
air. The APU bleed-air supply is a function of
the APU bleed-air valve, as determined by the
APU switch on the BLEED AIR section of
the overhead switch panel (Figure 11-1) and
proximity switches in each power lever quad-
rant. In addition, the valve modulates under the
influence of the APU ECU signals initiated by
T 5 inputs to the ECU. The APU bleed-air valve
closes when any power lever is advanced to or
beyond 54° PLA, whether or not the engine is
running. An ECU overheat causes the APU to
automatically shut down.
The APU bleed air is supplied directly to the

passenger air-conditioning valve and to the
crew air-conditioning valve through the nor-
mally open isolation valve. From this point
on, the operation of the air conditioning is as
described for slow or dirty configuration
flight in Figure 11-10, in conjunction with
Figures 11-19 and 11-20.
LIMITATIONS
All limitations contained in the AFM pertain-
ing to the air-conditioning system and related
systems are binding under law, and they must
be observed regardless of the type of operation.

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QUESTIONS
1. HP bleed air from the No. 1 engine is 6. The conditioning airflow to the bag-
available when the HP 1 switch is in gage compartment is supplied from the:
AUTO and the: A. Gasper duct
A. WING anti-ice switch is on. B. Recirculating air ducts
B. All power levers are less than 54° C. Crew hot-air duct
PLA. D. Passenger hot-air duct
C. S-duct anti-ice switch is on.
D. Selections in A or C are made. 7. Cooling air for the EFIS units is sup-
plied from the:
2. When the isolation switch on the BLEED A. Footwarmer and defogging ducts
AIR panel is at the ISOL position:
B. Crew gasper duct
A. No. 2 engine bleed air is shut off. C. Nose cone blower
B. No. 1 and No. 3 engine bleed air is D. EFIS blowers
shut off.
C. No. 2 engine bleed air is isolated 8. The interconnect valve lever on the
from the manifold. copilot’s console is used to interconnect
D. No. 2 engine bleed air is isolated the:
from the wing anti-icing system.
A. Crew and passenger gasper ducts
B. Left and right recirculating ducts
3. Moving the isolation switch to the
ISOL position when the APU bleed air C. Passenger gasper duct to the nose
is selected: cone duct
D. Passenger and crew conditioned air
A. Causes the APU to flame out
ducts
B. Isolates the APU bleed air from the
crew ducts
9. The temperature gage on the tempera-
C. Causes the APU bleed-air valve to ture controller receives inputs from the:
close
A. Passenger temperature sensor
D. Isolates APU bleed air from the
passenger ducts B. Crew duct sensor
C. Passenger duct sensor
4. If the ECU OVHT light comes on dur- D. Crew temperature sensor
ing ground air conditioning using the
APU bleed-air, the: 10. The AUTO position of the crew tem-
A. Turbofan bypass valve opens. perature mode selector is operational
when the:
B. Air-conditioning valves close.
C. Turbofan brake releases. A. CREW switch on the BLEED AIR
panel is at AUTO.
D. APU automatically shuts down.
B. HP 1 switch is on.
5. When the power levers are advanced to C. NORM–EMERG pressurization
the takeoff power position, the: switch is at NORM.
D. PRV 2 and PRV 3 switches are on.
A. Air-conditioning valves close.
B. Temperature control valves go to
the 50% hot position.
C. Turbine bypass valve opens.
D. HP 1 bleed valve opens.

CHAPTER 12
PRESSURIZATION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
PRESSURIZED AREAS....................................................................................................... 12-1
AIR SOURCES ..................................................................................................................... 12-2
CABIN PRESSURIZATION................................................................................................. 12-2
General........................................................................................................................... 12-2
Major Components ........................................................................................................ 12-3
Indication and Warning.................................................................................................. 12-7
Operation ....................................................................................................................... 12-8
Protection..................................................................................................................... 12-14
Depressurization .......................................................................................................... 12-14
BAGGAGE COMPARTMENT PRESSURIZATION......................................................... 12-15
General......................................................................................................................... 12-15
Air Sources .................................................................................................................. 12-15
Control ......................................................................................................................... 12-15
Protection..................................................................................................................... 12-15
Indication ..................................................................................................................... 12-15
Operation ..................................................................................................................... 12-15
NOSE CONE VENTILATION/PRESSURIZATION......................................................... 12-16
General......................................................................................................................... 12-16
Air Sources .................................................................................................................. 12-16

Control ......................................................................................................................... 12-17

Protection..................................................................................................................... 12-17
Indication ..................................................................................................................... 12-17
Operation ..................................................................................................................... 12-17
LIMITATIONS .................................................................................................................... 12-18
QUESTIONS....................................................................................................................... 12-19
12-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
12-1 Pressurized Areas ................................................................................................... 12-2
12-2 Emergency Pressurization Control Panel ............................................................... 12-2
12-3 Air Source—Emergency Pressurization................................................................. 12-3
12-4 Automatic Controller ............................................................................................. 12-4
12-4A Principle of Automatic Cabin Pressurization —PROG Mode ............................... 12-5
12-5 Outflow Valves ....................................................................................................... 12-7
12-6 Triple Indicator....................................................................................................... 12-8
12-7 HORN SIL Switch ................................................................................................. 12-8
12-8 Overhead Switch Panel ....................................................................................... 12-10
12-9 Pressurization Operation—Auto Mode Ground .................................................. 12-10
12-10 Pressurization Operation—Auto Mode Flight ..................................................... 12-11
12-11 Pressurization Operation—Manual Mode Flight................................................. 12-13
12-12 Baggage Compartment Pressurization Operation................................................ 12-16
12-13 Nose Cone Isolation Valve Lever (SNs Prior to 70) ............................................ 12-17
12-14 Nose Cone Ventilation/Pressurization Operation................................................. 12-18

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CHAPTER 12
PRESSURIZATION
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INTRODUCTION
This chapter describes the pressurization system of the Falcon 900 series airplanes. All
values, relative to pressure and flow rates, are used only for their illustrative meanings.
Actual values must be obtained from the approved manuals and publications issued
with the airplane.
GENERAL
Air conditioning and pressurization are syn- pressure change in the cabin throughout the op-
onymous terms. The term air conditioning ap- erating envelope of the airplane.
plies to the regulated inflow of air to the
occupied areas, its conditioning, and its dis-
tribution.
PRESSURIZED AREAS
Pressurization, on the other hand, relates to the
outflow of air from the occupied areas at pre- The pressurized areas of the Falcon 900 (Figure
cise rates which will achieve and maintain 12-1) are the occupied areas, the baggage com-
programmed or selected altitudes and rates of partment, and the nose cone.

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LEGEND
NOSE CONE
OCCUPIED AREAS
;;;;;;;;;;
BAGGAGE AREA
;;;;;;;;;;;;
;;;;;;;;;;;; Figure 12-1. Pressurized Areas
AIR SOURCES Figure 12-3 depicts the emergency pressur-

ization air source. The cabin air-conditioning
A normal and an emergency air source are valve is closed; the cold port of the cockpit
used for pressurization. The normal source of temperature control valve is also closed, while
air is supplied by the LP compressors of the its hot port is fully open. Hot bleed air is di-
three engines, automatically supplemented as rected to the cockpit recirculating jet pump.
required by HP bleed air. For more informa- The only conditioning achieved is from the
tion on the normal air sources see Chapter 9, mixing of ambient cabin air with the bleed air
“ P n e u m a t i c s ” a n d C h a p t e r 1 1 , “A i r by the jet pump. Temperature control at the
Conditioning,” in this training manual. higher altitudes may not present a problem;
however, when altitude is reduced, tempera-
An emergency source of air is required if the ture will increase in the occupied areas and
ECU malfunctions. This airflow is controlled may be controlled somewhat by using the
by a two-position switch on the emergency COLD position of the cockpit manual tem-
pressurization control panel (Figure 12-2). perature control switch. However, this will
The switch positions are labeled “NORM” also reduce the airflow entering the occupied
and “EMERG.” Moving this switch to the areas and consequently affect pressurization.
EMERG position simultaneously closes the
cabin air-conditioning valve, drives the cock-
pit temperature control valve to the fully hot CABIN
position, and arms the cockpit manual tem-
perature control switch. Airflow to the ECU PRESSURIZATION
is now shut off.
GENERAL
The Falcon 900 incorporates a cabin pres-
surization system capable of operating in au-
tomatic or manual modes. In the automatic
mode the system is controlled by a computer,
preprogrammed to provide for automatic or
semiautomatic operating modes. The system
is variable isobaric and automatically con-
trols cabin rates of change within the complete
Figure 12-2. Emergency Pressurization isobaric range. The normal operating differ-
Control Panel ential is automatically limited to 9.3 psi for

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any isobaric range. The maximum positive • Automatic controller

differential is also automatically limited to 9.6
• Manual controller
psi (662 mb). Negative pressure in the pres-
surized area is prevented by a low differen- • Emergency pressurization control
tial limit of 0.29 psi (20 mb). In case of loss
• Main outflow valve
of inflow air the maximum cabin altitude is
limited to approximately 14,500 feet. A 100% • Emergency outflow valve
redundancy is incorporated for all of these
• Jet pump
safety features. The manual pressurization
control system is completely independent of
electrical power. Automatic Controller
The automatic controller (Figure 12-4) is lo-
cated on the lower right side of the center in-
MAJOR COMPONENTS strument panel. This unit, powered from Bus
A1, is a digital computer with a nonerasable
General memory, capable of controlling the cabin pres-
surization system in automatic and semiauto-
The major components of the pressurization
matic modes during ground and flight
system include the following:
operation.
LP WATER COMPRESSOR BAGGAGE

SEPARATOR COMPARTMENT
BATTERY COMPARTMENT VENTURI BAGGAGE
TURBO- COLD AIR SUPPLY
ANTI-ICING COOLER COMPARTMENT
DUCT SENSOR ELECTRICAL VALVE HEATING
(SB F-900-125) SNs ELECTRIC VALVE
ECU OVERHEATING PRIOR
HP WATER TURBINE CREW TEMPERATURE
TEMPERATURE TO 96
SEPARATION SENSOR REGULATING DUAL
ELECTRIC VALVE
ANTI-ICING
CREW-AIR VALVE
CIRCUIT HP/LP BLEED AIR
CREW COLD
AIR OZONE
CABIN CATALYSER
COLD AIR CREW AIR-
COLD AIR CONDITIONING VALVE
OR SUCTION COLD AIR
FLOW PASSENGER AIR-
PRESSURE- CABIN
PRESSURIZED LIMITER
CONDITIONING VALVE
REGULATING
COLD AIR VALVE
OR ISOLATION VALVE
SUCTION
PASSENGER
COLD AIR
} NO. 2 ENGINE
HP/LP BLEED AIR
APU BLEED AIR
PASSENGER
AIR-CONDITIONING BYPASS NO. 1 ENGINE
TURBINE ELECTRIC
CIRCUIT EMERGENCY HP/LP BLEED AIR
VALVE
ANTI-ICING
STATIC AIR NO. 1 ENGINE ELECTRIC TURBOFAN
LEGEND INLET PYLON RAM- VALVE COOLING UNIT
AIR INLET AIR OUTLET
BLEED AIR PRIMARY HEAT
WATER EXCHANGER PASSENGER TEMPERATURE
RAM AIR INJECTOR REGULATING DUAL ELECTRIC
MAIN HEAT VALVE
RECIRCULATED AIR EXCHANGER
Figure 12-3. Air Source—Emergency Pressurization

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destination or landing field elevation to be set

by the associated ± switch, within the range
of –1,500 to +14,000 feet.
The two-position switch on the lower right of

the face is labeled “mb” (millibars) and “in. Hg”
(inches of mercury) and is used to select the de-
sired digital display of field barometric pres-
sure in the QNH window. The three-position ±
switch on the lower left of the face sets the
field barometric pressure in the QNH display.
A push-button switch labeled “TEST” on the

lower center of the face is used to test the va-
lidity of the selected operating mode. Setting
the mode select switch to PROG or LDG and
pushing the TEST switch will display 18,800
in the altitude display window. In the FL mode
Figure 12-4. Automatic Controller the test display will be FL 880, simultane-
ously the QNH display will be 88.88 in the mb
or in. Hg window in all three modes. The test
The face of the automatic controller has two system can be used on the ground only since
liquid crystal displays (LCD): one labeled it is inhibited by the airborne position of the
“LAND ELV” and the other “QNH.” A three- landing gear touchdown system. Should a fail-
position mode select switch on the upper right ure be detected in the PROG mode, the system
of the face is labeled “PROG” (program), “FL” must be retested in the FL and LDG modes. If
(flight level), and “LDG” (landing) and is the test is now valid the airplane may be flown
used to select the automatic and semiauto- using these two modes only.
matic modes, in conjunction with a three-
position switch on the upper left of the face. The display windows of the automatic con-
troller going blank during flight indicate a
The switch has + and – positions and is spring malfunction of the automatic and semiauto-
loaded to the center position. When the mode matic modes.
select switch is at PROG, the associated ±
switch will change the digital display in in- NOTE
creasing or decreasing increments when held
at the + or – positions. The digital display The “LAND ELV” label on the au-
change in response to switch selection begins tomatic controller illuminates when
at a slow rate and then increases in proportion PROG or LDG modes are selected,
to the time the switch is held. but it will not illuminate when FL
mode is selected.
For ease of display setting, move the switch
intermittently in the desired direction. Since NOTE
the mode select switch is at the PROG posi-
tion, the digital display indicates the elevation The ± switch for the altitude display
of the destination field. The altitude range is changes it in increments of 100 feet be-
from – 1,500 to +8,000 feet. When the mode tween –1,500 and +8,000 feet when
select switch is at the FL position, the asso- the PROG mode is selected, 100 feet
ciated ± switch is used to set the airplane’s between –1,500 and +14,000 feet when
flight planned (flight level) altitude in the dig- the LDG mode is selected, and in in-
ital display. The altitude range is from FL 000 crements of 10 feet between FL 000
to FL 500. Moving the mode select switch and FL 500 when FL mode is selected.
from the FL to LDG position will permit the

FlightSafety
international
NOTE The FL mode is used when malfunctions occur

in the PROG mode such as an invalid test in-
The ± switch for the QNH display dication. The flight level altitude is inserted
changes it in increments of 0.01 in. into the controller which will then maintain the
Hg between 28.00 and 31.00 in. Hg minimum cabin altitude relative to the flight
when in. Hg is selected, and in in- level and cabin differential pressure.
crements of 1 mbar between 950 and
1,050 mb when mb is selected. The pilot must ensure that the programmed
flight level is not exceeded since the differ-
The automatic controller senses three param- ential system will assume control and rates of
eters in the PROG mode: absolute cabin pres- pressure change will then be proportionate to
sure, airplane altitude, and airplane rate of the airplane rates. When descent is initiated,
change. The cabin pressure is sensed through the pilot must enter the landing field altitude
a port on the body of the unit. Altitude and rate and set the QNH to the reported value.
of change information is supplied from ADC
1 and ADC 2. The preprogrammed function is NOTE
inhibited in the FL and LDG modes, and the
system then operates from the only available The landing field elevation to be in-
parameter, absolute cabin pressure. serted into the controller is actual
field. The cabin will depressurize at
In the PROG mode the automatic controller is a preprogrammed rate following
constantly monitoring the actual cabin altitude, touchdown.
the destination field elevation, the landing
gear position, power lever position, and rates
of climb and descent, comparing these values CAUTION
in the computer’s memory, and then produc-
ing output signals which ensure that the cabin When operating in the FL mode, it is
altitude will approach the theoretical cabin important to program the system for
altitude at a theoretical rate which will al- the LDG mode at a point in the de-
ways remain within the established limits of scent which will permit the cabin
+650 feet per minute in climb and –450 feet sufficient time to descend to 300 feet
per minute in descent (Figure 12-4A). below landing field elevation within
the maximum descent rate limits.
The system will automatically maintain the The LDG mode can be used after FL
lowest possible cabin altitude relative to the mode selection to bring cabin altitude
airplane’s altitude and cabin pressure differ- equal to landing field altitude by set-
ential. Rates of pressure change will auto- ting the mode selector to LDG and
matically be maintained as low as possible displaying the landing field altitude
for all flight profiles and will always remain o n t h e L A N D E LV d i s p l a y a n d
within the programmed limits. setting the QNH. LDG mode should
be used for all takeoff and landings
The system also has the capability of initiating above 8,000 pressure altitude.
a prepressurization program during takeoff,
permitting a smooth transition to the pro-
grammed profile after takeoff. Programmed
depressurization occurs after landing.
The PROG mode is selected for all flight con-

ditions except when an invalid test is indicated
in the PROG mode prior to takeoff.
Revision 3 FOR TRAINING PURPOSES ONLY 12-4A

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THIS PAGE INTENTIONALLY LEFT BLANK
12-4B FOR TRAINING PURPOSES ONLY Revision 3

Revision 2
8000
7800
7600 H
7300 G
7000 F
E
6300
D
6000
4700
T
4000
2000
C

15000
27300
37500
43000
45600
47000
48800
0
10 B 20 30 40 50 ZA x 1000 FT
-1500 LEGEND
A ZA: INSTANT AIRCRAFT ALTITUDE
ZCTH: THEORETICAL CABIN ALTITUDE
international
Figure 12-4A. Principle of Automatic Cabin Pressurization—PROG Mode
12-5
FlightSafety
FlightSafety
international
Emergency Main Outflow Valve

Pressurization Control The main outflow valve is an electropneu-
The emergency pressurization control panel matic poppet valve (Figure12-5) mounted on
(Figure 12-2) includes a two-position mode se- the rear pressure bulkhead. The valve con-
lector switch labeled “AUTO” and “MAN,” a sists of a control chamber, a cabin pressure or
two-position air source selector switch la- actuator chamber and is separated by a flexi-
beled “NORM” and “EMERG,” a two-position ble diaphragm connected to the poppet valve.
guarded switch labeled “DUMP,” and a rotary A spring in the control chamber determines a
manual controller labeled “DN” and “UP.” fail-safe closed position for the poppet.
The pressure in the control chamber is deter-

With the mode selector switch at AUTO, the mined by a quadrant operated by a torque
air source selector switch at NORM, the motor in response to output signals from the
DUMP switch at the guarded position, and automatic controller. The quadrant alternately
the manual controller rotated (counterclock- opens two nozzles: one admits cabin pressure
wise) to the DN position, the pressurization to the control chamber, moving the poppet to-
system is preset for automatic operation. ward close, and the other nozzle connects the
control chamber to the control pressure line,
Manual Controller reducing control pressure and inducing the
poppet toward open.
Placing the mode selector switch to the MAN
position inhibits automatic operation. A cabin The main outflow valve control chamber also
rate of descent will also be indicated on the includes a cabin altitude limiter and a relief
triple indicator. The manual controller per- valve. The function of the main outflow valve
mits the pilot to control the rate of climb, up is to operate in response to signals from the
to a maximum of +1,500 feet per minute when automatic controller and meter air out of the
rotated to the UP position or, +2,500 feet per cabin at a rate which will maintain the pro-
minute when moved beyond the UP position grammed cabin altitude and limit the rates of
to the hard stop. The maximum rate of de- climb and descent in response to the auto-
scent is a preset value of –1,500 feet per minute matic controller.
when the manual controller is set to the DN po-
sition. A constant cabin pressure may be
achieved by adjusting the manual controller Emergency Outflow Valve
until the cabin rate indicator stabilizes at 0. The emergency outflow (Figure 12-5) is simi-
lar in design and operation to the main outflow
valve. It is normally pneumatically operated,
CAUTION but it does have a solenoid valve to induce rapid
closing for takeoff. Pneumatic operation is
based on the differential between control pres-
The manual controller must be at the sure and cabin pressure as determined by a
DN position when operating in the pneumatic relay.
PROG, FL, or LDG modes. If it is re-
moved out of the DN position while The emergency outflow valve also includes an
operating in any of these modes, it altitude limiter valve and a relief valve.
will override the selected mode and
induce a rate of climb in the cabin.

FlightSafety
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EMERGENCY
OUTFLOW VALVE
FWD MAIN
OUTFLOW
VALVE
EMERGENCY
PRESSURIZATION
CONTROL
PANEL
Figure 12-5. Outflow Valves
The control chambers of both valves are in- INDICATION AND WARNING
terconnected by a sense line; therefore, dur-
ing automatic operation the emergency outflow Cabin altitude, cabin/ambient pressure dif-
valve is slaved to the main outflow valve, and ferential, and cabin pressure rate of change are
during emergency operation the main outflow all indicated on a triple-scale gage (Figure
valve is slaved to the emergency outflow valve. 12-6) located on the lower right side of the cen-
ter instrument panel. The cabin altitude scale
is calibrated in feet from –1,000 to +50,000.
Jet Pump The scale is color-coded amber between 8,000
A jet pump supplied with a motive flow from a and 10,000 and red above 10,000. The altitude
line supplied by No. 1 and No. 2 engine’s HP sweep needle is labeled “ALT.”
bleed-air lines, or from the APU bleed air when
weight on wheels, is used to create a constant The differential pressure scale is calibrated in
negative pressure of .29 psi (20mb). This neg- psi from –1 to +40. It is color-coded amber be-
ative pressure is used to determine operation of tween 9.4 and 9.7 and red between 9.7 and 10.
the main and emergency outflow valves during An open sweep needle with an inward facing
automatic or emergency operation and during pointer indicates the prevailing differential.
manual control of the pressurization system.

FlightSafety
international
OPERATION
General
Operation of the pressurization system will be
described in three modes: auto mode ground,
auto mode flight, and manual mode flight.
During the preflight checklist the crew has con-

firmed that the manual controller is at the (nor-
mal/green) DN position, the mode electro
switch is at AUTO, the air source selector switch
is at NORM, and the DUMP switch is in the
guarded position (Figure 12-2).
The flight planned landing field elevation is en-

tered in the automatic controller and displayed
Figure 12-6. Triple Indicator in feet in the LCD. The TEST switch is pushed,
and the LCDs react as explained earlier, veri-
A cabin pressure rate-of-change scale is lo- fying the validity of the system for full auto-
cated on the left side of the dial. It is calibrated matic operation (Figure 12-4). The engines are
in feet per minute times 1,000 from 0 to 2, UP running, the HP 1, PRV 2, and PRV 3 switches
and DN. The prevailing rate is indicated by a are set at auto, the PASSENGER and CREW air-
needle. conditioning switches are at the AUTO positions
(Figure 12-8), and the power levers are at idle.
A light labeled “CABIN” (Appendix B) on the
warning panel will come on in conjunction
with a continuous synthetic voice (“CABIN”)
either when the airplane is weight on wheels and
the TEST switch on the automatic controller is
pushed or when the airplane is in flight in any
pressurization mode and cabin altitude exceeds
10,000 feet. The aural warning may be silenced
by the HORN SIL switch on the center pedestal
(Figure 12-7).
Figure 12-7. HORN SIL Switch Figure 12-8. Overhead Switch Panel

FlightSafety
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Advancing the power levers to takeoff power cabin altitude at a controlled rate until it
with weight on wheels will complete circuits reaches the programmed value. Consequently,
to rapidly close the cabin and cockpit air- the minimum cabin altitude will be maintained
conditioning valves, isolating all bleed air throughout the flight relative to airplane alti-
from the occupied areas. The HP1 valve will tude, the landing field altitude, and cabin/am-
be closed; the PRV2 and PRV3 valves will bient differential.
also close for approximately 18 seconds.
Simultaneously, the master controller will No further action is required of the crew
transmit an output signal to the main outflow throughout the flight.
valve torque motor, which will increase con-
trol pressure and close the valve. A circuit is Before landing the barometric correction value
also completed to the solenoid valve on the (QNH) is to be selected.
emergency outflow valve. The energized
solenoid admits cabin pressure to the control When the airplane touches down and with the
chamber of the emergency outflow valve for power levers at idle, the automatic controller
rapid closing. will initiate the controlled depressurization
mode, and the cabin will climb to field eleva-
Figure 12-9 depicts pressurization in the auto tion at a maximum rate of +650 feet per minute.
mode ground configuration. Bleed air is off and
the cabin is sealed until after lift-off.
NOTE
To ensure against any pressure surges
Auto Mode Flight in the cabin and baggage compart-
When the landing gear proximity switches as- ments, flaps are installed on the cabin
sume the flight position, circuits are com- and baggage compartment doors.
pleted to slowly open the cabin and cockpit These flaps are mechanically con-
air-conditioning valves, permitting airflow to nected to the operating mechanisms
the occupied areas. The automatic controller of the respective doors. During door
assumes the PROG mode (Figure 12-10) . Its opening the associated flap opens
reaction will be determined by one of the fol- and equalizes the compartment and
lowing conditions. ambient pressures.
If takeoff field elevation is higher than the Referring to Figure 12-10, the negative pres-
programmed landing field elevation, the out- sure is determined by jet pump or venturi ac-
put from the auto controller will position the tion and maintained relatively constant at
torque motor so that the cabin pressure jet is approximately .29 psi.
open and the control pressure jet is closed.
Control pressure will increase, inducing the The control pressure in the control chamber of
outflow valve toward closed, and cabin pres- the main outflow valve is constantly modified
sure will increase at a programmed rate until by the command signals from the automatic con-
it is equal to the programmed landing field el- troller. When any changes occur in cabin pres-
evation. sure as a result of power changes or any other
cause, the controller will respond and position
If the takeoff field elevation is below that of the torque motor to either admit cabin pressure
the programmed landing field, the torque through the cabin pressure jet or shut off the
motor’s response to the controller signals will cabin pressure jet and open the negative pressure
close the cabin pressure jet and open the con- jet, thus increasing or decreasing control pres-
trol pressure jet to the low pressure of the jet sure. The poppet valve will respond accordingly
pump. The decreasing control pressure will in- by increasing or decreasing the outflow to the
crease the outflow valve opening and increase atmosphere.

12-10
LEGEND EMERGENCY PRESSURIZATION

PANEL
CABIN PRESSURE AMBIENT PRESSURE AUTO NORM
;
NEGATIVE PRESSURE ELECTRICAL POWER
UP
MODIFIED CONTROL PRESSURE ENGINE BLEED
DN MAN EMERG DUMP
PRESSURIZATION
;
CABIN MANUAL
PRESS CONTROLLER
28 VDC

BUS A1 AUTO
LAND. ELV
MAN
NORM QNH
TEST
AUTOMATIC
DUMP CONTROLLER
; FILTER PNUEMATIC
;
RELAY
CABIN
;;; ;
ALTITUDE ELECTRIC
LIMITER VALVE
RELIEF
;;
;
;;
™ VALVE
TORQUE
MOTOR
QUADRANT
CHECK
VALVE
FlightSafety
CABIN CABIN
INTERIOR INTERIOR
MAIN OUTFLOW EMERGENCY
EXTERIOR OUTFLOW VALVE EXTERIOR
international
VALVE NO. 1 AND NO. 2 ENGINE
OR APU BLEED AIR
Revision 3
JET PUMP
Figure 12-9. Pressurization Operation—Auto Mode Ground

;
Revision 3
EMERGENCY PRESSURIZATION
LEGEND PANEL
CABIN PRESSURE MODIFIED CONTROL PRESSURE AUTO NORM
;
UP
AMBIENT PRESSURE ENGINE BLEED DN MAN EMERG DUMP
PRESSURIZATION
CABIN MANUAL
PRESS CONTROLLER

28 VDC
BUS A1 AUTO
LAND. ELV
MAN
NORM QNH
TEST
AUTOMATIC
DUMP CONTROLLER
FILTER CABIN PNUEMATIC

;;
ALTITUDE RELAY
;;; ;
LIMITER ELECTRIC
VALVE
RELIEF
;;
;
™ VALVE
TORQUE
MOTOR
QUADRANT
;
CHECK
VALVE
FlightSafety
CABIN CABIN
INTERIOR INTERIOR
EMERGENCY
EXTERIOR MAIN OUTFLOW EXTERIOR
international
OUTFLOW VALVE
OR APU BLEED AIR
JET PUMP
12-11
Figure 12-10. Pressurization Operation—Auto Mode Flight

FlightSafety
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Since the control chambers of both outflow manual mode control by moving the mode se-
valves are interconnected, any change in con- lector switch to MAN position and then ro-
trol pressure in the main valve control cham- tating the manual controller clockwise, gently,
ber will also be reflected in the control until the rate needle returns to 0.
chamber of the emergency outflow valve, and,
consequently, it remains slaved to the main out- Manual Mode Flight
flow valve.
Figure 12-11 depicts manual mode control.
If the pressurization test prior to takeoff reveals When the mode selector is moved to manual,
a malfunctioning PROG mode, the system all electrical power is removed from the con-
must be tested in the FL and LDG modes. If troller. The manual controller is a three-port me-
these tests are valid, the crew must insert the tering valve. One port is connected to cabin
flight level information into the controller pressure, the second port is connected to the jet
computer. The ground prepressurization mode pump, and the third port is connected to a pneu-
will be inoperative. matic relay on the emergency outflow valve.
After takeoff the FL mode will achieve and The control pressure signal to the pneumatic
maintain the minimum lowest cabin altitude relay is determined by the position of the man-
relative to the flight planned airplane altitude ual control knob. As the control knob is turned
of the isobaric range selected; for example, if clockwise, the control pressure in the pneu-
the flight planned altitude is 25,300 feet, the matic relay is being reduced, and the relay
FL program will maintain a sea level cabin at bellows is contracting under the influence of
a differential of 9.3 psi. However, if this flight cabin pressure. The contracting bellows opens
planned altitude is exceeded, the system will a metering port, exposing the control cham-
automatically transition to a new isobaric ber of the emergency outflow valve to the low
range, and cabin altitude will increase at a pressure of the jet pump.
programmed rate. When the airplane reaches
50,000 feet (which is the isobaric limit of the As control pressure decreases, the poppet
system), the cabin altitude will be approxi- valve is moved toward open by cabin pres-
mately 8,000 feet at a differential of 9.3 psi. sure, increasing the outflow to the atmosphere.
The rates of cabin pressure change are di-
If the airplane altitude exceeds 50,000 feet, the rectly proportionate to the rate and distance
pressurization system will transition to dif- the control knob is moved; therefore, the con-
ferential control and maintain 9.3 psid. As trol knob should be moved slowly and in small
descent is initiated, the pilot must insert the increments to avoid the discomfort produced
landing field elevation into the controller com- by rapid and/or large pressure changes.
puter and also insert the reported QNH. No fur-
ther selections are necessary through the
descent and landing. CAUTION
When the airplane touches down and with the When operating on manual pressur-
power levers at idle, the automatic controller ization control, it is imperative to
will initiate the controlled depressurization monitor the system by reference to
mode, and the cabin will climb to field eleva- the triple indicator. Cabin altitudes
tion at a maximum rate of 650 feet per minute. and rates of change must be period-
ically adjusted, especially during de-
If loss of electrical power or other malfunc- scent. An adequate buffer must be
tions occur, rendering the PROG, FL, and maintained between cabin and air-
LDG modes inoperative, a descent rate of plane altitudes to prevent rapid de-
1,000 feet per minute will be indicated on the scent rates in the cabin.
triple indicator. The crew must now resort to

Revision 3
LEGEND EMERGENCY PRESSURIZATION

PANEL
CABIN PRESSURE MODIFIED CONTROL PRESSURE
AUTO NORM
;
UP
AMBIENT PRESSURE ENGINE BLEED
DN MAN EMERG DUMP
PRESSURIZATION
;
CABIN MANUAL
PRESS CONTROLLER

28 VDC
BUS A1 AUTO
LAND. ELV
MAN
NORM QNH
TEST
AUTOMATIC
DUMP CONTROLLER
;
FILTER CABIN PNUEMATIC
;
ALTITUDE RELAY
;;; ;
LIMITER ELECTRIC
VALVE
RELIEF
;;
;
;;
™ VALVE
TORQUE
MOTOR
QUADRANT CHECK
VALVE
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CABIN
CABIN
INTERIOR INTERIOR
EMERGENCY
international
EXTERIOR MAIN OUTFLOW OUTFLOW VALVE EXTERIOR
OR APU BLEED AIR
JET PUMP
12-13
Figure 12-11. Pressurization Operation—Manual Mode Flight

FlightSafety
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As explained earlier the main outflow valve is The low differential limiter protects the struc-
slaved to the emergency outflow valve during ture from the effects of negative differential
manual mode operation. A flow limiter in the pressure. This condition will occur, for ex-
slaving line will maintain the integrity of the ample, if the airplane’s rate of descent ex-
emergency valve if the slaving line ruptures. ceeds the cabin rate of change. The actuator
The flow limiter also dampens any surges from chamber of each outflow valve is exposed to
affecting both valves. cabin pressure which enters through a vented
orifice. This pressure is acting upward on the
PROTECTION main diaphragm and downward on the bal-
ance diaphragm. The lower side of the balance
The protection systems consist of normal dif- diaphragm is exposed to atmospheric pres-
ferential limiting, maximum differential lim- sure; consequently, if cabin pressure ap-
iting, negative differential prevention, and proaches to within 0.29 psid of atmospheric
cabin altitude limiting. All except the normal pressure, the balance diaphragm will be pushed
differential limiting are incorporated in each upward, opening the poppet, thus equalizing
outflow valve (Figure 12-10), and each is in- cabin and atmospheric pressures. The cabin
dependent of the other. will now descend at the same rate as the air-
plane with accompanying personal discom-
The normal differential limit of 9.3 psi is a fort. To ensure an immediate response to this
function of the PROG mode in the controller condition, a one-way check valve on each out-
computer. This limit is automatically main- flow control chamber will be unseated, per-
tained during all normal flight conducted in mitting control pressure to escape to the cabin.
the PROG mode.
DEPRESSURIZATION
The maximum differential of 9.6 psi is a func-
tion of a relief valve in each outflow valve. It The airplane may be depressurized rapidly,
consists of a bellows-operated valve. The bel- when conditions warrant it, by moving the red
lows is exposed internally to cabin pressure and guarded switch on the emergency pressuriza-
externally to static atmosphere. When the dif- tion control panel (Figure 12-2) to the DUMP
ferential between cabin pressure and static position. Power will be removed from the au-
atmosphere reaches or exceeds 9.6 psi, the tomatic controller and simultaneously applied
bellows expands, opening the valve and con- to the torque motor of the main outflow valve.
necting the control chamber to the atmosphere. The torque motor will position the quadrant
The drop in control pressure induces the pop- to close the cabin pressure inlet jet to the con-
pet toward open, increasing the cabin airflow trol chamber of the main outflow valve and
to the atmosphere, thus limiting the differen- open the control pressure jet to the jet pump
tial to 9.6 psi. low pressure. Control pressure will dissipate
rapidly, and the poppet valve will open fully.
Each outflow valve includes an altitude limiter, Since the emergency outflow valve is slaved
consisting of a valve connected to a sealed bel- to the main valve, it will also go fully open,
lows evacuated to respond to a pressure equiv- and rapid decompression will occur. The max-
alent to approximately 14,500 feet. The bellows imum cabin altitude control valve will limit the
is exposed externally to cabin pressure. If air- cabin altitude to 14,500 feet if the dump switch
flow to the cabin is shut off or decreases to a point is used.
at which cabin altitude increases, the bellows be-
gins to expand and opens the valve, permitting
cabin air to enter the outflow valve control cham-
ber, equalizing the pressure across the di-
aphragm, and the spring force will close the
poppet. This safety feature can be overridden
only by the low differential limiter.

FlightSafety
international
When the BAG switch is at the NORM posi-

WARNING tion, the baggage compartment heat and iso-
lation valves are both open, and pressurization
Since rapid decompression may is controlled according to the mode selected.
cause severe discomfort, it should
not be selected until the cabin/am- Placing the BAG switch at the XHEAT position
bient differential is first reduced, un- will close the heat valve and shut off the sup-
less a serious emergency dictates ply of heating air to the baggage compart-
otherwise. ment. Pressurization will continue through
the open isolation valve.
If the switch is moved to the ISOL position,

BAGGAGE the heat valve and isolation will both close, and
the baggage compartment is completely iso-
COMPARTMENT lated.
PRESSURIZATION
PROTECTION
GENERAL Positive and negative pressure relief valves are
The baggage compartment located aft of the installed in the baggage compartment. If the
passenger compartment is normally pressur- heat valve fails to close when the BAG switch
ized and maintained at approximately the same is moved to ISOL, the positive pressure relief
differential as the occupied areas. However, valves will limit the baggage compartment-
it can be isolated completely from the pres- to-cabin pressure differential to 0.07 psi.
surization system.
When the baggage compartment is isolated,
negative pressure during descent is prevented
AIR SOURCES by the negative pressure-relief valves, which
will open at 0.28 psi, connecting the com-
The baggage compartment has two electri- partment to the atmosphere.
cally controlled valves: one is a normally open
isolation valve which connects the passenger
cabin to the baggage compartment for pres- INDICATION
surization, and the other, also normally open,
supplies air from the cockpit hot air line to a A light on the warning panel labeled “BAG
mixing jet pump for baggage compartment ISOL” (Appendix B) will come on when the
heating; therefore, there are two air supplies BAG switch is in the ISOL (down) position and
to the baggage compartment. the isolation valve reaches the fully closed
position.
CONTROL The operation of the electric heating and iso-

lation valves can also be monitored on the
Pressurization and heating for the baggage maintenance test panel.
compartment is controlled by a three-position
switch located on the BLEED AIR section of
the overhead switch panel (Figure 12-8). The OPERATION
switch is labeled “BAG,” and the positions
are labeled “NORM,” “HEAT,” and “ISOL.” Figure 12-12 depicts operation of the luggage
An x is scribed across the HEAT label. compartment pressurization system.

FlightSafety
international
Figure 12-12. Baggage Compartment Pressurization Operation
NOSE CONE is to ensure a positive airflow through the nose

cone for cooling of the installed electronic
VENTILATION/ equipment.
PRESSURIZATION
AIR SOURCES
GENERAL There are two air sources: one supplied by a
fan for ventilation when on the ground and dur-
The nose cone is ventilated when the airplane ing low-altitude flight, and the other supplied
is on the ground and during low-altitude flight. from the cabin pressurization system to pro-
It is pressurized during normal flight. The vide for positive ventilation through pressur-
transition from ventilation to pressurization ization at normal flight altitude.
and vise versa is entirely automatic. The func-
tion of the ventilation/pressurization system

FlightSafety
international
CONTROL
The ventilating air source is induced into the
lower side of the nose cone by a fan powered
directly from the DC system, through a relay
controlled by a proximity switch. This air
flows upward through the electronic equipment
and exhausts through a standpipe into the nose
wheel well and then through louvers to the
atmosphere.
The exhaust standpipe incorporates a butter-

fly valve operated by a pneumatic actuator
and a spring. Cabin pressure is applied to the
actuator piston and is opposed by the spring
and nose cone pressure. When cabin/atmo- Figure 12-13. Nose Cone Isolation
sphere differential pressure is low, such as on Valve Lever
the ground or during low-altitude flight, the (SNs Prior to 70)
spring maintains the exhaust butterfly fully
open, and a probe on the butterfly shaft causes PROTECTION
the proximity switch to conduct, closing the
blower relay and powering the blower. A pressure-relief valve installed in the nose
cone bulkhead provides structural protection
The cabin airflow to the nose cone is con- in case the calibrated holes become clogged.
trolled by a mechanically operated, normally This valve will operate when the nose cone/am-
open isolation valve (installed on aircraft SNs bient differential reaches 1.37 psi.
prior to 70). The valve is controlled by a two-
position lever (Figure 12-13) on the copilot’s
console. The quadrant slot is labeled “NORM” INDICATION
and “CLOSED.” The supply line directs the air The temperature in the nose cone compart-
to the lower portion of the cone and incorpo- ment is sensed by a thermal switch, which
rates a flow limiter to protect the pressurized turns on the NOSE CONE OVHT (70°C) light
cabin in case of radome rupture. on the warning panel. This light may indicate
lack of ventilation in the nose cone.
After takeoff and when cabin/atmosphere dif-
ferential is between 1.74 and 2.9 psi, the dif-
ferential across the pneumatic actuator begins OPERATION
to close the exhaust butterfly, shutting down Figure 12-14 depicts the nose cone ventila-
the fan, restricting the outflow, and increas- tion/pressurization system in a normal flight
ing nose cone pressure. This process will con- operating mode. The exhaust butterfly is fully
tinue until the butterfly is fully closed at a closed, and airflow is metered through the
cabin/atmosphere differential of 3.04 to 4.35 calibrated holes in the butterfly. A flapper
psi. Nose cone/ambient differential is now ap- valve on the fan inlet air duct closes when the
proximately 0.72 psi. The only airflow from fan is shut down and is maintained closed by
the nose cone is through calibrated holes in the nose cone pressure.
butterfly valve. One of these holes is adjustable
by mechanics to calibrate the nose cone dif-
ferential pressure.

FLOW LIMITER
THERMAL
SWITCH
NOSE CONE
ISOLATION VALVE NOSE LEVER
EVACUATION (SNs PRIOR TO 69) (SNs PRIOR TO 69)
DUCT NORM
PNUEMATIC CLOSED
CABIN
ACTUATOR PRESSURE
CABIN
PRESSURE
PROXIMITY
NOSE CONE SWITCH
NOSE
GEAR WELL
M
LEGEND
CABIN PRESSURE
FLAP
AMBIENT AIR BUTTERFLY
VALVE ELECTRIC
EXHAUST AIR PRESSURE BLOWER EVACUATION
RELIEF VALVE LOUVERS
Figure 12-14. Nose Cone Ventilation/Pressurization Operation
LIMITATIONS
The limitations contained in the AFM per-
taining to pneumatics, air conditioning, and
pressurization are binding under law regard-
less of the type of operation.

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QUESTIONS
1. The emergency source of air for pres- 4. A solenoid valve on the emergency out-
surization is supplied from the: flow valve functions to:
A. Cabin air hot duct A. Rapidly close the valve during
B. Turbofan takeoff
C. Cockpit air hot duct B. Dump cabin pressure when
D. No. 1 engine anti-icing duct energized
C. Slowly close the emergency valve at
high altitude
2. For normal operation of the pressuriza- D. Limit cabin/ambient differential to
tion system the manual controller must 9.6 psi
be positioned:
A. Midway between UP and DN
positions 5. The cabin altitude limiting system will
limit cabin altitude to:
B. At the DN position
C. To produce zero rate of change A. A differential of 6.3 psi
D. To the up hard stop B. The programmed field elevation
C. 14,500 feet
D. A rate of change of 650 feet per
3. When operating on emergency pressur- minute
ization, cabin temperature is a function
of:
A. Engine power
B. Altitude
C. The cockpit air jet pump
D. All of the above

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
DESCRIPTION OF MAIN COMPONENTS ....................................................................... 13-2
Pressurized Bootstrap Reservoirs .................................................................................. 13-2
Engine-Driven Pumps.................................................................................................... 13-4
Pressure-Holding Valve ................................................................................................. 13-7
Accumulators................................................................................................................. 13-7
Filters ............................................................................................................................. 13-9
Standby Pump................................................................................................................ 13-9
Hydraulic System Control and Display Panel............................................................. 13-10
NO. 1 HYDRAULIC SYSTEM.......................................................................................... 13-10
NO. 2 HYDRAULIC SYSTEM.......................................................................................... 13-12
AUXILIARY HYDRAULIC SYSTEM ............................................................................. 13-16
In-Flight Operation...................................................................................................... 13-16
On-Ground Operation.................................................................................................. 13-16
LIMITATIONS.................................................................................................................... 13-16
QUESTIONS ...................................................................................................................... 13-19

ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic System Block Diagram ........................................................................ 13-3
13-2 Hydraulic Reservoir (Typical) .............................................................................. 13-3
13-3 Reservoir Fluid Level Indication .......................................................................... 13-4
13-4 Pressure-Holding Valve ........................................................................................ 13-4
13-5 Reservoir Servicing .............................................................................................. 13-5
13-6 Engine-Driven Pump Operation .......................................................................... 13-6
13-7 Pressure-Holding Valve Schematic ...................................................................... 13-7
13-8 Filter (Typical) ...................................................................................................... 13-8
13-9 Standby Hydraulic Pump...................................................................................... 13-8
13-10 Hydraulic System Control and Display Panel ...................................................... 13-9
13-11 Standby Pump Selector ...................................................................................... 13-10
13-12 No. 1 Hydraulic System...................................................................................... 13-11
13-13 No. 1 System Components ................................................................................ 13-12
13-14 No. 2 Hydraulic System .................................................................................... 13-13
13-15 No. 2 System Components ................................................................................ 13-14
13-16 No. 1 and No. 2 Hydraulic Systems Operating .................................................. 13-15
13-17 Standby Pump Pressurizing No. 2 System ........................................................ 13-17
13-18 Standby Pump Pressurizing No. 1 System ........................................................ 13-18
TABLE
Table Title Page
13-1 Standby Pump Activation under Various Conditions .......................................... 13-16

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CHAPTER 13
HYDRAULIC POWER SYSTEMS
INTRODUCTION
;
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The Falcon 900 hydraulic systems consist of two independent supply and distribution
systems which cannot be interconnected and an auxiliary system. The systems use hy-
draulic fluid specification MIL-H-5606 (NATO codes H515 or H520).
GENERAL
Main hydraulic power is supplied by three self- Selection of this mode is made manually with a
regulating pumps driven by the corresponding selector located in the rear compartment.
engine accessory gearbox. Each pump delivers
a maximum flow of 7.6 U.S. gpm (28.65 1/min) The hydraulic system components are mounted
and provides a regulated pressure output of on the hydraulic racks in the rear compartment.
2,987 psi (200 ±3.5 bars), at zero flow. System No. 1 components are located on the
left side, system No. 2 and standby components
An electric motor-driven pump, referred to as the on the right side.
standby pump, is normally used to provide
standby (auxiliary) pressure to the No. 2 system External hydraulic cart connections are pro-
should the engine-driven pump fail. It can also vided for ground checks and maintenance test-
be used for testing either system on the ground. ing of each system.

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Figure 13-1 presents a block diagram of hydrau- Reservoir Servicing

lic power distribution.
Servicing (topping up) the hydraulic reservoirs
ensures the correct level of fluid for proper
DESCRIPTION OF MAIN system operation. Prior to reservoir servicing,
the applicable hydraulic system must be
COMPONENTS depressurized and the following conditions
complied with.
PRESSURIZED BOOTSTRAP No. 1 System
RESERVOIRS 1. Gear down and locked, main gear doors
closed
Each system has its own reservoir. The capac-
ity of the No. 1 system reservoir is 2.38 U.S. 2. Slats retracted
gallons (9 liters); the capacity of the No. 2 sys- 3. Reservoir depressurized—depress the
tem reservoir is 1.58 U.S. gallons (6 liters). red button on the pressure-holding
Figure 13-2 shows a typical reservoir. valve (Figure 13-4). Keep reservoir de-
pressurized throughout filling.
Each reservoir is pressurized by its corre- 4. Check the nitrogen charge of the ac-
sponding hydraulic system. System pressure cumulators:
acting on a small piston that is mechanically con-
a. System accumulator—1,500 psi
nected to a larger (pressurization) piston imposes
(103.5 bars)
pressure on the fluid in the reservoir. The dif-
ference in piston diameters results in a low pres- b. Pressure-holding accumulator—
1,700 psi (117 bars)
sure of approximately 40 psi imposed on the
reservoir fluid. Reservoir overpressurization is No. 2 System
prevented by a relief valve. Entrapped air is
1. Slats and airbrakes retracted
automatically purged through a venting valve.
2. Reservoir depressurized (same as step 3
Each reservoir features a direct-reading fluid for No. 1 system).
level indicator with two scales labeled ‘PRES- 3. Check the nitrogen charge of the system
SURIZED” and “UNPRESSURIZED” (Figure and pressure-holding accumulators (same
13-3). as step 4 for No. 1 system).
4. Check the nitrogen charge of the other
Each scale includes two red ranges for low and system accumulators:
excessive fluid, and a green range optimum
level at a temperature between –40 and 90° C a. Thrust reverser accumulator—1,500
psi (103.5 bars)
when the system has been unpressurized for sev-
eral hours. b. Parking brake accumulator—1,000
psi (70 bars)
A quantity transmitter electrically actuates a c. Airbrake pressure-holding accumu-
HYDR QTY indicator in the cockpit. lator—1,000 psi (70 bars) or 500 psi
(35 bars) (check applicability)

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MAIN HYDRAULIC POWER
NO. 1 SYSTEM NO. 2 SYSTEM
NO. 1 NO. 2
RESERVOIR RESERVOIR
P1 P3
AUXILIARY HYDRAULIC POWER
STANDBY P2
PUMP
PRESSURIZATION FLUID
STANDBY PUMP SELECTION DRAIN
PISTON CHAMBER
(IN FLIGHT POSITION) COUPLING
(OTHER POSITION—GROUND TEST)
AILERON SERVOACTUATOR
RUDDER SERVOACTUATOR SUCTION LINE
RELIEF VALVE
LEVEL INDICATOR SYSTEM PRESSURE

AILERON ARTHUR Q
ELEVATOR ARTHUR AIRCRAFT < 165
FLAPS
QUANTITY
INBOARD SLATS AIRBRAKES TRANSMITTER
OUTBOARD SLATS
OUTBOARD SLATS (EMERGENCY MODE) PISTON
NORMAL BRAKES AND
ANTI-SKID NOSEWHEEL STEERING
PUMP REGULATION
LANDING GEAR AND DOORS EMERGENCY BRAKES RETURN LINE
PARKING BRAKES
THRUST REVERSER
GENERAL RETURN
LEGEND LINE
NO. 1 PRESSURE
NO. 2 PRESSURE
AUXILIARY PRESSURE
SUPPLY FLUID
Figure 13-1. Hydraulic System Block Diagram Figure 13-2. Hydraulic Reservoir (Typical)
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VOLUME VOLUME Loosen the locknut on the filling valve (Figure ENGINE-DRIVEN PUMPS
(LITERS) (LITERS) 13-5), and connect a hydraulic servicing unit
9 6
90°C (194°F)
(Risbridger or equivalent) serviced with MIL- The self-regulating, piston-type pumps are
PRESSURIZED
H-5606 or AIR 3520B hydraulic fluid. driven by the accessory gearbox of the corre-
PRESSURIZED 8 sponding engine. They provide a regulated
20°C (68°F)
90°C (194°F) 5 Pump fluid into the reservoir until 20° C (full) output pressure ranging from 2,987 psi (206
7
LEVEL
is read on the UNPRESSURIZED scale of the bars) for the no-flow condition to 2,900 psi
–40°C (-40°F)
90°C (194°F) INDICATOR reservoir fluid level indicator and the HYDR (200 bars) at the maximum flow rate of 7.6 U.S.
UNPRESSURIZED
90°C (194°F) QTY indicator in the cockpit indicates full. gpm (28.65 1/min). The pumps are not con-
20°C (68°F) 6 4
LEVEL Close and tighten the locknut, and disconnect trolled from the cockpit; however, a shear sec-
INDICATOR 20°C (68°F)
–40°C (–40°F) 20°C (68°F) the servicing unit. Activate the standby pump tion in the pump drive shaft protects the engine
5
to pressurize the reservoir, and then shut it off in the event of pump seizure.
UNPRESSURIZED
–40°C (–40°F)
3 and recheck the fluid level. Check that the in-
–40°C (–º40°F) 4 dicator in the cockpit indicates the proper level.
3 2
2
1
RESERVOIR
1
DEPRESSURIZING
BUTTON
0 0
NO. 1 RESERVOIR NO. 2 RESERVOIR PRESSURE
HOLDING
VALVE
THRUST REVERSER
ACCUMULATOR
SYSTEM
ACCUMULATOR
Figure 13-3. Reservoir Fluid Level Indication Figure 13-4. Pressure-Holding Valve
LOCKNUT
32
30
FWD
NO. 1 HYDRAULIC SYSTEM
FILLING VALVE
2 3
1 4
0 5
32

30 FILLING VALVE PUMP 1 PUMP 2
TEST L R
FWD PUMP 3 ST/BY
PUMP
#1 ON 1/1 4 1/1 4 ON
#2 OFF 3 3
#1 OFF 1/2 2 1/2 2 OFF

1 1 ST-BY
BRAKE 0 0 0 0 PUMP
Figure 13-5. Reservoir Servicing

Pump Operation the control piston. The displacement and

stroke of the p i s t o n s d e c r e a s e t o z e r o a s
Rotation of the barrel (Figure 13-6) displaces swash plate angle decreases.
the sliding pistons, which draw fluid and pro-
vide pressure output according to swash plate As discharge pressure decreases, the compen-
position. At maximum output, the swash sation spool is raised by the reference spring,
plate is at maximum tilt. allowing control pressure to flow to return.
The swash plate spring pushes the swash
When discharge pressure is greater than refer- plate to the maximum angle, increasing pis-
ence spring tension, the compensation spool ton stroke and pump output.
is positioned to regulate pressure applied to
BARREL
SWASH
PLATE
COMPENSATION
SPOOL
REFERENCE
SPRING LEGEND
DISCHARGE PRESSURE
SUPPLY FLUID
CONTROL PRESSURE
REGULATION RETURN
CONTROL SWASH
PISTON PLATE
SPRING
Figure 13-6. Engine-Driven Pump Operation

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PRESSURE-HOLDING VALVE The pressure-holding valve assists in main-

taining a head pressure at the system reservoir.
The pressure-holding valve (Figure 13-7)
consists of a relief valve, accumulator, check
valve, and depressurizing button. ACCUMULATORS
The check valve in the pressure-holding Each system includes an oleopneumatic accu-
valve prevents accumulator depletion when mulator to dampen pressure surges and provide
the engine-driven pumps cease operation. instantaneously available reserve power. Each
The depressurizing button, when depressed, accumulator is equipped with a charging valve
enables the hydraulic reservoir and system and a pressure gage. The No. 2 system includes
to be depressurized for proper servicing. two additional accumulators to provide reserve
TO
RESERVOIR DEPRESSURIZING
BUTTON
CHECK
VALVE
SYSTEM
PRESSURE
ACCUMULATOR
RETURN
TO NITROGEN
FILLING VALVE
Figure 13-7. Pressure-Holding Valve Schematic

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CLOGGING
DETECTOR CLOGGING
DETECTOR
;;;; ;
INLET OUTLET
;
;
;
;
;
SELF-SEALING
VALVE
; ; ;
Figure 13-8. Filter (Typical)
OPEN
Figure 13-9. Standby Hydraulic Pump

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power for the parking brake system and the STANDBY PUMP
thrust reversers.
In the event of No. 2 system pump failure or
a pressure drop in that system, the electrically
NOTE driven standby pump (Figure 13-9) will pro-
After engine shutdown or hydrau- vide backup pressure for the No. 2 system.
lic failure, hydraulic pressure in The pump, DC-powered by the main bus, is
the system accumulator drops to controlled by the ST-BY PUMP switch with
zero. Check valves maintain hy- OFF, ON, and AUTO positions. When the
draulic pressure in the brake and switch, located on the hydraulic control and
thrust reverser accumulators. display panel (Figure 13-10), is in the OFF po-
sition, the pump is inoperative. Pump opera-
tion in the AUTO or ON position will be
FILTERS presented under Auxiliary Hydraulic System.
Each main system incorporates filters equipped
with clogging detectors (Figure 13-8). In the
event a filter element becomes clogged beyond
an acceptable level, the detector protrudes.
PUMP 1 PUMP 2
TEST L R
ST/BY
PUMP 3 PUMP
#1 ON 1/1 4 1/1 4 ON
#2 OFF 3 3
#1 OFF 1/2 2 1/2 2 OFF

1 1 ST-BY
BRAKE 0 0 0 0 PUMP
Figure 13-10. Hydraulic System Control and Display Panel

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HYDRAULIC SYSTEM The pressure output of the pumps hydraulically

charges the No. 1 system accumulator and sup-
CONTROL AND DISPLAY plies pressure to barrel 1 of the aileron, eleva-
PANEL tor, and rudder servoactuators, elevator Arthur,
slats, normal brakes, and landing gear. Pressure
Fluid quantity and pressure for each main sys-
in the system is read on the left HYDR PRES-
tem are read on the HYDR indicators (the left
SURE indicator on the hydraulic control panel.
indicator is for the No. 1 system). The PUMP 1,
The PUMP 2 annunciator will be on (No. 2 en-
PUMP 2, or PUMP 3 annunciator will come on
gine not operating). A relief valve prevents ex-
when pressure from the respective pump drops
cessive pressure buildup in the event an
below 1,500 psi (103.5 bars). All colored
engine-driven pump malfunctions.
annunciators are shown in Appendix B. The
ST/BY PUMP annunciator illuminates if the
If the pump on the No. 1 or No. 3 engine fails,
standby pump operates continuously (longer
the remaining pump will provide pressure for
than 60 seconds) or if the standby pump selector
subsystem operation.
in the rear compartment (Figure 13-11) is not in
the IN FLIGHT position.
When the engines are shut down and system
pressure bleeds off, an accumulator in the pres-
sure-holding valve maintains reservoir pres-
NO. 1 HYDRAULIC surization.
SYSTEM
External hydraulic power can be connected to
The No. 1 hydraulic system is pressurized by two the system for maintenance or ground tests.
self-regulating pumps driven by the No. 1 and
No. 3 engines. Both pumps draw fluid from the Most of the No. 1 system components are located
No. 1 reservoir (Figure 13-12). in the left hydraulic compartment (Figure 13-13).
Figure 13-11. Standby Pump Selector

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y;y;y;
y;y;y; y
;
TEST L R
PUMP 1 PUMP 2
ST/BY
;y ;yy;;yy;
PUMP 3
y
;
PUMP
1/1 4 1/1 4
1 ON ON
2 OFF 3 3
1 OFF 1/2 2 1/2 2 OFF
y
;
y
; BRAKE 0
1
0
QTY PSI X 1000
0
1
0
QTY PSI X 1000
ST-BY
PUMP
;
y
y;y;y;
;
y
NO. 1 RESERVOIR
y;y;y;
P1 P3
;
y
y; y;
PRESSURE- P2
HOLDING
VALVE STANDBY
PUMP
ACCUMULATOR SELECTOR
PRESSURE
SWITCH
;
y
EP
SYSTEM
PRESSURE
TRANSMITTER
NO. 1 SYSTEM
;y
ACCUMULATOR
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
RUDDER
RETURN ELEVATOR
ARTHUR
SUPPLY FLUID
NITROGEN SLATS
ELECTRICAL
QUICK DISCONNECT
FILTER WITH SELF-SEALING VALVE

NORMAL BRAKES
AND CLOGGING INDICATOR
;y
AND ANTI-SKID
CHECK VALVE
LANDING GEAR
RELIEF VALVE AND DOORS
Figure 13-12. No. 1 Hydraulic System
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The pressure output of the pump charges the No.

NO. 2 HYDRAULIC 2 system accumulator and supplies pressure for
SYSTEM actuation of barrel 2 of the aileron, elevator, and
rudder servoactuators, aileron Arthur Q, flaps,
The No. 2 hydraulic system is pressurized by airbrakes, outboard slats in manual and auto-
one self-regulating pump driven by the No. 2 matic modes, emergency brakes, nosewheel steer-
engine drawing fluid from its own reservoir ing, thrust reverser, and parking brakes. The
(Figure 13-14). thrust reverser and parking brake accumulators
RESERVOIR
PRESSURE-HOLDING
VALVE AND
ACCUMULATOR
FILTERS (WITH SYSTEM

CLOGGING DETECTORS) ACCUMULATOR
Figure 13-13. No. 1 System Components

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NO. 2 RESERVOIR
y;y;y;
y;y;y; y
;
TEST L R
PUMP 1 PUMP 2
ST/BY
;y ;yy;;yy;
PUMP 3
PUMP
y
;
#1 ON 1/1 4 1/1 4
ON
#2 OFF 3 3
#1 OFF 1/2 2 1/2 2 OFF
;
y
ST-BY
y
; BRAKE 0
1
0
QTY PSIX 1000
0
1
0
QTY PSI X 1000
PUMP
;
y
y;y;y;
;
y y;y;y;
P1 P3
IN-FLIGHT POSITION
;
y
y; y;
P2
STANDBY
PUMP PRESSURE
SELECTOR HOLDING VALVE
AND ACCUMULATOR
;
y
EP
PRESSURE
SWITCH
SYSTEM
;y
PRESSURE
PRESSURE TRANSMITTER
SWITCH
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
NO. 2 SYSTEM ACCUMULATOR
RUDDER

AILERON ARTHUR Q
SUPPLY FLUID
OUTBOARD THRUST
SLATS
NITROGEN (EMERGENCY MODE) REVERSER
ELECTRICAL
FLAPS

;y
CHECK VALVE
NOSEWHEEL
Figure 13-14. No. 2 Hydraulic System
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are isolated by check valves, maintaining re- When the No. 2 engine is shut down and system
serve pressure for actuation of these subsystems pressure dissipates, an accumulator in the pres-
when the No. 2 system is not operating. A relief sure-holding valve maintains reservoir pres-
valve prevents excessive pressure buildup in the surization.
event the engine-driven pump malfunctions.
External hydraulic power can be connected to the
Pressure in the system is read on the right HYDR system for maintenance or ground testing.
PRESSURE indicator on the hydraulic control
and display panel. The PUMP 1 and PUMP 3 an- Most of the No. 2 hydraulic system components are
nunciators will be on (No. 1 and No. 3 engines located in the right hydraulic compartment
not operating). (Figure 13-15). Figure 13-16 shows both the No. 1
and No. 2 hydraulic systems in operation.
RESERVOIR
FILTERS (WITH PRESSURE-HOLDING

CLOGGING VALVE AND
DETECTORS) ACCUMULATOR
SYSTEM
ACCUMULATOR
Figure 13-15. No. 2 System Components

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y;y;y;
y;y;y; y
;
TEST L R
PUMP 1 PUMP 2
ST/BY
;y ;yy;;yy;
PUMP 3
PUMP
y
;
#1 ON 1/1 4 1/1 4
ON
#2 OFF 3 3
#1 OFF 1/2 2 1/2 2 OFF
;
y
ST-BY
y
; BRAKE 0
1
0
QTY PSI X 1000
0 0
1
QTY PSI X 1000

PUMP
;
y
y;y;y;
;
y
y;y;y;
P1 P3
;
y
y; y;
P2
PRESSURE-HOLDING
ACCUMULATOR
;
y
EP
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
NO. 1 SYSTEM SYSTEM
;y
PRESSURE
TRANSMITTER
SWITCH
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND NO. 2 SYSTEM ACCUMULATOR

RUDDER
NO. 1 SYSTEM PRESSURE SERVOACTUATOR

ELEVATOR AILERON ARTHUR Q
RETURN ARTHUR AIRCRAFT < 165
SUPPLY FLUID
OUTBOARD THRUST
NITROGEN SLATS SLATS
(EMERGENCY MODE) REVERSER
ELECTRICAL
FILTER WITH SELF-SEALING VALVE NORMAL BRAKES EMERGENCY PARKING

;y
CHECK VALVE
LANDING GEAR NOSEWHEEL
T
Figure 13-16. No. 1 and No. 2 Hydraulic Systems Operating
AUXILIARY HYDRAULIC ON-GROUND OPERATION

SYSTEM With the ST-BY PUMP switch in the AUTO or
ON position and the standby pump selector in
The auxiliary hydraulic system consists the IN FLIGHT position, the pump activates
primarily of the electrically driven standby when system No. 2 pressure drops below 1,500
pump and the standby pump selector (Figure psi. With the selector in GROUND TEST
13-11) in the rear compartment. The pump (Figure 13-18), the ST/BY PUMP light will
is controlled by the ST-BY PUMP switch on
the hydraulic control and display panel. come on immediately and the pump activates
if system No. 1 pressure drops below 1,500 psi.
IN-FLIGHT OPERATION NOTE

In flight, the ST-BY PUMP switch is left in the It is important that the standby
AUTO position and the standby pump selector pump be switched off prior to engine
in the IN FLIGHT position. If pressure in the shutdown to prevent pump motor op-
No. 2 system drops below 1,500 psi and the air- eration with battery power only.
brake lever is moved out of the 0 position, the
pump operates until pressure increases to 2,150
psi. With the switch in the ON position, the only Table 13-1 shows the conditions required for
condition necessary for pump operation is No. in-flight and on-ground activation of the
2 system pressure dropping to 1,500 psi. When standby pump.
the pressure of the standby pump reaches 2,150
psi, it will turn off. Continuous operation in ex-
cess of 60 seconds illuminates the ST/BY PUMP
annunciator on the hydraulic control panel. LIMITATIONS
Figure 13-17 shows the standby pump pressur- Hydraulic fluid must conform to specifica-
izing the No. 2 system. Note that all three PUMP tion MIL-H-5606 or AIR 3520B.
annunciators are illuminated.
Table 13-1. STANDBY PUMP ACTIVATION UNDER VARIOUS CONDITIONS
AIRPLANE ST–BY PUMP MANUAL STANDBY PUMP CONDITION(S) REQUIRED

CONFIGURATION SWITCH POSITION SELECTOR POSITION FOR STANDBY PUMP OPERATION
No. 2 system pressure below 1,500

AUTO IN FLIGHT psi and airbrake lever out of 0
position
In flight
No. 2 system pressure below
ON IN FLIGHT 1,500 psi
IN FLIGHT No. 2 system less than 1,500 psi

On ground AUTO/ON
GROUND TEST No. 1 system less than 1,500 psi,
selector at ground test.

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28 VDC NO. 2 RESERVOIR

FLIGHT
y;y;y;
y;y;y; y
;
TEST L R
PUMP 1 PUMP 2
ST/BY
GROUND
DELAY
AIRBRAKE
;y ;yy;;yy;
PUMP 3
PUMP
y
;
EXTENSION
y;
ASKID HYDR HYDR AUTO CONTROL
#1 ON 1/1 4 1/1 4 ON
#2 OFF 3 3
#1 OFF 1/2 2 1/2 2 OFF
;
y
ST-BY
y
; BRAKE 0
1
0
QTY PSI X 1000
0
1
0
QTY PSI X 1000
PUMP 60 SEC
TIME
;
y
DELAY
y;y;y;
;
y
;y y;
y;y;y;
P1 P3 IN FLIGHT
POSITION
;
y
y; y;
P2
STANDBY PUMP
SELECTOR
CONTROL
;
y
EP
RELAY
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
RUDDER
AUXILIARY PRESSURE
AILERON ARTHUR Q
SUPPLY FLUID
OUTBOARD THRUST
SLATS
NITROGEN (EMERGENCY MODE) REVERSER
ELECTRICAL
FLAPS

;y

Figure 13-17. Standby Pump Pressurizing No. 2 System
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28 VDC
y;y;y;
y;;yy; y
; PUMP 1 PUMP 2
;y y;y;y;;yy;
y
;
TEST L R
ST/BY
PUMP 3 PUMP
1 ON 1/1 4 1/1 4 ON
;
y
2 OFF 3 3
y
;
1 OFF 1/2 2 1/2 2 OFF
1 1 ST-BY
BRAKE 0 0 0 0 PUMP 60 SEC
y;;y ;
y
NO. 1 RESERVOIR
P1 P3 GROUND TEST
TIME
DELAY
y; ;y
POSITION
P2
STANDBY
PUMP
SELECTOR
y;
PRESSURE
;
y
SWITCH
CONTROL
EP
RELAY
;
y
;y
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND RUDDER
SERVOACTUATOR
AUXILIARY PRESSURE
RETURN ELEVATOR
ARTHUR
SUPPLY FLUID
NITROGEN SLATS
ELECTRICAL
QUICK DISCONNECT
FILTER WITH SELF-SEALING VALVE

NORMAL BRAKES
AND CLOGGING INDICATOR
;y
AND ANTI-SKID
CHECK VALVE
LANDING GEAR
RELIEF VALVE AND DOORS
Figure 13-18. Standby Pump Pressurizing No. 1 System
FlightSafety
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QUESTIONS
1. The hydraulic reservoirs are pressurized 5. The standby pump:
by: A. Draws fluid from the reservoir of
A. Regulated bleed air the system it is pressurizing, and
B. System pressure applied to a fluid return is to the same
small piston in the reservoir reservoir
C. System pressure applied directly B. Draws fluid from the reservoir of
to a large piston in the reservoir the system it is pressurizing, and
D. An internal spring fluid return is to the opposite
reservoir
2. When either of the main hydraulic systems C. Can be used to pressurize either
is depressurized, reservoir pressurization: main system in flight
A. Dissipates D. Can be used to pressurize only
B. Decreases the No. 1 system on the ground
C. Is maintained by the pressure- 6. In flight, with the ST-BY PUMP switch
holding valve in AUTO and the standby pump selector
D. Is maintained and cannot be in the IN FLIGHT position, the standby
released pump activates when:
A. Pressure in the No. 2 system
3. An indication of reservoir fluid level is drops below 1,500 psi.
presented:
B. The airbrake lever is moved out
A. Only on the fluid level indicator of the 0 position.
on the reservoir C. Pressure in the No. 1 system
B. On the indicator on the reservoir drops below 1,500 psi.
and on the indicator in the D. Pressure in the No. 2 system
cockpit drops below 1,500 psi, and the
C. Only on the indicator in the airbrake lever is moved out of the
cockpit 0 position.
D. By a sight glass on the reservoir
7. One of the prerequisites to reservoir ser-
4. The standby pump can be used to: vicing is:
A. Pressurize the No. 1 system on A. Maintain full hydraulic pressure
the ground. in the system.
B. Pressurize the No. 2 system on B. Ensure the slats are extended.
the ground. C. Release all hydraulic pressure
C. Pressurize the No. 2 system in from the system (including the
flight. thrust reverser and parking brake
D. All of the above accumulators if the No. 2 reservoir
is being serviced).
D. Ensure the flaps are extended.

FlightSafety
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8. If the pump on the No. 1 or No. 3 engine 10. The engine accessory gearbox is protected
fails: from damage in the event of pump seizure
A. The remaining pump will supply by:
full pressure for actuation of all the as- A. A shear section on the pump
sociated subsystems. drive shaft
B. The No. 1 system will be com- B. A pressure-relief valve in the
pletely inoperative. system
C. The standby pump automatically C. A slip clutch in the accessory
supplies pressure to the No. 1 gearbox
system. D. A bypass valve in the pump
D. The associated subsystems will be
supplied with one-half the normal
pressure.
9. The primary flight control servoactuators

are pressurized by:
A. The No. 1 hydraulic system only
B. Both the No. 1 and No. 2 hy-
draulic systems
C. The No. 2 hydraulic system only
D. The standby pump only

CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
INTRODUCTION ................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
Landing Gear ................................................................................................................. 14-1
Brakes ............................................................................................................................ 14-2
Nosewheel Steering ....................................................................................................... 14-3
LANDING GEAR ................................................................................................................. 14-3
Main Gear ...................................................................................................................... 14-3
Nose Gear ...................................................................................................................... 14-4
Landing Gear Components ............................................................................................ 14-6
Controls, Indications, and Warnings.............................................................................. 14-9
Landing Gear Operation .............................................................................................. 14-14
Wheels and Tires ......................................................................................................... 14-18
BRAKES ............................................................................................................................. 14-18
General......................................................................................................................... 14-18
Controls and Indications.............................................................................................. 14-24
Operation ..................................................................................................................... 14-24
NOSEWHEEL STEERING ................................................................................................ 14-34
General......................................................................................................................... 14-34
Steering System ........................................................................................................... 14-34
Antishimmy System .................................................................................................... 14-35
Nose Gear Centering System....................................................................................... 14-35
Nosewheel Steering Operation .................................................................................... 14-35

LIMITATIONS .................................................................................................................... 14-37

Tires ............................................................................................................................. 14-37
Brakes .......................................................................................................................... 14-37
QUESTIONS....................................................................................................................... 14-38

ILLUSTRATIONS
Figure Title Page
14-1 Landing Gear and Doors ........................................................................................ 14-2
14-2 Main Landing Gear ................................................................................................ 14-3
14-3 Main Gear Doors.................................................................................................... 14-3
14-4 Hydraulic Emergency (Gear Pull) Gear Extension Handle ................................... 14-4
14-5 Nose Landing Gear and Doors............................................................................... 14-5
14-6 Landing Gear and Door Operation......................................................................... 14-7
14-7 Normal Landing Gear Control Handle, Position Indicators,
and Circuit Breakers............................................................................................... 14-9
14-8 Mechanical Gear Manual Unlocking Controls .................................................... 14-10
14-9 Landing Gear Position Indicator Panel ................................................................ 14-10
14-10 Gear Position Indications..................................................................................... 14-10
14-11 HORN SIL Pushbutton ........................................................................................ 14-11
14-12 Displays and Warnings during Landing Gear Retraction ................................... 14-12
14-13 Displays and Warnings during Landing Gear Extension ..................................... 14-13
14-14 Landing Gear Retraction...................................................................................... 14-15
14-15 Landing Gear Extension ...................................................................................... 14-16
14-16 Gear Emergency Hydraulic Extension................................................................. 14-19
14-17 Position and Warning Indications—Emergency Hydraulic
and Gravity Extensions ........................................................................................ 14-20
14-18 Main and Nosewheels .......................................................................................... 14-20
14-20 Tire Inflation ........................................................................................................ 14-22

14-21 Brake Unit............................................................................................................ 14-23
14-22 Braking Controls and Indications ........................................................................ 14-25

14-23 Normal Braking with Antiskid (Airplanes without SB F-900-42) ...................... 14-27
14-24 Normal Braking with Antiskid (Airplanes with SB F-900-42) ........................... 14-28
14-25 Tachometer Generator (Typical) .......................................................................... 14-26
14-26 Antiskid System Test Indications......................................................................... 14-30
14-27 Emergency Brake Operation ................................................................................ 14-32
14-28 Emergency/Parking Brakes.................................................................................. 14-33
14-29 Parking Brake Accumulator Nitrogen Gage ........................................................ 14-31
14-30 Steering Actuator ................................................................................................. 14-34
14-31 Steering Handwheel ............................................................................................. 14-35
14-32 Nosewheel Steering System................................................................................. 14-36
14-33 Scissors Disconnect Pin ....................................................................................... 14-35
TABLE
Table Title Page

14-1 Functions Controlled by Flight/Ground Detection Proximity Switches ................ 14-8

FlightSafety
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CHAPTER 14
INTRODUCTION
The Falcon 900 has a retractable tricycle landing gear consisting of two dual-wheel main
gears and a dual-wheel nose gear. The main gears retract inboard into the wing and a
well in the fuselage. The nose gear retracts forward into the fuselage. Each gear well is
enclosed by doors when the gear is retracted.
Three hydraulic braking systems (normal, emergency, and parking/emergency) actuate
brake units in all main gear wheels. Antiskid is available only with normal braking.
The nose gear is equipped with an electrohydraulic steering system that includes an anti-
shimmy feature.
GENERAL
LANDING GEAR
Landing gear and door actuation are electrically control handle and three mechanical unlocking
controlled and hydraulically actuated during control handles are provided for door opening
normal gear operation. An emergency hydraulic and emergency extension of the gear.

FlightSafety
international
The system includes main gear and door actua- A hydromechanical control enables main gear
tors, a nose gear actuator and telescopic lock- inner door opening and gear emergency exten-
ing tube, gear and door uplock boxes, and sion. The main gear doors remain open, the
proximity switches. gears are mechanically downlocked, and
hydraulic pressure is maintained on the gear
The normal landing gear handle is used for gear actuators. Normal control sequencing circuits
extension and retraction. Proximity switches are deenergized during emergency extension.
sequence the opening of the main gear inner
doors, extension or retraction of the gear, and The landing gears and doors are shown in
closing of the doors. Figure 14-1.
The landing gear is mechanically and hydrauli-

cally downlocked, pressure being maintained BRAKES
on the gear actuators after extension. The Normal and emergency brakes can be applied
gears and main gear inner doors are uplocked by either pilot. Normal (No. 1) braking with
by gear and door uplock boxes without hy- antiskid is powered by the No. 1 hydraulic
draulic assistance. system and is differential and progressive. At
retraction, automatic braking occurs to stop
main wheel rotation.
FAIRING DOOR
LH AND RH
GEAR DOORS
FAIRING DOOR
MAIN DOORS
SHIELD DOORS
Figure 14-1. Landing Gears and Doors

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international
Emergency (No. 2) braking without antiskid, LANDING GEAR

powered by the No. 2 hydraulic system, is
also differential and progressive. As in normal
braking, either pilot can apply the brakes in MAIN GEAR
this mode.
Each main gear leg (Figure 14-2) consists pri-
Parking brakes are powered by the No. 2 hy- marily of a shock strut barrel housing a shock
draulic system or by pressure from a parking absorber (lower unit) serviced with hydraulic
brake accumulator. Braking is activated by a fluid and nitrogen. The shock absorber mounts
parking brake handle (not with the toe ped- the axle, wheels, and brake assemblies and is
als) and is progressive but not differential. connected to the barrel with scissor links.
Antiskid protection is not provided in this
mode of braking. Each main gear also features two flight/ground
p r o x i m i t y s w i t c h e s a n d t wo t a c h o m e t e r
generators (wheel speed transducers) for the
NOSEWHEEL STEERING brake antiskid system, one driven by each
main wheel. When extended, the main gear is
Nosewheel steering, powered by the No. 2 hy- downlocked by an integral lock in the gear
draulic system, is provided by a rack-and-pin- actuator and by constantly applied hydraulic
ion actuator on the nose gear. A handwheel on pressure. When retracted, the gear is uplocked
the left console provides electrical signals to by mechanical uplock units that are
operate a control valve on the steering actua- hydraulically unlocked in the normal operat- GEAR UPLOCK BOX
tor. Feedback signals from a potentiometer ing mode and mechanically unlocked in the
nulls steering signals as the selected position emergency extension mode.
is obtained.
The nosewheels are self-centering at lift-off, and Main Gear Doors

a shutoff valve closes to prevent inadvertent
n o s ew h e e l s t e e r i n g o p e r a t i o n i n f l i g h t . Each main gear is enclosed at retraction with a
BRACING
Antishimmy is provided within the steering main and fairing door (Figures 14-2 and 14-3). CYLINDER
DOOR
actuator. DOOR UPLOCK
ACTUATOR BOX FAIRING
DOOR
BARREL
MAIN
DOOR SHOCK
ABSORBER
LEFT MAIN—LOOKING AFT
Figure 14-3. Main Gear Doors Figure 14-2. Main Landing Gear
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The fairing door is mechanically connected to also functions as a drag brace. The locking tube
and actuated by the gear. The electrically se- is hydraulically unlocked prior to retraction
quenced main door is hydraulically actuated and incorporates the nose gear operation and
to the closed position with the gear extended indication proximity switches.
or retracted in the normal mode and opens
during gear transit.
The main doors can be opened on the ground

by levers on the uplocks for maintenance or
inspection, or, if the No. 1 hydraulic system
is pressurized, by pulling the hydraulic emer-
gency gear extension handle labeled “GEAR
PULL” (Figure 14-4).
Pressure is applied to the doorlocks and the

door actuators, releasing the locks and ex-
tending the doors. To close the doors, push in
(stow) the GEAR PULL handle. This ener-
gizes the normal sequencing circuits and a
hydraulic selector valve, directing pressure
to close the doors.
If hydraulic pressure is not available, each

door can be opened manually. Actuate the un-
locking lever on the doorlock. Manually move
the door open, evacuating fluid from the door
cylinder. Close the door by moving it to the
closed position, mechanically engaging the
doorlock.
NOSE GEAR
The nose gear leg (Figure 14-5) includes an
outer shock strut barrel housing a shock ab-
sorber serviced with hydraulic fluid and ni-
trogen. A rotatable inner barrel is controlled
by the steering system.
The inner barrel and shock absorber are con-

nected with scissor links. A hydraulically actu-
ated rack-and-pinion steering actuator integral
with the inner barrel provides motion through
the scissor links for nosewheel steering.
The nose gear features two flight/ground (NORMAL HANDLE DOWN)

proximity switches and two tachometer gen-
erators, one driven by each nosewheel. When Figure 14-4. Hydraulic Emergency (Gear
extended, the nose gear is mechanically Pull) Gear Extension Handle
downlocked by a telescopic locking tube that

GEAR
FWD UPLOCK
BOX
ACTUATING
CYLINDER
BARREL
TELESCOPIC
FORWARD LOCKING
DOORS TUBE
STEERING
ACTUATOR
UPLOCK
ROLLER
AFT DOORS
SCISSOR LINK
DOOR OPERATING
ROLLER
DOOR
PROXIMITY ROTATABLE
SWITCHES SHOCK
ABSORBER
Figure 14-5. Nose Landing Gear and Doors

FlightSafety
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Nose Gear Doors locked down by an internal locking mechanism

and hydraulically unlocked for retraction. The
Four nose gear doors (Figure 14-5) enclose the unit is equipped with two proximity switches
nose gear at retraction. The upper aft door is me- that control gear operation and indication.
chanically connected to the strut barrel and to
the airplane structure. The lower aft door is
connected to the scissors. Both doors move to Main Gear Door Actuators
enclose the rear area of the gear at retraction. One door actuator in each main wheel well is
attached to the airplane structure and to the door.
The two forward doors are mechanically actu- The door is opened and closed by hydraulic ac-
ated by rollers on the torque link lower arm, tion of the actuator, which features a proximity
closing the doors at retraction. Each door switch controlling gear operating sequence.
mechanism includes a proximity switch for the
red nose gear light.
Flight/Ground Detection
Figure 14-6 shows the landing gear extended The flight/ground detection system senses in-
and retracted configurations and the nose gear flight or on-ground position of the main and
forward doors opened and closed. nose gear shock absorbers and activates var-
ious circuits accordingly. Shock absorber po-
sition is detected by two proximity switches
LANDING GEAR on each gear.
COMPONENTS
The various functions activated or inhibited by
Main Gear Bracing Cylinder the detection system, and the combination of
The main gear cylinders are secured to the proximity switches involved, are shown in
wing structure and to the main gear strut bar- Table 14-1.
rel. Hydraulic extension or retraction of the
cylinder piston raises or lowers the gear. The Normal Gear Operation
cylinders also function as side braces with the Sequence and Indications
gear extended and contain an internal mech-
Hydraulically sequenced opening and clos-
anism for locking the gear in the extended
ing of the main gear doors is controlled by
position. They are equipped with two prox-
proximity switches on each main gear uplock
imity switches: one controls the gear operat-
or downlock unit. Switches on the door uplocks
ing sequence, and the other provides gear
control the red MOVING lights for the main
position indications and warnings.
landing gear.
Nose Gear Actuating Cylinder NOTE

The nose gear actuating cylinder is secured to The doors will not operate unless
the airplane structure and to the nose gear the main and nose gears are fully up-
strut barrel. It hydraulically raises or lowers locked or downlocked.
the nose gear, but does not contain a downlock
mechanism or proximity switches.
Main landing gear extension and retraction
sequence is controlled by proximity switches
Telescopic Locking Tube on the door uplock units and on the main gear
The telescopic locking tube, attached to the air- door actuators.
plane structure and to the nose gear strut bar-
rel, follows gear movement. It is mechanically

; ;
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; ; ;
;;; ;;;
NOSE LANDING GEAR MAIN LANDING GEAR
;;;;;;;;;;;;
;;;;;;;;;;;;
;;;;;;;;;;;;
; ;
;;; ;;;
;
;;;;;
;;;;;
;;;;;
;
;
; ;
;
;
;
;;;;;
NOSE GEAR
;
DOOR MECHANISM
;
;;;;;
;
SPRING
GEAR
UPLOCK
PROXIMITY ACTUATING BOX
;;;;
;;;; ;
;;;; ;;
SWITCHES CYLINDER DOOR GEAR
ACTUATOR UPLOCK
UNIT
;
;;;;
;;;;
;;;;
;;
;
UPLOCK
ROLLERS
;
DOOR
UPLOCK BRACING
TELESCOPIC BOX CYLINDER
LOCKING
TUBE
;;
;;
Figure 14-6. Landing Gear and Door Operation
Table 14-1. FUNCTIONS CONTROLLED BY FLIGHT/GROUND

DETECTION PROXIMITY SWITCHES
NOSE GEAR LEFT MAIN GEAR RIGHT MAIN GEAR

1 (B1/A1) 2 (A1) 1 (A1) 2 (A1) 1 (B1/A1) 2 (B1)
Authorizes on the ground: One of the two proximity switches One of the two proximity switches
• One of the two switches
• Nosewheel steering Combined with
• Both switches
• Auto radar forced standby Authorizes on the ground:
• Omega • Normal antiskid operation
• Flight recorder (option) • APU operation
• Public address (option) • Baggage compartment door (external) closing
• ENG 2 FAIL warning • Battery ventilation
• MFD • Ground idle for all three engines
• Normal antiskid • Standby hydraulic pump cycling with selector switch set to AUTO
operation (SB 54) • Takeoff warning indication
• Batteries cold air • Test of:
cooling (SB-125) • ADC 1 and 2
Authorizes during flight: • EFIS 1 and 2
• One of the two switches • FGC 1 and 2
• Copilot’s Davtron clock • FMS 1 and 2
• Utility monitor light
• Pressure refueling
• Lighting of main entrance door steps (SB 900-53)
Cancels on the ground:
• Automatic electrical load shedding
Cont rols on the ground:
• Outflow valve opening
Inhibits on the ground:
• Locking of the elevator Arthur unit auto hold locks
• Standby horizon operation
Authorizes in flight:
• Air-conditioning valves (cabin and cockpit) opening
• Pilot’s Davtron clock
• Standby horizon (one of the two proximity switches)
Prevents in flight:
• Normal engine start
• Thrust reverser deployment
• Pressurization test
NOSE GEAR SHOCK LEFT MAIN GEAR LEFT MAIN RIGHT MAIN
1 (B1/A1) 2 (A1) 1 (A1) 2 (A1) 2 (A1) 2 (B1)
One of the two One of the two Inhibits in flight:
proximity switches(1) proximity switches(1) • Automatic slat extension
by the
Combined with STALL 1 STALL 2
Prevents on the ground: test button test button
• Displacement of the normal landing gear control handle
Ground and flight:
• Provides slat relay and landing gear relay monitoring indication
The sequence of gear operation is: Main Gear Doors

1. Inner doors open. Normal main gear door sequencing is controlled
2. Gear extends or retracts. by the main gear uplock and downlock
proximity switches. The doors will close only
3. Inner doors close. when the gear is fully extended or retracted and
are sequenced open prior to gear extension and
Proximity switch status changes after the com-
retraction.
pletion of an operation, and the next operation
is initiated.

; ; ;
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FlightSafety
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; ; ; ;
Main Gear The control handle incorporates a red light that CENTER CIRCUIT- LEFT CIRCUIT- RIGHT CIRCUIT-
flashes when the gear is in transit or fails to lock BREAKER PANEL BREAKER PANEL BREAKER PANEL
Normal gear operation is controlled by the door
;; ; ;
in the retracted or extended position.
proximity switches. The gear will not extend or IGA IWL 1 LIIWW IWL 2 LIIWW RIWW
LIWW
retract until the door actuators are fully 5 5 5 7.5 5 5 7.5
extended. Hydraulic Emergency Gear L/G

CONTROL
AUDIO PANEL EX
WARN A WARN LIGHTS A
AUDIO PANEL EX
WARN B WARN LIGHTS B
Extension Handle IWBI IWGL 2IWW FIRE - WARNING

IIML 10 5 5
Nose Gear Doors This red control handle (Figure 14-4), located 5
EXTING
1
DETECT LIGHTS
1 WARN A-B
IWB2
10
IWGR
5
2IWW
10
ST BY
The nose gear doors are not sequenced; they are beside the normal gear control handle, is labeled PUMP
FIRE - WARNING EXTING
2
DETECT
2
APU
mechanically actuated by nose gear movement. “GEAR PULL.” Pulling the handle out me-
;;
LIDW
chanically actuates a hydraulic selector valve in 2.5
HYDR 1
the hydraulic emergency extension system to di- INDIC
Nose Gear rect No. 1 hydraulic system pressure for unlock-
The nose gear telescopic locking tube and up- ing of the gears and doors and for gear extension
lock, in conjunction with the main gear prox- only. A microswitch on the selector valve trips
imity switches, control main gear door to interrupt electrical power to the gear sequenc-
operation. The doors will not close until all three ing system. Stowing the handle restores electri- ICC
5
gears are either uplocked or downlocked.
;;
cal sequencing and repositions the selector valve ANTISKID
prior to normal gear operation. HYDR
CONTROLS, INDICATIONS,
AND WARNINGS Mechanical Emergency IDG
5
Extension Controls L/G
INDIC
Controls Three independent mechanical control handles

RIDW
(Figure 14-8) provide for manual unlocking of 2.5
; ;
Normal Landing Gear the gears and the main gear inner doors. HYDR 2
INDIC
Control Handle
The normal landing gear control handle (Fig- The main gear handles are located in covered
ure 14-7) controls a six-contact switch. Four of recesses in the floor on either side of the
;;;;
the contacts control the operation of the inner center pedestal. Each handle is mechanically
doors and extension and retraction of the gear. connected by a Teleforce cable to the corre- IGH
5
sponding gear door lock and gear uplock box. NOSE
WHL
The fifth contact triggers the warning voice The nose gear handle is located in a recess on
and the red flashing light in the gear control the left side of the center pedestal, held by
handle. The sixth contact energizes the anti- spring-loaded claws, or a spring on later aircraft. NORMAL
CONTROL HANDLE
skid system when the gear handle is down. CONFIGURATION PANEL
Pulling the handles mechanically releases the OVERRIDE
PUSHBUTTON AIR
A red safety catch can be applied to lock the gear main gear doors and the gear uplocks for BRAKE FLAPS
handle in the down position. The catch is thumbed freefall emergency extension. UP
0
open prior to placing the handle up or down. In A/C <157 7
aircraft 157 and subsequent the safety catch 20
is removed. Indications SLATS DN40
MOVING
Landing Gear Position
Inadvertent retraction on the ground is pre- Indicator Panel LANDING GEAR
SAFETY
vented by a spring-loaded locking pin that CATCH TEST
holds the handle down. Extension of the left This panel, labeled “LANDING GEAR,” is lo- FLASHING LH NOSE RH
main and nose shock absorbers at lift-off cated on the lower portion of the configuration LIGHT
automatically releases the spring-loaded panel (Figure 14-9).
locking pin, allowing handle movement. The
locking pin can be overridden at any time by The panel includes six colored lights and a
depressing the red pushbutton above the con- TEST pushbutton. The two red rectangular Figure 14-7. Normal Landing Gear Control Handle, Position Indicators
trol handle. In aircraft 157 and subsequent the left and right MOVING lights are controlled and Circuit Breakers
red pushbutton is removed. by main gear door uplock mechanism
Revision 4.01 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY 14-9
FlightSafety
international
MAIN GEAR
UPLOCK UNIT
(LEFT AND
RIGHT)
DOOR LOCK
(LEFT AND
NOSE GEAR UPLOCK UNIT RIGHT)
Figure 14-8. Mechanical Gear Manual Unlocking Controls

FlightSafety
international
proximity switches. When illuminated, they Warning Voice and

indicate that the main gear doors are not Flashing Red Handle
locked closed. During normal retraction or
extension, the red lights indicate that the An audible voice announces “Gear” when any
gear is in transit, extinguishing when gear se- of the following exists:
quencing is properly completed and the doors • Airspeed is below 160 knots, the control
are up and locked. handle is in the up or down position,
any gear is not locked down, and any of
The main gear red lights illuminate any time the power levers is below 73° PLA (voice
the associated gear door is not closed. The can be silenced with the HORN SIL
nose gear red light illuminates when the nose pushbutton, shown in Figure 14-11).
gear is not locked in either the extended or re- • Flaps handle is positioned to 40° and
tracted position. It also illuminates if the nose any gear is not locked down, regardless
gear is locked down and either of the two for- of the position of the power levers or air-
ward nose gear doors is not fully open. speed (voice cannot be silenced).
The three green NOSE, LH, and RH lights are
controlled by proximity switches on the nose
telescopic locking tube and on the main gear NOTE
bracing cylinders. Illumination indicates that
the corresponding gear is locked down. Airspeed information is provided by
both the left and right ADCs.
The green main gear lights are controlled by one
of two proximity switches on the main gear Figure 14-12 and 14-13 show gear position dis-
bracing cylinders and illuminate when the gears plays and gear and door movement during re-
are locked down. The green nose gear light is traction and extension.
controlled by one of the two proximity switches
on the nose gear telescopic tube and illuminates
when the nose gear is locked down.
The indicator lights are powered through the

landing gear indication 1DG circuit breaker on
the primary B1 bus. If that bus is not powered,
or if the circuit breaker is open, the lights are
automatically powered through the landing
gear control 1GA circuit breaker on the pri-
mary A1 bus. Figure 14-10 shows light dis-
plays during normal operations.
Warnings
Handle Light
A red light in the gear control handle nor-
mally flashes under either of the following
conditions (gear in motion):
Figure 14-11. HORN SIL Pushbutton
• The gear handle is up, but all gears are
not locked up.
• The gear handle is down, but all gears
are not locked down.

14-12
FULL
SLAT/FLAP POWER
CONTROL
HORN WARNING IAS <160 KT
;;;;;;;;;;;;;;; LANDING GEAR
;;;;;;;;;;;;;;;
;;;;;;;;;;;;;;;
CONFIGURATION
NOSE MAIN SILENCE VOICE PANEL
MOVING CLEAN
;
7° FLAPS + SLATS
AIRPLANE
LANDING GEAR
TEST
40° FLAPS + SLATS FLIGHT
LH NOSE RH
;
;;; ; ;
;

;
MOVING CLEAN
7° FLAPS + SLATS
THIRD PHASE
LANDING GEAR
TEST
20° FLAPS + SLATS DOOR
CLOSING
;
40° FLAPS + SLATS
LH NOSE RH
;
LIGHT
FLASHING
;
MOVING CLEAN
7° FLAPS + SLATS
SECOND PHASE
LANDING GEAR
TEST
40° FLAPS + SLATS RETRACTION
LH NOSE RH
;
LIGHT
FLASHING
;
MOVING CLEAN
7° FLAPS + SLATS
FIRST PHASE
LANDING GEAR
DOOR
;
20° FLAPS + SLATS

TEST
40° FLAPS + SLATS OPENING
LH NOSE RH
FlightSafety
;
MOVING CLEAN
AIRPLANE
;
7° FLAPS + SLATS
LANDING GEAR
TEST
GROUND
international
40° FLAPS + SLATS
LH NOSE RH
Revision 3
RETRACTION
Figure 14-12. Displays and Warnings during Landing Gear Retraction

Revision 3.01
BEFORE GEAR *WHEN THE SLAT/FLAP CONTROL IS SET TO 40°, REDUCED

EXTENSION POWER
EXTENSION THE WARNING VOICE CANNOT BE SILENCED. SLAT/FLAP
CONTROL
HORN WARNING IAS <160 KT
;;;; ;;;;;;;;;;; LANDING GEAR
;;; ;;;;;;;;;;;;
;;; ;;;;;;;;;;;;
CONFIGURATION
SILENCE VOICE PANEL
NOSE MAIN
MOVING CLEAN
;
7° FLAPS + SLATS
AIRPLANE
LANDING GEAR
TEST
FLIGHT
*
40° FLAPS + SLATS
LH NOSE RH
;
; ;; ; ;
NORMAL GEAR
EXTENSION FLASHING
CONTROL
;

LIGHT
MOVING CLEAN
;
FIRST PHASE
7° FLAPS + SLATS
LANDING GEAR
TEST
20° FLAPS + SLATS DOOR
OPENING
*
40° FLAPS + SLATS
LH NOSE RH
;; ;
MOVING CLEAN
7° FLAPS + SLATS
SECOND PHASE
LANDING GEAR
TEST
EXTENSION
*
40° FLAPS + SLATS
LH NOSE RH
;;
MOVING CLEAN
7° FLAPS + SLATS
THIRD PHASE
LANDING GEAR
DOOR
;
20° FLAPS + SLATS

TEST
40° FLAPS + SLATS CLOSING
LH NOSE RH
FlightSafety
;
MOVING CLEAN
AIRPLANE
;
7° FLAPS + SLATS
LANDING GEAR
TEST
GROUND
international
40° FLAPS + SLATS
LH NOSE RH
14-13
Figure 14-13. Displays and Warnings during Landing Gear Extension

FlightSafety
international
LANDING GEAR OPERATION (the left and right MOVING lights go

out). The gear retraction solenoid deen-
Normal Retraction (Figure 14-14) ergizes, venting gear actuator pressure
to return.
At lift-off, extension of the left main and
nose gear shock absorbers releases the 8. The door closing solenoid deenergizes,
solenoid-operated lockpin inhibiting gear venting pressure in the door actuators
to return.
retraction on the ground.
9. All lights on the position indication
Moving the gear control handle up modifies panel are now extinguished.
the status of the six-contact switch, resulting
in the following sequence of events:
Normal Extension (Figure 14-15)
1. The red light in the control handle
flashes. With the airplane in flight and the gear con-
trol handle in the up position, the red light in
2. The extension solenoid in the gear elec- the handle and the warning voice activate if air-
tric selector valve deenergizes, venting speed decreases to 160 knots and any of the
the pressure on the extension side of the power levers has been retarded to less than 73°
main gear bracing cylinders to return. PLA power setting. Increasing airspeed to
above 160 knots or increasing all three power
3. The door-opening solenoid in the elec- levers above 73° PLA will cause the warn-
tric selector valve energizes (provided ings to cease and the system to automatically
the gear is down and locked), directing reset even if the voice was silenced with the
pressure to unlock and open the main HORN SIL pushbutton.
gear doors, as indicated by illumina-
tion of the left and right red MOVING Moving the gear control handle down modi-
lights. fies the status of the six-contact switch and re-
sults in the following sequence of events:
4. The gear retract solenoid in the elec-
tric selector valve energizes as soon
as the main gear doors are fully open, 1. The brake antiskid system is energized,
directing pressure to unlock the gears, provided the ASKID (antiskid) switch
as evidenced by the green NOSE, LH, is on.
and RH lights going out. 2. The red light in the control handle
flashes, indicating a difference in han-
NOTE dle and gear position. The warning
During gear retraction, the brakes voice activates if airspeed is below 160
knots, any power lever is at a reduced
are automatically applied to stop power setting, and all three gears are
wheel rotation prior to retraction into not down and locked.
the wheel well.
3. The door opening solenoid of the gear
electric selector valve energizes, di-
5. The red center MOVING light comes on recting pressure to unlock and open
as soon as the green nose gear light goes the main gear doors, as indicated by il-
out, indicating nose gear movement. lumination of the left and right red
6. All three gears retract and engage their MOVING lights.
mechanical uplocks. The red gear han- 4. The extension solenoid of the gear elec-
dle light and the red center nose gear tric selector valve energizes as soon
MOVING lights extinguish. as the main gear doors fully open, di-
7. The door closing solenoid in the elec- recting pressure to unlock and extend
tric selector valve energizes, directing the gears. The center MOVING light
pressure to close the main gear doors illuminates as the nose gear unlocks.

HYDRAULIC UNIT
G
E

R
SELECTOR VALVE
;;
;;
ELECTRIC U
N
L
SELECTOR VALVE O
C
K
P
RETRACTION OPENING U
EXTENSION CLOSING S
H
P
U
L
L
STOWED
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
AUTOMATIC
WHEEL
BRAKING
GEAR
GEAR UPLOCK
UPLOCK BOX
BOX
GEAR
UPLOCK
UNIT
;;;
MAIN GEAR
BRACING
RETRACTION
;;
;; ;
CYLINDER
;;
;
;;
;
LEGEND
;; ;
;;;;
;
MAIN GEAR
;
;
;
BRACING RETRACTION
CYLINDER NO. 1 SYSTEM PRESSURE RETRACTION
;
GEAR RETRACT
NOSE GEAR
;
ACTUATOR DOOR OPEN
RETURN
DOOR TELESCOPIC
ACTUATOR LOCKING MECHANICAL DOOR
RETRACTION TUBE ACTUATOR
;;;;;;
RESTRICTOR
SHUTTLE VALVE
;
; ;
DOOR
DOOR OPENING UPLOCK
UPLOCK OPENING BOX
BOX
Figure 14-14. Landing Gear Retraction
HYDRAULIC UNIT
G
E

R

N
L
SELECTOR VALVE O
C
K
P
RETRACTION OPENING U
EXTENSION CLOSING S
H
P
U
L
L
STOWED
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
GEAR
GEAR UPLOCK
UPLOCK BOX
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
EXTENSION
CYLINDER
MAIN GEAR LEGEND

BRACING EXTENSION
CYLINDER NO. 1 SYSTEM PRESSURE EXTENSION
DOOR OPEN, GEAR EXTEND

NOSE GEAR
ACTUATOR RETURN
MECHANICAL
DOOR TELESCOPIC
ACTUATOR LOCKING RESTRICTOR DOOR
EXTENSION TUBE ACTUATOR
SHUTTLE VALVE
DOOR
DOOR OPENING UPLOCK
UPLOCK OPENING BOX
BOX
Figure 14-15. Landing Gear Extension
5. At full extension, the gears mechani- actuators, unlocking the gears and
cally lock down. The green NOSE, LH, opening the doors.
and RH lights come on. At the same time,
the nose gear is locked down, both for- 4. Pressure is applied to the main gear
ward doors are fully open, and the cen- bracing cylinders and nose actuator for
ter MOVING light goes out. The gear g e a r ex t e n s i o n a n d d ow n l o c k i n g .
extension solenoid remains energized, Pressure is maintained on all actuators
maintaining pressure on the main gear and bracing cylinders.
bracing cylinders and nose gear actuator. 5. The doors remain open, and the left
6. The flashing red light in the control and right door MOVING lights remain
handle extinguishes, indicating that all on (the center MOVING light goes out).
three gears are locked down. 6. The green NOSE, LH, and RH lights
7. The door solenoid in the electric se- come on.
lector valve energizes, directing pres- 7. The red control handle light ceases
sure to close the main gear doors. When flashing, and the warning voice (if
the doors are fully locked closed, the sounding) is silenced.
left and right MOVING lights go out.
8. Pressure to the door actuators is re- Mechanical Unlocking
lieved to return.
Extension
At touchdown, compression of the left main
and nose gear shock absorbers deenergizes The mechanical unlocking extension (freefall)
the locking pin solenoid, allowing the locking system is used if all other extension methods
pin to engage the control handle lock in the fail. No electrical or hydraulic power is re-
down position. quired. The normal gear control handle should
be in the down position (red handle light flash-
ing). The warning voice will be heard if air-
Hydraulic Emergency speed is below 160 knots and any power lever
Extension is at a reduced power setting (if electrical
power is available).
The emergency extension system is to be used
when extension in the normal mode is unsuc- To activate the system:
cessful. The control handle should be placed
in the down position (the red handle light will 1. Pull the GEAR PULL handle. This
be flashing). The warning voice will be heard positions the gear selector valve to di-
if airspeed is below 160 knots and any one of rect fluid to return.
the power levers is at a reduced power setting. 2. With airspeed not less than 160 knots,
successively pull the left and right main
Pulling the GEAR PULL handle out results in gear unlocking handles (Figure 14-8).
the following: This mechanically opens the uplocks on
1. Electrical power to the landing gear both main gear doors and unlocks both
control circuit is interrupted. main gears (the left and right MOVING
lights come on).
2. The gear selector valve is positioned to
direct pressure from the No. 1 hydraulic 3. Pull the nose gear unlocking handle.
system through two shuttle valves This mechanically unlocks the nose gear
(Figure 14-16). (the center MOVING light comes on).
3. Pressure is applied to the gear and door 4. The gear extends and downlocks under
uplock units and to the main gear door the force of gravity. Airload aids nose
gear extension.

FlightSafety
international
5. The main gear doors remain open, and • Flat spots that reach the metal rein-
the left and right MOVING lights re- forcing ply or obliterate the tread groove
main on (the center MOVING light goes
out when the nose gear is downlocked • Nylon rings visible through cracks at
and both forward doors are fully open). the bottom of the thread groove
6. The green NOSE, LH, and RH lights
are on, indicating that the gear is down
and locked. BRAKES
Figure 14-17 presents gear position and warn-
ing indications observed during emergency GENERAL
hydraulic and gravity extensions of the gear. The airplane has three modes of braking, as de-
scribed below. The term “differential brak-
WHEELS AND TIRES ing” means that the brakes on either main gear
can be applied independently of the other main
Wheels gear. The terms “progressive” and “modulat-
ing” relate to increasing braking action as the
The airplane uses split-type wheels (Figure 14- braking controls are actuated.
18) on both the nose and the main gears. A seal
between the wheel halves prevents nitrogen pres-
sure leakage. Each wheel is equipped with an in- Normal Braking
flation valve. Driving tenons in the main gear The normal (No. 1) braking system is differen-
wheel drive the rotating discs of the brake unit. tial and progressive, with antiskid protection.
Brake application is initiated by either pilot
Tires actuating the tips of the rudder pedals (brake
pedals). Pressure is supplied by the No. 1 hy-
The type of tire used on the airplane is Miche- draulic system.
lin AIR X radial. Main gear tires are 29 x 7.7
x 15-inch; the nose gear utilizes 17.5 x 5.75
x 8-inch tires. Installation of radial tires on one Emergency Braking
main gear and conventional tires on the other Emergency (No. 2) braking, powered by the
main gear is forbidden. No. 2 hydraulic system, is also differential
and progressive but does not feature antiskid
protection. This mode of braking is initiated
Tire inflation is shown in Figure 14-20. with the brake pedals by either pilot, the same
as for normal braking.
Checking Tire Condition
Check for tire slippage on the wheel. If the let- Emergency/Parking Brakes
ter B and the red triangle are not in alignment,
the tire has slipped and tire pressure must be This braking mode is powered by the No. 2 hy-
checked. Tires must also be checked for cuts, draulic system or by a brake accumulator. A
tears, and cracks. handle on the forward instrument panel initi-
ates emergency braking or sets the parking
Any of the following conditions warrants tire brakes, depending on how far it is pulled out.
replacement: Braking is progressive but is not differential.
Antiskid protection is not available.
• Depth of tread grooves is less than 0.5
mm (0.02 inch)

HYDRAULIC UNIT
G
E

R

N
L
SELECTOR VALVE O
C
K
P
U
S
H
P
U
L
L
HANDLE LIGHT
FLASHING PULLED
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
GEAR
GEAR UPLOCK
UPLOCK BOX
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
EXTENSION
CYLINDER
MAIN GEAR LEGEND

BRACING EXTENSION
CYLINDER NO. 1 SYSTEM PRESSURE EXTENSION
DOOR OPEN, GEAR EXTENDED

NOSE GEAR
ACTUATOR RETURN
MECHANICAL
DOOR RESTRICTOR DOOR
ACTUATOR ACTUATOR
TELESCOPIC
SHUTTLE VALVE
LOCKING
EXTENSION TUBE
DOOR
OPENING UPLOCK
DOOR OPENING BOX
UPLOCK
BOX
Figure 14-16. Gear Emergency Hydraulic Extension
*WHEN THE SLAT/FLAP CONTROL IS SET TO 40°,
REDUCED
THE WARNING VOICE CANNOT BE SILENCED IAS < 160KT
14-20
POWER
WITH ALL GEAR NOT LOCKED DOWN.
SLAT/FLAP
LANDING GEAR HORN WARNING CONTROL
G
E
A SILENCE VOICE CONFIGURATION
R
NOSE MAIN PANEL
U
N
L MOVING
O CLEAN
C
K
7° FLAPS + SLATS
LANDING GEAR
P 20° FLAPS + SLATS
TEST
U
S 40° FLAPS + SLATS
H LH NOSE RH
*
P
U
L
L
40°
FLASHING *
MOVING CLEAN
7° FLAPS + SLATS
LANDING GEAR
20° FLAPS + SLATS
TEST
40° FLAPS + SLATS
LH NOSE RH
*
40°
FLASHING *
NOSE GEAR
EMERGENCY
CONTROL
MAIN GEAR

EMERGENCY
CONTROL
MOVING CLEAN
7° FLAPS + SLATS
LANDING GEAR
20° FLAPS + SLATS
TEST
40° FLAPS + SLATS
LH NOSE RH
40°
*
international
Figure 14-17. Position and Warning Indications—

FlightSafety
Emergency Hydraulic and Gravity Extensions

SCREW
FUSE
SHIELD
THERMAL
DRIVING TENONS
FUSE SCREW
NOSEWHEEL
MAIN WHEEL

Figure 14-18. Main and Nose Wheels
BEARING
COVER
COVER
BEARING
INFLATING VALVE
SEAL
HUB PROTECTION
HUB PROTECTION
INFLATING VALVE
(TRANSPORTATION)
(TRANSPORTATION)
international
FlightSafety
Revision 3
FlightSafety
international
INTENTIONALLY LEFT BLANK

TIRE INFLATING PRESSURE TABLE

AMBIENT TEMPERATURE LESS THAN 20° C (68° F)
PRESSURE (BAR AND PSI)

TIRES
AIRPLANE ON JACKS AIRPLANE ON WHEELS
NOSE GEAR 9.8 BAR (142 PSI) 10.2 BAR (148 PSI)
MAIN GEAR 12.8 BAR (185.5 PSI) 13.3 BAR (193 PSI)
MTOW- 45,500 LB
MAIN GEAR 13.1 BAR (190 PSI) 13.6 BAR (197 PSI)
MTOW- 46,500 LB
NOSE GEAR
BAR (PSI) INFLATING PRESSURE
AIRPLANE
ON WHEELS
11.2 BAR
10.9 BAR (162 PSI)
10.55 BAR (158 PSI)
10.2 BAR (153 PSI)
(148 PSI) AIRPLANE
10.8 BAR
10.5 BAR (157 PSI) ON JACKS
10.15 BAR (152 PSI)
9.8 BAR (147 PSI)
(142 PSI)
AMBIENT
TEMPERATURE
10° C 20° C 30° C 40° C 50° C
(50° F) (68° F) (86° F) (104° F) (122° F)
MAIN GEAR
BAR (PSI) INFLATING PRESSURE
AIRPLANE
14.7 BAR ON WHEELS
(213.2 PSI)
14.25 BAR
(206.5 PSI)
13.8 BAR
(200 PSI) AIRPLANE
13.3 BAR 14.11 BAR
(193 PSI) ON JACKS
13.7 BAR(204.5 PSI)
(198.7 PSI)
13.24 BAR
12.8 BAR (192 PSI)
(185.5 PSI)
EQUIPMENT:
• PRESSURE GAGE AMBIENT
• ADJUSTABLE NITROGEN SOURCE TEMPERATURE
10° C 20° C 30° C 40° C 50° C
• LEAK DETECTION SOLUTION, MIL-L-25567 (50° F) (68° F) (86° F) (104° F) (122° F)
PROCEDURE: NOTE:
1. CONNECT THE WHEEL INFLATING VALVE INFLATE THE TIRES TO THE VALUES GIVEN IN THE ABOVE
TO AN ADJUSTABLE NITROGEN TABLE, EXCEPT IF THE TEMPERATURE AT THE ARRIVAL BASE
PRESSURE SOURCE. IS EXPECTED TO BE 25°C (45°F) OR MORE COLDER THAN THE
TEMPERATURE AT THE DEPARTURE BASE, IN WHICH CASE
2. GRADUALLY INFLATE THE TIRE TO THE THE INFLATING PRESSURE SHOULD BE INCREASED BY 3.7%
APPLICABLE PRESSURE (SEE TABLE ABOVE). FOR EACH 10°C (18°F) OF DIFFERENCE.
3. CHECK INFLATING VALVE AND TIRE FOR
LEAKAGE.
4. INSTALL THE VALVE CAP.
Figure 14-20. Tire Inflation

FlightSafety
international
Brake Units The brake unit includes three rotating discs,

keyed to and driven by the wheel, tenons, and
Each main gear wheel incorporates a compos- four nonrotating sliding discs. Piston action
ite carbon brake unit (Figure 14-21) consist- forces the discs together against a backing plate
ing of a hydraulic unit with two sets of five to provide braking friction. Each brake unit
pistons, each set pressurized by a different features return springs, automatic running clear-
system, and a set of carbon discs. ance adjustment, and two wear indicators to pro-
vide a visual indication of disc wear.
HOT
BACKING SECTION
PLATE
BRAKE DISC WEAR

INDICATOR PIN (2)
Figure 14-21. Brake Unit

FlightSafety
international
CONTROLS AND INDICATIONS Indications

The normal braking indicating system, depen-
Controls dent on gear handle down position for opera-
Brake Pedals tion, is powered by 28 VDC from bus A2
through the ANTI SKID circuit breaker on
The pilot’s and copilot’s brake pedals, spring- the overhead panel.
loaded to neutral, are mechanically intercon-
nected by flexible control cables. Depressing When illuminated, the L and R brake lights,
either set of pedals actuates the normal and located on the hydraulic panel (Figure 14-22)
emergency brake control valves. Since either left indicate that braking pressure to the corre-
pedal controls the brakes on the left main gear sponding gear has increased to 232 psi (16.0
and the right pedals control braking on the right bars). As the brakes are released, the lights go
main gear, braking is differential. out at a decreasing pressure of 160 psi (11.0
bars). The lights operate during No. 1 system
PARK BRAKE Handle braking and will be illuminated by the antiskid
system when it is switched on.
This spring-loaded yellow handle is located in
the center section of the instrument panel (Fig- The amber #2 P BK light, located on the warn-
ure 14-22), beneath the glareshield. It has two ing lights panel, illuminates either steady or
locking detented positions which can be un- flashing. It comes on steady and remains on
locked by the red UNLOCK PUSH button in when the No. 2 hydraulic system is powering
the center of the handle. the emergency or parking brakes when increas-
ing pressure of 260 psi or more is detected in
The handle can be pulled to the first detent, but the brake lines. It goes off if there is less than
the UNLOCK PUSH button must be depressed 145 psi in the lines.
prior to movement to the second detent. To
return the handle to the pushed-in (stowed) po- Flashing, the light indicates that pressure in
sition from either detent, depress the UNLOCK the parking brake accumulator has dropped to
PUSH button, and move the handle forward to between 1,102 and 1,305 psi (76 to 90 bars or
release the brakes. below) and that one adequate brake applica-
tion remains.
BRAKE Selector Switch
This three-position switch, located on the hy- OPERATION
draulic control panel (Figure 14-22), selects
the braking mode. The switch is powered by Normal Braking
bus A1 through the ST-BY PUMP circuit
breaker. The upper face of the bevel-shaped Normal braking is initiated by either pilot by de-
switch is red, and the lower face is green. With pressing the brake pedals. With the BRAKE se-
the switch in the #1 ON (upper) position, the lector switch in the #1 ON position, the normal
green face is visible, and normal braking with selector valve is deenergized. No. 1 hydraulic
antiskid is selected. The No. 1 hydraulic sys- system pressure is applied to the normal/emer-
tem pressurizes this braking mode. In the cen- gency brake control valve (Figure 14-23).
ter #2 OFF position, the No. 2 hydraulic system
powers the brakes, but antiskid is not available. The normal/emergency brake control valve is
This braking is used if the No. 1 hydraulic or dual-chambered (normal and emergency), each
antiskid systems fail. chamber containing two separate slide valves.
One of the slides is mechanically actuated by
In the lower #1 OFF position, normal (No. 1) either left brake pedal; the other slide is actu-
braking without antiskid is supplied by the No. ated by either right brake pedal. Depressing a
1 hydraulic system. The red face of the switch brake pedal moves the appropriate slide valve
is visible in the center and lower positions. to meter braking pressure in direct propor-
tion to pedal force (progressive braking).

FlightSafety
international
E
BRAK
PUSH
CK
UNLO
PARK
PARKING BRAKE
HANDLE
BRIGHT
DIM
#2 P BK
WARNING PANEL
PILOT’S COPILOT’S
PEDALS PEDALS
PUMP 1
TEST L R
PUMP 3
ASKID HYDR
1/ 4
#1 ON 4
3
#2 OFF
1/ 2
#1 OFF 2
1
BRAKE 0
WTY PSIx1000
HYDRAULIC PANEL
Figure 14-22. Braking Controls and Indications

FlightSafety
international
Metered braking pressure is directed through • Memorized speed with programmed

antiskid servovalves to the brake units. The deceleration
brakes on either main gear are applied inde- With the shock absorbers extended (in flight),
pendently by depressing the appropriate pedal the wheels not rotating, and the BRAKE selec-
to provide differential braking. tor switch in the #1 ON position, the control
box commands the antiskid servo valves to
The pressure metered to the brakes is 2,102 to dump braking pressure if the brake pedals are
2,349 psi (145 to 162 bars) for airplanes SNs depressed.
2 to 74 (except those with SB F900-42 incor-
porated) or 1,595 to 1,711 psi (110 to 118 When the shock absorbers are compressed at
bars) for airplanes SNs 75 and subsequent. touchdown, the main gear wheels spin up, the
Indication of pressure in the brakes is pro- dump command is canceled, and braking pres-
vided by illumination of the green L and R sure is restored. The electronic control box
lights at 232 psi. causes the servo valves to modulate braking
pressure according to wheel speed information
received from the tachometer generators on the
main gear wheels.
During retraction, gear upline pressure is applied
to both slide valves in the brake control valve to As the nosewheels spin up at touchdown, the
provide a pressure of about 360 psi (25 bars) for electronic control box signals the antiskid
brake application during gear retraction into the servo valves to modulate braking pressure
wheel well. In the event of total electrical according to airplane rolling speed compared
failure, normal braking without antiskid is with a programmed deceleration rate. This
available from the No. 1 hydraulic system, provides braking pressure regulation, even at
regardless of BRAKE selector switch position. very low speeds.
Antiskid
The antiskid system prevents locking of the
main gear wheels during heavy braking by
modulating the pressure at the brake units.
The system is operative only with the BRAKE
selector switch in the #1 ON position and the
normal gear control handle down.
The system includes an electronic control box,
an antiskid servo valve for each main gear, and
six tachometer generators. Four of the tachom-
eters are driven by the main gear wheels and
provide wheel speed signals to the control
box. Two tachometer generators driven by the
nosewheels provide airplane rolling speed in-
formation. A typical tachometer generator is
shown in Figure 14-25.
The control box receives the following inputs:
• The reference speed
TACHOMETER GENERATOR
• Main gear shock absorber position (com- (WHEEL-DRIVEN)
pressed or extended)
Figure 14-25. Tachometer Generator
• Airplane rolling speed (Typical)

;
FlightSafety
international
FlightSafety
international
;;; ;;;;
HYDRAULIC NORMAL CONTROL
PANEL HANDLE
PILOT’S PEDALS COPILOT’S PEDALS
KE
;;
;;
BRA
ASKID H
PUS
;
1/
4 OCK
#1 ON + UNL
K #2 P BK PARKING BRAKE
#2 OFF FLEXIBLE CABLES PAR ACCUMULATOR
;;;;;
;;;;;
;;;
1 GEAR
;;;;;;;;;;
;
/2
#1
;;;OFF PARKING BRAKE
EXTENDED
;;
SELECTOR VALVE
BRAKE
;
0
;
;;
AUTOMATIC NORMAL/EMERGENCY
;
;
BRAKING BRAKE CONTROL
VALVE
;
EMERGENCY
;
;
;;;;;;
;;;;;
ANTISKID SELECTOR VALVE
ELECTRONIC
;
CONTROL NORMAL SELECTOR VALVE NORMAL
;;;;;;
;;;;;;
;
BOX (DEENERGIZED OPEN) CHAMBER
;
;
;
;
;
NO. 2
;
SYSTEM
;
;
;
;
NO. 1
SYSTEM
;
#2 P BK
;
#2 P BK EMERGENCY
;
CHAMBER
ANTISKID
SERVOVALVES SHUTTLE
;
VALVE
LEGEND
; ;
NORMAL BRAKING PRESSURE
;;;;
RETURN
;;;
ELECTRICAL
;
;;
;
;; ; ; ; ; ;; ;
;
NOSEWHEEL
TACHOMETERS ;; GROUND
CHECK VALVE
RELIEF VALVE
;;; ; ; ;;;
WHEEL PUMP 1
WHEEL
TACHOMETER TEST L R TACHOMETER
GENERATOR GENERATOR
PUMP 3
ASKID HYDR
1/
#1 ON 4
BRAKES BRAKES
HYDRAULIC PANEL
Figure 14-23. Normal Braking with Antiskid (Airplanes without SB F-900-42)
14-28
PARK BRAKE HANDLE ACCUMULATOR PILOT BRAKE COPILOT BRAKE

PEDALS PEDALS
#2 P BK
;;;;
;; FLEXIBLE CABLES EMERGENCY
SELECTOR VALVE
;
;;;;;;
;
;;;;;;;;
;
;
NO. 2
SYSTEM
;;;;;;;
;;;;
;
LEGEND
NORMAL PRESSURE PARK
BRAKE
;
DISTRIBUTOR
;
EMERGENCY PRESSURE
CONTROL PRESSURE
RETURN AUTOMATIC BRAKING DURING GEAR RETRACTION
NO. 1 SYSTEM SUPPLY

NO. 1
SYSTEM
NO. 2 SYSTEM SUPPLY
;
;
ELECTRICAL NORMAL
SELECTOR NORMAL/
GROUND VALVE EMERGENCY
SELECTOR
VALVE
;
+28 VDC ST BY
BUS A1 PUMP
#1 ON
#2 OFF
GEAR #1 OFF
NORMAL CONTROL ANTISKID
ANTISKID (2GA) ELECTRONIC
CONTROL BOX
ANTISKID ANTISKID
SERVO VALVE SERVO VALVE
+28 VDC GEAR DOWN BRAKE
BUS A2 SOL #2 P. BK #2 P. BK
NO. 1 OR DOUBLE
NO. 3 ENGINE BRAKING
FULL POWER PC BOARD
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TACHOMETER TACHOMETER
GENERATORS GENERATORS
NOSEWHEEL
TACHOMETER
international
GENERATORS
L R
Revision 2
BRAKES BRAKES
Figure 14-24. Normal Braking with Antiskid (Airplanes with SB F-900-42)

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Memory speeds for control box operation are The aircraft speed signal is given by each of the
provided by one of the following: two nose landing gear tachometer generators.
• In flight, a 60 meter-per-second, fixed-
speed reference until the nosewheels are Electrical power from bus A2 across the ANTI
on the ground (reference speed) SKID circuit breaker provides the power sup-
ply for system operation.
• Outboard or inboard main wheel speed
inputs (whichever is lower) Correct operation of this installation is mon-
When the nosewheels contact the runway, the itored by the Minelco ANTISKID indicator on
60-meter-per-second reference speed is re- the maintenance panel.
moved. Since the nosewheel rpm is greater
than that of the main wheels, the control box A discrepancy of 29 knots or more between the
processes the new parameter to provide a left and right nosewheel speed or a tachome-
deceleration rate that allows a maximum ter generator line cut out, or double-braking
g-force of 0.6, controlled by the nosewheels. system failure if it has been used, will display
a red indication on the ANTISKID indicator.
In the event of system failure or hydroplaning
of both nosewheels, the control box reference System Testing
speed is provided by main wheel memory
speed to allow a 0.3-g braking force. Antiskid system testing can be accomplished on
the ground or in flight. In either case, the
To prevent low-speed vibration in the event of BRAKE selector switch must be in the #1 ON
heavy braking below 40 knots, braking force position.
is limited to the 0.3-g speed deceleration rate.
Ground Test
In the event of a main wheel tire blowout, the
burst tire discriminator system will completely With No. 1 hydraulic system pressure avail-
release braking pressure on both wheels of able, perform the following:
the gear leg. After a 0.5-second time delay 1. Set the parking brakes.
the control box cancels the brake release order.
From then on, the antiskid control box will 2. Depress the brake pedals, and observe
function using rotation speeds from the un- the green L and R lights on the hy-
damaged wheel. draulic panel illuminate to indicate
pressure application to the brakes
(Figure 14-22).
Dual Braking System 3. Depress the TEST pushbutton on the hy-
On airplanes SNs 75 and subsequent and draulic panel for 1.5 seconds while
those with SB F900-42, a dual braking sys- maintaining the brake pedals depressed.
tem is incorporated which assures greater ef- The lights go out (Figure 14-26).
ficiency during pretakeoff full-power braking 4. Release the TEST button. After 2.5
or during runup with brake pedals operation seconds, the lights come on to indicate
(Figure 14-24). correct system operation.
With the aircraft on the ground, the BRAKE In-Flight Test
selector in #1 ON (antiskid operational), the
No. 1 or No. 3 engine (or both) near full-power 1. With the normal gear handle down,
setting, and the aircraft speed lower than 10 depress the brake pedals. The L and R
knots or the aircraft stopped, the emergency lights remain out (Figure 14-22).
braking system valve (No. 2 system) is ener- 2. Depress the TEST button (0.5 second)
gized, and braking is carried out simultane- while maintaining the pedals de-
ously by the No. 1 and No. 2 hydraulic systems, pressed. The lights come on after 0.8
thus assuring efficient braking. second (Figure 14-26).

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IN-FLIGHT TEST GROUND TEST

LIGHTS ACTION
LIGHTS
DEPRESS BRAKE PEDALS
FOR DURATION OF TEST
L R L R
DEPRESS TEST DEPRESS TEST

BUTTON FOR BUTTON FOR
0.5 SECOND 1.5 SECONDS
L R L R
AFTER A DELAY LIGHTS OFF

OF 0.8 SECOND ALMOST IMMEDIATELY
LIGHTS ON FOR
1 TO 2 SECONDS
THEN OFF
L R
LIGHTS ON
AFTER 2.5 SECONDS
L R L R
RELEASE BRAKE PEDALS
Figure 14-26. Antiskid System Test Indications

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3. Lights illuminate for approximately (Figure 14-28), which meters braking pressure
1 to 2 seconds and then go off. in direct proportion to handle movement (pro-
4. Release the brake pedals; the lights gressive braking).
remain out.
Braking pressure repositions the shuttle valves
Emergency Braking and is applied to all four brake units simultane-
ously (no differential braking).
With the No. 2 hydraulic system pressurized,
emergency braking without antiskid is avail- The PARK BRAKE handle has two detented
able when the brake selector switch is in the positions. Pulling the handle to the first detent
#2 OFF position. meters 595 to 646 psi (41 to 48 bars) for park-
ing the airplane or for emergency braking
Selection of the #2 OFF position of the without locking the wheels. Pulling the han-
BRAKE selector switch completes circuitry to dle to the second detent meters greater than
energize the emergency brake control valve to 2,103 psi (145 bars) for maximum braking
the open position and the normal brake con- during engine runup or emergency braking,
trol valve to the closed position (Figure 14-27). when required.
This directs No. 2 system pressure or parking
brake accumulator pressure to the emergency
chamber of the normal/emergency brake con- WARNING
trol valve.
Antiskid is not active in this braking
Depression of either set of brake pedals moves mode. Exercise care to prevent tire
the slide valves to meter emergency braking blowout due to locked wheels.
pressure in direct proportion to applied pedal
force (progressive braking). Braking pressure The #2 P BK light comes on to indicate brake
passes through shuttle valves and is applied to operation with the handle pulled to either detent.
a second set of pistons in the brake units, by-
passing the antiskid servo valves. Metered pres- The nitrogen pressure gage for the parking brake
sure to the brakes is 1,100 to 1,203 psi (76 to accumulator is visible through an inspection
85 bars) for aircraft SNs 2 to 74 (except those port on the right wing root (Figure 14-29). The
with SB F900-42 incorporated) or 1,000 to accumulator must be hydraulically depleted by
1,100 psi (69 to 76 bars) for aircraft SNs 75 and repeated applications of the emergency brakes
subsequent. Indication of pressure being applied
to the brakes is provided by illumination of the
#2 P BK light when pressure exceeds 261 psi.
As in normal braking, the brakes on either

main gear are applied independently by
depressing the appropriate pedal to provide
differential braking.
Emergency/Parking Brakes
The emergency/parking brakes are applied
with the PARK BRAKE handle (Figure 14-22).
The system can be used with the BRAKE se-
lector switch in any position. Pressure is from
the No. 2 hydraulic system or an accumulator
isolated by a check valve. RIGHT WING ROOT
Pulling the PARK BRAKE handle mechan- Figure 14-29. Parking Brake Accumulator
ically actuates the parking brake selector valve Nitrogen Gage

FlightSafety FlightSafety
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international international
;;; ;;;;
NORMAL CONTROL
HYDRAULIC HANDLE
PANEL PILOT’S PEDALS COPILOT’S PEDALS
;;
;;
E
ASKID BRAK
PUSH
CK
;
1
/4 + UNLO
PARK
#1 ON
PARKING BRAKE
#2 OFF FLEXIBLE CABLES #2 P BK
ACCUMULATOR
;;;;;
;;;;;
;;;
1/ GEAR
;;;;;;;;;;
;
;;;
#1 OFF 2 PARKING BRAKE
EXTENDED
;;
SELECTOR VALVE
BRAKE +
;
0
NORMAL/EMERGENCY
;
;;
AUTOMATIC BRAKE CONTROL
;
;
BRAKING VALVE
;
;
;
;;;;;;
;;;;;
ANTISKID (ENERGIZED OPEN)
ELECTRONIC NORMAL SELECTOR VALVE
;
NORMAL
;;;;;;
;;;;;;
;
CONTROL (ENERGIZED CLOSED)
BOX CHAMBER
;
;
;
;
;
NO. 2
;
SYSTEM
;
;
;
;
NO. 1
SYSTEM
;
#2 P BK
;
EMERGENCY
#2 P BK
;
CHAMBER
;
SHUTTLE
VALVE LEGEND
; ;
;;;;
;;;
EMERGENCY BRAKING PRESSURE
;
;
;
;
RETURN
;; ; ; ; ; ;;
;
;;
; NITROGEN
ELECTRICAL
;
GROUND
;;; ;;;
CHECK VALVE
PUMP 1
TEST L R RELIEF VALVE
PUMP 3
ASKID HYDR
1/
#1 ON 4
HYDRAULIC PANEL
Figure 14-27. Emergency Brake Operation
;
;;; ;;;;
EMERGENCY/PARKING
HYDRAULIC NORMAL CONTROL BRAKE HANDLE
PANEL HANDLE PILOT’S PEDALS COPILOT’S PEDALS
;;
;;
E
ASKID BRAK
PUSH
;
1/ + CK
#1 ON 4 UNLO
PARK #2 P BK PARKING BRAKE
#2 OFF FLEXIBLE CABLES ACCUMULATOR
;;;;;
;;;;;
;;;
1/ GEAR
;;;;;;;;;;
;
#1
;;;OFF 2 PARKING BRAKE
EXTENDED
;;
SELECTOR VALVE
BRAKE +
;
0
;
;;
;
;;
;
;
;;;;;;
;;;;;
ANTISKID (DEENERGIZED CLOSED)
ELECTRONIC
;
;;;;;;
;;;;;;
;
CONTROL
BOX
;
;
;
;
;
;
NO. 2
SYSTEM
;
;
;
;
NO. 1
SYSTEM
;
#2 P BK
;
#2 P BK
;
SHUTTLE
VALVE
;
LEGEND
NO. 2 SYSTEM PRESSURE OR
; ;
EMERGENCY/PARKING
;;;;
;;;
BRAKE PRESSURE
;
;;
RETURN
;
;; ; ; ; ; ;; ;
;
;; ELECTRICAL
GROUND
;
CHECK VALVE
;;; ;;;
RELIEF VALVE
PUMP 1
TEST L R
PUMP 3
ASKID HYDR
1/
#1 ON 4
HYDRAULIC PANEL
Figure 14-28. Emergency/Parking Brakes
Revision 3.01 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY 14-33
FlightSafety
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prior to checking the nitrogen charge. The ac- A slide valve selector, mechanically actuated
cumulator precharge should be approximately by gear retraction, prevents inadvertent steer-
1,000 psi (70 bars). ing in flight. The valve is open with the nose
gear extended and closes when the nose gear
begins to retract.
NOSEWHEEL STEERING The feedback potentiometer supplies nose-
wheel position signals to the electronic con-
GENERAL trol box to cancel the steering input signal as
the wheels reach the desired position.
The hydraulically powered, electrically con-
trolled nosewheel steering system provides The steering handwheel (Figure 14-31) is lo-
for deflection of the nosewheels up to 60° cated on the left console. When manually
either side of center for steering during take- rotated, the handwheel actuates a control
off, taxiing, and landing. Electrohydraulic potentiometer to provide steering signals
inputs to the system must be manually through the electronic control box to the torque
initiated; however, antishimmy and nose gear motor on the steering assembly.
centering occur automatically.
The handwheel must be depressed for unlock-
STEERING SYSTEM ing and energizing the steering selector valve.
Rotation of the handwheel produces signals for
The steering system includes a handwheel, steering. When released, the handwheel returns
slaving unit containing a torque motor-actuated to neutral, and the steering selector valve is de-
control valve, rack-and-pinion steering actua- energized closed.
tor, spring accumulator, and valves controlling
pressure to the steering actuator. Also included
in the system are a solenoid-operated selector
valve, a slide valve selector, a feedback poten-
tiometer, and an electronic control box. Power
for the electric control box is from bus B2
through the NOSE WHL circuit breaker.
The steering actuator (Figure 14-30) is inte-

gral with the barrel of the nose gear strut.
Hydraulic pressure applied to either end of
the actuator piston moves the rack-and-pinion
assembly to transmit motion through the scis-
sors for steering.
A solenoid-operated selector valve is electri-

cally opened to direct pressure to the steering
assembly when the handwheel is depressed
and rotated and is spring-loaded closed to pre-
vent steering when the handwheel is released.
Figure 14-30. Steering Actuator

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NOSEWHEEL STEERING
OPERATION
Nosewheel steering is initiated with the hand-
wheel (Figure 14-31), which can be rotated
120° in either direction. At 0 to 60° of hand-
wheel rotation, the nosewheels are steered 0 to
8° from center. At 60 to 120° of handwheel
movement, the nosewheels are steered 8 to 60°.
The handwheel is locked until it is depressed.

This energizes the steering selector valve open
to direct pressure to the slide valve selector
(Figure 14-32).
If the airplane is on the ground, the slide valve

selector has been mechanically positioned
open to direct pressure to the slaving unit.
Handwheel rotation actuates a potentiometer to

send electrical signals through the electronic
control box to a torque motor that determines
positioning of a spool within the steering con-
LEFT CONSOLE trol valve. The position of this valve deter-
mines flow to the steering actuator for steering
Figure 14-31. Steering Handwheel in the selected direction. The rack-and-pinion
actuator transmits motion through the scissors
to deflect the nosewheel for steering.
ANTISHIMMY SYSTEM
With hydraulic power not supplied to the steer-
ing system, nosewheel shimmy is dampened
by the antishimmy system consisting of the
steering actuator, two restrictor valves, and a
spring accumulator. Damping occurs when
movement of fluid from one chamber of the
steering actuator to the other chamber is forced
through the restrictors.
NOSE GEAR
CENTERING SYSTEM
The nose gear centering system consists of
two cams within the nose gear shock absorber.
The lower cam is attached to the barrel of the
strut; the upper cam is attached to the rotat- Figure 14-33. Scissors Disconnect Pin
able shock absorber. With the shock absorber
compressed on the ground, the cams are dis-
engaged, allowing powered steering. As the
shock absorber extends at lift-off, the cams en-
gage, centering the gear for retraction.

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ELECTRONIC
PROXIMITY CONTROL BOX
SWITCHES
5A
BUS
B2
IN
FLIGHT
; ;
+
SLAVING
;;;;
IN TORQUE UNIT
FLIGHT MOTOR
+
SLIDE VALVE
SLIDE VALVE SELECTOR
SELECTOR
;;;
CONTROL BOX GEAR GEAR
WITH HANDWHEEL
;;
;;
RETRACTED EXTENDED
;;;; ;
;; ; ;;;;;
;; ;
;;;
;
ACCUMULATOR-
;; ;
PRESSURE SPOOL
;
RELIEF VALVE
DEPRESSED:
ROTATED:
;;
UNLOCKING
;
ENERGIZATION WHEEL
OF STEERING DEFLECTION
;
BASE
;
;;;;;;
CONTROL
;
SYSTEM PLATE
; ;;;
;;;
;;
;
HANDWHEEL HANDWHEEL
LOCKED UNLOCKED
;
RIGHT 60° LEFT
ANTISHIMMY
VALVE
;
FEEDBACK
RIGHT 120° LEFT POTENTIOMETER
LEGEND
SELECTOR VALVE NO. 2 HYDRAULIC SYSTEM PRESSURE
LEFT RIGHT
RETURN
ELECTRICAL ANTISHIMMY
VALVE RACK-AND-PINION
FRONT STEERING CYLINDER
Figure 14-32. Nosewheel Steering System
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When the nosewheels have reached the angle LIMITATIONS

commanded by the steering signal input, the
feedback potentiometer cancels the steering
signal and steering ceases. TIRES
The scissors should be disconnected to allow The nosewheels must be equipped with chined
free swiveling of the nosewheels during tires.
towing (Figure 14-33). During the preflight in-
spection, ensure the pin is reinstalled prior to BRAKES
flight.
The brake kinetic energy limit is 10,508,947
foot-pounds (14.25 KJ) per brake.

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QUESTIONS
1. Normal landing gear and door opera- 5. When retracted, the main gears are up-
tion is: locked by:
A. Hydraulically controlled A. The main gear inner doors
B. Electrically controlled B. Constantly applied hydraulic
C. Hydraulically actuated pressure
D. Electrically controlled and hy- C. Mechanical uplock boxes
draulically actuated D. Overcenter linkage in the retracting
mechanism
2. The nose gear telescopic locking tube:
A. Is hydraulically locked with the 6. The main gear doors are:
gear extended and mechanically A. Hydraulically actuated and electri-
released for retraction cally sequenced
B. Mechanically locks the nose gear B. Electrically actuated and hydrauli-
down and is hydraulically cally sequenced
released C. Electrically actuated and
C. B and D sequenced
D. Functions as a drag brace D. Mechanically actuated by linkage
from the inner doors
3. Antiskid braking is available:
A. Only with the normal braking 7. On the ground, the main gear doors can
system be opened for inspection:
B. With the normal and emergency A. With the No. 2 hydraulic system
braking systems B. Manually
C. With the normal, emergency, and C. Electrically
parking brake systems D. A or B
D. With any braking mode, provided
the ASKID switch is on 8. When illuminated, the green L and R
lights indicate:
4. When extended, the main gears are A. No pressure is being applied to
locked down by: the brake units.
A. Manually installed downlock pins B. Pressure is being applied to the
B. Locking mechanisms integral with brake units.
the main gear bracing cylinders C. An overpressure condition exists
and hydraulic pressure in the brake unit.
C. Downlock mechanisms that are D. Minimum braking is in progress.
separate from the main gear bracing
cylinder
D. Constantly applied hydraulic
pressure

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9. The antiskid system:

A. Receives inputs only from the
tachometer generators on the main
gear wheels
B. Receives inputs from the tachome-
ter generators on the main gear
wheels and the nose gear wheels
C. Prevents main gear wheel lockup
during heavy braking
D. B and C
10. Pushing in on the nosewheel steering

handwheel:
A. Electrically opens the steering
selector valve
B. Electrically opens the steering
selector valve and the slide
selector valve
C. Unlocks the handwheel for rotation
and electrically opens the steering
selector valve

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-3
General........................................................................................................................... 15-3
Ailerons ......................................................................................................................... 15-5
Rudder ........................................................................................................................... 15-9
Elevator........................................................................................................................ 15-12
Horizontal Stabilizer.................................................................................................... 15-14
SECONDARY FLIGHT CONTROLS................................................................................ 15-17
General ........................................................................................................................ 15-17
Trailing-Edge Flaps ..................................................................................................... 15-17
Leading-Edge Slats...................................................................................................... 15-20
Airbrakes ..................................................................................................................... 15-29
LIMITATIONS.................................................................................................................... 15-33
Secondary Flight Controls........................................................................................... 15-33
Airbrakes ..................................................................................................................... 15-33
QUESTIONS ...................................................................................................................... 15-34

ILLUSTRATIONS
Figure Title Page
15-1 Flight Control Surfaces .......................................................................................... 15-2
15-2 Primary Flight Control Servoactuator (Typical) .................................................... 15-3
15-3 Aileron Control System ......................................................................................... 15-4
15-4 Aileron Emergency Actuator Buttons and AILERON Trim Switch...................... 15-5
15-5 Arthur Q Unit......................................................................................................... 15-7
15-6 Aileron Control System Block Diagram................................................................ 15-8
15-7 Aileron Trim Position Indicator............................................................................. 15-9
15-8 Rudder Control System........................................................................................ 15-10
15-9 Rudder Control System Block Diagram .............................................................. 15-11
15-10 Elevator Control System ...................................................................................... 15-13
15-11 Elevator Arthur System........................................................................................ 15-13
15-12 Horizontal Stabilizer Trim System ...................................................................... 15-14
15-13 Elevator and Horizontal Stabilizer Block Diagram ............................................. 15-15
15-14 Horizontal Stabilizer Controls and Indicators ..................................................... 15-16
15-15 Mach Trim Pushbutton ........................................................................................ 15-17
15-16 Flaps and Airbrakes ............................................................................................. 15-17
15-17 Flap Hydraulic Motor and Reduction Gearing .................................................... 15-18
15-18 Flap Control and Indicators ................................................................................. 15-19
15-19 Flap System Operation ........................................................................................ 15-19
15-20 Leading-Edge Slats.............................................................................................. 15-20
15-21 Normal Slat Extension......................................................................................... 15-21
15-22 Angle-of-Attack Vane.......................................................................................... 15-22
15-23 Slats Controls and Indications, in Flight—Handle in CLEAN............................ 15-23

15-24 Slats Controls and Indications, in Flight—Handle out of CLEAN ..................... 15-24
15-25 Automatic Extension of Outboard Slats—Handle in CLEAN ............................ 15-26
15-26 Automatic Retraction of Inboard Slats (Extended with Control Handle)............ 15-27
15-27 Automatic Slat Control Block Diagram .............................................................. 15-28
15-28 STALL 1 and STALL 2 Test Buttons .................................................................. 15-29
15-29 Emergency Extension of Outboard Slats ............................................................. 15-30
15-30 AIR BRAKE Handle ........................................................................................... 15-31
15-31 Airbrakes System................................................................................................. 15-32
TABLE
Table Title Page
15-1 AOA Vane Angle versus Airplane AOA.............................................................. 15-22

CHAPTER 15
FLIGHT CONTROLS
20 20
10 10
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5 5 S
5 5
10
20
L
O
C
INTRODUCTION
The primary flight controls on the Falcon 900 airplane are hydraulically boosted but can
be manually actuated in the event both hydraulic systems fail.
Aileron and rudder trim is hydraulic, initiated by electric motors. Hydraulic gust damp-
ing is provided but is not dependent on hydraulic pump pressure. A hydraulically actu-
ated, autopilot servo-controlled yaw damper prevents yaw oscillations. Horizontal
stabilizer trim is provided electrically.
The secondary flight controls consist of trailing-edge flaps, leading-edge slats, and air-
brakes. They are electrically controlled and hydraulically actuated.
GENERAL
The flight attitude of the airplane is controlled Secondary flight controls consist of four lead-
with conventional primary flight controls: two ing-edge slats and four trailing-edge flaps
ailerons for roll, two elevators functioning as for high lift and six airbrakes for aerody-
a single unit and a movable horizontal stabi- namic braking.
lizer for pitch, and a rudder for yaw.

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The primary flight control system is fully box on the center pedestal. Electrical trim ac-
boosted and nonreversible. Control inputs tuators reposition the applicable servoactua-
from the cockpit are transmitted through a tors, moving the entire control surface to
system of push-pull rods and bellcranks to the provide aileron and rudder trim. There are no
dual hydraulic servoactuators powering the trim tabs on the airplane.
ailerons, rudder, and elevators. Failure of an
input control linkage results in the affected ser- Horizontal stabilizer (tailplane) trim is con-
voactuator returning to neutral. trolled by dual-rocker switches on the control
wheels or by an emergency trim control on the
In the event of a total hydraulic failure, the pri- trim control box. The stabilizer is repositioned
mary flight controls may be operated man- by two 28-VDC motors (normal and emer-
ually but with some loss of efficiency. In this gency) to provide pitch trim.
case, the servoactuators mechanically transmit
control inputs to the control surfaces, and air- The electrically controlled leading-edge slats
speed should be limited for flight to 260 KIAS. can be actuated by the No. 1 or No. 2 hydraulic
system, the airbrakes and trailing-edge flaps
Aileron and rudder trim are controlled by dual- by the No. 2 system. Trailing-edge flaps and
rocker switches located on the trim control leading-edge slats are selected simultaneously.
RUDDER
AILERON ELEVATOR
HORIZONTAL
STABILIZER
FLAPS
LEADING-EDGE
SLATS
AIRBRAKES
Figure 15-1. Flight Control Surfaces

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PRIMARY FLIGHT the control surface, movement of the barrel ANTIFLUTTER AND CALIBRATED
counters the relative movement of the slide ANTIGUST SYSTEM RESTRICTOR
CONTROLS valve to provide follow-up action. (CALIBRATED VALVE) ORIFICE
If one hydraulic system fails, the bypass valve NOTE:

GENERAL in the corresponding barrel interconnects the SINCE BOTH BARRELS ARE IDENTICAL,
ONLY ONE IS SHOWN.
two chambers. Therefore, the depressurized
Servoactuators barrel offers minimal resistance to the re-
Hydraulic servoactuators in each primary con- maining operative barrel.
trol axis position primary flight control sur- RUDDER AND ELEVATOR
faces in response to control inputs. Figure If both hydraulic systems fail, return springs PRESSURE RETURN BYPASS
FILTER SERVOACTUATORS
15-1 shows both primary and secondary con- move the slide valves to neutral. Control inputs VALVE
trol surfaces. then mechanically move the barrels to provide BARREL
manual deflection of the control surface. CHECK
The servoactuators (Figure 15-2) consist of two VALVE
independent barrel and piston assemblies oper- Flutter and Gust Damping HEATING
ating in unison. One barrel is powered by the ORIFICE
No. 1 hydraulic system, the other barrel by the Automatic gust damping of the rudder and
RETURN
No. 2 system. elevator movement on the ground and pre- INPUT ARM SPRINGS
vention of surface flutter in flight in the event
Each servoactuator incorporates the following: of hydraulic failure are provided by a cali-
brated valve (Figure 15-2). After engine shut-
• A piston dividing the barrel into two down, the elevators move slowly to the fully FIXED POINT
chambers. The piston rods are connected down position.
to the airframe.
• A slide valve equipped with neutral re-
turn springs and end-of-travel stops Artificial Feel System (Springs)
• An input arm common to both barrels Hydraulically boosted flight controls do not
and connected to control linkage from provide aerodynamic load “feel” to the pilot.
Therefore, spring-loaded artificial feel units PISTON SLIDE OUTPUT ROD
the cockpit. This input arm controls the VALVE
movement of both slide valves. (AFUs) are incorporated in the primary flight
control linkages prior to the servoactuators. AILERON SERVOACTUATOR
• An auxiliary arm integral with the input The load feel provided is in direct proportion
arm and connected to the auxiliary feel TO CONTROL
to control input movement and the resultant SURFACE
unit (AFU) to center the controls. spring compression. Compression or extension AUXILIARY ARM
• A bypass valve that interconnects the of the AFU produces a force that must be over-
two chambers in the event of hydraulic come by the crew or the autopilot.
failure. A calibrated heating orifice
maintains the hydraulic fluid to a satis- The force pattern of the AFU varies with the
factory level. amount of control input. Force required to
compress the AFU increases directly to the
• A check valve in the pressure line to TO AUXILIARY AFU
prevent backflow if high aerodynamic amount of control input. There are two levels
load overcomes hydraulic force. of resistance in the aileron and rudder AFUs
and three levels in the elevator AFU. The rud-
Movement of the control input linkage moves der AFU has a breakout resistance that must
the slide valve, directing pressure to displace be overcome prior to leaving neutral.
TO AIRFRAME
the servoactuator barrel, which is connected INPUT ARM
to the control surface. In addition to moving
Figure 15-2. Primary Flight Control Servoactuator (Typical)
15-4
COPILOT’S CONTROL
WHEEL
PILOT’S CONTROL
WHEEL

AUXILIARY ARM
(TO AUXILIARY AFU) AUXILIARY
AFU
AILERON
EMERGENCY
ACTUATOR
SERVOACTUATOR
;; PRESSURE
SEAL BOX 25°20'
AILERON
TRIM ACTUATOR 24°50'
;
;;;;
AUTOPILOT
SERVOMOTOR AILERON
VARIABLE
FlightSafety
AFU BELLCRANK
(ARTHUR Q UNIT)
AUTOPILOT
QUADRANT
international
Revision 4
Figure 15-3. Aileron Control System

FlightSafety
international
Auxiliary AFU AFU. If the control linkage to the input arm

becomes disconnected, the AFU maintains the
A spring-loaded auxiliary AFU is connected slide valves in the neutral position. The re-
to the airframe and to the auxiliary arm of maining aileron provides sufficient roll con-
each servoactuator (Figure 15-2). If control trol for flight.
input linkage fails, these AFUs provide a cen-
tering force to the servoactuator slide valves. In the event of linkage seizure, the electric
emergency aileron actuator (Figure 15-3) can
AILERONS be utilized to directly drive the servoactuator
to position the aileron ±7° to maintain con-
trolled flight. The actuator is controlled by two
General red emergency actuator buttons below the
Aileron deflection is initiated by moving the AILERON trim switch (Figure 15-4). The but-
pilot’s or copilot’s control wheel. Control in- tons are separated by a small partition to pre-
puts are through a rigid linkage composed of clude depression of both buttons
fixed and adjustable push-pull rods hinged on simultaneously.
bellcranks. The linkage is routed along the
right side of the fuselage, where it is separated The position of the aileron emergency actuator
into left and right paths (Figure 15-3). is indicated by illumination of the amber AIL
ZERO warning light on the warning panel,
From this point to the servoactuators, linkages
are routed forward of the wing front spars. In
the left wing, an electrically actuated emer-
gency aileron actuator can also drive the
servoactuator. In the emergency mode, it will
control the left aileron if control linkage fails
or seizes.
NOTE
If the left servoactuator is unable to
move, the emergency unit will op-
erate the right servoactuator in the
opposite direction of control switch
movement through the control push-
pull rods.
Aileron Operation
Movement of the input arm positions slide
valves in the servoactuator (as during normal
operation), causing the barrels to move and
reposition the aileron. As the desired posi-
tion is reached, the slide valves return to neu-
tral, and aileron movement stops.
Figure 15-4. Aileron Emergency
An auxiliary arm on the servoactuator is con- Actuator Buttons and
nected to an airframe-mounted auxiliary AILERON Trim Switch

FlightSafety
international
actuated by a switch in the actuator. The light 2 inputs or ADC 1 on SN 179 and subsequent.
is on when the actuator leaves the neutral This variation is accomplished through an
position. electric motor.
In the event either hydraulic system fails, the

Arthur Variable Bellcranks spring-loaded sliding rod returns to the low-
Variable bellcranks are installed in the aileron speed, “controls easy” position. System moni-
and elevator control linkages to vary the feel toring is provided by a potentiometer.
force of the flight controls. The feel force varies
with changes in the IAS (ailerons) and with Aileron Arthur Q Monitoring
the position of the horizontal stabilizer (pitch).
For aircraft lower than SN 165, the aileron Q
As airspeed increases, the pivot point of the unit is monitored by comparison of the IAS
aileron bellcrank, commonly referred to as an input from the ADC 1 (or ADC 2 in the event
“Arthur Q unit,” changes to effectively in- of ADC 1 failure) with position signals from a
crease the spring tension of the AFU (Figure potentiometer on the Q unit. The Arthur unit is
15-5). Horizontal stabilizer nosedown position positioned by an IAS capsule controlled by the
(high-speed Arthur) also results in an increase standby pitot and static inputs.
of the tension of the elevator AFU.
For aircraft SN 165 to 178, the aileron Arthur
This, in turn, requires that more force be applied unit is monitored by comparison of a poten-
to the controls for a given control input. The tiometer on the Arthur unit and inputs
aileron Arthur Q unit is pressurized by the No. 2 from ADC 1, or on SN 179 and subsequent
hydraulic system for aircraft lower than SN 165 from ADC 2.
or electrically controlled on SN 165 and
subsequent. The elevator Arthur unit is If a difference of approximately 40 knots ex-
pressurized by the No. 1 hydraulic system. ists at low speed, or 60 knots at high speed, the
amber AIL FEEL warning light illuminates.
For aircraft SN 165 and higher, this warning
Arthur Unit Principles is provided after a 3-second delay. The light
of Operation also illuminates if the monitoring system is in-
The Arthur unit consists of an actuating cylin- operative (all colored warning lights are shown
der articulating around a pivot point. The rod in Appendix B).
sliding within the cylinder is connected to the
main AFU at one end and at the other end to If the No. 2 hydraulic system fails on aircraft
the trim actuator or to an elevator control rod lower than SN 165, or if electrical failure oc-
connected to the main linkage (Figure 15-5 and curs on all subsequent SN aircraft, the Q unit
15-11). The position of the sliding rod, and automatically reverts to low-speed mode. Con-
therefore the pivot point, depends on the hy- trol forces during landing will be normal; how-
draulic pressure in the cylinder. ever, at high speeds control will be sensitive.
For aircraft lower than SN 165, the aileron Q Aileron Trim

unit cylinder pressure is controlled by an ori-
fice that modulates pressure as referenced by Aileron trim is electrically controlled and hy-
the standby pitot pressure and static indicated draulically actuated. The trim actuator (Figure
airspeed (IAS) sensing capsule (in the eleva- 15-3) is electrically driven and is controlled
tor Arthur unit, the cylinder pressure is con- by the AILERON dual-rocker switch on the
trolled by a servo valve slaved to the elevator pedestal (Figure 15-4). Both halves of the
Arthur unit control box). switch must be depressed simultaneously to
complete circuitry for trim actuation. If trim
On aircraft SN 165 to 178, the variation of the occurs with one switch depressed, a mal-
aileron pivot point ratio is slaved to the ADC function exists.

Revision 3
STANDBY STANDBY
PITOT STATIC PITOT STATIC
POTENTIOMETER
NOTE:
POWERED BY

INPUT FROM
COCKPIT CONTROL
WHEELS
MAIN AFU
AILERON
PIVOT
TRIM
POINT ACTUATOR
FlightSafety
international
ARTHUR
Q UNIT
HIGH SPEED MODE LOW SPEED MODE
15-7
Figure 15-5. Arthur Q Unit

;;
Q;Q;
NO. 2 STANDBY PITOT- ADC 2 FOR
HYDRAULIC STATIC SYSTEM EMERGENCY MODE
SYSTEM RIGHT
AUXILIARY AILERON
ADC 1
ARTHUR MAIN AFU +25°20'
Q UNIT AFU
HYD 2 –24°50'
TRIM SERVO-
;
TRIM ±12°30' ACTUATOR
POSITION
;;;
INDICATOR
HYD 1
;
;
EMERGENCY
ACTUATOR
;
±7°
SERVOMOTOR
HYD 2
;
;;;;;;;
SERVO-
; ;;;;;;;;
CONNECTING ACTUATOR
ROD
;
TRIM AUTO-PILOT
WARNING PANEL POSITION HYD 1 +25°20'
INDICATOR
;
TRIM CONTROL AUXILIARY –24°50'
;;
BOX AFU LEFT
AILERON
TRIM
CONTROL ; WARNING
BOX PANEL
;
AIRCRAFT PRIOR TO SN 165
;
ADC 1 A/C ≥179
ADC 2 A/C 165 TO 178 RIGHT
AILERON +25° 20'
ADC 1 A/C 165 TO 178
ADC 2 A/C ≥179 HYD 2
–24° 50'
ARTHUR MAIN
;
SERVO
Q UNIT AFU
ACTUATOR
; ;
HYD 1
TRIM
±12° 30'
;;;
AUXILIARY
AFU
EMERGENCY
AUXILIARY
;
SERVOMOTOR ACTUATOR
AFU
±7°
;;;;;;
AUTO-PILOT HYD 2
TRIM POSITION
INDICATOR CONNECTING
(2DQ) WARNING PANEL SERVO
ROD TRIM
CONTROL ACTUATOR
; ;;
BOX
+25° 20'
HYD 1
;;;;
;;
LEFT –24° 50'

AILERON
;
WARNING
TRIM TRIM
PANEL
CONTROL POSITION
;
BOX INDICATOR
AIRCRAFT SN 165 AND SUBSEQUENT

;
Figure 15-6. Aileron Control System Block Diagram

FlightSafety
international
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 ap-

plies 28 VDC to the trim actuator. Linear mo-
tion from the actuator displaces the input arm
on the servoactuator, thus hydraulically repo-
sitioning the ailerons. Maximum trim deflec-
tion of the aileron is 12° 30’. Maximum aileron
trim is indicated by a reading of 50 on the
trim indicator.
Aileron position is shown on the AIL position

indicator on the instrument panel. Do not at-
tempt aileron trim when hydraulic pressure is
not available.
A block diagram of the aileron control system is

shown in Figure 15-6. The AIL position in-
dicator is shown in Figure 15-7, the AILERON
trim switch in Figure 15-4.
RUDDER
Figure 15-7. Aileron Trim
General Position Indicator
Positioning of the rudder is initiated by mov-
ing the pilot’s or copilot’s rudder pedals. Control the servoactuator, causing the actuator hous-
is through a rigid linkage composed of fixed and ing (barrel) to move and position the rudder.
adjustable push-pull rods hinged on bellcranks. As the desired position is reached, the slide
The linkage is routed along the right side of the valves return to neutral, and the rudder stops.
fuselage, leaving the pressurized section
through a pressure sealing box (Figure 15-8). The main AFU is connected to the control
From that point, it is routed through the verti- linkage through a bellcrank and the rudder
cal stabilizer to the servoactuator. trim actuator, providing artificial feel forces
in parallel to the main linkage. An auxiliary
artificial feel torque unit is connected to the
Rudder Operation opposite servoactuator input lever to center the
One side of the servoactuator is controlled di- rudder servoactuator in the event of break-
rectly by linkage from the rudder pedals; the age, or disconnection of the control linkage.
other side of the actuator is connected to the
auxiliary AFU (Figure 15-8). There is no Arthur Q unit in the rudder con-
trol system; all control feel is through the
Actuation of either set of rudder pedals main AFU.
mechanically positions the input arm on the
servoactuator through a yaw damper unit. With one hydraulic system inoperative, the
Input arm movement positions slide valves in servoactuator is capable of providing full

15-10
SERVOACTUATOR 29°
YAW
DAMPER 29°
RUDDER
COPILOT’S PEDAL

AUXILIARY AFU
PILOT’S PEDAL
MAIN
PRESSURE AFU
SEAL BOX
RUDDER
TRIM
ACTUATOR
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Revision 3
Figure 15-8. Rudder Control System

FlightSafety
international
;;
AUXILIARY
AFU
;
AUTO-PILOT RUDDER
SERVO-
ACTUATOR
± 29°
COPILOT’S ; NO. 1 HYDRAULIC SYSTEM

YAW
RUDDER
DAMPER
PEDALS
MAIN
CONNECTING AFU
ROD
TRIM
PILOT’S ACTUATOR
RUDDER
PEDALS
;
;;;;
;;;
;;;
;
TAILPLANE AIR
DOWN BRAKES
0
L R -2 AILERON E
0 0 0 M 1
E
2 R
50 AIL 50 AFT
;
4 G
RUDDER RUDDER
6
L R 8 UP
FWD
10
40 0 40 NORMAL
TRIM TRIM
CONTROL POSITION
TRIM BOX INDICATOR
POSITION
INDICATOR TRIM CONTROL BOX
Figure 15-9. Rudder Control System Block Diagram

FlightSafety
international
rudder deflection up to 160 KIAS. With both ELEVATOR

systems operative, full deflection can be made
up to 230 KIAS. Elevator positioning is initiated by fore or aft
movement of either control column. Control
inputs are transmitted through rigid linkage
Rudder Trim consisting of fixed and adjustable push-pull
Rudder trim is electrically controlled and hy- rods hinged on bellcranks. The linkage is
draulically actuated. The trim actuator (Figure routed along the left side of the fuselage. After
15-9) is electrically driven and is controlled leaving the passenger section, it is directed to
by the RUDDER dual-rocker switch. Both the elevator servoactuator in the vertical sta-
halves of the switch must be moved simulta- bilizer (Figure 15-10).
neously to complete circuitry for trim actua-
tion. If trim occurs with one switch half The linkage system includes a spring-loaded
depressed, a malfunction exists. main AFU connected to the Arthur variable
bellcrank and to the airframe. The hydrauli-
cally actuated Arthur unit (Figure 15-11)
NOTE changes the pitch feel according to position
Runaway rudder trim can be stopped signals received from the horizontal stabi-
by applying opposite trim and then lizer. The signals obtained provide steady
disengaging the control circuit forces per g regardless of IAS, Mach number,
breaker. or airplane center of gravity.
The elevator Arthur box continuously monitors

Movement of the RUDDER trim switch applies the position of the Arthur actuator with re-
28 VDC to the linear rudder trim actuator. As spect to the position of the horizontal stabilizer.
the actuator drives, the main AFU is moved to
displace linkage to the servoactuator, hydrauli- The horizontal stabilizer position is provided
cally repositioning the rudder. Maximum rud- by the unit’s potentiometer. Comparison is
der deflection with the trim system is ±12° 30’. electrical, and the warning threshold corre-
Trim deflection is shown on the RUDDER sponds to a discrepancy of 0.5° difference be-
trim position indicator (Figure 15-7). A read- tween the unit and the horizontal stabilizer
ing of 40 on the indicator relates to 12° 30’ of position. This results in illumination of the
rudder trim. amber PITCH FEEL light (the light also illu-
minates during power failure).
Yaw Damping The position of the Arthur cylinder piston is
The yaw damper system dampens rapid yaw os- controlled by No. 1 hydraulic system pres-
cillations by making small corrective displace- sure. It varies with horizontal stabilizer posi-
ments of the rudder and does not affect pilot tion signals received through the electronic
control of the rudder. The electrically driven Arthur control box to position a servo valve.
yaw damper actuator (Figure 15-8) is installed
in series with the rudder control linkage. When
energized by the autopilot computers, it pro-
NOTE
vides motion to the servoactuator slide valves At any speed, the horizontal stabi-
for small deflections of the rudder. lizer position has a direct relationship
with airplane center of gravity. The
elevator Arthur will provide steady
NOTE feel forces per g, independent of cen-
The autopilot does not have to be enter of gravity.
gaged for yaw damper operation.

;; ;
FlightSafety
international
;;;;;
HORIZONTAL
STABILIZER
AUTOPILOT
QUADRANT
WARNING PANEL
POSITION XTK 2 XTK 2 BAG
OPEN CLOSED ACCESS
AIL AIL PITCH
CONTROL
ARTHUR
SURFACES
20°
16°
ZERO FEEL FEEL
MAIN
AFU
MACH
PITCH
UNIT
AP MISTRIM
ELEVATOR TRIM
FEEL ARTHUR NOSE BLEED BAG
CONE OVHT APU ISOL
CONTROL BOX REAR T/O
DOORS CONFIG.
BUS
A1
MAIN
AFU
SERVO VALVE
ARTHUR UNIT
PRESSURE
SEAL BOX
Elevator Control System

PILOT
CONTROLS
NO. 1 HIGH
HYDRAULIC ARTHUR
SYSTEM
POSITION ARTHUR
AUXILIARY
UNIT
AFU
SERVO VALVE
Figure 15-10.
;
y ;
y y
;
;

@
;
y
;

@ ;
y ;
y
MAIN
INPUT
ARM
AFU
y;y;y;;y;yy;y;y;y;y;y;y;y;y;y;y;y;y;y;y;y;;
SERVOACTUATOR
ELEVATOR ARTHUR
CONTROL BOX
y;y;y;
PILOT’S CONTROL
y
;
COLUMN
;
y
y
;
LOW
;
y ;
y ;
y
ARTHUR
y
; ;
y ;
y
y; y;y;;y y;y;y; y;y;
ARTHUR UNIT
POSITION
ARTHUR
COPILOT’S
CONTROL
COLUMN
UNIT

y; y; Figure 15-11. Elevator Arthur System

FlightSafety
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FlightSafety
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The Arthur unit ratio is 1 with the horizontal VDC through the NORMAL circuit breaker
stabilizer less than –4° (low-speed Arthur on the trim control box.
mode—noseup). The maximum ratio is 3° for
stabilizer positions greater than +1° 15’ (high- Stabilizer movement in either direction is indi-
speed Arthur mode—nosedown). cated by a rattle noise from the audio system.
Stabilizer position is shown on the STAB scale
The force feel is automatically increased 20% of the position indicator (Figure 15-12). Take-
per g when the airbrakes are extended. off range is indicated by a green band from –4°
30' to –7° 30'.
NOTE The stabilizer can also be actuated by the auto-
Normal or emergency leading-edge pilot and Mach trim system (when engaged). The
slat extension reverts the actuator to NORMAL circuit breaker must be engaged.
the low-speed mode to preclude any
further possible failure of the hori- If the stabilizer is out of the takeoff range of
zontal stabilizer actuator. –4 to –8° on the ground and either power lever
is advanced past 84° PLA setting, the red T/O
CONFIG warning light comes on, and the “no
HORIZONTAL STABILIZER takeoff” voice warning sounds. This is one of
five conditions that will activate the takeoff
General configuration system.
The movable stabilizer is used to trim the air-
plane in the pitch axis. It is driven by either A block diagram of the elevator and horizon-
of two 28-VDC motors, normal or emergency, tal stabilizer system is presented in Figure
and is controlled by a dual-rocker trim switch 15-13. Controls and indicators for the hori-
on either control wheel (Figure 15-12) or the zontal stabilizer system are shown in Figures
emergency pitch trim (TAILPLANE) switch on 15-12 and 15-14.
BOTH CONTROL WHEELS the pedestal.
Emergency Operation
EMERGENCY PITCH
Normal Operation In the event the horizontal stabilizer is inopera-
TRIM SWITCH Normal deflection of the horizontal stabilizer tive in the normal mode, the stabilizer can be
is from +2° nosedown to –10° noseup. It is lim- actuated with the EMERG pitch trim (TAIL-
ited to –4° noseup if airspeed is above 210 PLANE) switch on the trim control box (Fig-
KIAS. IAS input is from the No. 1 air data com- ure 15-12). The switch is spring-loaded to the
puter (ADC). center (off) position and has momentary stabi-
lizer UP and DOWN positions. Moving the
Both halves of the dual-rocker pitch trim switch switch to either operating position automati-
on the control wheel must be depressed simulta- cally disengages a NORMAL circuit breaker
neously for pitch trim action. Actuation of located near the switch, rendering normal op-
trim with one half of the switch depressed con- erating circuitry inoperative.
stitutes a malfunction. Control relays within the
system energize one winding of the normal There are two microswitches, noseup and nose-
motor while deenergizing the other winding. down, which limit operation in the emergency
Noseup and nosedown windings cannot be en- mode of operation. Therefore, the stabilizer
ergized simultaneously. If noseup and nose- cannot be driven to the mechanical stops. To
down commands are initiated simultaneously, reinstate normal trim operation after using
both commands are nulled, and no trim oc- the emergency mode, the NORMAL circuit
NORMAL CIRCUIT BREAKER
curs. Overtravel is prevented by electrical stops breaker must be reengaged.
Figure 15-12. Horizontal Stabilizer Trim System (limit switches). Power for trim operation is 28
Revision 3
WARNING PANEL
XTK 2 XTK 2 BAG TRIM POSITION
TRIM OPEN CLOSED ACCESS
INDICATOR
AUDIO
POSITION AIL AIL PITCH
ZERO FEEL FEEL WARNING
WARNING PANEL INDICATOR MACH
AP MISTRIM “NO RATTLE L -2 R
TRIM 0 0
0
NOSE BLEED BAG TAKEOFF” NOISE 2
CONE OVHT APU ISOL 50 AIL 50 AFT
4
REAR T/O RUDDER
DOORS CONFIG. 6
L R 8
FWD
10
40 0 40
HORIZONTAL STABILIZER
AIRPLANE ON +2° TO –10° ELEVATOR
TRIM GROUND –20° TO +16°

CONTROL +
BOX ONE POWER LEVER
BEYOND 84°
+
OUT OF – 4° TO – 8° RANGE
POSITION
TRANSMITTER
NORMAL IAS LESS THAN 210 KT
DUAL-ROCKER –10°
SWITCH TRIM CONTROL
RELAY NOR EMER
BOX
MAL GENCY
BOX
TAILPLANE AIR
DOWN BRAKES
HORIZONTAL AILERON E
0
1
STABILIZER M
E
– 4° R
G
ACTUATOR RUDDER
IAS GREATER THAN 210 KT UP
NORMAL
AUTOPILOT AIRBRAKES
MACH
AUTO
TRIM NO. 1
TRIM SLATS
NORMAL HYDRAULIC SYSTEM
DUAL-ROCKER
SWITCH AUTOPILOT ELEVATOR
SERVO VALVE ARTHUR
CONNECTING CONTROL
ROD BOX
AUXILIARY NO. 1
FlightSafety
AFU HYDRAULIC
AUTOPILOT ARTHUR
MAIN SYSTEM
SERVOMOTOR UNIT
AFU
ACTUATOR
SERVO-
ACTUATOR
international
NO. 2
15-15
HYDRAULIC SYSTEM
Figure 15-13. Elevator and Horizontal Stabilizer Block Diagram

;;; ;
FlightSafety
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international
;;;
WARNING PANEL CENTER
XTK 2 XTK 2 CIRCUIT-BREAKER
OPEN CLOSED
AIL AIL PITCH PANEL
ZERO FEEL FEEL
AP MISTRIM MACH
TRIM
;;;
NOSE BLEED BAG
CONE OVHT APU ISOL
BAG T/O
ACCESS CONFIG.
10 5
STAB TRIM
INDIC
PILOT’S COPILOT’S EMERG
DUAL-ROCKER DUAL-ROCKER
SWITCH SWITCH
;;;
TRIM
POSITION INDICATOR
NOSE DN
L R -2
0 0 0
2
50 AIL 50 AFT
4
RUDDER 6
;;;
L R 8
FWD
10 FLT CONTROL
40 0 40 NOSE UP
TRIM CONTROL BOX
15 2.5
STAB AIL
NORMAL FEEL
TAILPLANE AIR
DOWN BRAKES
0
AILERON E 1
EMERGENCY
M
E PITCH
;;;
R
G TRIM SWITCH
RUDDER
UP
NORMAL
NORMAL CONTROL
CIRCUIT BREAKER
HORIZONTAL
STABILIZER HORIZONTAL STABILIZER
ACTUATOR POSITION SENSOR
HORIZONTAL
STABILIZER
RELAY BOX
Figure 15-14. Horizontal Stabilizer Controls and Indicators

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Horizontal Stabilizer Operation TRAILING-EDGE FLAPS

with the Mach Trim System
General
To augment stability in the pitch axis at high
Mach numbers, the Mach trim system modu- The trailing-edge flaps (Figure 15-16) consist
lates the stabilizer position as the Mach num- of an inboard and an outboard dual-slotted
ber varies. This system is normally activated segment on each wing. A fixed fore flap is
prior to takeoff and becomes operative when mounted forward of each segment.
the Mach number is above .775. The pitch
trim command inputs are supplied by the Mach
trim control box in parallel with the normal
manual control inputs.
With the Mach trim system engaged, the nor-

mal trim system can be used at any time to ad-
just stabilizer position. When the normal pitch
trim switch is released, the Mach trim system
resumes its automatic operation.
NOTE
Mach trim is overridden by the auto-
pilot or stabilizer trim normal control.
The Mach trim system is activated by the M

TRIM pushbutton on the autopilot controller
(Figure 15-15). The amber MACH TRIM warn-
ing light is illuminated when the system is de- Figure 15-15. Mach Trim Pushbutton
energized or when a system fault is detected.
SECONDARY FLIGHT
CONTROLS
GENERAL
The secondary flight controls include electrically
controlled and hydraulically actuated trailing-
edge flaps, leading-edge slats, and airbrakes.
The flaps are actuated by an electrically con-
trolled hydraulic motor driving torque tubes and
jackscrews. The leading-edge slats, extending
along the entire leading edge of the wing, are Figure 15-16. Flaps and Airbrakes
powered by double-acting hydraulic actuators
and operate in three different modes. The air-
brakes, three on the top surface of each wing, are
normally controlled by a three-position handle
on the trim control box. Automatic airbrake
retraction occurs at high angle of attack.

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The flaps are controlled by a combination Hydraulic power is supplied by the No. 2 hy-
slat/flap handle on the slat/flap control box. draulic system or by the hydraulic standby
Handle movement provides circuitry to a con- pump if the No. 2 hydraulic pump fails. Flap
trol valve on the flap hydraulic motor reduc- position indication is provided by an indica-
tion gear (Figure 15-17). Reduction gearing tor on the instrument panel. Asymmetry pro-
driven by the motor provides motive force to tection is also provided.
actuate the flaps through torque tubes and
jackscrews.
Flap Operation
Overtravel of the flaps is prevented by a spring- The flaps are controlled with the handle on the
loaded brake within the motor. slat/flap control box (Figure 15-18).
LEFT-WING RIGHT-WING
TRANSMISSION TRANSMISSION
REDUCER
MICROSWITCH BOX
SOLENOID
SELECTOR VALVE HYDRAULIC MOTOR
RETURN
FLAP RETRACTION
SOLENOID
HYDRAULIC MOTOR
BRAKE
PRESSURE
NO. 2
HYDRAULIC
SYSTEM
FLAP EXTENSION
SOLENOID
SOLENOID SELECTOR VALVE
Figure15-17. Flap Hydraulic Motor and Reduction Gearing

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POINTER
7°
FORE FLAP
FLAP
WARNING PANEL
L
OVHT OVHT
HOT AUTO FLAP
BAT SLATS ASYM
XTK 2 XTK 2
OPEN CLOSED
AIL AIL PITCH
ZERO FEEL FEEL
AP MISTRIM MACH DIFFERENTIAL POSITION
TRIM
NOSE BLEED BAG
COMPARATOR TRANSMITTER
CONE OVHT APU ISOL
BAG T/O
ACCESS CONFIG.
AUDIO OUTBOARD
WARNING FLAP
“NO TAKEOFF”
AIRPLANE ON GROUND
+ INBOARD
ONE POWER LEVER BEYOND 84° FLAP
SLAT/FLAP CONTROL BOX +
FLAP DEFLECTION
GREATER THAN 22°
CLEAN OUTBOARD SLATS

EXTENDED 0° NO. 2
7° FLAPS + SLATS 7° HYDRAULIC HYDRAULIC
20° MOTOR WITH SYSTEM
Figure 15-18. Flap Control and Indicators 20° FLAPS + SLATS
REDUCTION
40° FLAPS + SLATS 40° GEAR
The handle is spring-loaded and detented and mitters on each outboard flap. If asymmetry
must be pulled upward prior to movement to greater than 5° (flaps near takeoff position) or EMERG
SLATS
(FOR A/C ≥ 162)
any position. Since the handle also controls the 8° (flaps near landing configuration) exists, a
leading-edge slats, selection of any flap po- differential comparator triggers the amber
sition causes the slats to extend. FLAP ASYM warning light. The flap motor CONFIGURATION PANEL
control circuit breaker is also automatically
AIR
The flaps can be extended by moving the deenergized to remove hydraulic pressure BRAKE
FLAPS
POINTER
slat/flap handle to the 7° FLAPS+SLATS po- from the motor, and the motor brake is ap- UP JACK
0 SCREW
sition. This energizes the flap control valve, plied to hold the flaps in position. 20
7
DN 40
and the hydraulic motor operates to drive the SLATS
flaps (Figure 15-19). With the airplane on the ground, the flaps ex- MOVING
tended beyond 22°, and at least one power CONFIGURATION POSITION
As the flaps reach the selected 7° position, the lever advanced beyond the 84° power lever LANDING GEAR PANEL TRANSMITTER
control valve is deenergized, and pressure is angle, the “no takeoff” voice sounds, and the TEST
removed from the hydraulic motor. The brak- red T/O CONFIG warning light comes on. LH NOSE RH
ing device in the motor is hydraulically oper-

ated during operation and then released, There is no provision made for emergency op-
holding the flaps in position. Further exten- eration of the flaps. However, the standby hy-
sion can be made by positioning the handle to draulic pump can be used to actuate the flaps WARNING
PANEL
the next position. in the event the No. 2 hydraulic system pump
fails for reasons other than line rupture and loss SLAT/FLAP
CONTROL BOX
of fluid. Regardless of the pressure source,
Flap Indication System the flaps control handle is used for flap oper-
A flaps asymmetry detection circuit compares ation, and asymmetry protection and position
flaps position information from position trans- indication are the same as previously described. Figure 15-19. Flap System Operation
FlightSafety
international
LEADING-EDGE SLATS Normally, it is steadily illuminated when all
;;;;;
;;;;;;
WARNING PANEL slats are extended, flashing only when the out-
L AOA R AOA
General board slats are extended. The rectangular red
ST BY
L PITOT
PITOT
R PITOT
arrow light illuminates with the slats in tran-
; ; HOT
BAT
XTK 2
OPEN
AIL
ZERO
AP
NOSE
CONE OVHT
REAR
DOORS
L WHL
OVHT
AUTO
SLATS
XTK 2
CLOSED
AIL
FEEL
MISTRIM
BLEED
APU
T/O
CONFIG.
R WHL
OVHT
FLAP
ASYM
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
SLAT/FLAP
CONFIGURATION PANEL
AIR
BRAKE
FLAPS
UP
The leading-edge slats extend along the entire
leading edge of the wing (Figure 15-20). Each
wing incorporates one inboard slat (droop
leading edge) and one outboard slat.
Slat operation is electrically controlled and hy-

draulically actuated. Three actuators power
each outboard slat. One actuator provides only
sit or if slat position and control handle posi-
tion disagree.
An amber AUTO SLATS light illuminates when:

• There is a discrepancy between the two
flight/ground relays controlling the slats.
• There is a discrepancy between the two
;;
0 extend force; two are double-acting (differ- relays controlling the slats and the re-
7
SLAT DN 40
20 ential) units. Each inboard slat is powered by lays on the nose and left main gears.
CENTER POSITION SLATS one differential actuator. The actuators are
INDICATOR • There is a discrepancy of +5° between
;;;
CIRCUIT- continuously pressurized to maintain the slats
;
;;;;;;;
MOVING
BREAKER PANEL
in the retracted position. the angle-of-attack vanes.
LANDING GEAR
TEST
• One of the auto slats systems (left or
right) is still armed, and airspeed is
LH NOSE RH NOTE above 280 knots.
;
SLAT/FLAP CONTROL BOX The single extend actuator on the

outboard section is for emergency Flight above 265 knots with the AUTO SLATS
operation. light on is prohibited.
21CF 5
10
SLAT LH AUTO
INDIC SLAT
CLEAN
Operation of the inboard and outboard slats is Normal Operation
7° FLAPS + SLATS
separate; each has its own hydraulic selector No. 1 hydraulic system pressure is constantly
;
20° FLAPS + SLATS

valve. Slat operation is electrically sequenced, applied to the retract side of all normal actua-
40° FLAPS + SLATS
EMERGENCY
causing the outboard slats to actuate first dur- tors to hold the slats retracted. This pressure
SLATS ing extension. Logic circuitry prevents out- is applied to the side of the piston with the
EMERG
SLATS
(OUTBOARD) board slat retraction with the trailing-edge smaller working area. When pressure is also
FLT CONTROL flaps extended, and retraction of the outboard applied to the other side of the piston (larger
(FOR A/C ≥ 162) slats with the inboard slats extended. The slats area), the actuator extends.
operate in three modes: normal, automatic,
and emergency. Moving the control handle on the slat/flap
;
5 control box out of CLEAN energizes the out-

AOA
INDIC
RH AUTO
SLAT If hydraulic pressure fails or is shut off, the board solenoid selector, and then the inboard
slats are held retracted by valve boxes that solenoid selector valve when the outboard
maintain residual pressure in the actuators. slats are fully extended (Figure 15-21).
No. 1 system pressure is directed to the actua-

Control and Indication tors to extend the outboard slats. When the out-
The slats are normally controlled with the board slats are fully extended, an actuator on
handle on the slat/flap control box (Figure each inboard slat provides inboard slats exten-
INBOARD
SLAT
15-20). Moving the handle out of CLEAN se- sion. Returning the handle to CLEAN deener-
SLAT gizes the selector valves, allowing extension
ACTUATOR lects full extension of the slats (and trailing-
EMERGENCY
edge flaps, as selected). Emergency extension pressure to be vented to return. The constantly
ACTUATOR only of the outboard slats is accomplished applied pressure on the retract side of the actu-
OUTBOARD w i t h t h e g u a r d e d E M E R G E N C Y S L AT S ators retracts the inboard slats and holds them
ANGLE-OF-ATTACK SLAT
VANES switch adjacent to the normal control handle. in position. The outboard slats are delayed in
retraction until trailing-edge flaps and inboard
Figure 15-20. Leading-Edge Slats Slat position indication is provided by a green slats are fully retracted.
light resembling a slat (Figure 15-20).
Revision 4
LEFT RIGHT
INBOARD INBOARD

INBOARD
VALVE
BOX
AOA
ADC 2
ADC 1 IAS LESS THAN
IAS LESS THAN
265 KT
AOA
LESS
OUTBOARD THAN 23°
AUTOMATIC
VALVE
CLEAN
DISTRIBUTOR
7° FLAPS-SLATS BOX
20° FLAPS-SLATS
FlightSafety
40° FLAPS-SLATS
EMERGENCY
SLATS
SLATS/FLAP LEGEND
international
CONTROL BOX NO. 1 PRESSURE RESTRICTOR
15-21
Figure 15-21. Normal Slat Extension

FlightSafety
international
The outboard selector valve is dual-solenoid Table 15-1. AOA VANE ANGLE
actuated. One solenoid is powered by bus A1 VERSUS AIRPLANE AOA
through L/H AUTO SLAT breaker. The other
solenoid receives power from the battery bus AOA VANE ANGLE AIRPLANE AOA
through the SLATS circuit breaker located on 14° 11°
the main electrical box (6PA). Either solenoid 16° 12.2°
will actuate the selector valve. The inboard 23° 16.5°
solenoid is powered only through the L/H 34° 23°
AUTO SLAT circuit breaker.
The left vane is powered by the L/H AUTO
When the outboard slats have been extended SLAT circuit breaker; the right vane is powered
normally via the slat/flap handle and there is by the R/H AUTO SLAT circuit breaker.
a failure of the main left and right buses, the
outboard slats are kept extended by electrical On the ground, automatic slat operation is in-
supply from the battery bus. hibited by the main gear flight/ground prox-
imity switches. The left vane is controlled by
Slat control and indications in flight with the the left main gear; the right vane by the right
control handle in CLEAN and out of CLEAN main gear.
position are shown in Figures 15-23 and 15-24.
In flight, with the slat/flap handle in CLEAN
and IAS below 265 knots, the outboard slats nor-
Automatic Operation mal actuators supplied by No. 1 hydraulic sys-
(Clean Stall) tem pressure automatically extend the outboard
Automatic operation of the slats is armed by slats when the left vane exceeds 11° airplane
IAS (from the ADC), is controlled by angle AOA. Similarly, if the right vane exceeds 12.2°
of attack (AOA), and is operative up to 265 airplane AOA, No. 1 and No. 2 hydraulic sys-
knots, Airplane AOA is detected by two angle- tem pressure supplies the normal and emer-
of-attack vanes, one on either side of the for- gency outboard slat actuators, automatically
ward fuselage (Figure 15-22). The left system extending the outboard slats, which are then re-
is armed by ADC 1; the right system by ADC tracted when airplane AOA decreases below
2. Each vane is heated through the PITOT those values (Figure 15-25).
switch on the overhead panel.
If the slats have been extended by moving the
control handle out of CLEAN (normal mode),
the inboard slats automatically retract if the
airplane AOA exceeds 23° (Figure 15-26).
The outboard slats remain extended. When
the airplane AOA decreases to less than 16.5°,
the inboard selector valve is again energized
and the inboard slats automatically extend.
A block diagram of the automatic slat control

system is shown in Figure 15-27.
Audio Stall Warning and

Igniter Operation
Figure 15-22. Angle-of-Attack Vane During automatic slat extension, 12.2° air-
plane AOA (Figure 15-25) also provides an
Vane angle and airplane AOA do not directly
audio stall warning and actuates the engine ig-
correspond. Table 15-1 shows the relationship.
nition system. Return of airplane AOA to

CONTROL AIRPLANE
;
;
SLATS INDICATIONS
;
AOA POSITION
;
;;;;;
1 AOA = 11°
;
INCREASING GREEN
A FLASHING LIGHT
;;
;;
AIR
BRAKE
;
FLAPS
B UP
0
CROSS-SECTION A 7
20
CLEAN
7° FLAPS-SLATS
INBOARD SLAT SLATS
DN 40
MOVING
20° FLAPS-SLATS
40° FLAPS-SLATS
IGN LANDING GEAR
TEST
LH NOSE RH
CROSS-SECTION B
;
OUTBOARD SLAT
; ;; ;
CLEAN
;
2 AOA = 11°
;;;;
DECREASING
OUT
A
;;
;
AIR
BRAKE
;
FLAPS
UP
B 0
CLEAN
CROSS-SECTION A 20
7
DN 40
7° FLAPS-SLATS INBOARD SLAT SLATS
40° FLAPS-SLATS
IGN LANDING GEAR
TEST
LH NOSE RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
AIRPLANE 1 2
ANGLE OF AOA AOA
ATTACK 11° 11°
INITIAL (INCREASING) (DECREASING)
CONFIGURATION
AIRPLANE IN CLEAN • EXTENSION OF OUTBOARD SLATS • RETRACTION OF OUTBOARD SLATS

CONFIGURATION,
SLAT/FLAP HANDLE • GREEN FLASHING LIGHT OUT,
IN CLEAN • RED SLAT-MOVING LIGHT ON RED LIGHT ON
• AUDIO WARNING CUTS OFF

• AUTOMATIC IGNITION, IGN LIGHT ON
• AUTOMATIC IGNITION CUTS OFF
AFTER TEN SECONDS.
• AUDIO WARNING
• IGN LIGHT OUT
• WHEN OUTBOARD SLATS ARE EXTENDED, • WHEN OUTBOARD SLATS ARE

RED LIGHT GOES OUT; RETRACTED, RED LIGHT GOES OUT
GREEN LIGHT FLASHES.
Figure 15-23. Slats Controls and Indications, in Flight—Handle in CLEAN

CONTROL 7°+SLATS
FLAPS AIRPLANE SLATS INDICATION
AOA POSITION
1
; ;
;;;;;
GREEN
STEADY LIGHT
A
; ; ;; ; ;
;
;
B
;;
AIR
;
BRAKE
FLAPS
CLEAN CROSS-SECTION A UP
0
7° FLAPS-SLATS
AOA < 16°5 INBOARD SLAT 20
7
;
DN 40
20° FLAPS-SLATS SLATS
LANDING GEAR
TEST
OUTBOARD SLAT
2
AOA = 16°5
;
;;;;;;
INCREASING
GREEN
A STEADY LIGHT
; ;;
CLEAN
CROSS-SECTION A AIR
;;
BRAKE
FLAPS
7° FLAPS-SLATS UP
20° FLAPS-SLATS
INBOARD SLAT 0
7
20
40° FLAPS-SLATS DN 40
SLATS
IGN MOVING
LANDING GEAR
3
AOA = 23°
;
INCREASING
;;;;;;
GREEN
A FLASHING LIGHT
;
CLEAN
B
;;
AIR
CROSS-SECTION A
;
7° FLAPS-SLATS BRAKE
FLAPS
UP
20° FLAPS-SLATS INBOARD SLAT 0
7
40° FLAPS-SLATS 20
DN 40
SLATS
IGN MOVING
LANDING GEAR
LH NOSE RH
OUTBOARD SLAT
Figure 15-24. Slats Controls and Indications, in Flight—

Handle out of CLEAN (Sheet 1 of 2)

;
CONTROL 7°+SLATS
FLAPS AIRPLANE SLATS INDICATION
AOA POSITION
4
;
AOA = 23°
;
;;;;;
DECREASING
;; ;;
GREEN
A FLASHING LIGHT
;;
B AIR
;;
;
CLEAN BRAKE
FLAPS
7° FLAPS-SLATS CROSS-SECTION A UP
;
0
20° FLAPS-SLATS INBOARD SLAT DN 40
20
7
40° FLAPS-SLATS
SLATS
MOVING
;
IGN LANDING GEAR
TEST
OUTBOARD SLAT
; ;
;;;;;
GREEN
A STEADY LIGHT
;
AOA = 16°5 B
;;
AIR
;;
CLEAN
CROSS-SECTION A BRAKE
FLAPS
7° FLAPS-SLATS DECREASING INBOARD SLAT
UP
;
0
20° FLAPS-SLATS 7
20
DN 40
40° FLAPS-SLATS
SLATS
MOVING
LANDING GEAR
LH NOSE RH
OUTBOARD SLAT
AIRPLANE ANGLE-OF-ATTACK
INITIAL 1 AOA 2 AOA 3 AOA 4 AOA 5 AOA
CONFIGUR- <16°5 ≥16°5 ≥23° ≤23° ≤16°5
ATION (INCREASING) (INCREASING) (DECREASING) (DECREASING)
SLAT/ • ALL SLATS • ALL SLATS • RETRACTION • INBOARD • INBOARD

FLAP EXTENDED EXTENDED OF INBOARD SLATS SLATS
CONTROL SLATS RETRACTED REEXTEND.
OUT OF • GREEN LIGHT • AUDIO
CLEAN STEADY WARNING ON • AUTOMATIC • AUTOMATIC • AUTOMATIC
IGNITION IGNITION IGNITION CUTS
• GREEN LIGHT OFF AFTER
STEADY • IGN LIGHT ON • IGN LIGHT ON TEN SECONDS.
• AUTOMATIC • AUDIO • AUDIO • IGN LIGHT OUT
IGNITION WARNING ON WARNING ON
• AUDIO
• IGN LIGHT ON • GREEN LIGHT • GREEN LIGHT WARNING OFF
FLASHING FLASHING
• GREEN LIGHT
STEADY
Figure 15-24. Slats Controls and Indications, in Flight—

Handle out of CLEAN (Sheet 2 of 2)

15-26
LEFT RIGHT
INBOARD INBOARD

INBOARD
VALVE
BOX
AOA
ABOVE
LEFT ANGLE- RIGHT ANGLE-
SLAT SLAT EMERGENCY
OF-ATTACK OF-ATTACK
SOLENOID SOLENOID ADC 2 SOLENOID
VANE VANE
ADC 1
IAS LESS THAN
265 KT
AOA 11° AOA 12.2°
AOA
ABOVE
OUTBOARD 23°
AUTOMATIC
VALVE
CLEAN DISTRIBUTOR
7° FLAPS-SLATS
BOX
FlightSafety
20° FLAPS-SLATS
40° FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
OUT OF
international
CLEAN NO. 1 PRESSURE NO. 2 PRESSURE RESTRICTOR RETURN
Revision 3
Figure 15-25. Automatic Extension of Outboard Slats—Handle in CLEAN

Revision 3
LEFT RIGHT
INBOARD INBOARD

INBOARD
VALVE
BOX
AOA
ABOVE
LEFT ANGLE- RIGHT ANGLE-
SLAT SLAT EMERGENCY
OF-ATTACK OF-ATTACK
SOLENOID SOLENOID ADC 2 SOLENOID
VANE VANE
ADC 1
IAS LESS THAN
265 KT
AOA 11° AOA 12.2°
AOA
ABOVE
OUTBOARD 23°
AUTOMATIC
VALVE
CLEAN DISTRIBUTOR
7° FLAPS-SLATS
BOX
20° FLAPS-SLATS
FlightSafety
40° FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
OUT OF
NO. 2 PRESSURE
international
CLEAN NO. 1 PRESSURE RESTRICTOR RETURN

15-27
Figure 15-26. Automatic Retraction of Inboard Slats (Extended with Control Handle)
FlightSafety
international
below 11° stops the audio warning and deac- Testing Automatic Slat Function
tivates the ignition system after a ten-second
delay. If the slats were extended in the nor- Each automatic slat control system is tested
mal mode, this function occurs at 16.5° air- with the STALL 1 or STALL 2 test buttons on
plane AOA. In both instances of stall, the red the pedestal (Figure 15-28).
transit light comes on. The red TRANSIT
light goes out and the green indicator flashes Depressing either STALL test button (on the
when the outboard slats fully extend or the in- ground only) simulates an in-flight config-
board slats fully retract. uration with signals corresponding to an air-
plane AOA greater than 11° with the slat
control handle in the CLEAN position or, with
handle out of CLEAN, greater than 23° air-
plane AOA.
LEFT AIR DATA

COMPUTER
LH AUTO ANGLE-OF-ATTACK
SLAT VANE
NO. 1 SYSTEM
AIRPLANE NORMAL OUTBOARD
AOA 11° RELAY
SOLENOID
SELECTOR VALVE
AIRPLANE
AOA 23°
RELAY
NO. 1 SYSTEM INBOARD SLAT

NORMAL INBOARD AUTOMATIC
SOLENOID RETRACTION
SELECTOR VALVE
RELAY
RH AUTO AIRPLANE
SLAT AOA 23°
NO. 1 SYSTEM OUTBOARD SLAT
AIRPLANE NORMAL OUTBOARD AUTOMATIC
RELAY
AOA 12.2° SOLENOID RETRACTION
SELECTOR VALVE
ANGLE-OF-ATTACK
VANE
NO. 2 SYSTEM
RIGHT AIR DATA EMERGENCY
COMPUTER SOLENOID
SELECTOR VALVE
Figure 15-27. Automatic Slat Control Block Diagram

FlightSafety
international
If the slats are retracted at the time of testing, As the outboard slats are in transit, the red
the outboard slats automatically extend, the slats moving light on the configuration panel
IGN indicator lights on the overhead panel illuminates, and goes out when the slats are ex-
come on, the audio warning is heard, and the tended. The green slats position light comes on
green light flashes. If the slats are extended, the and flashes at full slat extension. This mode of
inboard slats automatically retract, the audio operation is intended for landing configuration
warning sounds, and the green light flashes. and does not provide for slat retraction.
NOTE
On the ground with any power lever
above 84° PLA setting and the
slats not extended, the red takeoff
configuration light comes on.
AIRBRAKES
General
The airplane is equipped with airbrakes
consisting of three panels hinged at the aft
position of each wing upper surface. The pan-
els are actuated by differential hydraulic ac-
tuators and there is no mechanical sequencing.
The No. 2 hydraulic system powers the air-
brake system with the hydraulic standby pump
as a backup pressure source.
Figure 15-28. STALL 1 and STALL 2 Extension and retraction are controlled by a
Test Buttons handle on the pedestal. This handle provides
electrical signals to the system’s two selector
valves, one for the center airbrake panel ac-
Emergency Extension of tuators and one for the inboard and outboard
the Outboard Slats panel actuators. Maximum deflection of the
airbrakes is:
If normal slat control or the No. 1 hydraulic
system fails, the guarded EMERGENCY • Inboard panels—37°
SLATS switch located on the pedestal close to • Center panels—50°
the slat/flap handle (aircraft SNs 1 to 161) or
on the slat/flap control box (aircraft SNs 162 • Outboard panels—68°
and subsequent) can be used to extend the out-
board slats (see Figure 15-18). Control
Raising the guard and actuating the switch The airbrakes are controlled by the AIR
energizes the slats emergency selector valve, BRAKE handle (Figure 15-30). Power for sys-
directing No. 2 hydraulic system pressure to tem operation is from the A1 bus through the
the emergency actuators connected to the out- A/B CONTROL (1CD) circuit breaker.
board slats (Figure 15-29).

15-30
LEFT RIGHT
INBOARD INBOARD
EMERGENCY EMERGENCY
ACTUATOR ACTUATOR

INBOARD
VALVE
BOX
AOA
LESS
THAN 23° INBOARD OUTBOARD SLAT
ADC 2
ADC 1 IAS LESS THAN
VALVE VALVE VALVE
IAS LESS THAN 265 KT
265 KT
AOA
LESS
OUTBOARD THAN 23°
AUTOMATIC
VALVE
CLEAN DISTRIBUTOR
7° FLAPS-SLATS
BOX
FlightSafety
20° FLAPS-SLATS
40° FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
international
NO. 2 PRESSURE RETURN RESTRICTOR
Revision 3
Figure 15-29. Emergency Extension of Outboard Slats

FlightSafety
international
deenergized. No. 2 system pressure through

the airbrakes-retracted pressure-holding valve
is applied to the smaller working area of the
actuator pistons, holding the surfaces retracted
(Figure 15-31).
Moving the handle to the 1 position energizes

the center airbrake selector valve, directing
No. 2 system pressure to the extend side of the
center airbrake actuators. Pressure working on
the larger area of the actuator pistons extends
the center airbrake surfaces to maximum de-
flection of 50°, and the amber AIR BRAKE
light comes on.
Moving the handle from the 1 to the 2 position

energizes the outboard and inboard airbrake
selector valves, directing pressure to the extend
side of the four actuators powering the out-
board and inboard surfaces. Pressure on the
larger area of the actuators fully extends the in-
board surfaces to 37° and the outboard sur-
Figure 15-30. AIR BRAKE Handle faces to 68°. The center airbrake selector valve
remains energized, the center airbrakes remain
The handle has three positions labeled “0,” extended, and the amber AIR BRAKE light re-
“1,” and “2,” each incorporating a ball-lock de- mains on.
tent. In the 0 position, all surfaces are re-
tracted (flush). Position 1 results in extension Conversely, moving the handle back to the 1
of only the center panels; position 2 causes all position deenergizes the outboard and inboard
panels to extend. selector valves, allowing the outboard and in-
board surfaces to retract.
Indications
System indication consists of two lights. The Handle movement to the 0 position deenergizes
red T/O CONFIG light on the warning panel the center airbrake selector valve, and the center
illuminates when the airplane is on the ground, surfaces retract, extinguishing the amber AIR
the inboard or center airbrakes are not re- BRAKE light.
tracted, and one or more power levers are ad-
vanced beyond the 84° PLA setting. Automatic Retraction
The amber AIR BRAKE light on the configura- If either AOA vane detects airplane AOA in-
tion panel comes on with the AIR BRAKE han- creasing above 16.5°, both selector valves are
dle in position 1 or 2 and the airbrakes extended. deenergized, and all surfaces retract and are held
It will flash when the airbrakes automatically re- by the constantly applied pressure on the retract
tract during stall conditions. side of the actuator pistons (Figure 15-31). The
amber AIR BRAKE light flashes.
Normal Operation Subsequent to automatic retraction of the air-
With the AIR BRAKE handle in the 0 posi- brakes, they cannot be extended again until the
tion, both the center airbrake and outboard air- handle is returned to 0 to electrically recycle
brake solenoid-operated selector valves are the system.

;;
;
; TRIM/AIRBRAKE
CONTROL BOX LEFT
ANGLE-OF-ATTACK
AIRPLANE
AOA 16.5°
AIRPLANE
AOA 16.5° RIGHT
ANGLE-OF-ATTACK
;; ; VANE VANE
;;;;; ;
;
TAILPLANE AIR
DOWN BRAKES
0 POSITION 1 RIGHT OUTBOARD
AILERON E 1
AIRBRAKE
M
E RELAYS (DEFLECTION 68°)
; R POSITION 2
;
G
RUDDER CENTER
UP AIRBRAKE
NORMAL SOLENOID
RIGHT CENTER
SELECTOR
AIRBRAKE
VALVE
(DEFLECTION 50°)
;
AIRPLANE AIRBRAKES-
AOA RETRACTED
;;;;;;
; ; ;; GREATER THAN PRESSURE-
;
16.5° HOLDING RIGHT INBOARD
CONFIGURATION PANEL
;
VALVE AIRBRAKE
BLINKER (DEFLECTION 37°)
AIR
BRAKE
FLAPS
UP
;;;
0
7
20
DN 40
SLATS
;
;
MOVING
LANDING GEAR
TEST
XTK 2 XTK 2
OPEN LH
CLOSED NOSE RH
;
MASTER
AIL WARNING
AIL PANEL
PITCH
ZERO FEEL FEEL
AP MISTRIM MACH
TRIM
NOSE BLEED BAG
CONE OVHT APU ISOL
BAG T/O
; ;
ACCESS CONFIG.
AUDIO AIRPLANE ON GROUND

WARNING LEGEND
+
ONE POWER LEVER NO. 2 PRESSURE
“NO TAKEOFF” BEYOND 84°
+ RETRACT PRESSURE
AIRBRAKES NOT LEFT INBOARD
CONFIGURATION
RETRACTED RETURN AIRBRAKE
PANEL
(DEFLECTION 37°)
RESTRICTOR
ELECTRICAL
LEFT CENTER
α AIRBRAKE
(DEFLECTION 50°)
MASTER
WARNING
PANEL TRIM/AIRBRAKE LEFT OUTBOARD
CONTROL BOX OUTBOARD
AIRBRAKE
AND INBOARD
(DEFLECTION 68°)
AIRBRAKE
SOLENOID
SELECTOR VALVE
AIRBRAKE IN EXTENDED POSITION
Figure 15-31. Airbrakes System
FlightSafety
international
LIMITATIONS
Full application of rudder and aileron con-
trols and maneuvers that involve angles of at-
tack near the stall must be confined to speeds
below VA .
SECONDARY FLIGHT
CONTROLS
High Lift Devices Operating or
Extended Limit Speeds (VFE)
7° Flaps + slats .................................. 200 KIAS
20° Flaps + slats ................................ 190 KIAS
40° Flaps + slats ................................ 180 KIAS
AIRBRAKES
Airbrakes must not be extended in flight within
300 feet AGL.

QUESTIONS
1. Arthur units: 6. Automatic retraction of the airbrakes
A. Function as variable bellcranks occurs:
B. Increase force required to satisfy A. When both AOA vanes detect air-
AFU spring tension plane angle of attack above 16.5°
C. Are installed in the aileron and ele- B. As airspeed exceeds 265 knots
vator control linkages C . W h e n b o t h AOA va n e s d e t e c t a i r-
D. All the above p lane angle of attack below 23°
D. When either AOA vane detects air-
2. The auxiliary AFU: plane angle of attack above 16.5°
A. Provides load feel to the pilot
7. Automatic extension of the outboard
B. Provides a centering force to the ser-
slats occurs:
voactuator slide valves
C. Provides load feel to the pilot if the A. As the airplane stalls
main AFU fails B. At high angles of attack
D. None of the above C. At low angles of attack
D. At high IAS
3. The primary flight control servoactua-
tors are: 8. The leading-edge slats are maintained in
A. Supplied with hydraulic pressure the retracted position by:
from the No. 1 system only A. Constantly applied hydraulic pres-
B. Supplied with hydraulic pressure sure on the retract side of the slat
from the No. 2 system only actuators
C. Dual actuators receiving pressure B. Airload
from both hydraulic systems C. Ball locks within the actuators
D. Single actuators receiving pressure D. A spring-loaded mechanism
from both hydraulic systems
9. The airbrakes are:
4. Electrically controlled and hydraulically A. Electrically actuated
actuated control surface trim is provided
B. Automatically extended as required
for the:
C. Electrically controlled and hydrau-
A. Rudder only lically actuated
B. Aileron and rudder D. None of the above
C. Aileron only
D. Aileron, rudder, and elevator
5. Pitch trim is accomplished with:

A. Electric motors driving the horizon-
t a l stabilizer leading edge up or
down
B. Elevator trim
C. A hydraulic motor driving the hori-
zontal stabilizer up or down
D. Any of the above

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
PITOT-STATIC SYSTEM..................................................................................................... 16-2
General........................................................................................................................... 16-2
Pitot Pressure Probes ..................................................................................................... 16-2
Static Pressure Ports....................................................................................................... 16-2
Temperature Sensor ....................................................................................................... 16-5
Engine Total Pressure Sensing....................................................................................... 16-5
PITOT-STATIC/AIR DATA INSTRUMENTS.......................................................................16-5
General........................................................................................................................... 16-5
Mach Speed Indicators................................................................................................... 16-5
Altimeters....................................................................................................................... 16-6
Vertical Speed Indicators............................................................................................... 16-6
Standby Mach Speed Indicator ..................................................................................... 16-7
Standby Altimeter .......................................................................................................... 16-7
ID 802 Annunciator ...................................................................................................... 16-7
Cabin Differential Pressure Indicator ............................................................................ 16-8
Altitude Warnings ......................................................................................................... 16-8
PITOT-STATIC-RELATED EQUIPMENT .......................................................................... 16-9
Mach Speed Limit Warning .......................................................................................... 16-9
Slat Monitoring and Control........................................................................................ 16-10

Aileron Q and Elevator Arthur Unit Control................................................................ 16-10

Landing Gear Monitoring ........................................................................................... 16-10
Horizontal Stabilizer.................................................................................................... 16-10
Cabin Pressure Control ............................................................................................... 16-10
Turbo Cooling Unit Control ........................................................................................ 16-10
AIR DATA COMPUTERS (ADC) ..................................................................................... 16-12
General......................................................................................................................... 16-12
ADC Monitoring ......................................................................................................... 16-12
ADC Testing ............................................................................................................... 16-12
ADC Switching ........................................................................................................... 16-12
ANGLE-OF-ATTACK SYSTEM ...................................................................................... 16-13
COMMUNICATIONS........................................................................................................ 16-13
General......................................................................................................................... 16-13
Audio Panels................................................................................................................ 16-16
Control Heads ............................................................................................................. 16-19
Radio Magnetic Indicator............................................................................................ 16-20
ELECTRICAL POWER SOURCES .................................................................................. 16-20
QUESTIONS ...................................................................................................................... 16-22

ILLUSTRATIONS
Figure Title Page
16-1 Pitot-Static System................................................................................................. 16-3
16-2 Pitot Probes............................................................................................................ 16-2
16-3 Static Ports (Typical) ............................................................................................. 16-5
16-4 Ram-Air Temperature Sensor ................................................................................ 16-5
16-5 PT2/TT2 Probe ......................................................................................................... 16-5
16-6 Pitot-Static/Air Data Instruments Locations ........................................................ 16-4
16-7 Electric Mach Speed Indicator .............................................................................. 16-6
16-8 Altimeter ................................................................................................................ 16-6
16-9 Vertical Speed Indicator......................................................................................... 16-7
16-10 Standby Mach Speed Indicator .............................................................................. 16-7
16-11 Standby Altimeter.................................................................................................. 16-7
16-12 ID 802 Annunciator................................................................................................ 16-8
16-13 Cabin Differential Pressure Indicator ..................................................................... 16-8
16-14 Altitude Preselect/Alert Characteristics ................................................................ 16-9
16-15 Air Data System .................................................................................................. 16-11
16-16 Angle-of-Attack System ..................................................................................... 16-14
16-17 Radio-Navigation Equipment Locations.............................................................. 16-15
16-18 Audio Panel (Typical).......................................................................................... 16-16
16-19 Radio and Intercom Connections ......................................................................... 16-17
16-20 Radio Magnetic Indicator .................................................................................... 16-20
16-21 DC Power Distribution ........................................................................................ 16-21

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CHAPTER 16
AVIONICS
INTRODUCTION
The Falcon 900 avionics consist of the pitot-static and air data systems, the automatic
flight guidance and control system, and other associated avionics and communica-
tions systems. This chapter includes the standard avionics package available with the
exception of the automatic flight control system (AFCS). Information on the AFCS
will be handed out separately by the instructor. The user should consult applicable
supplements in the AFM and vendor manuals for additional information and infor-
mation on specific systems not included in this chapter.
GENERAL
The pitot-static system includes three pitot- The standard automatic flight guidance and
static probes, six static air ports, and a ram- control system (AFGCS) includes the air data
air temperature sensor, which serve the air system, the autopilot and flight director, the
data computers, selected airplane systems, inertial reference system, and the Sperry EFIS
and associated pilot and copilot instruments. electronic flight instrument system.

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Electrical power sources for the avionics are

listed at the end of this chapter under Electrical
Power Sources. Refer to Chapter 2, “Electri-
cal Power Systems,” for additional information.
PITOT-STATIC SYSTEM
GENERAL
The pitot-static system serves the computers
of a Sperry air data system, the cabin
pressurization system, the stall warning and
identification system, a standby altimeter, a
standby Mach speed indicator, and the aileron
Q and elevator Arthur units.
Figure 16-1 shows the Falcon 900 pitot-static

system configured with the electric pilot’s
and copilot’s Mach speed indicators.
PITOT PRESSURE PROBES

Three identical pitot probes supply total pres-
sure information to the three systems (pilot,
copilot, and standby). The probes supply sep-
arate, independent pressures as depicted in Figure 16-2. Pitot Probes
Figure 16-1. The pilot’s and copilot’s pitot
probes (Figure 16-2) are located on each side
of the lower fuselage nose; the standby sys- Two drain ports are located at the lower aft sec-
tem probe is mounted directly below the tion of each tube.
pilot’s probe.
Each probe is equipped with an anti-icing

STATIC PRESSURE PORTS
heating resistor. Heating is controlled by three The pilot’s and copilot’s static pressure ports
switches on the overhead panel labeled (Figure 16-3) are flush-mounted on each side
“PILOT,” “COPILOT,” and “ST-BY.” The of the airplane nose. The left and right ports
PILOT switch controls heating of the left pitot of each independent system (pilot’s and copi-
probe, the left and right static pressure ports lot’s) are interconnected to reduce sideslip
(pilot’s and copilot’s), the left angle-of-at- effect. A flange at the rear of each port serves
tack sensor, and the temperature probe. The to prevent port position error. Residual errors
COPILOT switch controls heating of the right are very slight, especially at low airspeeds. The
pitot probe, the right and left static pressure ports are thermally insulated from the air-
ports (pilot’s and copilot’s), and the right plane skin and are heated to prevent icing.
angle-of-attack sensor. The ST-BY switch
controls heating of the standby pitot tube only. The standby static pressure ports are flush-
A defective power supply to a probe or sen- mounted on each side of the airplane nose for-
sor (with the exception of the temperature ward of the pitot probes. The ports do not have
probe) is indicated by illumination of the cor- flanges and do not require anti-icing.
responding amber light on the warning panel
(See Chapter 10, “Ice and Rain Protection,”
for additional information).

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RAM AIR

PILOT PITOT (CABIN ALT, ∆ P, AND COPILOT PITOT
ARTHUR Q UNIT
RATE-OF-CLIMB)

ELEVATOR
ADC 1 ARTHUR ADC 2
UNIT
MACH SPEED
INDICATOR 1 MACH SPEED
(OPTION) INDICATOR 2
(OPTION)
HOR STAB ID 802 ANNUNCIATOR 1 CABIN ID 802 ANNUNCIATOR 2
CRUISE STOP (TAT, SAT, TAS) PRESSURIZATION (TAT, SAT, TAS)
CONTROL (OPTION)
AILERON ARTHUR Q
MONITORING A/C SNs UP TO 178 ELECTRIC ELECTRIC
ALTIMETER EFIS 1 ALTIMETER
AILERON ARTHUR CONTROL 1
A/C SNs 179 AND HIGHER 2
LEGEND
SLAT VERTICAL SPEED VERTICAL SPEED LANDING GEAR PILOT’S PITOT
FMS 1
MONITORING INDICATOR 1 INDICATOR 2 CONTACTS COPILOT’S PITOT
PILOT’S STATIC
SLAT VMO/MMO COPILOT’S STATIC
IRS 1 WARNING
CONTACTS STANDBY PITOT
STANDBY STATIC
VMO/MMO SLAT ELECTRICAL
EFIS 2 CONTACTS
WARNING
SLAT
LANDING GEAR MONITORING
FMS 2
CONTACT
AILERON ARTHUR Q MONITORING
A/C SNs BELOW 165,
ALTITUDE AND 179 AND HIGHER
IRS 2
WARNING
AILERON ARTHUR CONTROL
A/C SNs 165 TO 178
ATC 1 TURBOFAN
CONTROL PANEL CONTROL ATC 2
CONTROL PANEL
Figure 16-1. Pitot-Static System
; ;; ;; ;; ; ; ;
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; ; ; ; ;
; ;;;; ;
LEFT CIRCUIT-BREAKER PANEL RIGHT CIRCUIT-BREAKER PANEL COPILOT’S ID 802 ANNUNCIATOR
PILOT’S ID 802 ANNUNCIATOR (OPTION 22.10.01)
BUS A1 ADC 2
XXX XXX
20°c SAT 25°C TAT 175 KTAS
BRT BRT
20°c SAT 25°C TAT 175 KTAS 2.5 2.5
RESET RESET
L AFCS FAIL ADC ADC L AFCS FAIL
L AFCS R AFCS MASTER R AFCS 1 2 L AFCS R AFCS MASTER R AFCS
AP ENGAGED AP ENGAGED
NAVIGATION NAVIGATION
PILOT’S EADI COPILOT’S EADI
SPERRY
SPERRY
LNAV HDG VASL LNAV HDG VASL

180 ASEL 180 ASEL
160 20 3000 160 20 3000

120 120
10 10
180 180 G
G
S S
100 100
10 10
X
I
80 20 0 R 80 20 0
00 S 00
FORWARD
PRESSURE
BULKHEAD LEFT ANGLE-
PILOT’S MACH COPILOT’S OF-ATTACK
SPEED INDICATOR* ALTIMETER SENSOR
60
400 66 80 0
350 100 9 1
120
8 2 8 7 20 2 LEFT
300
140 STATIC
250 IAS 7 ALT
3
230
KT 160 PRESSURE
6 4
200
180
BARO
5 PORTS
PILOT’S
PILOT’S COPILOT’S VERTICAL PITOT
ALTIMETER SPEED INDICATOR PRESSURE
PROBE
RAM-AIR STANDBY
1 2
0
9 1
TEMPERATURE LEFT PITOT
2 8 7 20 5 4
8 2
UP
VERTICAL SPEED
SENSOR STANDBY PRESSURE
ALT
0
DOWN
6 STATIC PROBE
7 3
6 4
5 1000 FT PER
MIN 4 PRESSURE
5 1 PORTS
BARO 2
TRIPLE
INDICATOR
PILOT’S VERTICAL STANDBY (ALT, ∆ P, AND COPILOT’S MACH
SPEED INDICATOR STANDBY MACH SPEED CABIN RATE-OF-CLIMB) SPEED INDICATOR*
ALTIMETER VMO/MMO INDICATOR
TEST -1 0 1 2 ADC 1
1 2
60
2 3 80
PUSHBUTTONS
60 4 400 66
5 4
VERTICAL SPEED
9
0
1 6 80
100 1
5
6
350 100
120
400
UP 8 2 7
6 00 01 0 0
350 120 300
0 5 0 8 140
DOWN 300 140
7 3 9
1000 FT PER
250 200 250 IAS
5 MIN 4 6
5
4
4
160 1 CABIN 10 KT 160
1 ADC 1 ADC 2
180
2 20
230
180
2 40 200
* PILOT’S AND COPILOT’S ELECTRIC MACH SPEED INDICATORS ARE OPTION NO. 34.10.01.
Figure 16-6. Pitot-Static/Air Data Instruments Locations
16-4 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

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Figure 16-3. Static Ports (Typical) Figure 16-4. Ram-Air Temperature Sensor
TEMPERATURE SENSOR MACH SPEED INDICATORS

The ram-air temperature sensor (Figure 16- Standard-installation pilot’s and copilot’s
4) is located on the right lower side of the air- Mach speed indicators use ADC sources. The
plane nose section and is heated for anti-icing. pilot’s and copilot’s electrical indicators re-
The temperature information goes to both air ceive input from air data computer (ADC)
data computers. 1 and ADC 2, respectively.
ENGINE TOTAL PRESSURE

SENSING
PT2 total pressure is measured at each engine air
intake (Figure 16-5) and supplies the respective
engine fuel computer. Refer to Chapter 7,
“Powerplant,” for additional information.
PITOT-STATIC/AIR DATA
INSTRUMENTS
GENERAL
The pitot-static/air data instruments receive in-
puts from air data computer sources (See Fig-
ure 16-1). Figure 16-6 shows the locations of
the pitot-static/air data instruments.
Figure 16-5. PT2/TT2 Probe

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Figure 16-7. Electric Mach Speed Indicator Figure 16-8. Altimeter
Indicated airspeed is displayed by a pointer Barometric pressure is set by turning the

read against a circular airspeed scale which BARO knob. The reference pressure set is
ranges from 60 to 400 knots. A striped bar- displayed on two counters—the left counter in
ber-pole pointer is set to display V MO . Mach millibars and the right counter in inches of
display is provided in a window in the range mercury. The correction range is from 28 to
from 0.1 to 0.99 in one-hundredth Mach in- 30.99 inches Hg (948 to 1,049 mb). An alti-
crements. The indicator has two built-in mon- tude warning light is located in the upper right
itoring circuits—one for IAS and the other for corner of the instrument to warn of deviation
V MO . The OFF flag comes into view in the from the preset altitude on the EFIS instrument
event of power supply failure or IAS data remote controller. An OFF flag appears on
error; the V MO flag comes into view in case the counter to indicate a defective power sup-
of a V MO error. The flags are not visible dur- ply or faulty instrument operation.
ing normal operation.
VERTICAL SPEED INDICATORS
ALTIMETERS
The pilots’ vertical speed indicators (VSI)
The pilot’s and copilot’s altimeters receive in- are electrical and receive information from
puts from ADC 1 and ADC 2, respectively. their respective ADCs. Each indicator has
They display altitude by means of a four- two semicircular scales gradated from 0 to 6
drum counter and a pointer (Figure 16-8). feet/minute X 1,000 (Figure 16-9). The pointer
The extreme right (20-foot) drum displays indicates both the velocity and direction of the
altitude in 20-foot increments, and the pointer vertical component of speed. An OFF flag
describes one complete revolution every 1,000 appears in the event of power failure or sys-
feet. At altitudes from 0 to 10,000 feet, the ex- tem malfunction detected by the ADC moni-
treme left (10,000-foot) drum is covered by toring circuits.
a black-and-white striped screen.

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the outer scale. A single pointer gives a read-

ing on both scales. A second pointer is lo-
cated within the Mach scale to indicate M MO .
STANDBY ALTIMETER
The standby altimeter (Figure 16-11) receives
pneumatic information directly from the
standby static pressure system. It is capable
of displaying altitudes from –1,000 to 51,000
feet. A three-drum counter displays altitude
in 100-foot increments. From 0 to 9,900 feet,
the 10,000-foot drum is covered by a black-
and-white striped screen; below –100 feet,
this drum is covered by a red-and-white
striped screen. Barometric reference pres-
sure is set in inches Hg with a knob on the face
of the instrument.
Figure 16-9. Vertical Speed Indicator
STANDBY MACH SPEED ID 802 ANNUNCIATOR

INDICATOR Temperature (TAT-SAT) and true airspeed
(TAS) information is received from ADC 1 and
The standby Mach speed indicator (Figure 16- ADC 2 and is displayed on the top line of the
10) receives pneumatic information directly ID 802 annunciator (Figure 16-12). A second
from the standby pitot and static pressure sys- instrument (option 22-10-01) is available and
tems. The IAS scale is gradated from 60 to 400 can be installed symmetrically on the copilot’s
knots. At 200 knots and upwards, the IAS side.
scale is the inner scale, and the Mach scale is
Figure 16-10. Standby Mach Figure 16-11. Standby Altimeter

Speed Indicator

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20°c SAT 25°c TAT 175KTAS BRT
RESET
L AFCS FAIL
L AFCS R AFCS MASTER R AFCS
AP ENGAGED
Figure 16-12. ID 802 Annunciator
TAT and SAT are permanently displayed in 1°

increments from –99 to +99° C. TAS is per-
manently displayed in 1-knot increments from
0 to 999 knobs. Display brightness is controlled
by the BRT knob on the face of the instrument.
The ID advisory display messages are divided

into five categories:
• AFCS operational status

• AP and YD engage status
• Mode inhibits and error
• System failures and cautions
• SAT/TAT/TAS
White air data messages on line one are dis- Figure 16-13. Cabin Differential
played continuously. Line two displays amber Pressure Indicator
messages which either flash or come on stead-
ily; these require the pilot to clear the message ALTITUDE WARNINGS
with the RESET button or, in some cases, by
disengagement of the autopilot. The ADC which is selected to give informa-
tion to the autopilot/flight director also gives
visual and audio warnings to the pilots that the
CABIN DIFFERENTIAL airplane is deviating from an altitude preset
PRESSURE INDICATOR on the EFIS instrument remote controller (RI).
The cabin differential pressure indicator
The altitude preset on the RI is referenced to
(Figure 16-13) is a triple indicator which dis-
1,013 mb corrected for altimeter error. If ADC
plays cabin altitude, differential pressure,
1 supplies information to the autopilot/flight
and rate of climb. It is pneumatic and con-
director, the reference altitude is that which is
nected to the standby static pressure system.
displayed on the pilot’s electric altimeter. If
Refer to Chapter 12, “Pressurization,” for ad-
ADC 2 is selected to supply the information,
ditional information.
the reference altitude is that which is displayed
on the copilot’s electric altimeter. The selec-
tion of ADC 1 or ADC 2 for autopilot/flight di-
rector information is made on the autopilot/
flight director guidance controller.

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A visual warning is given by a light in the up-

per right corner of each altimeter and on both
PITOT-STATIC-RELATED
of the EADIs. An audio warning sounds for one EQUIPMENT
second as soon as the visual warning appears.
Altitude warning is given when the airplane MACH SPEED LIMIT WARNING
altitude is within 1,000 feet of and more than
250 feet from the preset altitude. Warning is General
also given when the airplane altitude is lower Mach speed limit warning is triggered by a
than the preset altitude by at least 250 feet and speed signal (V MO /M MO ) from each ADC.
at most 1,000 feet. Figure 16-14 shows graph- The signal activates the aural warning when-
ically when the audio and light warnings occur. ever speed exceeds VMO or MMO.
AUDIO WARNING
(FOR 0.75 SEC)
+ 1,000 FT
WARNING LIGHT(S)
COMES ON
WARNING LIGHT(S)
APPROACHING
SELECTED ALT
GOES OUT
DEVIATION
WARNING LIGHT(S)
GOES OUT
ALTITUDE DEVIATION
+ 250 FT
0 FT PRESET ALTITUDE
AUDIO WARNING
- 250 FT
WARNING LIGHT(S)
WARNING LIGHT(S) GOES OUT
COMES ON
APPROACHING
SELECTED ALT
DEVIATION
WARNING LIGHT(S)
GOES OUT
- 1,000 FT
Figure 16-14. Altitude Preselect/Alert Characteristics

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V MO /M MO is indicated by the striped barber AILERON Q AND ELEVATOR

pole on the Mach speed indicators. The warn- ARTHUR UNIT CONTROL
ing signal is modulated with rising pitch for
one second. The aileron Arthur Q unit receives control in-
formation from the standby pitot and static
pressure lines on aircraft SNs 165 and lower,
VMO or from ADC 2 on aircraft SNs 165 to 178 and
V MO is linear between 350 and 370 knots from ADC 1 on SNs 179 and subsequent.
sea level to 10,000 feet. From 10,000 to 25,000
feet the value is constant at 370 knots. The elevator Arthur unit receives signals from
both ADCs (speed higher than or equal to 210
knots). The speed contacts are used by the
MMO logic circuit controlling the PITCH FEEL light
on the warning panel. The AIL FEEL light
There are two airplane gross weight laws:
comes on if the aileron Arthur Q unit returns
• For gross weights over 35,000 pounds, to the low-speed Arthur Q position but the
M MO is 0.87 from 25,000 to 33,000 feet. IAS is equal to or higher than 180 knots.
It is 0.84 from 37,000 to 51,000 feet. Var-
iation between these two points is lin- LANDING GEAR MONITORING
ear.
The speed contact in each ADC triggers the
• For gross weights less than 35,000
pounds, M MO is 0.87 from 25,000 to landing gear warning voice and illuminates the
38,000 feet. It is 0.84 from 42,000 to landing gear control handle light when IAS is
51,000 feet. Variation between these less than 160 knots, all three landing gears are
two points is linear. not in the downlocked position, and at least one
power lever is in the idle position.
There are two possible installation configu-
rations for M MO switching control:
• A switch is located to the left of the co- A speed contact, provided by ADC 1 only,
pilot’s RMI; the pilot manually controls
switching. limits horizontal stabilizer upward deflec-
tion to –4° when IAS is greater than or equal
• A manual switch is not installed. FMS to 210 knots.
computers control switching automati-
cally once the gross weight falls below
35,000 pounds (provided that the ini- CABIN PRESSURE CONTROL
tial airplane gross weight was input).
Both ADCs receive the switching signal. The automatic cabin pressure controller re-
ceives altitude and vertical speed data from
SLAT MONITORING both ADCs.
AND CONTROL
Auto slat extension is inhibited by a signal
TURBO COOLING
transmitted by either ADC speed contact when UNIT CONTROL
IAS is greater than 265 knots. A second con- The turbo cooling unit bypass lines receive
tact indicates whether IAS is less than or speed data from both ADCs.
greater than 280 knots. If there is a discrep-
ancy between the 265- and 280-knot contacts,
a monitoring circuit causes the AUTO SLATS
light to illuminate.

PILOT’S EADI COPILOT’S EADI
M, IAS, VMO, M, IAS, VMO,

ALT SEL ALT SEL
IRS 1/IRS 2 IRS 1/IRS 2
Z/IAS Z/IAS
FLIGHT
RECORDER
1 2
EFIS 1 EFIS 2 EFIS 1 EFIS 2
PILOT’S Z/V2 CABIN Z/V2 COPILOT’S

AIR DATA PRESSURIZATION AIR DATA
INSTRUMENTS 1 2 INSTRUMENTS
CONTROL
ALTIMETER ARINC 429 ARINC 429 ALTIMETER
CORRECTED BARO Z CORRECTED BARO Z
9
0
1
Z VALID 1 ADC 1 ARINC 575 ARINC 575 ADC 2
Z VALID 1 9
0
1
8 2 8 7 20 2 ATC 1 ATC 2 8 2 8 7 20 2
ALT
ALTITUDE WARNING CONTROL PANEL CONTROL PANEL ALTITUDE WARNING ALT
7 3 7 3
6 4 BARO CORRECTION BARO CORRECTION 6 4
BARO
5 VMO /MMO VMO /MMO BARO
5
AUDIO
ALTITUDE WARNING WARNING ALTITUDE WARNING
VERTICAL VERTICAL
SPEED INDICATOR 160 KT IAS 160 KT IAS SPEED INDICATOR
GEAR WARNING
1 2 1 2
5
VERTICAL SPEED
4 V2 HOR STAB V2 5
VERTICAL SPEED
4
UP UP
0
DOWN
6 Z VALID 2 GOVERNOR Z VALID 2 0
DOWN
6
5 1000 FT PER
MIN 4 210 KT IAS 5 1000 FT PER
MIN 4
1 1
2 PILOT’S PITOT COPILOT’S PITOT 2
PITCH-FEEL 210 KT IAS
DISCRETE LOGIC DISCRETE
PILOT’S STATIC CONTACTS CONTACTS COPILOT’S STATIC
MACH SPEED RAM-AIR TEMP RAM-AIR TEMP MACH SPEED
INDICATOR* SLAT CONTROL INDICATOR*
265 KT IAS 265 KT IAS
60
MACH MACH 60
80 80
400 66 400 66
350 100
120
IAS 280 KT IAS AUTO SLATS 280 KT IAS IAS 350 100
120
300
140 VMO MONITORING VMO 300
140
250 IAS 250 IAS
KT 160 KT 160
230
180 IAS VALID 1 300 KT TAS 300 KT TAS IAS VALID 1 230
180
200
TURBOCOOLER 200
+28 VDC CONTROL +28 VDC

MACH/IAS VALID 2 MACH/IAS VALID 2
+28 VDC AVIONICS MASTER AVIONICS MASTER +28 VDC
A1 BUS A1 BUS IAS (SNs 165–178) B1 BUS B1 BUS
QC (A/C < SN 165) AIL FEEL QC (A/C < SN 165)
ADC 1 ANALOG LOGIC ANALOG ADC 2
COMMUTATION COMMUTATION
LO1 VMO /MMO LO1 VMO /MMO
ASCB ASCB
LEFT RIGHT
AVIONICS AVIONICS
MASTER MASTER
TEST ID 802 TEST
ID 802 •ABOVE
MMO 35000 LBS ANNUNCIATOR 2
ANNUNCIATOR 1
(SAT/TAT/TAS) •BELOW (SAT/TAT/TAS) *PILOT’S AND COPILOT’S ELECTRIC
(OPTION) MACH SPEED INDICATORS ARE
ASCB ASCB OPTION NO. 34.10.01.
VMO /MMO
SYSTEMS LOGIC SWITCHING CONTROL SYSTEMS
OR
ASSOCIATED FMS COMPUTER
- FMS 1 FOR ADC 1
- FMS 2 FOR ADC 2
Figure 16-15. Air Data System
tive test pushbutton located on the pedestal.

AIR DATA COMPUTERS The test signal causes the following preset
(ADC) values to be displayed on the indicators linked
to the respective ADC:
GENERAL • Altitude............................ 1,000 feet
Two ADCs are provided on the Falcon 900 as • Vertical speed........ 5,000 feet/minute
standard equipment (See Figure 16-1). The
ADC uses static pressure information to de- • IAS .................................. 350 knots
termine pressure altitude. IAS is calculated by • V MO ................................ 300 knots
processing dynamic pressure to determine ∆p
(dynamic pressure equals total [pitot] pressure • Mach ........................................ 0.79
minus static pressure). Static pressure and • TAT ...................................... –16° C
differential pressure, together with the above
information, are corrected for static pressure • SAT ...................................... –45° C
errors as a function of Mach. Each ADC also • TAS .................................. 466 knots
uses total air temperature information.
In addition, the validity signals disappear, the
Using static and total pressures and tempera- warning flags appear on the instruments, and
ture, each ADC calculates the following: the speed contacts are triggered (as well as the
VMO warning contact), causing the VMO/MMO
• Altitude audio warning to sound.
• Indicated airspeed On the respective EADI the IAS flag appears
• Mach in a red box, Mach number displayed is 0.79,
and selected altitude is 12,000 feet.
• Vertical component of speed
• Total air temperature Automatic Power-Up Test
• Static air temperature An automatic power-up test occurs when the
• True airspeed respective ADC is energized. This test is more
sophisticated than the permanent built-in mon-
Figure 16-15 illustrates the various inputs and itoring system and causes the validity signals
outputs of each ADC. to appear and the flags to disappear.
ADC MONITORING ADC SWITCHING

All ADC pressure and computing circuits are If an ADC fails, the associated instruments
continuously monitored. Detection of an op- which receive data from that unit will no longer
erational defect causes the validity signal of the be operational unless they are switched to re-
relevant system to be lost, after a five-second ceive data from the other ADC. Also, the alti-
delay, to avoid erratic warnings. The validity tude mode of the ATC transponder linked to
signals which are part of the ADC outputs are the faulty ADC will be inoperative. In addi-
altitude, IAS, TAS, Mach, SAT, and TAT. tion, the horizontal stabilizer deflection limit
system is lost with ADC 1 failure.
ADC TESTING
Manual Test NOTE
The EFIS which is linked to the faulty
Each ADC can be tested by pressing the respec- ADC will receive speed data only

FlightSafety
international
from the remaining ADC if the

IAS/Mach function on the corre-
COMMUNICATIONS
sponding EFIS reversion controller
is selected. Refer to EFIS Rever- GENERAL
sionary Switching for additional in-
formation. Communications equipment installed on the
Falcon 900 include interphone, public ad-
dress, air-to-ground, and navigation systems.
Voice communications include:
ANGLE-OF-ATTACK
SYSTEM • Intercom
• Cabin public address
The Teledyne angle-of-attack system senses
local angle of attack along with airplane flap • Radio-telephone
and slat position, converts these inputs into lift • VHF
information, and displays it on a normalized,
ten-gradation, zero (0) to one (1.0) dial (Figure • HF
16-16). This display has zero lift placed at • FM
zero on the dial, and the maximum usable lift
point, as defined by the AFM stall speed, is dis- Navigation communications include:
played as 1.0. In effect, the indicator presents
lift as a percentage. With flap and slat posi- • VOR/ILS/marker channels
tion information, the display is valid for all air- • DME
plane configurations. Therefore, the system
continuously displays the margin to the max- • ADF
imum usable lift point (1.0), regardless of air- • ATC
plane weight, bank angle, G loading, or
airplane configuration. Different communication systems are selected
for use on the pilot’s and copilot’s mixer units
The REF SET knob on the face of the AOA in- (audio panels) located on the side consoles.
dicator manually positions the adjustable refer- Figure 16-17 shows the locations of the radio-
ence index and, at the same time, positions a navigation equipment.
reference pointer located approximately oppo-
site the adjustable reference index on the face
of the indicator. The adjustable reference index
can be moved to any position between .15 and
.70 on the percentage scale, or alternatively,
the reference pointer can be positioned to a
specific point on the V/V S scale. The rela-
tionship between the reference index provides
a cross-reference between V/V S ratio and nor-
malized AOA scale points (i.e., setting the
reference pointer to V/V S 1.45, .52, etc.). For
a typical full-flap 1.3 V S approach, the V/V S
pointer is set to 1.3 by turning the REF SET
knob. Then, when the indicator pointer is cen-
tered in the adjustable reference index (by
changing pitch and power as required), the
AFM V REF will be obtained.

FlightSafety
international
AOA VANE AOA INDEXER
REFERENCE POINTER
MAXIMUM
USABLE
LIFT
V/ 1.0
VS
V/VS SCALE
.8
1.5 ANGLE POWER FLAG
1.4
OF .6
1.3
ATTACK
ZERO LIFT 1.2 0 .4
.2
REF
REF SET KNOB SET
ADJUSTABLE
REFERENCE
INDEX
CRUISE
Figure 16-16. Angle-of-Attack System

;;;; PILOT PTT

BUTTON
PILOT
CONTROL WHEEL
HAND
COPILOT
CONTROL WHEEL
COPILOT PTT
BUTTON
;
;;;
;;
MIKE
JACK JACK
BUS B2
25 10 5 ANNUNCIATOR AND 2.5
PWR
1
VHF
1
ICS
LH
HF TRAFFIC LIGHTS PWR PUBLIC ICS
1 ADDRESS RH
HF 2
ANNUCIATORS TRAFFIC
5 VHF 1 FWD HF
10
CONTROL HF 1 MID XFR CONTROL VHF
2
VHF 2 AFT HF 1
LEFT CIRCUIT– HF 2 LAV HF 2
RIGHT CIRCUIT–
BREAKER PANEL VHF 1
BREAKER PANEL
TEST VIP
PILOT MIXER UNIT COPILOT MIXER UNIT
EMG SPK ST VOL NAV 1 NAV 2 FILT DME 1 EMG SPK ST VOL NAV 1 NAV 2 FILT DME 1
A A A A
U U U U
D MKR 1 MKR 2 ADF 1 ADF 2 FILT DME 2D D MKR 1 MKR 2 ADF 1 ADF 2 FILT DME 2D
I I I I
O O O O
VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM MASK CPIT VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM MASK CPIT
VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM PAGE CABIN VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM PAGE CABIN
MICROPHONE MICROPHONE
LOUDSPEAKER LOUDSPEAKER
MASK MASK
MIKE MIKE
JACK JACK
HEADSET HEADSET
JACK JACK
HEADSET RAIL HEADSET RAIL
MIKE JACK MIKE JACK
XXXXXX XXXXXX
XXXXXX XXXXXX XX XX XX XX XX XX XXXXXX XXXXXX
PULL PULL
XXXXXXX XXXXXXX XXXXXXX XXXXXXX
ON ON
XX XX XX XX XX XX
OFF OFF
XX XX
VOLUME VOLUME VOLUME XX XX VOLUME VOLUME VOLUME
XX XX
XX XX XX XX
XX XX XX XX
HF 1 CONTROLLER XX XX XX XX HF 2 CONTROLLER
VHF 1 VHF 2
CONTROLLER CONTROLLER
Figure 16-17. Radio-Navigation Equipment Locations

FlightSafety
international
AUDIO PANELS NOTE

The MASK and C’PIT positions do
General not interlock with the other micro-
The pilot’s and copilot’s audio panels are phone pushbuttons.
mounted in the left and right side consoles, re-
spectively (Figure 16-18). They control trans- Except for MASK and C’PIT pushbuttons,
mitting and receiving of all radios on the only one button can be depressed at a time in
Falcon 900. They are independent panels pow- the row of MICROPHONE buttons. When a
ered by separate buses (pilot’s, A2; copilot’s, button is depressed, it connects the:
B2). Figure 16-19 graphically shows radio
and intercom connections. • Hand mike and integral push-to-talk
button
The audio panels installed are Baker mixer
units. They have two types of pushbuttons for • Headset rail mike (MASK pushbutton re-
communication control: leased)
• Mask mike (MASK pushbutton de-
• Interlocking pushbuttons for the MI- pressed)
CROPHONE channels
The use of one of the push-to-talk buttons
• Separate pushbuttons for the AUDIO causes reception muting.
reception channels
NOTE
The headset rail mike and the mask
mike are controlled by the push-to-
talk button on the control wheel.
NOTE
Depressing PAGE or CABIN push-
buttons releases the previously se-
lected pushbutton.
Microphone Channels
PAGE pushbutton—This button is used for
public address in the passenger cabin. When
depressed, it causes reception muting in the
headsets or cockpit loudspeaker (SPK pushbut-
ton depressed), except for the public address
system modulation control which is direct and
independent of the ST (side tone) pushbutton.
Depressing the push-to-talk button triggers an
audio signal which accompanies the message.
CABIN pushbutton—When depressed, this

pushbutton connects the interphone to the
ground headsets at the nose gear and the
Figure 16-18. Audio Panel (Typical) rear compartments. It mutes the reception

; ;
;;;;;; ; ;
CONTROL UNITS
VOR 1
VOR-ILS VOR 2
;;;;;
PILOT
MKR ILS 1 VOL
1-2 ILS 2 OFF
MKR-1-2 ;;;;;
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;;;;;
;;;
HAND MIKE ;;;;;
;;;
;;;;;
;;;
;;;;;
;;;
;;;;;;;;;;
;;;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
;;;;;
PILOT’S MIXER UNIT ADF
1-2 VOL PILOT’S MIXER UNIT
HEADSET
MASK OFF
FMG SPK ST VOL NAV 1 NAV 2 FILT DME 1

MIKE A A FMG SPK ST VOL NAV 1 NAV 2 FILT DME 1
U U
D MKR 1 MKR 2 ADF 1 ADF 2 FILT DME 2D A A
I I U U
O O D MKR 1 MKR 2 ADF 1 ADF 2 FILT DME 2D
I I
VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM MASK CPIT
DME O
O (SPK)
;;;;;
;;;;
;;;;;
;;;;
VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM PAGE CABIN 1-2
;;;;;
;;;;
;;;;;
;;;; VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM PAGE CABIN
SPK
;;;;;
;;;;
;;;;;
;;;; LOUDSPEAKER
;;;;
;;;; ;;;;;
MICROPHONE
PUSHBUTTON
; ;
;;;;
;;;;
;;;; HEADSET MICROPHONE
;;;;
RAIL MIKE PILOT COPILOT
INTERCOM RECEPTION TO PILOT
COPILOT TO COPILOT ;;;;;

;;;
;;;
;;;;;
;;;
;;;;;
;;;
;;;;;
;;;
INTERCOM RECEPTION ;;;;;;;;;;
;;;
;;;;;
;;;
;;;;;
;;;;;
PILOT’S CONTROL ;;;;;
;;;;;
;;;;;
;;;;;
WHEEL VHF 1
PTT BUTTON COPILOT’S MIXER UNIT
VHF 1 HEADSET
;;;;;;
VOL
OFF
A A
U U
VHF 2 D MKR 1
I
MKR 2 ADF 1 ADF 2 FILT DME 2D
I
O
O (SPK)
VHF 2
VOL
VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM PAGE CABIN
OFF
SPK LOUDSPEAKER
MICROPHONE
PUSHBUTTON
VHF 3
HAND MIKE VHF 3
;;
VOL
OFF
COPILOT’S MIXER UNIT HF 1 ;;;;;

;;;;
;;;;;
;;;;
;;;;;
;;;;
;;;;;
;;;;
MASK ;;;;;
;;;;
HF 1 ;;;;
;;;;
;;;;;
;;;;
NOSE WHEEL WELL
VOL ;;;;
;;;;
MIKE A
U
A
U
OFF ;;;;
;;;;
D MKR 1 MKR 2 ADF 1 ADF 2 FILT DME 2D
I I
O O
VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM MASK CPIT HF 2
;;;;
;;;;;
;;;;
;;;;;
VHF 1 VHF 2 VHF 3 HF 1 HF 2 FM PAGE CABIN HF 2
;;;;
;;;;; VOL
;;;;
;;;;;
;;;;
;;;;;
;;;;
;;;;; ;;;;;
;;;;
OFF
;;;;
;;;; ;;;;; MICROPHONE ;;;;;
;;;;
;;;;;
;;;;
;;;;
;;;;
;;;;;
;;;;
;;;;;
;;;;
;;;;
;;;;
HEADSET CABIN ;;;;
;;;;
;;;;;
;;;;
;;;;
;;;;
;;;;
;;;;
REAR
COMPARTMENT
PUBLIC
PAGE ADDRESS
COPILOT’S CONTROL
WHEEL
PTT BUTTON LOUDSPEAKERS
(PAGE)
RADIO AND INTERCOM CONNECTIONS – BLOCK DIAGRAM PUBLIC ADDRESS
SYSTEM
Figure 16-19. Radio and Intercom Connections
FlightSafety
international
channels and directly connects the hand mike. VOL knob—The volume knob is used to con-
If the headset rail mike or the mask mike is to trol the volume level on the selected reception
be used, it is necessary to depress the push-to- channels. It does not control the intercom,
talk button on the control wheel. side tone, and the MARKER and ADF re-
ceivers in the filter-off position.
MASK pushbutton—This button does not in-
terlock with the other mike pushbuttons. When
depressed, the headset rail mike is discon-
NOTE
nected and the mask mike is connected. Individual adjustment of each re-
ceiver is carried out by means of the
C’PIT pushbutton—This button does not in- controller potentiometer of the sys-
terlock with the other mike pushbuttons. When tem concerned.
depressed on both audio panels, the permanent
(hot mike) intercom is operative. The pilot and
copilot can talk using the rail or mask mikes Navigation Channels
without depressing the push-to-talk button. NAV 1, NAV 2 pushbuttons—VOR 1 or 2 is
Reception is possible on headsets or over the directed to the mixer unit through the volume
loudspeaker. A VHF or HF transmitter can re- knob of the controller. When depressed, the
main connected; either the hand mike or the signal level is amplified and adjusted by the
control wheel push-to-talk button must be de- VOL knob (even if the FILT pushbutton on the
pressed to transmit. The modulation system same row is depressed).
is operative.
DME 1, DME 2 pushbuttons—When de-
Reception Channels pressed, DME 1 or 2 is directed to the mixer
unit without volume adjustment. The signal
NOTE level is amplified and adjusted by the VOL
knob.
More than one reception channel
pushbutton can be depressed at a time. VHF 1, VHF 2, VHF 3, HF 1, HF 2, FM
pushbuttons—When depressed, the selected
EMG pushbutton—When depressed, all the signal is received by the mixer unit after vol-
selected reception channels are received di- ume adjustment in the corresponding con-
rectly in the headset, even if the SPK push- troller. The signal level is then amplified;
button is depressed. volume adjustment is by the VOL knob.
SPK pushbutton—When depressed, all the ADF 1, ADF 2 pushbuttons—When depressed,

selected reception channels are broadcast the signal is received by the mixer unit through
through the loudspeaker. the volume control on the corresponding con-
troller. It is amplified without adjustments by
ST pushbutton—When the side tone (modula- the VOL knob; however, when the FILT push-
tion control) pushbutton is depressed, the pilot button on the same row is also depressed, the
can control the modulation of the selected signal is adjusted by the VOL knob.
VHF 1, VHF 2, VHF 3, HF 1, HF 2, or FM
transmitters. The public address side tone NOTE
(with PAGE depressed) and ground headset
For correct reception of ground sta-
side tone (with CABIN depressed) are direct.
tions in the A1 type of modulation
Intercom is also direct and is adjusted by a po-
(pure sustained waves), the pilot sets
tentiometer inside the mixer unit.
the OFF/ ANT/ADF/TONE selector
on the ADF 1 or 2 controller to the
TONE position.

FILT pushbuttons—The filter is used to elim- The reception channels which are not attenu-
inate the 1,020-Hz frequency from NAV and ated during transmission are:
ADF signals. There are two FILT pushbut-
tons: one, located between NAV 2 and DME • Audio warnings
1, filters the VOR channels when depressed; • Intercom reception
the second pushbutton, located between ADF
2 and DME 2, filters ADF only.
CONTROL HEADS
When the FILT pushbuttons are depressed,
the VOR and ADF signals are adjusted by the General
VOL knob and can be attenuated. When they The type of control heads installed in the Fal-
are released, the VOR signals are adjusted by con 900 may vary with customer requirements
the VOL knob and are attenuated by the mut- or preferences. They are normally located in
ing system; the ADF signals are not adjusted the center pedestal and include two NAVs,
by the VOL knob but can be attenuated by the two COMs, two ADFs, and two ATC transpon-
muting system. The muting system is opera- ders. This chapter describes those systems
tional during VHF, HF, FM, or public address which are typical to installation in the Falcon
transmissions (in the latter case, with the 900.
PAGE pushbutton depressed).
MKR 1, MKR 2 pushbuttons—When de- Collins VIR-32 NAV Receiver

pressed, the marker signals are received with- Control
out volume adjustment by the mixer unit. The
signal level is not adjusted by the VOL knob T h e V I R - 3 2 N AV r e c e i v e r p r o v i d e s a l l
but can be attenuated by the muting system. VOR/ILS navigation functions, including
VOR, localizer, glide slope, and marker bea-
con.
Muting System Operation
An accurate AFC precisely centers the re-
The muting system is operational during the
ceived signal in the passband, providing pro-
following transmissions:
tection from interference by undesired signals.
• VHF Digital frequency synthesis improves perfor-
mance, reducing comm/nav interference.
• HF
• FM Collins CTL-22 COM Receiver
• Public address Control
The following reception channels are attenuated: The CTL-22 offers frequency storage. In ad-
dition to the active and preset frequencies,
• VHF 1, 2, and 3 six additional frequencies can be stored in
memory, to be called up when needed. While
• HF 1 and 2 this switch is depressed, the accessed channel
• FM number is briefly displayed. Remote selec-
tion of storage frequencies and transfer of
• DME 1 and 2 preset to active are also available. Frequency
• NAV 1 and 2 (VOR 1 and 2) exchange takes place when the XFR switch is
actuated. The preset frequency becomes active,
• ADF 1 and 2 and the active frequency is preset for instant
• MKR 1 and 2 recall whenever needed. Direct tuning of the
active frequency is also included. Tuning of
50-kHz channels is possible without going
through the 25-kHz channels. However, each

FlightSafety
international
25-kHz channel is available whenever de-

sired.
Collins CTL-62 ADF

Receiver Control
The CTL-62 ADF control provides variable
rate, two-knob tuning. In addition to the ac-
tive and preset frequencies displayed, mem-
ory storage is provided for four additional
frequencies.
Collins CTL-92 ATC

Transponder Control
The CTL-92 ATC transponder control allows
variable rate, two-knob tuning and a pilot-se-
lectable preset code. The transponder control
also alerts the pilot when an emergency code
has been selected by flashing the selected
code. This gives the pilot an opportunity to en-
sure that the code is correct before transmit-
ting. The transponder control can also display
encoded altitude. Figure 16-20. Radio Magnetic
Indicator
RADIO MAGNETIC INDICATOR ELECTRICAL POWER

The bearing/relative bearing of an ADF 1 or
2 beacon is displayed on RMI 1 or 2 by means
SOURCES
of a single green pointer (ADF 1) or a double Figure 16-21 shows DC power distribution.
yellow pointer (ADF 2). Source (ADF/VOR)
selectors 1 and 2 (Figure 16-20) are located on
the face of the instrument. The heading index
(lubber line) is at the top center. DME 1 and
2 digital readouts are displayed in two win-
dows above the compass rose.

71L2 (LIGHTS 2)
BAG COMP DOOR CONT
COCKPIT DOME LIGHTS
SLATS 23CM NOSE CONE (INSP LIGHT)
MECHANICS PANEL
AISLE LIGHT
BAG COMP DOME LIGHT
BATTERY BUS
71L1 (LIGHTS 1)
FUELING
(71L2) ENGINE MONITOR
REAR COMPT LTS
BUS B2
FWD TOILET LT
AFT TOILET LT
OFF
(71L1) AISLE LIGHTS

STEP LIGHTS
FR 5 STAIR LIGHT
LH(RH) PYLON LT
(1W) FR 5 BAG LIGHT
FUEL COUPLING LT
FUEL PANEL CTL LT
FIRE
MASTER
30
25
EXTINGUISHERS
POWER SUPPLY
BAT
V-
R AV
MASTER
AVIONIC
130A
0
20
COPILOT FRONT
RIGHT MAIN BUS
WINDSHIELD B3
80A
Figure 16-21. DC Power Distribution

(SPARE) B4
80A RIGHT CIRCUIT-
BREAKER
PANEL
130A
BUS B1
BUS TIED
R BUS
FLIGHT
NORM
TIED
225A
BREAKER
CIRCUIT-
CENTER
PANEL
(4PA)
START BUS
ROTARY SELECTOR
MAIN BUS-TIE
CONTACTOR
(14P)
POWER
LEFT CIRCUIT-
TO EXT
BREAKER
PANEL
BUS A2
L BUS
TIED
130A
LEFT MAIN BUS
AVIONIC
MASTER
STANDBY HYDRAULIC
PUMP A5
130A
PILOT FRONT
WINDSHIELD A3
80A
GALLEY 2 BAR
A6
150A
BUS A1
GALLEY 1 BAR
MASTER
A4
150A
OFF
30
L AV
25
BAT
V-
150A
0
20
FlightSafety
international
QUESTIONS
1. The pilot’s pitot probe supplies: 3. The following item(s) is not heated for
A. ADC 1 anti-icing:
B. ADC 2 A. Copilot’s pitot probe
C. Standby Mach speed indicator B. Pilot’s and copilot’s static ports
D. Aileron Arthur Q unit C. Standby static ports
D. Ram-air temperature probe
2. The ADC computes data parameters for:
A. All displays 4. The following item is not computed by
the ADC for display:
B. The flight control system
C. Navigation system outputs A. Indicated airspeed
D. All the above B. Calibrated airspeed
C. Mach speed
D. True airspeed

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................ 17-1
OXYGEN SYSTEM ............................................................................................................. 17-2
General........................................................................................................................... 17-2
Crew System .................................................................................................................. 17-2
Passenger System........................................................................................................... 17-6
Passenger Oxygen Controller ........................................................................................ 17-7
POTABLE WATER SYSTEM (SN 3)................................................................................... 17-9
General........................................................................................................................... 17-9
Operation ....................................................................................................................... 17-9
POTABLE WATER SYSTEM (SNs 4 AND SUBSEQUENT) .......................................... 17-11
General......................................................................................................................... 17-11
Operation ..................................................................................................................... 17-11
WATER WASTE SYSTEM ................................................................................................ 17-12
QUESTIONS....................................................................................................................... 17-15

ILLUSTRATIONS
Figure Title Page

17-1 Oxygen System Components Locations ................................................................ 17-3
17-2 Crew Oxygen System............................................................................................. 17-4
17-3 Use of Smoke Goggles........................................................................................... 17-5
17-4 Use of Emergency Escape Breathing Device......................................................... 17-6
17-5 Passenger Oxygen System ..................................................................................... 17-6
17-6 PASSENGER OXYGEN Controller Controls and Functions................................ 17-7
17-7 Passenger Oxygen Mask and Box (Typical) .......................................................... 17-8
17-8 Potable Water System Schematic (SN 3) ............................................................... 17-9
17-9 Potable Water System Components ..................................................................... 17-10
17-10 Potable Water System Controls and Indicators (SN 3) ........................................ 17-10
17-11 Potable Water System Schematic (SNs 4 and Subsequent) ................................. 17-11
17-12 Valve Control Safety Access Door ...................................................................... 17-13
17-13 Toilet Disposal And Drain System ...................................................................... 17-14

FlightSafety
international
CHAPTER 17
MISCELLANEOUS SYSTEMS
yyyyy
;;;;;
;;;;;
yyyyy
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ANTI-ICE
12 ON
16 ° OIL
8 BLOWER
OFF
NO 1 FUEL ENG 1 XMSN
TRANS CHIP OIL
NO 1 FUEL NO 1 FUEL 90° BOX
LOW FILTER OIL
4 BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
0
INTRODUCTION
The Falcon 900 oxygen system is supplied by a single high-pressure cylinder. Each crew
position has a quick-donning mask with a built-in regulator and microphone. Passenger
masks automatically drop out of overhead storage boxes when pressurization is lost, or
can be manually released. Passengers can receive two different pressures, depending on
the setting on a controller on the copilot’s console. Two first-aid outlets are also pro-
vided in the cabin.
The water system provides potable water to the galley, the mid-cabin bar, and the wash-
basin in the lavatory compartment. Wastewater is expelled through drain masts on the
bottom of the fuselage.
The self-contained chemical toilet has its own water reservoir and is serviced from a
panel on the bottom of the fuselage.

FlightSafety
international
OXYGEN SYSTEM Cylinder High-Pressure Gage

A high-pressure gage near the cylinder reads
cylinder pressure. Its circular dial has a white
GENERAL range graduated from 0 to 150 bars and a green
The oxygen system uses gaseous oxygen stored range extending from 0 to 2,200 psi.
in a high-pressure cylinder and provides crew-
members and passengers with low-pressure Copilot’s High-Pressure Gage
oxygen as required. There are three separate
systems: crew, passengers, and first-aid. Mounted on the PASSENGER OXYGEN con-
troller, the gage has a rectangular dial gradu-
The oxygen supply system consists of a high- ated from 0 to 2,200 psi. It has a red range from
pressure cylinder fitted with a pressure- 0 to 200 psi, an amber range from 200 to 700
r e d u c i n g v a l v e , a s h u t o ff v a l v e , a f i l l e r psi, and another amber range from 2,000 to
connection, two high-pressure gages, and an 2,200 psi.
oxygen controller on the copilot’s console.
Except for the controller and the high-pressure The red range indicates low oxygen quantity
gage mounted on it, all of the components are in the cylinder; if oxygen is required, an
located under the left cabin floor, aft of the pas- immediate descent must be initiated. The
senger floor (Figure 17-1). amber range from 200 to 700 psi with 700 psi
(at 21°C) representing the minimum required
cylinder pressure for two crewmembers with-
Oxygen Cylinder out passengers on board. This minimum pres-
The high-pressure oxygen cylinder has a total sure of 700 psi permits an oxygen reserve of
capacity of 2,200 litres (NTPD) under 1,850 psi two hours for each crewmember. Takeoff must
(127.5 bars) at 21°C. Minimum usable pressure not be undertaken with an oxygen pressure of
is 170 psi (12 bars). An optional oxygen cylinder less than 700 psi at an ambient temperature of
with a total capacity of 3,310 litres is also 21°C (70°F). At this point, the pilots may have
available. to isolate the passenger oxygen system.
Considering the size of the oxygen cylinder,
this situation could only occur if there is a
Pressure-Reducing Valve leak in the passenger system or if the cylin-
The pressure-reducing valve functions to reduce der was insufficiently serviced prior to flight.
the oxygen pressure to 70 psi (4.8 bars) for use in
the passenger and crew low-pressure systems. A The second amber range (2,000 to 2,200 psi)
90-psi safety valve prevents overpressurization in indicates that the oxygen pressure exceeds
the low-pressure system. The pressure-reducing the pressure rating of the cylinder. Cylinder
valve also incorporates a blowout disc sensing pressure must be monitored, or reduced if nec-
cylinder pressure. The disc is calibrated to essary, to prevent blowout threshold pressure.
rupture at 2,750 to 3,050 psi (191 to 213 bars).
Shutoff Valve
CREW SYSTEM
When the shutoff valve on the cylinder is closed, Oxygen Mask Boxes
the supply system is vented through the pressure
An oxygen mask box (Figure 17-2) is installed
reducer on aircraft not incorporating SB F900-
on both the pilot’s and copilot’s consoles.
110. This valve must be open prior to flight, as
When open, the center part of the mask regu-
access is not possible with the main entrance
lator protrudes, enabling the pilot to quick-don
door closed, and should be shut off if a long
the mask. The lower portion of the box also
stopover between flights is anticipated.
has receptacles for the oxygen hose and the mi-
crophone jack. A third crewmember’s mask is
stowed in a box in the cabin ceiling.

HIGH-PRESSURE GAGE
OXYGEN
CONTROLLER
PASSENGER OXYGEN NORMAL
CYLINDER
CLOSED OVERRIDE
20 FIRST AID
O
15 X
PSI Y
10 G
-100 E
N PASS ON
5
0
PRESSURE
RED RANGE AMBER RANGE
PRESSURE REDUCER SHUTOFF VALVE
Figure 17-1. Oxygen System Components Locations

FlightSafety
international
THIRD CREWMEMBER’S
MASK BOX
TO PASSENGER
COPILOT’S MASK OXYGEN SYSTEM
TEST SOCKET
MASK BOX
OXYGEN
CONTROLLER
SMOKE HOOD
PILOT’S MASK
PNEUMATIC HARNESS
MASK BOX (SHOWN AS INFLATED)
MASK
MICROPHONE
ASSEMBLY
REGULATOR
HARNESS
INFLATION
CONTROL
N–100%
CONTROL
(FLIPPER)
TEST BUTTON AND

EMERGENCY OVERPRESSURE
MANUAL CONTROL
RADIO OXYGEN
LINE ASSEMBLY
COPILOT’S
CONSOLE
MASK BOX WITH

MASK INSTALLED
(PILOT’S SIMILAR)
Figure 17-2. Crew Oxygen System

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Crew Masks After a descent, or when the airplane returns

1 2
to approximately 15,000 feet, check that the
The crew masks (Figure 17-2) are classified regulator is in N (normal, dilution). With the
as quick-donning masks because they can be mask on, the N–100% flipper cannot be seen;
put on with one hand within five seconds. therefore, move your right hand along the
Oxygen is supplied at a pressure of 70 psi (4.8 mask and then along the regulator until the red
bars), and the mask incorporates a flow reg- ear is felt. The N–100% flipper is behind this
ulator to supply either a diluted mixture or ear. It will be in normal when it is aligned and
100% pure oxygen. in 100% when pushed. Operate the flipper
with your thumb and forefinger.
The regulator commands oxygen in two modes:
dilution (regulator control flipper in the N po- For protection against smoke and noxious
sition below 30,000 feet) or pure oxygen (regu- gases, don the mask as indicated above and
lator flipper in N above 30,000 feet or in 100% then put on the smoke goggles (Figure 17-3). REMOVE FROM BOX. DON THE MASK. IF WEARING GLASSES, KEEP MASK AWAY
at any altitude). An overpressure feature en- FROM FACE WHILE SLIDING IT DOWN.
sures satisfactory oxygen supply up to 51,000
feet. The masks are fitted with a built-in, com- Preflight Testing of Crew Mask
3
pensated, breath-out valve, a harness infla- Ensure the oxygen cylinder shutoff valve is
tion control, a test button, and a microphone. open, and check cylinder pressure. With the
A device located on the upper part of the mask mask donned, breathe with the regulator set
allows pressurization of the smoke goggles first at N and then at 100%. Depress the test
through a venting orifice. button on the mask to provide an overpressure PLACE THE SMOKE GOGGLES ON
HEAD. PULL THE HARNESS UPPER
check. Test the microphone for proper oper- STRAP, AND POSITION IT OVER THE
Smoke goggles are provided for protection ation. With the regulator still at 100%, re- LOWER SIDES OF GOGGLE FRAME.
against smoke and noxious fumes. move and stow the mask. PUSH THE GOGGLES DOWNWARD.
Donning Crew Mask and To test the mask without removal from the
box, hold the red ears between your thumb
Smoke Goggles and forefinger. The mask can be felt inflating
To don the crew mask, proceed as follows: and a hissing sound can be heard. With the
audio control unit microphone switch in
4 5
1. Remove the headset (if worn). MASK, press the test button on the mask. A
2. Firmly grasp the red ears between the hissing noise will be heard in the headset.
thumb and forefinger, and remove the Move the flipper to 100%, and repeat the test.
mask from its box. The harness inflates Leave the flipper in the 100% position.
automatically.
3. While bending down, place the mask Emergency Escape Breathing
over your head and slide the harness on Device
your neck. Raise your head to slide the
mask down. If glasses are worn, press the Since the baggage compartment is accessible
harness against your neck to keep it during flight, an emergency escape breathing
away from your face while sliding it device incorporating an oxygen generator is
down. When the red ears are released, provided. The device permits inspection of SET THE REGULATOR ON 100% AND OPEN THE VENT VALVE UNTIL
the harness deflates, pulling the mask the compartment in the event of fire that may EMERGENCY. DEPRESS 100% BANDS ARE VISIBLE. THIS
against your face. No further adjust- produce poisonous smoke or fumes. FLIPPER. ROTATE THE EMERGENCY PRESSURIZES THE GOGGLES
CONTROL COUNTERCLOCKWISE. WITH OXYGEN.
ment of the harness is required; it adapts
automatically to your face. NOTE:
IF NECESSARY, ADJUST GOGGLE NOSE BRIDGE SHAPE TO FIT TIGHTLY AGAINST MASK SHELL BY
4. Put the headset on (if applicable). PRESSING EACH SIDE OF THE BRIDGE INWARD. READJUST HEAD STRAP TENSION, IF NECESSARY.
Figure 17-3. Use of Smoke Goggles
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This device is composed of a hood, solid state PASSENGER SYSTEM

1 2 oxygen generator, chemical scrubber and fil-
ter, and venturi pumping device. The hood General
fits airtight around the neck, and can be worn
by persons wearing glasses or having long The passenger oxygen system serves 19 sta-
hair. The oxygen generator incorporates a tions and includes two first-aid masks, dual
pressure-reducing valve; the chemical scrub- masks in the lavatory, a mask above each pas-
ber eliminates water vapor and carbon diox- senger seat, a mask for the third crewmember,
ide. The venturi ensures air recirculation and two additional masks (Figure 17-5).
within the hood. This device is stowed in a case
in the pilot’s closet. Use of the device is il-
lustrated in Figure 17-4.
TEST SOCKET
REMOVE UNIT FROM STORAGE CONTAINER. TEAR OFF RED PULL STRIP, AND REMOVE UNIT
FROM PLASTIC PROTECTIVE WRAPPER. PASSENGER OXYGEN
NORMAL
CYLINDER CLOSED OVERRIDE
3 4
20
O FIRST AID SELECTOR
PTUO A
15 X
LCL
PSI Y
10 G
-100 E
N PASS ON
5
0
DUAL MASK
PRESSURE BOX (LAVATORY)
CREW PNEUMATIC
PULL ACTUATION RING IN THE DIRECTION HOLD THE DEVICE BY THE OPEN END OF THE HIGH-PRESSURE INDICATOR
GAGE
INDICATED. HOOD WITH THE LIFE SUPPORT PACK AWAY
FROM THE USER.
5 6 THIRD
CREW-MEMBER'S
MASK BOX
FIRST-AID
PASSENGER'S CONNECTOR (2)
MASK BOX (14)
BEND OVER AND GRASP HOOD OPENING WITH RAISE TO STANDING POSITION, AND ADJUST TEST CONNECTOR
THUMB, AND PULL HOOD OVER HEAD. HOOD AND LIFE SUPPORT PACK FOR MOST
COMFORTABLE FIT. CHECK NECK SEAL FOR Figure 17-5. Passenger Oxygen System
SECURE FIT.
Figure 17-4. Use of Emergency Escape Breathing Device
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PASSENGER OXYGEN automatically reduced to 19 psi. This two-

pressure mode of operation saves oxygen, as
Controller compared with a fixed-pressure reducing
valve, and is less complex than an altitude-
The controller (Figure 17-5) provides manual related controller.
or automatic operation of the passenger oxy-
gen system. It is supplied with oxygen regu- The controller features a selector knob for se-
lated at 70 psi. Below 16,000 feet, it delivers lection of NORMAL, OVERRIDE, FIRST
oxygen at 19 psi (1.3 bars); above 16,000 AID, or CLOSED position. Also included are
feet, it provides 70 psi (4.8 bars) oxygen pres- a high-pressure gage, a PASS ON (pneumatic)
sure. Between the altitudes of 11,500 and indicator, and a test socket. Controller oper-
16,000 feet, initial pressure is 70 psi for 5 sec- ation is presented in Figure 17-6.
onds in order to release the masks, then it is
PASSENGER OXYGEN
CYLINDER NORMAL
CLOSED OVERRIDE
20 FIRST AID
O
15 X SELECTOR
PSI Y KNOB
10 G
-100 E
N PASS ON
5
0
PRESSURE
SELECTOR INDICATOR FUNCTIONS
PASS ON NORMAL FLIGHT—THE OXYGEN CONTROLLER IS PRESSURIZED AND

NORMAL READY TO OPERATE (SUPPLY SYSTEMS ARE NOT PRESSURIZED).
CLOSED
CABIN DEPRESSURIZATION—AUTOMATIC OPENING OF MASK BOXES
AND OXYGEN SUPPLY PER TWO PRESSURE MODES:
HALF OPEN CABIN ALTITUDE BETWEEN 11,500 ±750 FT AND 16,000 +2,000 –1,500 FT;
PRESS = 19 (1.3 BAR)
FULLY OPEN
CABIN ALTITUDE ABOVE 16,000 +2,000 –1,500 FT; PRESS = 70 PSI (4.8 BAR)
FIRST AID PASS ON

HALF OPEN OXYGEN SUPPLY AT 19 PSI FOR CONNECTION OF FIRST-AID MASKS
(MASK BOXES DO NOT OPEN). CABIN DEPRESSURIZATION—AUTOMATIC
HALF OPEN FUNCTION IS THE SAME AS WITH SELECTOR IN NORMAL POSITION
OR (OPENING OF MASK BOXES).
FULLY OPEN
PASS ON
OVERRIDE
CABIN DEPRESSURIZATION—EMERGENCY POSITION SUPPLYING THE
MASK BOXES UNDER 70 PSI (4.8 BAR) IF AUTOMATIC SYSTEM FAILS.
FULLY OPEN SWITCH TO FIRST AID FOR SUPPLYING UNDER 19 PSI.
PASS ON
CLOSED
PASSENGER SUPPLY SYSTEM IS SHUT OFF. THE CYLINDER PROVIDES
CLOSED OXYGEN TO THE CREW SYSTEM ONLY.
Figure 17-6. Passenger Oxygen Controller Controls and Functions

Passenger Mask Boxes psi, the latch is actuated to open the cover and
release the internal door. An elastic strap
Each passenger mask box (Figure 17-7) houses pushes the masks out, where they hang in view
a passenger mask and is equipped with a dual of the passengers.
pressure-operated latch, an internal door to
maintain the mask in the stowed position, and
a magnet-held cover. Passenger Masks
The passenger mask (Figure 17-7) consists of
Rated operating pressure of the latch is 29 to a nosepiece and a mouthpiece incorporating
58 psi (2 to 4 bars). It is not actuated when the a breath-in/breath-out valve, and an additional
system is operating in the low-pressure mode air valve. Oxygen is supplied through a one-
(19 psi). If the latch fails to actuate automat- liter economizer bag. The constant flow rate
ically, the cover can be manually removed. of the mask is regulated by a nozzle integral
Cover removal, automatic or manual, allows with the mask box valve. Flow rate depends
the mask to drop out. on the supply pressure. At 70 psi, the flow
rate is 2.8 to 3 liters per minute; at 19 psi, 0.725
The dual mask box in the lavatory houses two to 0.875 liters per minute.
masks. When oxygen pressure builds to 70
PRESSURE-OPERATED
LATCH
OXYGEN VALVE MASK BOX

OPENING PIN
INTERNAL DOOR
COVER
CORD
MASK
ECONOMIZER BAG
OXYGEN HOSE
Figure 17-7. Passenger Oxygen Mask and Box (Typical)

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After the mask is deployed, it is held by a The CLOSED position shuts off oxygen sup- PRESSURE
cord secured to a pin that keeps the oxygen ply to all masks; the system then supplies only QUANTITY GAGE COFFEE
LEGEND INDICATOR MACHINE
valve closed. Pulling on the mask opens the the crew. WATER SUPPLY
valve to provide oxygen flow.
PRESSURIZED WATER
To reset the system, set selector to NORMAL.
PASS ON indicator should go out, indicating DRAINAGE
First-Aid Masks proper operation of the system. ELECTRICAL
The two first-aid masks are similar to the pas-
senger masks. They are adjusted at the mask GALLEY
CABINET
connection for flow rates of 2 to 4 liters per
minute. These masks are to be plugged into the
POTABLE WATER
special connectors in the roof of the cabin SYSTEM (SN 3)
(Figure 17-5) and are used to assist passengers
requiring oxygen for medical reasons.
GENERAL
The potable water system stores water in a
Operation 10.56-gallon (40 liter) tank (Figure 17-8) for
With the PASSENGER OXYGEN controller distribution of water under pressure to the cof-
selector knob in NORMAL or FIRST AID fee machine in the galley, the mid-cabin bar, and
(Figure 17-6), the mask falls into view if the washbasin in the lavatory compartment.
cabin pressure altitude is above 11,500 (±750)
feet. With the NORMAL position selected, The system includes the storage tank, electric DRAIN MAST
oxygen is available at 19 psi with a cabin al- pump, filter, pressure gage, quantity indica-
titude of approximately 11,500 (±750) to tor, water heater, shutoff valves, fill ports,
16,000 (+200 or –150) feet (70 psi above and drain masts. The tank, filter, and gravity QUANTITY
ANTI-ICED WATER
16,000 feet). The PASS ON indicator is half- fill port are shown in Figure 17-9. PIPE FILTER HEATER
TRANSMITTER
open during low-pressure operation (19 psi) FAUCET
and fully open at 70 psi.
OPERATION
Moving the selector knob to FIRST AID does
not open any of the passenger mask boxes, but Delivery System WASHBASIN
oxygen is made available to the first-aid masks. The electric pump is energized by depressing
The automatic function is retained. In case of the luminous WATER PUMP pushbutton on the POTABLE
automatic system failure, FIRST AID should galley cabinet (Figure 17-10). WATER
be selected at cabin pressure altitude lower TANK
than 18,000 feet, after setting the controller se- When water pressure reaches approximately DRAIN
lector knob to OVERRIDE to allow the masks 8 psi (0.4 bar), a pressure switch in the sys- MID-CABIN SHUTOFF
VALVE
to deploy.The passenger masks can also be tem maintains pressure at less than 30 psi BAR UNIT
supplied at 19 psi after the OVERRIDE posi- (2.07 bars). Water pressure and quantity are
tion is selected. shown on indicators in the galley. HEATING
ELEMENT
When cabin pressure altitude returns to below If the tank supply is depleted, the pump cuts
11,500 feet, the pilot should set the selector DUAL
off as pressure drops to 8 psi. REFILLING
knob to CLOSED. VALVE
The water heater is powered by bus A6 through
The OVERRIDE position, used if the auto- DRAIN MAST
the WATER HEATER circuit breaker and is PUMP VENT
matic system fails, provides mask box open- thermostatically controlled to maintain water SHUTOFF
PORT PRESSURE
ing, deployment of the passenger masks, and temperature at the washbasin faucet at approxi- VALVE OUTSIDE REFILL REGULATOR
high-pressure oxygen (70 psi) to the masks. DRAIN VALVE PORT
mately 125°F (52°C).
The PASS ON indicator shows fully open. Figure 17-8. Potable Water System Schematic (SN 3)
The coffee machine supplies both hot and
cold water.
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Access to the system shutoff valve is pro- pressurization is prevented by a 20-psi regu-
LIGHTS–MISC vided in flight, allowing the crew to isolate lator. When the tank is full, the quantity in-
the system. dicator light on the service panel illuminates,
XX and the quantity indicator in the galley reads
LAV
XX FWD CABIN RH CABIN
FULL. The operator then closes the dual valve
MASTER
XX READING
Tank Refilling with the lever and disconnects the water sup-
XX XXX
The tank is normally pressure-refilled from the ply.
CAPT WH
READING
XX
potable water service panel (Figure 17-10). Di-
rect gravity refilling is provided in the lava- During manual refilling through the gravity re-
tory compartment (Figure 17-9). fill port in the lavatory port in the lavatory
XX XX XX
compartment, the quantity indicator operates
GALLEY
MASTER
LANDING ANTI???
RM BELLY
XXX
as during pressure refilling.
Pressure Refilling
XX XX
With an outside pressurized water supply con- Complete instructions for water tank refilling
INSTR
RH
XX AFT CABIN LH CABIN
XXXX READING
nected to the refilling port on the service panel, are found in Chapter/Section 38-110 of the
actuating the adjacent lever opens a dual valve, Maintenance Manual and on the inside of the
CIRCUIT-BREAKER
PANEL allowing water to flow to the tank. Tank over- service panel door.
FILTER
VALANCE LIGHT CEILING

FWD AFT LIGHT
10 5 10
WATER PUMP
WATER PUSHBUTTON
DRAIN
HEATER HEATER FLUSH
20 7.5 5
REFILLING PORT
INVERT
VIDEO XXXXX TABE
7.5 15 5
WASHBASIN
CABINET
GALLEY CABINET VENT PORT TANK
Figure 17-10. Potable Water System Controls and Indicators (SN 3) Figure 17-9. Potable Water System Components
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The system and air accumulator, located in

POTABLE WATER the aft lavatory area, are pressurized by reg-
SYSTEM (SNS 4 AND ulated engine or APU bleed air or through an
air charging valve (shop air) located in the
SUBSEQUENT) left baggage compartment side panel. A pres-
sure gage on this panel indicates accumulator
GENERAL tank pressure. The accumulator does not re-
quire a full charge of air pressure to operate
The potable water system stores water in a the system; however, the greater the accumu-
14.5-gallon (55-liter) water tank (Figure 17- lator air pressure, the greater the amount of
11), located beneath the aft lavatory vanity, for water that can be delivered prior to engine
distribution of water under pressure to the aft start.
vanity, forward galley, and optional forward
lavatory if installed.
OPERATION
The system includes the water tank, regulator
valves, pressure and quantity gages, water Delivery System
heater, air accumulator, shutoff valves, fill With the air accumulator charged, regulated air
and vent valves, and drain mast. at approximately 25 psi is routed through an air
supply on/off valve located in the vanity water
RELIEF AIR
VALVE CHARGING AIR
(120 PSI) VALVE ACCUMULATOR
ENG
NO. 1
FILTER REGULATOR
RESTRICTOR
(25 PSI)
AIR
ENG SHUTOFF
APU NEGATIVE
NO. 2 VALVE
PRESSURE
FILTER RELIEF
REGULATOR
(120 PSI) VANITY SINK FILL AND
AND FAUCETS VENT VALVE
RELIEF
VALVES
(30 PSI)
FILLER
NECK
TO CABIN WATER
DISTRIBUTION SYSTEM
(GALLEY, ETC.)
LEGEND
WATER HEATER
BLEED AIR
REGULATED AIR (120 PSI) ELECTRIC
FILTER WATER
PUMP
REGULATED AIR (25 PSI) TANK
CHECK DRAIN
SUPPLY VALVE VALVE
HOT WATER
DRAIN SUPPLY
VALVE
AFT DRAIN MAST
Figure 17-11. Potable Water System Schematic (SNs 4 and Subsequent)

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system control panel and then into the top of the

tank. Water tank pressure is also indicated on a
WATER WASTE SYSTEM
pressure gage in the vanity panel.
Disposal of water waste is provided for the
lavatory compartment washbasin, the bar unit,
Water from the tank is routed through a sup-
and the water tank. Figure 17-8 shows drainage
ply on-off valve and is made available to the
from these areas through drain masts pro-
aft vanity, forward galley, and optional for-
tected by anti-icing heating elements.
ward lavatory. After an engine is started, a
constant air pressure source is available from
The water tank is gravity-drained through a
the bleed-air system. Hot water under pres-
vent pipe leading to the service panel. Opening
sure is available to the vanity sinks, provided
the drain shutoff valve beneath the tank and
the hot water circuit breakers behind the aft
the outside drain valve drains the system
lavatory toilet seat and on the center cockpit
through the drain mast. A security device
overhead panel are engaged.
(Figure 17-12) prevents accidental opening
of the two valves in flight.
Tank Filling The toilet unit includes a drain pan contain-
The tank can be filled from inside the airplane ing 9.6 U.S. gallons (36 liters) of water
through the filler neck. Before moving the (Figure 17-13).
cap, pressing down on the cap relieves air
pressure. The fill and vent valve ports are A drain valve is connected by a sealed tube to
used for filling the tank from an outside water a drain port beneath the fuselage. A lever can
source. A push-pull handle in the external ser- be actuated to manually open the drain valve
vicing panel in the aft left wing root fairing when disposal of toilet waste is required. The
actuates the valve. flushing port is used to flush the drain pan
and to refill it when necessary.
Draining Complete instructions for toilet system drain-
Prior to draining the storage tank, trip the ing and servicing are found in Chapter/Section
heater circuit breakers, close the air shutoff 38-310 of the Maintenance Manual.
valve, and open the forward and aft vanity
supply valves. If tank pressure drops to zero,
vent the system by pulling the push-pull han-
dle to open the fill and vent valve.
NOTE
Detailed instructions for operation,
filling, and draining of the system
are available in the “Water System
Information’’ section of the Falcon
200 Supplemental Maintenance
Manual.

CLOSED
OPEN
GALLEY WATER SUPPLY

SHUTOFF VALVE
DOOR CLOSED
BLEED VALVE
WATER TANK DRAIN VALVE

MUST BE CLOSED BEFORE FLIGHT.
CLOSED
OPEN
WATER LINE DRAIN VALVE

ISOLATION MUST BE CLOSED BEFORE FLIGHT.
VALVE
DRAIN VALVE
DOOR OPEN
Figure 17-12. Valve Control Safety Access Door

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DRAIN
PAN
DRAIN
VALVE
CABIN FLOOR
SEALED
DUCT
LEVER
LOOKING
FLUSHING PORT
FORWARD
DRAIN PORT
Figure 17-13. Toilet Disposal and Drain System

QUESTIONS
1. Oxygen cylinder pressure is read on: 6. The emergency escape breathing device:
A. Two gages: one in the cockpit A. Contains its own oxygen generator
and one near the oxygen cylinder B. Uses oxygen from the airplane
B. One gage in the cockpit oxygen system
C. One gage near the oxygen cylinder C. Consists of a passenger oxygen
mask equipped with a long supply
D. Gages at both pilot stations and near hose
the oxygen cylinders D. Is to be used only with smoke
goggles
2. With the PASSENGER OXYGEN
controller selector knob in NORMAL, 7. The upper amber range marking (2,000
oxygen is available: t o 2 , 2 0 0 p s i ) o n t h e PA S S E N G E R
OXYGEN controller indicates:
A. Only to the crew
B. Only to the passengers A. Normal operating pressure
B. The overpressure-relief valve has ex-
C. To the crew and the first-aid stations hausted cylinder pressure.
D. To all stations throughout the C. Pressure in the oxygen cylinder has
airplane exceeded its normal range.
3. The PASS ON indicator shows:
A. Operation at 19 psi only 8. The potable water tank can be refilled:
B. Operation at 70 psi only A. From an outside pressure source or
C. Operation at 19 or 70 psi by gravity filling inside the airplane
B. O n l y f r o m a n o u t s i d e p r e s s u r e
D. None of the above source
C. Only by gravity filling from inside
4. The passenger oxygen masks deploy: the airplane
A. When the selector knob is placed in D. None of the above
NORMAL
B. When the selector knob is placed in 9. Potable water is supplied to:
OVERRIDE A. The galley coffee machine
C. When the selector knob is placed in B. The mid-cabin bar
FIRST AID C. The lavatory compartment washbasin
D. If cabin pressure altitude is above D. All of the above
11,000 feet
10. The self-contained chemical toilet:
5. The oxygen cylinder shutoff valve is A. Uses water from the potable water
opened: system
A. Manually or by solenoid B. Does not require water for opera-
tion
B. Manually only C. Uses water from its own drain pan
C. Only by solenoid D. Uses water from its own drain pan
D. Pneumatically or from the potable water system

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WALKAROUND
The following section is a pictorial walka-
round. It shows each item called out in the
exterior power-off preflight inspection. The
fold-out page at the b eginning of the walka-
round section should be unfolded before start-
ing to read.
The general location photographs do not

specify every checklist item. However, each
item is portrayed on the large-scale pho-
tographs that follow.
Revision 4.01 FOR TRAINING PURPOSES ONLY WA-1

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64
6 4 2 1 83 85 63
62
65 33
61
5 3 89 87 86 84 82 81 80
60 42 40 41 35 36 39 34 32 31
8 90 88 38 37
68 69
23 24 22 17 13 12 7
77 78
27
66
67
70
30 29 28 26 25 21 19 16 14 11 10
74 72 71 79
20 18 15 9
75
76
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY Revision 4.01
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FALCON 900 WALKAROUND
1. NORMAL STATIC PORTS: 4. ANGLE-OF-ATTACK SENSOR:

COVER/CONDITION—REMOVE/CHECK COVER/CONDITION—REMOVE/CLEAR
2. PILOT PITOT PROBE: 5. STANDBY STATIC PORT:

COVER/CONDITION—REMOVE/CLEAR COVER/CONDITION—REMOVE/CLEAR
3. STANDBY PITOT PROBE: 6. COCKPIT WINDOWS—CHECK/CLEAN

COVER/CONDITION—REMOVE/CLEAR WINDSHIELD WIPER—CHECK/STOWED
NOSE CONE (3 LATCHES)—CLOSED/LOCKED

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7. COCKPIT WINDOWS—CHECK/CLEAN 10. TEMPERATURE PROBE:

WINDSHIELD WIPER—CHECK/STOWED COVER/CONDITION—REMOVE/CHECK
NOSE CONE (2 LATCHES)—CLOSED/LOCKED
8. NOSE LANDING GEAR: HYDRAULIC LEAKS,

SHOCK ABSORBER HEIGHT, ANTISKID 11. STANDBY STATIC PORT:
TACHOMETER CONNECTOR (AS REQUIRED), COVER/CONDITION—REMOVE/CLEAR
TIRE CONDITION, AND TORSION LINK PIN IN-
STALLED—CHECK
9. TAXI-LIGHT: CONDITION—CHECK 12. ANGLE-OF-ATTACK PROBE (OPTION):

NOSE WHEEL WELL: COVER/CONDITION—REMOVE/CHECK
MAINTENANCE DOOR—CLOSED ANGLE-OF-ATTACK SENSOR:
NOSE CONE DRAIN—CHECK COVER/CONDITION—REMOVE CHECK
WA-4 FOR TRAINING PURPOSES ONLY Revision 4.01

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13. COPILOT PITOT PROBE: 16. BELLY ANTICOLLISION LIGHT

COVER/CONDITION—REMOVE/CHECK (STANDARD)—CHECK
14. NORMAL STATIC PORTS: 17. ICE DETECTION LIGHT—CHECK

COVER/CONDITION—REMOVE/CLEAR
15. ANTENNAS—CHECK 18. LANDING LIGHT—CHECK

WATER DRAIN MAST (OPTION)—CHECK

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19. PARKING BRAKE ACCUMULATOR 22. EMERGENCY EXIT—CHECK

PRESSURE—CHECK 1,000 PSI EMERGENCY EXIT LIGHT IN FUSELAGE—CHECK
20. FUEL VENT VALVE—CLEAR/NO LEAKS 23. RIGHT ENGINE AIR INTAKE:
COVER/CONDITION—REMOVE/CHECK
21. FUSELAGE FUEL SUMP DRAINS—CHECK FOR

LEAKS 24. CENTER ENGINE AIR INTAKE:
COVER/CONDITION—REMOVE/CHECK

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25. EMERGENCY EXIT LIGHT IN LEADING

28. WING CHECK FOR FUEL LEAKS—CHECK
EDGE—CHECK
WING FUEL SUMP DRAIN—CHECK
26. LANDING GEAR: TIRE CONDITION, HYDRAULIC 29. LEADING-EDGE CONDITION—CHECK

LEAKS, BRAKE WEAR, AND SHOCK ABSORBER
HEIGHT—CHECK
27. GRAVITY FUELING PLUG AND LIFE LINE/ 30. WINGTIP FAIRING—UNDAMAGED
GRAVITY FILLER CAP—CHECK NAVIGATION/STROBE LIGHTS—CHECK

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31. STATIC DISCHARGERS (4)—CHECK
36. PRESSURE REFUELING CONNECTOR AND CON-

32. AILERON/FLAPS—CHECK TROL PANEL ACCESS DOORS—CLOSED/CHECK
33. AIRBRAKES—CHECK
34. ANTENNAS—CHECK 37. TOILET SERVICE PANEL AND DRAIN ACCESS

DOORS—CLOSED/CHECK
35. FUEL SUMP DRAINS—CHECK FOR LEAKS

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38. HEAT EXCHANGER DUCT AIR INLET—CHECK 41. HEAT EXCHANGER DUCT AIR OUTLET—CHECK
39. ENGINE NACELLE AND PYLON (3 LATCHES) AND 42. REAR COMPARTMENT DOOR—OPEN
DRAINS—CHECK
40. EXTERNAL POWER CONNECTOR ACCESS 43. NO. 2 HYDRAULIC ACCUMULATOR

DOOR—CLOSED/CHECK PRESSURE—CHECK
NO. 2 HYDRAULIC GROUND COUPLING ACCESS FUEL TANK PRESSURE—CHECK
DOOR—CLOSED/CHECK FUEL TANK PRESSURIZATION DRAIN—CHECK
DOORS—CLOSED/CHECK

FlightSafety
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44. ENGINE OIL AND FUEL FILTERS 47. MAIN ELECTRICAL BOX (WITH LADDER
CLOGGING—CHECK OPTION)—CHECK
ENGINE OIL LEVEL—CHECK
45. NO. 1 HYDRAULIC ACCUMULATOR 48. S-DUCT ACCESS DOOR—OPENED

PRESSURE—CHECK CENTER ENGINE FAN—CHECK
DOORS—CLOSED/CHECK S-DUCT ACCESS DOOR—CLOSED/LATCHED
46. BATTERIES (WITH/WITHOUT LADDER 49. NO. 2 HYDRAULIC BAY—CHECK

OPTION)—CONNECTED/CHECK STANDBY PUMP—CHECK

FlightSafety
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50. NO. 2 HYDRAULIC RESERVOIR LEVEL—CHECK 53. NO. 2 HYDRAULIC AIR TRAP—CHECK FOR AIR
BUBBLES
51. NO. 2 HYDRAULIC FILTER PLUGS—CHECK 54. FIRE EXTINGUISHER PRESSURE (5)—CHECK
52. STANDBY PUMP SELECTOR SET TO 55. NO. 1 HYDRAULIC BAY—CHECK

“IN FLIGHT”—CHECK
NO. 2 HYDRAULIC BAY ACCESS
DOOR—CLOSE/CHECK

FlightSafety
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56. NO. 1 HYDRAULIC RESERVOIR LEVEL—CHECK 59. CENTER ENGINE COMPUTER—CHECK
60. ITEMS ON BOARD—SECURED/CHECK

LADDER (OPTION)—SECURED/CHECK
57. NO. 1 HYDRAULIC FILTER PLUGS—CHECK
REAR COMPARTMENT DOOR—CLOSE/CHECK
HYDRAULIC BAY ACCESS DOOR—CLOSE/CHECK
58. NO. 1 HYDRAULIC AIR TRAP—CHECK FOR AIR

BUBBLES
61. APU AIR INTAKE AND EXHAUST—CHECK
REAR COMPARTMENT/NO. 2 GENERATOR VENTI-
LATION OUTLETS—CHECK

FlightSafety
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62. RIGHT ENGINE TAILPIPE: 64. VERTICAL FIN AND RUDDER—CHECK

COVER/CONDITION—REMOVE/CHECK ANTENNAS/STATIC DISCHARGERS (2)—CHECK
PYLON STATIC DISCHARGER—CHECK
65. NAVIGATION LIGHT—CHECK
63. RIGHT TAIL PLANE/ELEVATOR—CHECK 66. CENTER ENGINE TAILPIPE:

STATIC DISCHARGERS (3)—CHECK COVER/CONDITION—REMOVE/CHECK
STATIC DISCHARGER—CHECK
THRUST REVERSER—STOWED/CHECK

FlightSafety
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67. CENTER ENGINE COWL 70. APU GENERATOR VENTILATION INLET/

(3 LATCHES)—CLOSED/LOCKED OUTLET—CHECK
APU/REAR COMPARTMENT VENTILATION—
CHECK
68. LEFT ENGINE TAILPIPE: 71. NO. 1 HYDRAULIC GROUND COUPLING ACCESS
COVER/CONDITION—REMOVE/CHECK DOOR—CLOSED/CHECK
PYLON STATIC DISCHARGER—CHECK
69. LEFT TAIL PLANE/ELEVATOR—CHECK 72. BAGGAGE COMPARTMENT DOOR—

STATIC DISCHARGERS (3)—CHECK CLOSED/CHECK
LATCH POSITION (4)—CHECK
CONTROL PANEL ACCESS DOOR—
CLOSED/CHECK

73. ENGINE NACELLE AND PYLON (3 LATCHES) AND 79. STATIC DISCHARGERS (4)—CHECK
DRAINS—CHECK
BAGGAGE COMPARTMENT ENTRANCE
LIGHT—CHECK
74. FUEL TANK PRESSURIZATION DRAINS— 80. WINGTIP FAIRING—UNDAMAGED

CHECK/NO LEAKS NAVIGATION/STROBE—CHECK
75. WATER SYSTEM DRAIN MAST—CHECK
76. WATER SYSTEM FILLING AND CONTROL PANEL
ACCESS DOOR—CLOSED/CHECK
77. AIRBRAKES—CHECK
81. LEADING-EDGE CONDITION—CHECK
78. AILERON/FLAPS—CHECK

FlightSafety
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82. WING CHECK FOR FUEL LEAKS—CHECK 85. LEFT ENGINE AIR INTAKE:
WING FUEL SUMP DRAIN—CHECK FOR LEAKS COVER/CONDITION—REMOVE/CHECK
HEAT EXCHANGER RAM-AIR INTAKE—CHECK
86. FUEL VENT VALVE—CLEAR/NO LEAKS

83. GRAVITY-FUELING PLUG AND GRAVITY-FUELING
BONDING—CHECK
84. LANDING GEAR: TIRE CONDITION, HYDRAULIC 87. LANDING LIGHT—CHECK

LEAKS, BRAKE WEAR, AND SHOCK ABSORBER ICE DETECTION LIGHT—CHECK
HEIGHT—CHECK

FlightSafety
international
FlightSafety
international
88. OXYGEN SYSTEM FILLING AND

VENT—CHECK/CLEAR
90. CABIN ACCESS DOOR—CHECK
89. OXYGEN VALVE AND PRESSURE—OPEN/CHECK
Revision 4.01 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-17
FlightSafety
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ANSWERS TO QUESTIONS
CHAPTER 2 10. D 3. C CHAPTER 12
1. C 11. D 4. A 1. C
2. B 12. D 5. D 2. B
3. D 13. A 6. B 3. D
4. D 14. C 7. A 4. A
5. C 15. A 5. C
6. B 16. B CHAPTER 9
7. D 17. C 1. D CHAPTER 13
8. C 18. D 2. D 1. B
9. A 19. D 3. A 2. C
10. D 20. B 4. D 3. B
11. C 21. D 5. C 4. D
12. D 22. C 6. A 5. A
7. C 6. D
CHAPTER 3 CHAPTER 6 8. A 7. C
1. C 1. C 9. D 8. A
2. A 2. D 10. C 9. B
3. B 3. A 10. A
4. D 4. D CHAPTER 10
5. A 5. C 1. C CHAPTER 14
6. C 6. A 2. A 1. D
7. B 3. D 2. C
CHAPTER 4 8. C 4. B 3. A
1. B 9. A 5. A 4. B
2. A 10. B 6. B 5. C
3. C 7. C 6. A
4. A CHAPTER 7 8. D 7. B
5. C 1. B 8. B
6. A 2. D CHAPTER 11 9. D
3. A 1. A 10. C
CHAPTER 5 4. C 2. D
1. A 5. A 3. B CHAPTER 15
2. D 6. C 4. D 1. D
3. C 7. B 5. A 2. B
4. B 8. D 6. C 3. C
5. D 9. A 7. B 4. B
6. C 10. B 8. D 5. A
7. C 9. A 6. D
8. C CHAPTER 8 10. C 7. B
9. C 1. D 8. A
2. B 9. C
Revision 4.01 FOR TRAINING PURPOSES ONLY APP-1

FlightSafety
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CHAPTER 16
1. A
2. D
3. C
4. B
CHAPTER 17
1. A
2. D
3. C
4. D
5. B
6. A
7. C
8. A
9. D
10. C
APP-2 FOR TRAINING PURPOSES ONLY Revision 3

APPENDIX A
This appendix contains the following conversion tables:
Table Page
A-1 Conversion Factors .................................................................................................. A-1
A-2 Fahrenheit and Celsius Temperature Conversion .................................................... A-2
A-3 Inches to Millimeters ............................................................................................... A-3
A-4 Weight (Mass): Ounces or Pounds to Kilograms..................................................... A-4
A-5 Weight (Mass): Thousand Pounds to Kilograms ..................................................... A-5
A-i
FlightSafety
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Table A-1. CONVERSION FACTORS
Multiply By To Obtain
centimeters 0.3937 inches
kilograms 2.2046 pounds
kilometers 0.621 statute miles
kilometers 0.539 nautical miles
liters 0.264 gallons
liters 1.05 quarts (liquid)
meters 39.37 inches
meters 3.281 feet
millibars 0.02953 in. Hg (32° F)
feet 0.3048 meters
gallons 3.7853 liters
inches 2.54 centimeters
in. Hg (32° F) 33.8639 millibars
nautical miles 1.151 statute miles
nautical miles 1.852 kilometers
pounds 0.4536 kilograms
quarts (liquid) 0.946 liters
statute miles 1.609 kilometers
statute miles 0.868 nautical miles
FOR TRAINING PURPOSES ONLY A-1

Table A-2. FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION
A-2
–459.4 to –220 –210 to 0 1 to 25 26 to 50 51 to 75 76 to 100 101 to 340 341 to 490 491 to 750
C. or C. or C. or C. or C. or C. or C. or C. or C. or
C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F.
–273 –459.4 –134 –210 –346 –17.2 1 33.8 –3.33 26 78.8 10.6 51 123.8 24.4 76 168.8 43 110 230 177 350 662 260 500 932
–268 –450 –129 –200 –328 –16.7 2 35.6 –2.78 27 80.6 11.1 52 125.6 25.0 77 170.6 49 120 248 182 360 680 266 510 950
–262 –440 –123 –190 –310 –16.1 3 37.4 –2.22 28 82.4 11.7 53 127.4 25.6 78 172.4 54 130 266 188 370 698 271 520 968
–257 –430 –118 –180 –292 –15.6 4 39.2 –1.67 29 84.2 12.2 54 129.2 26.1 79 174.2 60 140 284 193 380 716 277 530 986
–251 –420 –112 –170 –274 –15.0 5 41.0 –1.11 30 86.0 12.8 55 131.0 26.7 80 176.0 66 150 302 199 390 734 282 540 1004
–246 –410 –107 –160 –256 –14.4 6 42.8 –0.56 31 87.8 13.3 56 132.8 27.2 81 177.8 71 160 320 204 400 752 288 550 1022
–240 –400 –101 –150 –238 –13.9 7 44.6 0 32 89.6 13.9 57 134.6 27.8 82 179.6 77 170 338 210 410 770 293 560 1040
–234 –390 – 95.6 –140 –220 –13.3 8 46.4 0.56 33 91.4 14.4 58 136.4 28.3 83 181.4 82 180 356 216 420 788 299 570 1058
–229 –380 – 90.0 –130 –202 –12.8 9 48.2 1.11 34 93.2 15.0 59 138.2 28.9 84 183.2 88 190 374 221 430 806 304 580 1076
–223 –370 – 84.4 –120 –184 –12.2 10 50.0 1.67 35 95.0 15.6 60 140.0 29.4 85 185.0 93 200 392 227 440 824 310 590 1094
–218 –360 – 78.9 –110 –166 –11.7 11 51.8 2.22 36 96.8 16.1 61 141.8 30.0 86 186.8 99 210 410 232 450 842 316 600 1112
–212 –350 – 73.3 –100 –148 –11.1 12 53.6 2.78 37 98.6 16.7 62 143.6 30.6 87 188.6 100 212 413 238 460 860 321 610 1130
–207 –340 – 67.8 –90 –130 –10.6 13 55.4 3.33 38 100.4 17.2 63 145.4 31.1 88 190.4 104 220 428 243 470 878 327 620 1148
–201 –330 – 62.2 –80 –112 –10.0 14 57.2 3.89 39 102.2 17.8 64 147.2 31.7 89 192.2 110 230 446 249 480 896 332 630 1166
–196 –320 – 56.7 –70 –94 –9.44 15 59.0 4.44 40 104.0 18.3 65 149.0 32.2 90 194.0 116 240 464 254 490 914 338 640 1184
–190 –310 – 51.1 –60 –76 –8.89 16 60.8 5.00 41 105.8 18.9 66 150.8 32.8 91 195.8 121 250 482 343 650 1202
–184 –300 – 45.6 –50 –58 –8.33 17 62.6 5.56 42 107.6 19.4 67 152.6 33.3 92 197.6 127 260 500 349 660 1220
–179 –290 – 40.0 –40 –40 –7.78 18 64.4 6.11 43 109.4 20.0 68 154.4 33.9 93 199.4 132 270 518 354 670 1238
–173 –280 – 34.4 –30 –22 –7.22 19 66.2 6.67 44 111.2 20.6 69 156.2 34.4 94 201.2 138 280 536 360 680 1256
–169 –273 –459.4 – 28.9 –20 –4 –6.67 20 68.0 7.22 45 113.0 21.1 70 158.0 35.0 95 203.0 143 290 554 366 690 1274
–168 –270 –454 – 23.3 –10 14 –6.11 21 69.8 7.78 46 114.8 21.7 71 159.8 35.6 96 204.8 149 300 572 371 700 1292
–163 –260 –436 – 17.8 0 32 –5.56 22 71.6 8.33 47 116.6 22.2 72 161.6 36.1 97 206.6 154 310 590 377 710 1310
–157 –250 –418 –5.00 23 73.4 8.89 48 118.4 22.8 73 163.4 36.7 98 208.4 160 320 608 382 720 1328
–151 –240 –400 –4.44 24 75.2 9.44 49 120.2 23.3 74 165.2 37.2 99 210.2 166 330 626 388 730 1346
–146 –230 –382 –3.89 25 77.0 10.0 50 122.0 23.9 75 167.0 37.8 100 212.0 171 340 644 393 740 1364
–140 –220 –364 399 750 1382
751 to 1000 1001 to 1250 1251 to 1490 1491 to 1750 1751 to 2000 2001 to 2250 2251 to 2490 2491 to 2750 2751 to 3000
C. or C. or C. or C. or C. or C. or C. or C. or C. or
C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. F. F. F. C. F. F. C. F. F.
404 760 1400 543 1010 1850 682 1260 2300 816 1500 2732 960 1760 3200 1099 2010 3650 1238 2260 4100 1371 2500 4532 1516 2760 5000
410 770 1418 549 1020 1868 688 1270 2318 821 1510 2750 966 1770 3218 1104 2020 3668 1243 2270 4118 1377 2510 4550 1521 2770 5018
416 780 1436 554 1030 1886 693 1280 2336 827 1520 2768 971 1780 3236 1110 2030 3686 1249 2280 4136 1382 2520 4568 1527 2780 5036
421 790 1454 560 1040 1904 699 1290 2354 832 1530 2786 977 1790 3254 1116 2040 3704 1254 2290 4154 1388 2530 4586 1532 2790 5054
427 800 1472 566 1050 1922 704 1300 2372 838 1540 2804 982 1800 3272 1121 2050 3722 1260 2300 4172 1393 2540 4604 1538 2800 5072
432 810 1490 571 1060 1940 710 1310 2390 843 1550 2822 988 1810 3290 1127 2060 3740 1266 2310 4190 1399 2550 4622 1543 2810 5090
438 820 1508 577 1070 1958 716 1320 2408 849 1560 2840 993 1820 3308 1132 2070 3758 1271 2320 4208 1404 2560 4640 1549 2820 5184
443 830 1526 582 1080 1976 721 1330 2426 854 1570 2858 999 1830 3326 1138 2080 3776 1277 2330 4226 1410 2570 4658 1554 2830 5126
449 840 1544 588 1090 1994 727 1340 2444 860 1580 2876 1004 1840 3344 1143 2090 3794 1282 2340 4244 1416 2580 4676 1560 2840 5144

454 850 1562 593 1100 2012 732 1350 2462 866 1590 2894 1010 1850 3362 1149 2100 3812 1288 2350 4262 1421 2590 4694 1566 2850 5162
460 860 1580 599 1110 2030 738 1360 2480 871 1600 2912 1016 1860 3380 1154 2110 3830 1293 2360 4280 1427 2600 4712 1571 2860 5180
466 870 1598 604 1120 2048 743 1370 2498 877 1610 2930 1021 1870 3398 1160 2120 3848 1299 2370 4298 1432 2610 4730 1577 2870 5198
471 880 1616 610 1130 2066 749 1380 2516 882 1620 2948 1027 1880 3416 1166 2130 3866 1304 2380 4316 1438 2620 4748 1582 2880 5216
477 890 1634 616 1140 2084 754 1390 2534 888 1630 2966 1032 1890 3434 1171 2140 3884 1310 2390 4334 1443 2630 4766 1588 2890 5234
482 900 1652 621 1150 2102 760 1400 2552 893 1640 2984 1038 1900 3452 1177 2150 3902 1316 2400 4352 1449 2640 4784 1593 2900 5252
488 910 1670 627 1160 2120 766 1410 2570 899 1650 3002 1043 1910 3470 1182 2160 3920 1321 2410 4370 1454 2650 4802 1599 2910 5270
493 920 1688 632 1170 2138 771 1420 2588 904 1660 3020 1049 1920 3488 1188 2170 3938 1327 2420 4388 1460 2660 4820 1604 2920 5288
499 930 1706 638 1180 2156 777 1430 2606 910 1670 3038 1054 1930 3506 1193 2180 3956 1332 2430 4406 1466 2670 4838 1610 2930 5306
504 940 1724 643 1190 2174 782 1440 2624 916 1680 3056 1060 1940 3524 1199 2190 3974 1338 2440 4424 1471 2680 4856 1616 2940 5324
510 950 1742 649 1200 2192 788 1450 2642 921 1690 3074 1066 1950 3542 1204 2200 3992 1343 2450 4442 1477 2690 4874 1621 2950 5342
516 960 1760 654 1210 2210 793 1460 2660 927 1700 3092 1071 1960 3560 1210 2210 4010 1349 2460 4460 1482 2700 4892 1627 2960 5360
521 970 1778 660 1220 2228 799 1470 2678 932 1710 3110 1077 1970 3578 1216 2220 4028 1354 2470 4478 1488 2710 4910 1632 2970 5378
527 980 1796 666 1230 2246 804 1480 2696 938 1720 3128 1082 1980 3596 1221 2230 4046 1360 2480 4496 1493 2720 4928 1638 2980 5396
532 990 1814 671 1240 2264 810 1490 2714 943 1730 3146 1088 1990 3614 1227 2240 4064 1366 2490 4514 1499 2730 4946 1643 2990 5414
538 1000 1832 677 1250 2282 949 1740 3164 1093 2000 3632 1232 2250 4082 1504 2740 4964 1649 3000 5432
954 1750 3182 1510 2750 4982
NOTE: — The numbers in bold face type refer to the temperature either in C. F. C. F.
˚F = 9/5 (˚C) + 32 0.56 1 1.8 3.33 6 10.8
degrees Celsius or Fahrenheit which it is desired to convert into the other
scale. If converting from degrees Fahrenheit to degrees Celsius the INTERPOLATION 1.11 2 3.6 3.89 7 12.6
˚C = 5/9 (˚F – 32) FACTORS
international
equivalent temperature will be found in the left column, while if converting 1.67 3 5.4 4.44 8 14.4
from degrees Celsius to degrees Fahrenheit, the answer will be found in 2.22 4 7.2 5.00 9 16.2
the column on the right. 2.78 5 9.0 5.56 10 18.0
S 47283 (B)
FlightSafety
Table A-3. INCHES TO MILLIMETERS (0.0001 INCH TO 10 INCHES)
INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILLIMETERS
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0787 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244
0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1473 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILLIMETERS
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLIMETERS
0.0 0.254 0.508 0.762 1.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.588 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446
0.5 12.700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETERS
0. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86

1. 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46

FlightSafety
international
Table A-4. WEIGHT (MASS): OUNCES OR POUNDS TO KILOGRAMS

(1 oz = 0.028 349 52 kg) ( 1 lb = 0.453 592 4 kg)
0 1 2 3 4 5 6 7 8 9
kg kg kg kg kg kg kg kg kg kg
oz
0 - 0.028 0.057 0.085 0.113 0.142 0.170 0.198 0.227 0.255
10 0.283 0.312 0.340 0.369 0.397 0.425 0.454 0.482 0.510 0.539
lb
0 - 0.45 0.91 1.36 1.81 2.27 2.72 3.18 3.63 4.08
10 4.5 5.0 5.4 5.9 6.4 6.8 7.3 7.7 8.2 8.6
20 9.1 9.5 10.0 10.4 10.9 11.3 11.8 12.2 12.7 13.2
30 13.6 14.1 14.5 15.0 15.4 15.9 16.3 16.8 17.2 17.7
40 18.1 18.6 19.1 19.5 20.0 20.4 20.9 21.3 21.8 22.2
50 22.7 23.1 23.6 24.0 24.5 24.9 25.4 25.9 26.3 26.8
60 27.2 27.7 28.1 28.6 29.0 29.5 29.9 30.4 30.8 31.3
70 31.8 32.2 32.7 33.1 33.6 34.0 34.5 34.9 35.4 35.8
80 36.3 36.7 37.2 37.6 38.1 38.6 39.0 39.5 39.9 40.4
90 40.8 41.3 41.7 42.2 42.6 43.1 43.5 44.0 44.5 44.9
100 45 46 46 47 47 48 48 49 49 49
0 10 20 30 40 50 60 70 80 90
200 91 95 100 104 109 113 118 122 127 132

300 136 141 145 150 154 159 163 168 172 177
400 181 186 191 195 200 204 209 213 218 222
500 227 231 236 240 245 249 254 259 263 268
600 272 277 281 286 290 295 299 304 308 313
700 318 322 327 331 336 340 345 349 354 358
800 363 367 372 376 381 386 390 395 399 404
900 408 413 417 422 426 431 435 440 445 449
1000 454 458 463 467 472 476 481 485 490 494
A-4 FOR TRAINING PURPOSES ONLY

FlightSafety
international
Table A-5. WEIGHT (MASS): THOUSAND POUNDS TO KILOGRAMS

(l lb = 0.453 592 4 kg)
lb 0 100 200 300 400 500 600 700 800 900
(000)* kg kg kg kg kg kg kg kg kg kg
1 454 499 544 590 635 680 726 771 816 862
2 907 953 998 1043 1089 1134 1179 1225 1270 1315
3 1361 1406 1451 1497 1542 1588 1633 1678 1724 1769
4 1814 1860 1905 1950 1996 2041 2087 2132 2177 2223
5 2268 2313 2359 2404 2449 2495 2540 2585 2631 2676
6 2722 2767 2812 2858 2903 2948 2994 3039 3084 3130
7 3175 3221 3266 3311 3357 3402 3447 3493 3538 3583
8 3629 3674 3719 3765 3810 3856 3901 3946 3992 4037
9 4082 4128 4173 4218 4264 4309 4354 4400 4445 4491
10 4536 4581 4627 4672 4717 4763 4803 4853 4899 4944
11 4990 5035 5080 5126 5171 5216 5262 5307 5352 5398
12 5443 5488 5534 5579 5625 5670 5715 5761 5806 5851
13 5897 5942 5987 6033 6078 6123 6169 6214 6260 6305
14 6350 6396 6441 6486 6532 6577 6622 6668 6713 6759
15 6804 6849 6895 6940 6985 7031 7076 7121 7167 7212
16 7257 7303 7348 7394 7439 7484 7530 7575 7620 7666
17 7711 7756 7802 7847 7893 7938 7983 8029 8074 8119
18 8165 8210 8255 8301 8346 8391 8437 8482 8528 8573
19 8618 8664 8709 8754 8800 8845 8890 8936 8981 9026
20 9072 9117 9163 9208 9253 9299 9344 9389 9435 9480
*Multiply lb value by 1,000

FlightSafety
international
The Annunciator section presents a color rep-

resentation of all the annunciator lights in the
airplane.
Please unfold page ANN-5 to the right and leave

it open for ready reference as the annunciators
are cited in the text.
Revision 4.01 FOR TRAINING PURPOSES ONLY ANN-1

FLIGHT
NORM
25 25
20 BAT 20 BAT
GEN GEN
0 0
0 0
N 20 T5 200
V – 30 A B V _ 30
120
°C
1000
% 40
100 800 400
80 60 600 IRS 1 HRZN IRS 2 IRS 3
MASTER START STOP

APU
APU _
0
+ 100
200
_
0
+ 100
200
A– 300 BAT 1 BAT 2 A– 300
GEN 1 GEN 2 GEN 3
100 350 E BAT 2 100 350
TEST
OIL GEN
GEN 1 BAT 1 GEN 3 GEN 2 BAT 2 APU
APU DC SYSTEM
XTK PRV 2 PRV 3
NORMAL HP 1
BOOSTER BOOSTER
LEVEL X.BP LEVEL

EXT POWER
APU
CMPTR 1 CMPTR 2 CMPTR 3
AUTO AUTO
MAN MAN
OFF OFF ISOL
°C
IGN 1 IGN 2 IGN 3
AIR START XTK 2 * LP LP
GRD START BOOSTER

AUTO
NORM
OPEN ISOLATION
ST-BY
MOTOR-START STOP OFF CLOSED
PRESS TO START
X.BP LEVEL X.BP
AUTO NORM
ON HEAT
OFF ISOL
HOLD TO MOTOR
ENG 1 ENG 2 ENG 3 PASSENGER CREW BAG
ENGINES FUEL SYSTEM BLEED AIR

XFR
PILOT ST-BY COPILOT PILOT COPILOT SIDE

MAX
NORM
OFF
PITOT ANTI-ICE WINDSHIELD
PILOT LDG FASTEN EMERG COPILOT

BELTS LIGHTS
NAV ANTICOL LANDING TAXI WING
DOME FAST
FAST NAV ALL ARMED CABIN
SLOW SLOW
NAV-LOGO RED ON ENTRANCE
OFF OFF
OFF OFF OFF OFF
WIPER EXTERIOR LIGHTS INTERIOR LIGHTS WIPER
* *ON AIRCRAFT WITHOUT TRANSFER VALVE XTK2, THE OVERHEAD PANEL DOES NOT FEATURE THE BLOCK DIAGRAM AND XTK2 SWITCH.
ANN-2 FOR TRAINING PURPOSES ONLY Revision 4.01

BRIGHT TEST PWR AIR

ENG 2 FAIL FUEL FUEL FUEL
LIGHTS FIRE INC DISCH SHUT DISCH SHUT DISCH SHUT BRAKE FLAPS
UP
DIM 1 1 1 0
0 0 0 FIRE APU 7
CMPTR 1 CMPTR 2 CMPTR 3 L AOA R. AOA 20°c SAT 25°c TAT 175KTAS BRT
TRANS TRANS TRANS 20
RESET SLATS DN40
ST BY L AFCS FAIL
OIL 1 OIL 2 OIL 3 L. PITOT R. PITOT FAULT FAULT FAULT
PITOT R AFCS MASTER MOVING
L AFCS R AFCS
GEN 1 GEN 2 GEN 3 AOA
PROBE
L. WHL
OVHT
R. WHL
OVHT AP ENGAGED LH RH
BAG COMP LANDING GEAR
HOT AUTO FLAP AVIONICS AVIONICS
BAT 1 BUS TIED BAT 2 BAT SLATS ASYM TEST
FUEL 1 FUEL 2 FUEL 3 XTK 2 * XTK 2 * BAG OFF OFF LH NOSE RH

OPEN CLOSED ACCESS
LO LO LO AIL AIL PITCH MASTER MASTER 20°c SAT 25°c TAT 175KTAS BRT
FUEL 1 FUEL 2 FUEL 3 ZERO FEEL FEEL RESET G
L AFCS FAIL E
REV AP MISTRIM MACH A
UNLOCK FUELING TRIM R AFCS MASTER R
L AFCS R AFCS
BLEED ECU COND'G NOSE BLEED BAG ISOL AP ENGAGED U
N
OVHT OVHT OVHT CONE OVHT APU L
O
C
#2 P BK CABIN REAR T/O K
DOORS CONFIG
AFT
CAB LAV P
* ON AIRCRAFT WITHOUT ELECTRONIC TRANSFER VALVE XTK2, THESE LIGHTS ARE NOT FEATURED. SMK SMK U
S
H
P
U
L
400 600 400 600 400 600 L
200 800 200 800 200 800
ITT ITT ITT
°C °C °C
0 0 0
PASS ON
GALLEY
ON OFF
CABIN
BRT CALL SELCAL
IAS TGT GCR RCT
IRS SG
M
ECU FWD VHF 1
A/I DEPLOYED +15 SPARE
TEST WX 50 100 AFT VHF 2
OFF STBY GMAP 25 200
XFR COMPOS OFF 10 300 0
HSI ADI
TRANSIT
PRESET _15
HORN SIL GAIN MODE RANGE TILT LAV HF 1
ATNDT HF 2
BRT
E BAT ATC 1 IAS VHF 3
PUMP 1 PUMP 2 TONE IRS SG
M SPARE
TGT GCR RCT
TEST
L R RESET ATC 2
OFF
PUMP 3 ST/BY
TEST WX 50 100 +15 PUMP XFR COMPOS
STBY GMAP 25 200 E BAT 1 E BAT 2 HSI ADI
OFF 10 300 0 ASKID HYDR HYDR AUTO
PRESET _15 ON OFF ON OFF
GAIN MODE RANGE TILT #1 ON 1/1 4 1/1 4 ON OFF OFF LESS 50°F
#2 OFF 3 3 AUTO AUTO WARM 180 180 HOT
1/2 2 1/2 2 OFF 160 160 ON
#1 OFF MAN MAN
1 1 ST-BY 140 140 COND
BATT
BRAKE 0 0 0 0 PUMP 120
F
120
F
OFF
QTY PSI X 1000 QTY PSI X 1000 TEST
1 2
BAT. TEMP.
Revision 4.01 FOR TRAINING PURPOSES ONLY ANN-3

FALCON
900 A-B
NORMAL PROCEDURES
Revision 4
PILOT CHECKLIST
Copyright © 2001, FlightSafety International, Inc. Unauthorized

reproduction or distribution is prohibited. All rights reserved.
INSERT LATEST REVISED PAGE. DESTROY SUPERSEDED PAGES.
Original and changed pages are:
Original ....................................0 Incorporates AFM Revision 1-19.

Revision ...................................1
Revision ...................................2 Incorporates AFM Revision 1-19.
Revision ..................................3
Revision ..................................4
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 78,

CONSISTING OF THE FOLLOWING:

No. No. No. No.
Title ............................................4 L-1 – L-4.....................................3
ii..................................................4 P-1AR – P-22AR........................3
N-i...............................................3 P-1BR – P-24BR........................3
N-ii..............................................4
N-1 – N-24 .................................4
These are suggested training procedures only

and in no way supersede current procedures
outlined in the FAA-approved Flight Manual
and any revisions thereto. In the case of
conflict, the Flight Manual takes precedence.
Checklist procedures represented for USA

registered aircraft only. For non-USA
r e g i s tered aircraft, consult AFM for alternate
procedures.
ii Revision 4
NORMAL PROCEDURES
PREFLIGHT — EXTERIOR INSPECTION ............................................N-1

PREFLIGHT — INTERIOR INSPECTION .............................................N-7
BEFORE START (POWER OFF)...........................................................N-8
BEFORE START (POWER ON) ..........................................................N-13
AFTER APU START OR ENGINE 2 START OR IF
A GROUND POWER UNIT IS USED ..............................................N-14
STARTING ENGINES ..........................................................................N-15
START ..................................................................................................N-16
BEFORE TAXI ......................................................................................N-17
TAXI......................................................................................................N-19
BEFORE TAKEOFF .............................................................................N-19
AFTER TAKEOFF ................................................................................N-20
CRUISE ................................................................................................N-21
DESCENT.............................................................................................N-21
APPROACH..........................................................................................N-22
BEFORE LANDING ..............................................................................N-22
AFTER LANDING .................................................................................N-23
PARKING..............................................................................................N-24
Revision 4 N-i
FALCON 900 A-B NORMAL PROCEDURES CHECKLIST
INTRODUCTION
The operating procedures of this section have been developed with specific
regard for the design features and operating characteristics of the MYSTERE-
FALCON 900 airplane.
They have been approved by the DGAC for guidance in identifying acceptable
procedures for safe operation.
Observance of these procedures is not mandatory and DGAC approval of
such procedures is not intended to prohibit or discourage development and
use of improved or equivalent alternate procedures based on operational
experience with the airplane. When alternate procedures are used, full
responsibility for compliance with applicable airworthiness safety standards
rests with the operator.
When an electronic system is used to display all procedures of this Manual
or adapted procedures, the operator remains responsible for the content,
for use and updating of this system.
The checks preceded by (*) are to be performed once a day.
PREFLIGHT — EXTERIOR INSPECTION

The exterior inspection is presented as a checklist and should be performed
just before entering the aircraft for the flight.
If flight is delayed, exterior inspection will have to be made again.
DIRECTION FOR EXTERIOR PRE-FLIGHT CHECK

N-ii Revision 4
FlightSafety
international
PREFLIGHT — EXTERIOR INSPECTION
Forward Fuselage
1. Normal Static Ports: (Two) Cover/Condition...REMOVED/CHECKED
2. Pilot Pitot Probe: (One) Cover/Condition.......REMOVED/CHECKED
3. Stand-By Pitot Probe: (One) Cover/Condition...REMOVED/CHECKED
4. Left Angle-Of-Attack Sensor:
(One) Cover/Condition ...................................REMOVED/CHECKED
5. Left Stand-By Static Port: (One) Cover/Condition...REMOVED/CHECKED
6. Cockpit Windows..................................................CHECKED/CLEAN
7. Windshield Wipers ..............................................................STOWED
8. Nose Landing Gear:
• No Hydraulic Leaks, Tire Condition ............................CHECKED
• Shock Absorber Height ...............................................CHECKED
• Torsion Link Pin ........................................................INSTALLED
• Antiskid Tachometer Connector.............................CONNECTED
• Grounding Wire ......................................................CONNECTED
• Chock ...................................................................AS REQUIRED
9. Taxi Light: Condition .........................................................CHECKED
10. Nose Wheel Well ..............................................................CHECKED
• Maint. Access door ........................................................CLOSED
• Nose Cone Drain ...........................................................CLOSED
• Wheel Well Doors ......................................SECURITY/DAMAGE
11. Nose Cone Closed and Latched: (Five)............................CHECKED
12. Temperature Probe: Cover/Condition............REMOVED/CHECKED
13. Angle-Of-Attack Probe:
(Option)Cover/Condition ................................REMOVED/CHECKED
14. Angle-Of-Attack Sensor:
Cover/Condition .............................................REMOVED/CHECKED
Continued On Next Page.

Revision 4 N-1
PREFLIGHT — EXTERIOR INSPECTION (Cont)
15. Co-Pilot Pitot Probe: (One) Cover/Condition ...REMOVED/CHECKED

16. Normal Static Ports: (Two) Cover/Condition...REMOVED/CHECKED
17. Right Stand-By Static Port
(One) Cover/Condition ...................................REMOVED/CHECKED
18. Front Toilet Service Door: (If Installed) .............LOCKED/CHECKED
19. Belly Anticollision Light .....................................................CHECKED
20. Antennas ...........................................................................CHECKED
21. Water Drain Mast (If Installed) ..........................................CHECKED
22. Ice Detection Light ............................................................CHECKED
23. Landing Light.....................................................................CHECKED
24. Parking Brake Accumulator Pressure:
(At Least 1,000 PSI)..........................................................CHECKED
25. Fuel Vent Valve: No leaks ................................................CHECKED
26. Fuselage Fuel Sump Drain ...............................................CHECKED
27. Emergency Exit .................................................................CHECKED
28. Overwing Emergency Light...............................................CHECKED
Right Wing
29. Right Engine Air Inlet .......................COVER REMOVED/CHECKED
30. Center Engine Air Inlet.....................COVER REMOVED/CHECKED
31. Ground Emergency Light ..................................................CHECKED
32. Leading Edge Condition....................................................CHECKED
33. Gravity Filler Cap ..............................................................CHECKED
34. Wing Check For Fuel Leaks .............................................CHECKED
35. Wing Fuel Sump Drain .....................................CHECK FOR LEAKS
36. Navigation/Strobe Lights – Wing Tip Firing.................UNDAMAGED
37. Static Dischargers: (Four) .................................................CHECKED
38. Aileron/Flaps/Airbrakes .....................................................CHECKED
N-2 Revision 4
FlightSafety
international
39. Right Landing Gear:

• Shock Absorber Height .................................................NORMAL
• Brake Wear Indicators.................................................CHECKED
• Fairing Door...........................................CONDITION/SECURITY
Rear Fuselage – Rear Cone-Tail Surfaces

1. Nacelle, Ventilation-Drains................................................CHECKED
2. Right Engine Tail Pipe ......................................................CHECKED
3. Engine Pylon Static Discharger ........................................CHECKED
4. Pressure Fueling Access Door ............................................CLOSED
5. Pressure Fueling Control Door ............................................CLOSED
6. Antennas ...........................................................................CHECKED
7. Heat Exchanger Air Inlet and Outlet .................................CHECKED
8. Lavatory Service Panel and
Drain Access Doors ..........................................CLOSED/CHECKED
9. External Power Connector Access Door .............................CLOSED
10. Hydraulic Coupling No. 2 Access Door ...............................CLOSED
Rear Compartment
• Rear Compartment Door ....................................................OPEN
• Batteries ..............................................CONNECTED/CHECKED
• Main Electrical Box
(Circuit Breakers In, Switches Guarded).....................CHECKED
• No. 2 Hyd Accumulator Pressures
(Pressure Holding No. 2 – 1,700 PSI,
Accumulator No. 2 – 1,500 PSI,
Thrust Reverser Accumulator – 1,500 PSI) ......................CHECKED
• Fuel Tank Pressure (Approximately 3.0 PSI)..............CHECKED
• Fuel Tank Pressurization Drain...................................CHECKED
• RH Ground Test Panel Access Doors.........CLOSED/CHECKED
• Engine Oil, Fuel Filters Clogging Indicators (White) .....CHECKED

Revision 4 N-3
• Engine Oil Level ..........................................................CHECKED

• Fire Extinguisher Pressure(s)......................................CHECKED
• No. 1 Hyd Accumulator Pressures
(Pressure Holding No. 1 – 1,700 PSI,
Accumulator No. 1 – 1,500 PSI) .................................CHECKED
• LH Ground Test Panel Access Doors .........CLOSED/CHECKED
• S-Duct Access Door .....................................CLOSED/LATCHED
• No. 2 Hyd Bay
Stand-By Pump Motor ..........................................CHECKED
Stand-By Pump Selector Handle Set To
“In Flight and Saftied” ...........................................CHECKED
Hyd 2 Filter Plugs (4) ...........................................CHECKED
Hyd 2 Bay Access Door .......................CLOSED/CHECKED
Hyd 2 Reservoir Level ..........................................CHECKED
Hyd 2 Air Trap..........................CHECK FOR AIR BUBBLES
• No. 1 Hyd Bay
Hyd 1 Air Trap..........................CHECK FOR AIR BUBBLES
Hyd 1 Reservoir Level ..........................................CHECKED
Hyd 1 Filter Plugs (5) ...........................................CHECKED
Hyd 1 Bay Access Door ........................CLOSED/LATCHED
• Center Engine Computer ............................................CHECKED
• Maintenance Test Panel .............................................CHECKED
• Items On Board ........................................SECURED/CHECKED
• Ladder (Optional)......................................SECURED/CHECKED
• Rear Compartment Door .............................CLOSED/CHECKED
11. APU Air Inlet and Exhaust Gas Outlet..............................CHECKED
12. Rear Compartment/Generator 2 Ventilation Outlets.........CHECKED
N-4 Revision 4
FlightSafety
international
13. Right Tailplane:

• Leading Edge and Elevator Condition ........................CHECKED
• Static Dischargers (Three) ...........................................IN PLACE
14. Vertical Stabilizer:
• Leading Edge and Rudder Condition ..........................CHECKED
• White Navigation Light ................................................CHECKED
• Static Dischargers (Two) ..............................................IN PLACE
• Antennas .....................................................................CHECKED
15. Center Engine Tail Pipe ....................................................CHECKED
• Center Engine Static Discharger (1) ............................IN PLACE
16. Thrust Reverser Stowed Position .....................................CHECKED
• Center Engine Latches (3) .............................CLOSED/LOCKED
17. Left Tailplane:
• Leading Edge and Elevator Condition ........................CHECKED
• Static Dischargers (Three) ...........................................IN PLACE
18. Left Engine Tail Pipe: Cover/Condition..........REMOVED/CHECKED
19. Left Engine Pylon Static Discharger
and Nacelle Latches (3) ....................................................CHECKED
20. APU Generator Ventilation: Inlet/Outlet ............................CHECKED
21. APU Ventilation .................................................................CHECKED
22. Hydraulic No. 1 Coupling Access Door ...............................CLOSED
23. Baggage Compartment Door...............................................CLOSED
• Door Control Access Panel............................................CLOSED
• Latch Positions (4) ......................................................CHECKED
24. Water Tank Filling Panel......................................................CLOSED
25. Nacelle Ventilation and Drains..........................................CHECKED
26. Fuel Tank Pressurization Drains....................CHECKED/NO LEAKS
27. Water Drain Mast ..............................................................CHECKED
28. Water System Filling and
Control Panel Access Door ...............................CLOSED/CHECKED
Revision 4 N-5
Left Wing
1. Left Landing Gear:
• Shock Absorber Height .................................................NORMAL
• Brake Wear Indicators.................................................CHECKED
2. Flaps/Airbrakes/Aileron .....................................................CHECKED
3. Static Dischargers (Four) ...................................................IN PLACE
4. Navigation/Strobe Lights – Wing Tip Fairing...............UNDAMAGED
5. Wing Check for Fuel Leaks...............................................CHECKED
6. Wing Fuel Sump/Drain ................................CHECKED FOR LEAKS
7. Gravity Filler Cap ..............................................................CHECKED
• Gravity Fueling Bonding ..............................................CHECKED
8. Leading Edge Condition....................................................CHECKED
9. Left Engine Air Inlet .........................COVER REMOVED/CHECKED
• Pylon Heat Exchanger Air Inlet ...................................CHECKED
Left Forward Fuselage

1. Fuel Vent Valve: No Leaks ...............................................CHECKED
2. Ice Detection Light ............................................................CHECKED
3. Left Landing Light .............................................................CHECKED
4. Cabin Access Door ...........................................................CHECKED
5. Oxygen System Filling and Vent.......................................CHECKED
N-6 Revision 4
PREFLIGHT — INTERIOR INSPECTION
1. Oxygen: Pressure/Valve ........................................CHECKED/OPEN

2. First Aid Kit........................................................................CHECKED
3. Axe ....................................................................................CHECKED
4. Cabin/Cockpit Fire Extinguishers .................INSTALLED/CHECKED
5. Emergency Exit Safety Device (If Installed) .....................REMOVED
6. Documents and Keys ......................................................ON BOARD
7. Survival Equipment .............................................................STOWED
8. Smoke Hood(s) .................................................................CHECKED
9. Smoke Goggles (Two) ......................................................CHECKED
10. Circuit Breakers ................................................................ENGAGED
11. Park Brake Handle............................................SET/FIRST DETENT
12. Headsets and Mikes .........................................................CHECKED
13. Flashlights .........................................................................CHECKED
14. Charts/Plates.....................................................................CHECKED
Revision 4 N-7
NORMAL PROCEDURES
NOTE
Items marked with an asterisk (*) are to be accomplished
on the first flight of the day only with the same crew.
BEFORE START (POWER OFF)
Cockpit Check
1. Park Brake................................................INTERMEDIATE DETENT
Overhead Panels
1. Circuit Breakers...............................................................................IN
2. LH AV Master and RH AV Master ........................................OFF (IN)
3. FMS Master (LH and RH).....................................................OFF (IN)
4. Bus-Tied Switch ....................................................FLIGHT NORMAL
5. APU Generator Switch .................................................DEPRESSED
6. BAT 1-BAT 2 Switches................................................................OFF
7. GEN 1-GEN 2-GEN 3 Switches....................................................ON
*8. IRS 1-IRS 2-IRS 3 Battery Voltages .................................CHECKED
*9. E. BAT Battery Voltage .....................................................CHECKED
10. APU Master Switch ..........................................................OFF (OUT)
11. DC Power Selector..............................................................NORMAL
12. CMPTR 1-2-3 Switches ............................................................AUTO
13. Start Selector Switches (3) ............................................GRD START
14. XTK Switch ........................................................................NEUTRAL
15. Booster Pump Switches (3).........................................................OFF
16. X-BP Crossfeed Valve Switches (3) ....................................CLOSED
17. XTK 2 Switch (If Installed) ........................................................AUTO
18. HP and PRV Bleed Switches (3) ..............................................AUTO
N-8 Revision 4
19. APU Bleed Switch .......................................................................OFF

20. Isolation Valve Knob....................................................HORIZONTAL
21. Crew and Passenger Valve Switches (2) .................................AUTO
22. BAG Switch..............................................................................NORM
23. Windshield Switches (3) ..............................................................OFF
24. Anti-lce Switches (4)....................................................................OFF
25. Pitot Heating Switches (3) ...........................................................OFF
26. Wiper Switches (2) ......................................................................OFF
27. Exterior and Interior Lights (7).....................................................OFF
28. Instrument and Panel Lighting Rheostats (6) ................FULLY CCW
Left Console
1. Data Loader......................................................................OFF (OUT)
2. Oxygen Mask ....................................................................CHECKED
3. IRS 1 (and Optional IRS 3) .........................................................OFF
4. Audio Control Panel.....................................................................SET
• SPK, ST Audio VHF 1 and VHF 2..........................DEPRESSED
• Microphone VHF AND C’PIT ..................................DEPRESSED
• All Other Push Buttons ..............................................RELEASED
• VOR-DME Potentiometer...........................................FULL HIGH
Pilot Instrument Panels

1. Clock .................................................................................CHECKED
2. EFIS Dim Control (2)...................................................FULL BRIGHT
2. Standby Horizon ....................................................................CAGED
Center Instrument Panel

1. Radar (2) .....................................................................................OFF
2. Fuel Shutoff Switches (3) .................................................GUARDED
3. Fire Extinguisher Switches (5) ...............................ZERO/SAFETIED
Revision 4 N-9
BEFORE START (POWER OFF) (Cont)

4. Normal L/G Control ...............................................DOWN/LATCHED
5. Gear Pull Handle.............................................................PUSHED IN
6. Brake Selector Switch ..................................................#1/ASKID ON
7. ST-BY Pump Switch....................................................................OFF
8. Temperature Controllers (2) Selector and Knob...AUTO/12 O’CLOCK
9. THRUST REVERSER Switch ..........................NORMAL/GUARDED
Co-Pilot Instrument Panel

1. Automatic Cabin Pressure Controlle ..............................PROG or FL
2. DN/UP Knob......................................................................FULLY DN
3. Auto/Manual Selector Switch....................................................AUTO
4. NORM/EMERG Selector Switch..............................................NORM
5. DUMP Switch ...........................................................OFF/GUARDED
6. Clock .................................................................................CHECKED
7. ELT Switch.............................................................AUTO/GUARDED
8. GPWS Flaps O’RIDE Switch ............................................GUARDED
Right Console
1. Passenger Oxygen Valve Selector .....................................NORMAL
2. Oxygen Pressure ......................................................APPROPRIATE
3. VHF 3 (If Installed) ...........................................NORMAL/GUARDED
4. Audio Control Panel.....................................................................SET
• SPK, ST Audio VHF 1 and VHF 2 ..........................DEPRESSED
• Microphone VHF and C’PIT....................................DEPRESSED
• All Other Push Buttons ..............................................RELEASED
• VOR-DME Potentiometer...........................................FULL HIGH
5. Autoload Shed Switch (If Installed) ..................NORMAL/GUARDED
N-10 Revision 4
6. IRS 2............................................................................................OFF
7. Oxygen Mask ....................................................................CHECKED
8. Cond Lever (If Installed)......................................................NORMAL
9. Nose Lever (If Installed) ......................................................NORMAL
Pedestal
1. Power Levers (3) ................................................................CUT-OFF
2. Radios (VHF 1)............................................................................OFF
3. Airbrake Handle ........................................................................ZERO
4. Normal Tailplane Circuit Breaker......................................ENGAGED
5. Flap-Slat Handle .....................................................................CLEAN
6. Emergency Slats Switch...................................................GUARDED
7. MMO Switch (If Installed) .................................................GUARDED
8. Landing Gear Emergency Extension Handles (3) ............CHECKED
Revision 4 N-11
PILOT NOTES
N-12 Revision 4
BEFORE START (POWER ON)
BEFORE STARTING
1. Battery Switches (2) ...................................................ON/CHECKED
• BAT 1 BAT 2 ......................................................OUT
ENGINES
2. Battery Voltages................................................................CHECKED
*3. HRZN Battery Voltages.....................................................CHECKED
4. Bus-Tie Switch............................................................................TIED
5. Park Brake/No. 2 Park Brake Light .......................SET/ON STEADY
6. Fire Detection .......................................................................TESTED
7. COND BATT Pushbutton Light (SB-125)..........................CHECKED
8 Navigation Lights .......................................................AS REQUIRED
ENG 2 T/O
9. FAIL CONFIG Lights and Wording “No Take Off” .....TESTED
A. APU Start
1. Booster 2..................................................................................ST-BY
• FUEL 2 Light ...................................................................OUT
2. APU Master ..................................................................DEPRESSED
3. APU Start Switch (One Second) ..................................DEPRESSED
4. APU N1-T5 Indicators–APU Generator Volts/Amps .........CHECKED
CAUTION
Discontinue start (STOP PUSHBUTTON) if ITT does not
rise within 10 seconds. Wait 5 minutes prior to attempting
a second start.
5. APU Bleed Air Switch ................................................AS REQUIRED

6. COND BATT Switch (SB-125) ...................................AS REQUIRED
B. Ground Power Unit Connection:

1. DC Power Selector .......................................................EXT POWER
• BAT 1 BAT 2 Lights ................................................ON
Revision 4 N-13
AFTER APU START OR ENGINE 2 START OR IF

A GROUND POWER UNIT IS USED
BEFORE STARTING
1. LH AV Master, RH AV Master.......................................................ON
ENGINES
AV
• MASTER Lights (LH and RH)...........................................OUT
2. FMS Master (LH and RH) .............................................................ON
FMS
• MASTER Lights (LH and RH)...........................................OUT
3. Maintenance Test Panel ......................................CHECKED/RESET
4 Voice Recorder.....................................................................TESTED
5. IRS (3)/FMS (2) VLF Omega.......................................NAV/INITIATE
• POS Sensors...............................................................CHECKED
• Data Base Validity .......................................................CHECKED
6. Clocks .......................................................................CHECKED/SET
7. Fasten Belt/No Smoking Lights.....................................................ON
8. Emergency Lights............................................................ON/ARMED
9. Exterior/Interior Lights................................................AS REQUIRED
10. Standby Horizon ...............................................................UNCAGED
11. Master Warning Panel..........................................................TESTED
12. Landing Gear Panel .............................................................TESTED
13. Fuel Quantity Indicators ....................................................CHECKED
14. Fuel/Gross Weight Counters .......................................ZEROED/SET
15. Takeoff Data/Bugs .................................................COMPUTED/SET
16. Cabin Pressure Controller ....................................PROG OR FL/SET
17. ST-BY Pump Light ......................................................................OUT
18. HYDR Quantity No. 1 and No. 2 .......................................IN GREEN
*19. Stabilizer Trim (Normal and Emergency).....CHECKED/SET FOR T.O.
*20. ST-BY Pump Switch/HYDR Press #2.............AUTO/1500–2150 PSI
*21. Emergency Aileron Trim ...........................................CHECKED/SET
22. Rudder/Aileron Trim .................................CHECKED/SET FOR T.O.
N-14 Revision 4
23. No. 2 Stall Test Pushbutton .........................................DEPRESSED

24. Standby Pump Switch .................................................................OFF
25. Cabin Pressure Controller ............................................TESTED/SET
• Cabin Aural Warning ...................................................CHECKED
26. Battery Temperature Indicator..............................................TESTED
27. ADC 1 Then ADC 2 Pushbuttons.........................................TESTED
• VMO/MMO Aural Warnings.........................................CHECKED
28. EFIS Annunciators/GPWS....................................................TESTED
29. Altimeters and ASEL ...................................................................SET
30. Radios Altimeter .................................................TEST AND DH SET
31. Radios/E. BAT 2............................................................................ON
32. VHF 1 ............................................................................................ON
REAR
33. CABIN and Lights.............................................OUT
DOORS
34. Seats and Rudder Pedals................................ADJUSTED/LOCKED
STARTING ENGINES
Starting Problems
Discontinue a start whenever any one of the following condition occurs:
• The ITT does not rise within 10 seconds after moving the
power lever to idle.
• Oil pressure does not rise within 10 seconds after light off.
• N1 remains close to zero when N2 is 20%.
• The ITT rises rapidly and approaches the 952 degrees (5 AR) or
978 degrees (5BR) limit.
• N2 speed is not rising rapidly and smoothly after light-off.
1. Power Lever........................................................................CUT-OFF
2. Start Selector Switch .....................................MOTOR-START STOP

Revision 4 N-15
STARTING ENGINES (Cont)

Perform a dry motoring whenever fuel is suspected to have accumulated
in the tailpipe:
1. Power Lever........................................................................CUT-OFF
3. Start Button ...............................HOLD DEPRESSED 15 SECONDS
If the IGN light remains on although N2 speed is greater than

50% and all idle parameters are within limits:
If Ignition Light
Goes Out... Remains On...
2. Start Selector Switch ....GRD START 2. Associated Gen Switch ......OFF

3. Associated Igniter
Circuit Breaker ............PULLED
START
Engine 2 Start
1. Anticollision Lights Switch...........................................................RED
2. Booster Switch .........................................................................ST-BY
• FUEL 2 Light Checked...................................................OUT
3. DC Power Selector Switch for:
• Battery Start or APU Assist Start ..................................NORMAL
• GPU Start ................................................................EXT POWER
4. Start Button .......................DEPRESSED LESS THAN 2 SECONDS
At 12 to 15% N2 and indication of N1 rotation.
N-16 Revision 4
5. Power Lever................................................................................IDLE
• IGN 2 Light ..................................................................ON
6. ITT, N1, Fuel Flow and Oil Pressure..........................................RISE
When N2 Reaches 50%, IGN 2 Light .......................................OUT
With N2 Stabilized:
• PUMP 2 Light................................................................OUT
• Hydraulic Pressure #2...........................................GREEN BAND
• OIL 2 Light ......................................................................OUT
• GEN 2 Light
If Normal Start ......................................................................OUT
If EXT Power Start ..................................................................ON
7. Idle Speed Parameters .....................................................CHECKED
8. Power Selector Switch ........................................................NORMAL
9. Ground Power Unit (As Applicable) .................................REMOVED
• GEN 2 Light ..................................................................OUT
Complete page N-14 and N-15 items 1 thru 34.
Engine 3 and 1 Start

1. Booster Switch (3 or 1) .................................................................ON
• FUEL Light ...................................................................OUT
2. GEN 2 Ammeter .......................................................300 AMPS MAX
Use same starting procedure as used for Engine 2.
1. Engine Anti-Ice...........................................................AS REQUIRED
BEFORE TAXI
1. Circuit Breakers.................................................................CHECKED
2. Bus-Tied Switch .........................................................FLlGHT NORM
3. Battery Amps/Temperature ...............................................CHECKED
4. Generators Volts/Amps .....................................................CHECKED

Revision 4 N-17
BEFORE TAXI (Cont)
5. Booster 2 Switch......................................................................NORM
• FUEL 2 Light Checked ....................................................OUT
*6. Isolation Valve Knob............................................ISOLATION/NORM
• ISOL Light ..............................................................ON/OFF
7. Compass Headings (5) .....................................................CHECKED
8. Windshield: Pilot and Co-pilot .............................................NORMAL
9. Windshield Side.............................................................................ON
10. Warning Panel Lights (7 or 8) ...........................................CHECKED
11. Hydraulic System 1 and 2 Pressure and Quantity ............IN GREEN
12. Standby Pump Switch ..............................................................AUTO
13. Anti-Skid System ..................................................................TESTED
*14. Airbrakes ........................................................................POSITION 2
*15. No. 1 Stall System................................................................TESTED
*16. Airbrakes ..............................................................ZERO/LIGHT OUT
17. Flaps–Slats........................................................SET FOR TAKEOFF
18. No. 1 and No. 2 Stall Systems .............................................TESTED
19. Mach Trim .....................................................................................ON
20. Yaw Damper .........................................................................ON/OFF
21. AP Transfer by (LH FCS and RH FCS
Push Buttons on ID-802)...................................................CHECKED
22. COMM/NAV/RADAR/IRS ............................................................SET
23. Flight Recorder..................................................................CHECKED
24. EFIS/MFD Displays .....................................................................SET
25. All Flags ......................................................................OUT OF VIEW
26. Cond Batt Switch (SB-125) .....................................OFF/LIGHT OUT
N-18 Revision 4
TAXI
1. Taxi Light.......................................................................................ON
2. Parking Brake Handle..........................................FULLY FORWARD
3. No. 1 and No. 2 Brakes ....................................................CHECKED
4. Brake Selector..............................................................#1/ASKID ON
5. Thrust Reverser................................................CHECKED/STOWED
6. Engine Computers .................................................CHECKED/AUTO
7. Pilot Window ........................................................CLOSED/LOCKED
8. APU STOP Button ...............................................................PUSHED
9. APU Master (N1 Zero) ......................................................OFF (OUT)
10. APU Bleed ...................................................................................OFF
*11. Engine Anti-Ice/Wing (or Wing-BRK) Anti-ice...................CHECKED
(5 SECONDS MAX FOR WING)
12. Engine Anti-lce ................................AS REQUIRED FOR TAKEOFF
13. Flight Controls ...................................................................CHECKED
14. Takeoff Briefing...............................................................COMPLETE
BEFORE TAKEOFF
1. Radar (2)/Transponder..................................................................ON
2. Parking Brake Handle .....................................................................IN
3. Flaps–Airbrake–Trims–Speeds (FATS) ....................CHECKED/SET
4. Anticollision Lights........................................................................ALL
5. Landing Lights ...............................................................................ON
6. Start Selector Switches (3) (If Necessary)........................AIRSTART
7. Pitot Heat Switches (3)..................................................................ON
8. All Warning Lights .......................................................................OUT
9. Headings and Bugs...........................................................CHECKED
Revision 4 N-19
AFTER TAKEOFF
1. Landing Gear .................................................................................UP

2. Wing Anti-Ice Switch..................................................AS REQUIRED
3. Flaps–Slats ..................................CLEAN/HYDRAULICS CHECKED
4. Start Selector Switches (3) ....................................GROUND START
5. Climb Power ................................................................................SET
6. Taxi Light.....................................................................................OUT
7. Fasten Belt/No Smoking Switches.............................AS REQUIRED
8. Cabin Pressure and Temperature.....................................CHECKED
9. Entrance Curtain ........................................................AS REQUIRED
After 10,000 Feet

1. Landing Lights .............................................................................OFF
After 18,000 Feet or Transition Level

1. Altimeters..........................................................................29.92/1013
2. Oxygen.......................................................................AS REQUIRED
3. Station Check:
a. Circuit Breakers...........................................................CHECKED
b. Electrical Panel............................................................CHECKED
c. Engine Instruments .....................................................CHECKED
d. Hydraulic Panel ...........................................................CHECKED
e. Fuel Panel and Quantities...........................................CHECKED
f. Pressurization and Temperature’s ..............................CHECKED
N-20 Revision 4
CRUISE
1. Fuel Management......................................................AS REQUIRED

2. Station Check ...........................................................PERIODICALLY
DESCENT
1. Cabin Pressure Controls .............................................................SET

2. Fasten Belt ....................................................................................ON
3. Anti-lce Systems ........................................................AS REQUIRED
4. Altimeters ....................................................SET/CROSS-CHECKED
5. Landing Computations/Bugs...................................COMPLETE/SET
WT/1,000 LB 24 26 28 30 32 34 36 38 40 42 44
VREF 100 104 108 112 115 119 122 126 129 132 135
HOLDING 172 179 187 193 201 207 212 219 223 228 234
VREF Correction for Configuration (New Bug)
Clean Wing +30 KT Outboard Slats Only +25 KT
Slats Only +20 KT Outboard Slats + 7° Flaps +20 KT
Slats + 7° Flaps +15 KT Outboard Slats + 20° Flaps +10 KT
Slats + 20° Flaps + 5 KT Outboard Slats + 40° Flaps + 5 KT
All wind Gust + 1/2 Steady Wind (Max 20 KT)
6. Approach Briefing ...........................................................COMPLETE
Below 10,000 Feet

1. Landing Lights ...............................................................................ON
Revision 4 N-21
APPROACH
1. Entrance Curtain.......................................................................OPEN
2. No Smoking Sign ..........................................................................ON
3. Altimeters/Radio Altimeters.........................SET/CROSS-CHECKED
4. Fuel Crossfeeds (3) .............................................................CLOSED
5. Flaps–Slats ...................................+ 20 DEGREES FLAPS + SLATS
BEFORE LANDING
1. Landing Gear................................................DOWN/THREE GREEN

2. Anti-Skid ...............................................................................TESTED
3. Hydraulics .........................................................................CHECKED
4. Flaps-Slats....................................+ 40 DEGREES FLAPS + SLATS
5. Start Selector Switches (If Necessary) .............................AIRSTART
6. Autopilot.......................................................................................OFF
N-22 Revision 4
AFTER LANDING
1. Thrust Reverser ...........................................STOWED/LIGHTS OUT

2. Anti-lce: Wing (or Wing-BRK)......................................................OFF
3. Pitot Heat Switches (3)................................................................OFF
4. Start Selector Switches (3)..........................................................OFF
5. Anticollision Lights.......................................................................RED
6. Landing Lights .............................................................................OFF
7. Taxi Light.......................................................................................ON
8. Radar (2)/Transponder ......................................................STANDBY
9. Flap + Slats Handle ................................................................CLEAN
10. Airbrake Handle ........................................................................ZERO
11. Windshield Heat Switches (3) .....................................................OFF
12. Trims (3)...........................................................TAKEOFF POSITION
13. Bus-Tied Switch..........................................................................TIED
14. APU............................................................................AS REQUIRED
NOTE
As a minimum, the No. 2 and No. 3 engines should be
kept running until parked at the ramp, provided a two-
minute conditioning period at idle power is accomplished.
Revision 4 N-23
PARKING
1. Parking Brake/No. 2 Brake Light.............INTERMEDIATE DETENT/

ON STEADY
2. Flight Data (Fuel-IRS) ....................................................RECORDED
3. AVIONICS/FMS/EFIS Masters .............................................OFF (IN)
4. Engine Anti-Ice Switches (3) .......................................................OFF
5. Taxi Light .....................................................................................OFF
6. IRS (2 or 3) ................................................................AS REQUIRED
7. Radar (2)/Transponder ................................................................OFF
8. Standby Horizon ....................................................................CAGED
9. Standby Pump .............................................................................OFF
10. VHF 1/No. 2 Emergency Battery .................................................OFF
11. Engines (3): (After 2 Minutes At Idle Speed)......................CUT-OFF
12. Booster Pump Switches (3) With APU (2) ..................................OFF
13. Anticollision/Navigation Lights .....................................................OFF
14. Fasten Belt/No Smoking/Emergency Lights................................OFF
15. lnterior Lights ...............................................................................OFF
16. APU/No. 2 Booster Pump.................................................STOP/OFF
17. Batteries (2) .................................................................................OFF
18. Engine Computers (Last Flight).................................AS REQUIRED
19. Generators Switches (Last Flight) .............................AS REQUIRED
20. Aircraft Chocked ..........................................................BRAKES OFF
N-24 Revision 4
LIMITATIONS
Weight
Ramp:
–5AR.............................................................45,700 LBS OR 46,700 LBS
–5BR .......................................................................................46,700 LBS
Taxi/Takeoff
–5AR.............................................................45,500 LBS OR 46,500 LBS
–5BR .......................................................................................46,500 LBS
Landing......................................................................................42,000 LBS
Zero Fuel Weight
–5AR.............................................................28,200 LBS OR 30,870 LBS
LIMITATIONS
–5BR .......................................................................................30,870 LBS
NOTE
Zero fuel weight may change based on SN of aircraft.
Load Factors
Clean ...............................................................................+ 2.53 G TO –1 G
Flaps Extended .......................................................................+ 2.0 TO 0 G
CAUTION
Do not extend or maintain the slats or flaps when above
20,000 feet.
Continued on Next Page.

Revision 3 L-1
LIMITATIONS (Cont)
Speeds
VMO:
Sea Level to 10,000 Feet........................................350 TO 370 KNOTS
10,000 to 25,000 Feet ..........................................................370 KNOTS
MMO:
Above 35,000 Pounds:
25,000 to 33,000 Feet......................................................0.87 MACH
33,000 to 37,000 Feet .......................................0.87 TO 0.84 MACH
Above 37,000 Feet...........................................................0.84 MACH
Below 35,000 Pounds:
LIMITATIONS
25,000 to 37,000 Feet......................................................0.87 MACH

37,000 to 42,000Feet.........................................0.87 TO 0.84 MACH
Above 42,000 Feet...........................................................0.84 MACH
VA ..............................................................................................228 KNOTS
VLO/MLO..............................................................................190 KNOTS/0.70
VLE/MLE ..............................................................................245 KNOTS/0.75
VFE Slats + 7° Flaps ..................................................................200 KNOTS
VFE Slats + 20° Flaps ................................................................190 KNOTS
VFE Slats + 40° Flaps ................................................................180 KNOTS
VWWE (Wipers) ...........................................................................215 KNOTS
Pilot Window .............................................................................215 KNOTS
Tire Groundspeed ..............................................................182/195 KNOTS
VMCA:
–5AR......................................................................................83.0 KNOTS
–5BR......................................................................................85.5 KNOTS
Demonstrated Crosswind............................................................30 KNOTS
Maximum Tailwind:
Below 10,000 Feet .................................................................10 KNOTS
Above 10,000 Feet ...................................................................4 KNOTS
Slope .................................................................................................± 2.5%
L-2 Revision 3
Altitudes
Airbrakes ..............................................NO LOWER THAN 300 FEET AGL
Maximum Operating Altitude...................................................51,000 FEET
Takeoff Landing Altitude .......................................–1,000 TO 14,000 FEET
Autopilot:
Minimum Height during FMS Approach ..................................300 FEET
Minimum Height Radio Altimeter Operative ..............................50 FEET
Minimum Height Radio Altimeter Inoperative ..........................150 FEET
Minimum Decision Height ........................................................200 FEET
Minimum Height Except during Approach ............................1,000 FEET
Engine Operation
TFE 731-5AR Engines
N1 ..........................................100 TO 103% (FIVE SECONDS MAXIMUM)
ITT:
Start................................................................................................952°C
Takeoff ...........................................................................................952°C
Maximum Continuous ....................................................................924°C
Generator Load:
To 43,000 Feet .......................................................................300 AMPS
Above 43,000 Feet .................................................................260 AMPS
One Minute Transient .............................................................350 AMPS
Oil Pressure:
Idle .....................................................................................25 TO 46 PSI
Takeoff/Climb/Cruise .........................................................38 TO 46 PSI
Transient ....................................55 PSI (THREE MINUTES MAXIMUM)
Oil Temperature:
To 30,000 Feet ................................................................+ 30 TO 127°C
Above 30,000 Feet ..........................................................+ 30 TO 140°C
Transient.........................................149°C (TWO MINUTES MAXIMUM)
Revision 3 L-3
LIMITATIONS (Cont)
TFE 731-5BR Engines
ITT:
Start................................................................................................978°C
Takeoff ...........................................................................................978°C
Maximum Continuous ....................................................................968°C
Generator Load:
To 43,000 Feet .......................................................................300 AMPS
Above 43,000 Feet .................................................................260 AMPS
One Minute Transient .............................................................350 AMPS
Oil Pressure:
Idle .....................................................................................25 TO 46 PSI
Takeoff/Climb/Cruise .........................................................38 TO 46 PSI
Transient ....................................55 PSI (THREE MINUTES MAXIMUM)
Oil Temperature:
To 30,000 Feet ................................................................+ 30 TO 127°C
Above 30,000 Feet ..........................................................+ 30 TO 140°C
Transient.........................................149°C (TWO MINUTES MAXIMUM)
L-4 Revision 4
FlightSafety
international
PERFORMANCE
TAKEOFF SPEEDS AND BFL—SLATS +20° FLAPS ......................P-2AR

TAKEOFF SPEEDS AND BFL—SLATS +7° FLAPS ........................P-4AR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITHOUT ANTI-ICE—ALTITUDE 0–4,000 FEET ............................P-6AR
WITHOUT ANTI-ICE—ALTITUDE 5,000–9,000 FEET .....................P-7AR
WITH ANTI-ICE—ALTITUDE 0–4,000 FEET ....................................P-8AR
WITH ANTI-ICE—ALTITUDE 5,000–9,000 FEET ...........................P-10AR
MAXIMUM CLIMB THRUST: ALL ENGINES
OPERATING CLIMB—0–25,000 FEET...........................................P-12AR
MAXIMUM CLIMB THRUST: ALL ENGINES
OPERATING CLIMB—25,000–50,000 FEET..................................P-13AR
MAXIMUM WEIGHT IN LEVEL FLIGHT
LIMITED BY MAXIMUM CRUISE THRUST ....................................P-14AR
731-5AR
CRUISE MACH—0.75 .....................................................................P-16AR
CRUISE – MACH 0.80 ....................................................................P-18AR
MAXIMUM CRUISE THRUST .........................................................P-20AR
LANDING DATA ..............................................................................P-22AR
Revision 3 P-1AR
731-5AR
TAKEOFF SPEEDS AND BFL

P-2AR

INTERPOLATION ONLY S + 20 SECOND SEGMENT LIMITED
FALCON 900 DRY RUNWAY ANTI-ICE OFF

SLATS + FLAPS 20° NO WIND
TAKEOFF DATA NO SLOPE
G.W. D PRESSURE ALTITUDE AND TEMP C° G.W.
X A X
T SEA LEVEL 2000’ VR = V2 VFR 1.43 VS
1000 1000
A 0° 10° 20° 30° 40° 0° 10° 20° 30° 40°
V1 88 88 88 88 88 88 88 88 88 88
24 BFL 2600 2600 2750 3000 3300 2700 2800 3000 3300 3600 94 119 135 24
V1 88 88 88 88 88 88 88 88 88 88
26 98 123 141 26
BFL 2600 2600 2750 3000 3300 2700 2800 3000 3300 3600
28 V1 88 88 88 88 88 88 88 88 88 89
BFL 2600 2600 2750 3000 3300 2700 2800 3000 3300 3600 102 127 146 28
30 V1 88 88 88 89 92 88 88 88 91 94
BFL 2600 2600 2750 3000 3300 2700 2800 3000 3300 3800 106 131 151 30
V1 91 91 91 94 96 91 91 92 95 99
32 109 134 156 32
BFL 2700 2750 2900 3250 3700 2850 2900 3200 3700 4250
V1 95 95 95 98 101 95 95 97 100 103
34 BFL 3000 3050 3200 3550 4150 3100 3200 3500 4050 4750 112 137 161 34
V1 100 100 100 102 106 100 100 102 104 108
36 BFL 115 140 166 36
3300 3350 3500 4000 4650 3450 3550 3900 4550 5300
V1 104 104 104 107 110 104 104 106 109 112
38 118 143 170 38
BFL 3650 3700 3800 4400 5150 3850 3900 4300 5100 5900
40
V1 108 108 108 111 114 108 108 110 113 116 121 146 175 40
BFL 4000 4050 4200 4850 5700 4200 4250 4750 5750 6550
42 V1 112 112 112 115 118 112 112 114 117 124 149 180 42
BFL 4300 4400 4600 5400 6300 4600 4650 5200 6200
V1 116 116 116 119 116 116 118 121
44 127 152 185 44
Revision 3
BFL 4750 4800 5050 6000 5000 5050 5700 6850

V1 118 118 118 121 118 118 121 123
45.5 BFL 5400 5500 6100 7350 130 155 189 45.5
5100 5150 5400 6400
Revision 3

INTERPOLATION ONLY S + 20 SECOND SEGMENT LIMITED

X A X
1000 T 4000’ 6000’ VR = V2 VFR 1.43 VS 1000
A 0° 10° 20° 30° 40° 0° 10° 20° 30° 40°
V1 88 88 88 88 88 88 88 88 88 88
24 BFL 2800 3000 3300 3550 3850 3050 3300 3500 3800 4050 94 119 135 24
V1 88 88 88 88 88 88 88 88 88 88
26 98 123 141 26
BFL 2800 3000 3300 3550 3900 3050 3300 3500 3800 4200
28 V1 88 88 88 88 91 88 88 88 90 93
BFL 2800 3000 3300 3550 4000 3050 3300 3500 3850 4450 102 127 146 28
30 V1 88 88 90 93 96 88 89 92 95 98
BFL 2800 3000 3300 3750 4450 3050 3300 3750 4250 5100 106 131 151 30
V1 91 92 94 97 101 92 94 97 99 103
32 109 134 156 32
BFL 2950 3300 3700 4200 5000 3350 3700 4200 4750 5750
V1 95 96 99 102 105 96 99 101 104 107
34 BFL 3300 3550 4100 4650 5550 3700 4050 4650 5350 6500 112 137 161 34
V1 101 101 103 106 110 101 103 105 108
36 BFL 115 140 166 36
3700 3950 4600 5200 6250 4100 4600 5200 6000
V1 104 105 108 110 114 105 107 109 112
38 118 143 170 38
BFL 4050 4400 5150 5800 7000 4550 5100 5850 6700
FlightSafety
V1 108 109 112 115 109 111 114 117 121 146 175
40 40
BFL 4500 4900 5650 6450 5000 5600 6500 7400
42 V1 112 113 116 119 113 115 118 124 149 180 42
BFL 4900 5400 6300 7150 5500 6200 7150
international
V1 116 117 120 117 119 122
P-3AR
44 127 152 185 44

BFL 5400 5900 6900 6050 6850 7850
V1 118 119 123 119 122
45.5 BFL 130 155 189 45.5
5800 6300 7400 6450 7400
P-4AR

S+7
INTERPOLATION ONLY TEMPERATURE/SECOND SEGMENT

X A X
1000 T 4000’ 6000’ VR = V2 VFR 1.43 VS 1000
A 0° 10° 20° 30° 40° 0° 10° 20° 30° 40°
V1 88 88 88 89 90 88 88 88 89 92
26 BFL 2750 2800 3050 3300 3750 2850 3050 3250 3750 4300 104 129 141 26
V1 88 89 91 93 95 89 91 92 94 96
28 108 133 146 28
BFL 2750 2900 3250 3700 4250 3000 3250 3600 4200 4900
30 V1 93 94 95 97 99 93 95 96 98 101
BFL 3000 3250 3600 4100 4800 3350 3600 4100 4750 5600 111 136 151 30
32 V1 97 98 99 101 103 98 99 101 102 105

BFL 3300 3600 4050 4600 5400 3700 4050 4600 5350 6300 115 140 156 32
V1 101 102 103 105 107 102 103 105 107 109
34 119 144 161 34
BFL 3650 3950 4450 5100 6050 4100 4500 5100 6000 7100
V1 105 106 107 109 112 106 107 109 111 113
36 BFL 4000 4400 5000 5700 6800 4600 5000 5700 6700 8000 122 147 166 36
V1 109 110 111 113 116 110 111 113 115 118
38 BFL 126 151 170 38
4450 4900 5550 6400 7600 5100 5600 6400 7500 9000
V1 112 114 115 117 120 114 115 117 119
40 129 154 175 40
BFL 4900 5400 6200 7200 8500 5600 6200 7200 8400
V1 116 118 119 122 117 119 121 124 132 157 180
42 42
BFL 5400 6000 6850 8000 6200 6900 8000 9350
44 V1 120 122 123 126 121 123 125 136 161 185 44
Revision 3
BFL 5950 6600 7600 8900 6800 7600 8900

V1 123 124 126 129 124 125 128
45.5 138 163 189 45.5
BFL 6400 7050 8200 9600 7250 8200 9950
Revision 3

S+7
INTERPOLATION ONLY TEMPERATURE/SECOND SEGMENT

X A X
T 8000’ 10,000’ VR = V2 VFR 1.43 VS
1000 1000
A 0° 10° 20° 30° 40° 0° 10° 20° 30° 40°
V1 88 88 89 91 88 89 90 92
26 BFL 3100 3300 3700 4200 3400 3750 4250 4800 104 129 141 26
V1 91 92 93 95 92 93 95 96
28 108 133 146 28
BFL 3350 3700 4200 4800 3800 4250 4850 5500
V1 95 96 98 100 96 97 99 101
30 111 136 151 30
BFL 3750 4100 4750 5500 4300 4800 5500 6300
32 V1 99 100 102 104 100 102 103 105
BFL 4200 4650 5350 6200 4800 5400 6250 7200 115 140 156 32
V1 103 104 106 108 104 105 107 110
34 119 144 161 34
BFL 4650 5200 6000 7000 5350 6050 6950 8150
V1 107 108 110 112 108 110 111 114
36 BFL 5150 5800 6700 7850 6000 6800 7850 9200 122 147 166 36
V1 111 112 114 116 112 114 115
38 BFL 5750 6500 7500 8750 6750 7600 8750 126 151 170 38
FlightSafety
V1 115 116 118 121 116 118 120
40 129 154 175 40
BFL 6400 7250 8400 9800 7500 8500 9750
V1 119 120 122 120 122
42 132 157 180 42
BFL 7100 8000 9350 8400 9500
international
44 V1 123 124 126 124 126 44
136 161 185
P-5AR
BFL 7800 9000 10400 9400 10600

V1 126 128 128 129
45.5 138 163 189 45.5
BFL 8400 9700 10150 11400

WITHOUT ANTI-ICE
NOTE: *SAT IS USED FOR T.O.; TAT IS USED FOR MC.
T.O. MAXIMUM ITT 952°C
MC MAXIMUM ITT 924°C
ALT 0 1000 2000 3000 4000
TEMP °C LAT CENT LAT CENT LAT CENT LAT CENT LAT CENT
TO 93.2 91.5 93.1 91.4 93.1 91.5 93.0 91.3 93.0 91.3
+40
MC 90.3 88.1 90.1 87.9 89.8 87.6 89.6 87.3 89.3 86.9
TO 94.5 93.0 94.5 93.0 94.4 93.0 94.4 92.9 94.4 92.9
+35
MC 91.6 90.0 91.4 89.8 91.2 89.5 91.0 89.3 90.8 89.0
TO 95.7 94.4 95.7 94.4 95.7 94.4 95.6 94.4 95.6 94.3
+30
MC 92.8 91.5 92.6 91.3 92.4 91.0 92.2 90.8 92.0 90.6
TO 96.8 95.8 96.8 95.8 96.8 95.7 96.8 95.7 96.7 95.6
+25
MC 94.0 92.9 93.8 92.7 93.6 92.5 93.5 92.3 93.3 92.1
TO 97.4 96.6 97.8 96.9 97.7 96.9 97.7 96.8 97.7 96.8
+20
MC 95.1 94.3 95.0 94.1 94.8 93.9 94.6 93.7 94.4 93.5
TO 96.4 95.8 97.9 97.4 98.5 97.9 98.5 97.9 98.5 97.9
+15
MC 95.1 94.3 95.4 94.7 95.7 95.1 95.6 95.0 95.4 94.8
TO 95.6 95.0 97.1 96.6 98.5 98.1 99.1 98.8 99.2 98.7
+10
MC 94.2 93.4 95.4 94.8 96.6 96.2 96.5 96.2 96.3 95.9
TO 94.7 94.2 96.2 95.8 97.6 97.3 98.9 98.7 99.9 99.6
+5
MC 93.4 92.7 94.6 94.1 95.8 95.4 96.9 96.1 97.0 96.8
TO 94.0 93.4 95.4 94.9 96.7 96.4 98.1 97.9 99.4 99.4
0
MC 92.5 91.8 93.7 93.2 94.8. 94.5 96.1 96.0 97.4 97.5
TO 93.2 92.5 94.5 94.0 95.9 95.6 97.2 97.0 98.5 98.5
–5
MC 91.7 91.0 92.9 92.4 94.1 93.7 95.4 95.2 96.6 96.6
TO 92.2 91.7 93.6 93.3 95.0 94.6 96.3 96.1 97.5 97.5
–10
MC 90.9 90.2 92.1 91.5 93.2 92.8 94.4 94.2 95.6 95.7
TO 91.5 90.8 92.8 92.4 94.1 93.9 95.4 95.3 96.6 96.6
–15
MC 90.1 89.4 91.3 90.8 92.4 92.1 93.6 93.5 94.8 94.9
TO 90.6 90.0 91.9 91.4 93.3 93.0 94.4 94.3 95.7 95.7
–20
MC 89.2 88.5 90.4 90.8 91.5 91.1 92.8 92.5 94.0 93.9
TO 89.7 89.1 91.0 90.6 92.4 92.1 93.5 93.4 94.8 94.8
–25
MC 88.4 87.7 89.5 89.0 90.6 90.3 91.9 91.7 93.1 93.0
TO 88.7 88.2 90.1 89.6 91.4 91.1 92.7 92.5 93.8 93.8
–30
MC 87.5 86.8 88.6 88.1 89.7 89.4 90.9 90.8 92.1 92.1
P-6AR Revision 3
FlightSafety
international

WITHOUT ANTI-ICE
ALT 5000 6000 7000 8000 9000
TO 93.0 91.3 92.9 91.2
+40
MC 89.1 86.6 88.8 86.3 88.6 87.4 88.4 85.8
TO 94.3 92.9 94.3 92.8 94.2 92.7 94.1 92.6
+35
MC 90.6 88.8 90.4 88.5 90.3 88.3 90.1 88.0 89.9 87.8
TO 95.6 94.3 95.6 94.2 95.5 94.2 95.4 94.1 95.4 94.0
+30
MC 91.9 90.4 91.7 90.2 91.6 90.0 91.4 89.8 91.2 89.6
TO 96.8 95.6 96.7 95.6 96.7 95.6 96.6 95.5 96.6 95.5
+25
MC 93.1 91.9 92.9 91.7 92.8 91.6 92.7 91.4 92.5 91.2
TO 97.7 96.8 97.7 96.6 97.7 96.7 97.6 96.7 97.6 96.6
+20
MC 94.2 93.3 94.0 93.1 93.9 93.0 93.8 92.8 93.7 92.6
TO 98.5 97.8 98.5 97.8 98.4 97.8 98.5 97.8 98.4 97.8
+15
MC 95.3 94.6 95.1 94.4 95.0 94.3 94.8 94.2 94.6 94.0
TO 99.1 98.7 99.1 98.7 99.1 98.6 99.1 98.6 99.0 98.6
+10
MC 96.2 95.8 96.0 95.6 95.9 95.4 95.7 95.3 95.6 95.2
TO 99.9 99.6 99.8 99.6 99.8 99.5 99.8 99.5 99.8 99.5
+5
MC 96.9 96.7 96.7 96.5 96.6 96.4 96.5 96.3 96.4 96.2
TO 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
0
MC 97.3 97.4 97.3 97.4 97.2 97.3 97.0 97.1 96.9 97.0
TO 99.7 99.9 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–5
MC 97.3 97.4 97.9 98.2 97.7 98.1 97.5 97.9 97.4 97.8
TO 98.8 98.9 99.9 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–10
MC 96.8 97.0 97.9 98.2 97.9 98.4 98.0 98.5 97.9 98.4
TO 97.8 98.0 98.9 99.2 99.9 100.0 100.0 100.0 100.0 100.0
–15
MC 95.9 96.2 96.9 97.4 97.7 98.4 98.5 99.3 98.3 99.1
TO 96.9 97.0 98.0 98.2 99.0 99.5 100.0 100.0 100.0 100.0
–20
MC 95.0 95.1 96.0 96.3 97.0 97.5 97.9 98.6 98.2 99.1
TO 96.0 96.2 97.0 97.3 98.1 98.5 99.6 100.0 100.0 100.0
–25
MC 94.1 94.3 95.1 95.5 96.1 96.6 97.0 97.7 98.1 98.9
TO 95.1 95.1 96.1 96.4 97.1 97.6 98.6 99.3 100.0 100.0
–30
MC 93.1 93.1 94.2 94.6 95.1 95.6 96.0 96.6 97.3 98.1
Revision 3 P-7AR

WITH ANTI-ICE

ALT 0 1000 2000 3000 4000

TO 95.0 94.3 96.6 95.8 97.4 96.7 97.4 96.6 97.3 96.6
+10
MC 92.8 88.7 93.0 88.5 93.2 88.3 93.0 88.1 92.9 88.0
TO 94.2 93.4 95.6 95.0 97.0 96.6 98.0 97.5 98.0 97.5
+5
MC 92.1 90.1 93.1 89.9 94.2 89.7 94.0 89.5 93.9 89.4
TO 93.4 92.6 94.8 94.2 96.1 96.7 97.5 97.1 98.7 98.3
0
MC 91.3 89.8 92.5 90.4 93.8 91.1 94.2 90.9 94.7 90.8
TO 92.5 91.7 94.0 93.4 95.3 94.9 96.6 96.3 97.8 97.6
–5
MC 90.5 89.6 91.7 90.8 93.0 92.0 94.1 92.0 95.2 92.1
TO 91.6 90.8 93.1 92.4 94.5 94.0 95.6 95.3 96.8 96.7
–10
MC 89.6 88.2 90.8 89.7 92.1 91.2 93.3 92.1 94.6 93.1
TO 90.8 90.1 92.3 91.7 93.6 93.2 94.8 94.5 95.9 95.7
–15
MC 88.9 87.5 90.1 88.9 91.3 90.4 92.5 91.8 93.7 93.3
TO 89.9 89.3 91.4 90.8 92.7 92.3 93.9 93.6 94.9 94.8
–20
MC 87.9 86.6 89.1 88.0 90.4 89.5 91.6 90.9 92.8 92.4
TO 89.1 88.4 90.5 90.0 91.8 91.4 93.0 92.6 94.1 93.9
–25
MC 87.1 85.7 88.3 87.1 89.5 88.6 90.7 90.0 91.9 91.5
TO 88.2 87.4 89.5 88.9 90.9 90.5 92.0 91.7 93.1 92.9
–30
MC 86.2 84.9 87.4 86.3 88.6 87.7 89.8 89.1 91.0 90.6
P-8AR Revision 3

WITH ANTI-ICE

ALT 5000 6000 7000 8000 9000

TO 97.3 96.6 97.3 96.5 97.2 96.5 97.2 96.4 97.1 96.4
+10
MC 92.8 87.9 92.6 87.7 92.5 97.6 92.4 87.4 92.3 87.3
TO 97.9 97.5 97.9 97.4 97.9 97.4 97.9 97.4 97.8 97.3
+5
MC 93.8 89.3 93.6 89.1 93.5 89.0 93.4 88.9 93.3 88.7
TO 98.6 98.2 98.5 98.2 98.5 98.2 98.4 98.1 98.4 98.1
0
MC 94.6 90.6 94.4 90.4 94.3 90.3 94.2 90.1 94.1 90.0
TO 98.9 98.6 99.1 99.0 99.1 99.0 99.1 99.0 99.0 98.9
–5
MC 95.1 91.9 95.0 91.7 94.9 91.6 94.7 81.4 94.6 91.2
TO 98.0 97.9 99.0 99.1 99.6 99.7 99.6 99.6 99.5 99.6
–10
MC 95.1 93.0 95.6 92.8 95.4 92.6 95.2 92.4 95.1 92.2
TO 97.0 97.0 98.1 98.2 99.2 99.4 100.0 100.0 100.0 100.0
–15
MC 94.8 93.5 95.8 93.6 95.8 93.5 95.8 93.3 95.6 93.1
TO 96.1 96.1 97.1 97.3 98.2 98.5 99.7 100.0 100.0 100.0
–20
MC 93.9 92.9 94.9 94.3 95.6 94.2 96.2 94.0 96.0 93.8
TO 95.3 95.2 96.2 96.3 97.2 97.5 98.7 99.2 100.0 100.0
–25
MC 93.0 92.7 94.0 93.8 94.7 94.3 95.8 94.7 96.1 94.5
TO 94.3 94.2 95.3 95.4 96.2 96.5 97.7 98.1 99.2 100.0
–30
MC 92.0 91.8 93.0 92.9 94.0 93.9 94.9 94.9 95.9 91.9
Revision 3 P-9AR
ANTI-ICE – MINIMUM N1 – 3 ENGINES OPERATIVE
TAT°C
–30°/–20° –20°/–10° –10°/–0° 0°/+10°
ALT
>20000 80% 76% 73% 65%
<20000
76% 73% 65% 58%
>10000
<10000 68% 65% 61% 58%
NOTE
WITH ONE ENGINE INOPERATIVE INCREASE
N 1 BY 9% IF N1>65% OR 6% IF N1<65%
CAUTION
When the brake heating system is used, the minimum

required N1 speed with two or all engines operating
must be increased by 1%.
P-10AR Revision 3
FlightSafety
international
PILOT NOTES
Revision 3 P-11AR
MAXIMUM CLIMB THRUST:

ALL ENGINES OPERATING CLIMB
CLIMB 260 kt/0.72
Pressure Altitude (ft.)

0 5,000 10,000 15,000 20,000 25,000
50 86.9 84.2 88.0 85.4
45 88.7 86.3 89.7 87.5
40 90.4 88.4 91.0 89.4 89.7 87.4
35 91.7 90.1 92.1 90.9 90.7 89.3 91.0 89.7
30 93.0 91.7 93.2 92.3 92.1 90.8 92.0 91.1
25 94.1 93.1 94.2 93.5 93.1 92.1 92.9 92.4 92.8 92.4
20 95.3 94.4 95.1 94.8 93.9 93.4 94.0 93.6 93.8 93.7 93.1 93.3
T 15 95.5 94.8 95.9 95.9 94.9 94.5 94.9 94.9 94.7 94.9 94.2 94.6
A 10 94.6 93.9 96.8 96.9 95.7 95.7 95.7 96.0 95.6 96.0 95.2 95.9
5 93.8 92.9 97.4 97.8 96.5 96.6 96.4 96.8 96.3 96.9 96.1 96.8
T
0 93.0 92.3 96.9 97.4 97.0 97.5 97.0 97.6 96.9 97.7 96.8 97.7
(°C)
–5 92.1 91.4 96.0 96.3 97.6 98.3 97.6 98.4 97.6 98.5 97.5 98.5
–10 91.3 90.6 95.1 95.5 97.1 97.9 98.2 99.2 98.2 99.2 98.2 99.2
–15 90.4 89.8 94.2 94.6 96.2 97.0 98.8 99.7 98.8 99.8 98.8 99.8
–20 89.6 88.9 93.4 93.8 95.2 96.0 99.4 100.0 99.4 100.0 99.3 100.0
–25 88.7 88.0 92.5 92.8 94.3 95.0 100.0 100.0 99.9 100.0 99.8 100.0
–30 87.8 87.1 91.6 91.9 93.3 94.1 100.0 100.0 100.0 100.0 100.0 100.0
–35 87.0 86.3 90.6 91.0 92.4 93.1 99.2 100.0 100.0 100.0 100.0 100.0
–40
–45
–50
Climb 260 kt/0.72 — Shaded area center engine N1.

With anti-icing on, decrease center engine N1 by 4% and side engine N1 by 3%.
P-12AR Revision 3
FlightSafety
international

CLIMB 260 kt/0.72

25,000 30,000 35,000 40,000 45,000 50,000
50
45
40
35
30
25
20 93.1 93.3
T 15 94.2 94.6
A 10 95.2 95.9 95.3 96.0
5 96.1 96.8 96.2 97.0 94.9 95.6
T
0 96.8 97.7 97.0 97.9 95.8 96.6
(°C) –5 97.5 98.5 97.8 98.8 96.6 97.5
–10 98.2 99.2 98.6 99.6 97.4 98.4 97.5 98.6
–15 98.8 99.8 99.2 100.0 98.2 99.2 98.3 99.3 96.7 97.6 94.4 95.1
–20 99.3 100.0 99.8 100.0 98.8 99.8 99.0 99.9 97.5 98.3 95.4 96.0
–25 99.8 100.0 100.0 100.0 99.4 100.0 99.6 100.0 98.2 99.1 96.2 96.9
–30 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.8 99.7 96.9 97.6
–35 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.5 100.0 97.6 98.6
–40 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.4 99.5
–45 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.7 100.0
–50 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0

Revision 3 P-13AR

LIMITED BY MAXIMUM CRUISE THRUST
MI MI
LR 0.75 0.8 0.84 LR 0.75 0.8 0.84
TEMP TEMP
Pressure altitude: 35,000 FT Pressure altitude: 37,000 FT
–15°C N.L. N.L. N.L. N.L. –15°C N.L. N.L. N.L. 42,300
–5°C N.L. N.L. N.L. 43,100 –5°C N.L. N.L. N.L. 39,700
0°C N.L. N.L. N.L. 41,100 0°C N.L. N.L. N.L. 37,800
5°C N.L. N.L. N.L. 37,700 5°C N.L. N.L. 43,800 34,800
10°C N.L. N.L. N.L. 33,500 10°C N.L. 45,150 41,900 32,000
15°C N.L. N.L. 42,150 26,550 15°C 42,700 42,750 39,050 27,850
20°C 43,850 42,650 36,050 20°C 40,400 39,400 33,750
–15°C N.L. N.L. 44,400 38,050 –15°C 43,650 43,050 40,000 34,200
–10°C N.L. N.L. 43,400 37,050 –10°C 42,800 42,150 39,100 33,250
–5°C N.L. N.L. 42,300 35,700 –5°C 41,650 41,200 38,150 31,950
0°C 44,700 44,200 40,950 33,690 0°C 39,950 39,700 36,800 30,000
5°C 42,950 42,500 39,450 31,100 5°C 38,350 38,150 35,400 27,550
10°C 41,300 40,700 37,800 28,000 10°C 36,650 36,400 33,800 24,250
15°C 38,950 38,250 34,600 26,450 15°C 34,200 33,950 30,150
20°C 36,000 35,250 29,900 20°C 31,400 31,000 25,700
–15°C 38,600 38,850 36,050 30,750 –15°C 34,600 35,050 32,400 27,550
–10°C 38,050 37,950 35,250 29,750 –10°C 34,200 34,200 31,702 26,600
–5°C 37,150 37,050 34,350 28,550 –5°C 33,250 33,300 30,900 25,350
0°C 35,900 35,650 33,050 25,450 0°C 31,900 32,000 29,750 23,500
5°C 34,400 34,150 31,800 24,250 5°C 30,400 30,650 28,500
10°C 32,400 32,250 29,600 10°C 28,400 28,550 25,750
15°C 31,000 29,800 25,800 15°C 26,000 25,000
20°C 27,300 26,650 20°C 24,000
N.L.: Not limitative, higher than MAX. TOW
P-14AR Revision 3
FlightSafety
international
PILOT NOTES
Revision 3 P-15AR
P-16AR

CRUISE—MACH 0.75
WT ALT 350 370 390

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF 721 744 767 712 736 759 719 744
44 N1 91.3 93.4 95.5 93.3 95.5 97.7 96.7 99.0
TAS 420 430 440 418 428 438 418 428
FF 698 721 742 682 705 727 685 709
42 N1 90.4 92.5 94.6 92.1 94.3 96.4 95.0 97.3
TAS 420 430 440 418 428 438 418 428
FF 679 701 722 656 677 699 654 675 697
40 N1 89.7 91.8 93.9 91.0 93.2 95.3 93.5 95.7 97.9
TAS 420 430 440 418 428 438 418 428 438
FF 663 683 703 634 654 674 624 645 665
38 N1 89.1 91.2 93.2 90.1 92.2 94.3 92.2 94.4 96.6
TAS 420 430 440 418 428 438 418 428 438
FF 648 668 688 616 635 654 598 618 637
36 N1 88.5 90.6 92.6 89.3 91.4 93.5 91.0 93.1 95.3
TAS 420 430 440 418 428 438 418 428 438
FF 635 655 673 600 619 637 577 596 614
34 N1 88.0 90.0 92.1 88.6 90.7 92.8 90.0 92.1 94.2
TAS 420 430 440 418 428 438 418 428 438
FF 623 642 660 586 604 622 560 578 595
32 N1 87.5 89.5 91.5 88.0 90.1 92.1 89.2 91.3 93.4
TAS 420 430 440 418 428 438 418 428 438
FF 612 630 648 573 591 608 545 562 579
30 N1 87.0 89.1 91.0 87.4 89.5 91.5 88.5 90.6 92.6
TAS 420 430 440 418 428 438 418 428 438
Revision 3
FF 602 619 637 562 579 595 532 549 565

28 N1 86.6 88.6 90.6 86.9 89.0 91.0 87.8 89.9 91.9
TAS 420 430 440 418 428 438 418 428 438
Revision 3
CRUISE—MACH 0.75
WT ALT 410 430 450

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF
44 N1
TAS
FF 698
42 N1 99.3
TAS 418
FF 660 683
40 N1 97.0 99.3
TAS 418 428
FF 626 647 636
38 N1 95.1 97.4 99.4
TAS 418 428 418
FF 595 614 634 599 620
36 N1 93.5 95.7 97.8 96.9 99.2
TAS 418 428 438 418 428
FF 566 585 603 566 586 572
34 N1 92.0 94.2 96.3 94.9 97.1 98.9
TAS 418 428 438 418 428 418
FF 543 560 577 536 544 572 538 556
FlightSafety
32 N1 90.8 92.9 95.0 93.1 95.3 97.5 96.3 98.6
TAS 418 428 438 418 428 438 418 428
FF 524 540 556 509 526 543 506 533
30 N1 89.8 91.9 94.0 91.6 93.7 95.8 94.2 96.4
international
TAS
P-17AR
418 428 438 418 428 438 418 428

FF 508 524 539 489 504 520 478 494 510
28 N1 88.9 91.0 93.1 90.3 92.4 94.5 92.4 94.6 96.7
TAS 418 428 438 418 428 438 418 428 438
P-18AR

CRUISE—MACH 0.80
WT ALT 350 370 390

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF 739 820 846 790 817 808
44 N1 93.4 95.6 97.7 95.9 98.2 100.0
TAS 446 457 467 444 454 444
FF 772 798 823 752 777 802 764 792
42 N1 92.7 94.4 97.0 94.3 96.6 98.8 98.1 100.0
TAS 446 457 467 444 454 465 444 454
FF 753 778 802 722 746 770 724 749
40 N1 92.0 94.2 96.3 93.2 95.4 97.6 96.2 98.5
TAS 446 457 467 444 454 465 444 454
FF 736 760 783 700 723 746 686 710 733
38 N1 91.3 93.5 95.6 92.4 94.6 96.7 94.5 96.7 98.9
TAS 446 457 467 444 454 465 444 454 465
FF 720 743 766 682 704 726 658 680 701
36 N1 90.8 92.9 95.0 91.7 93.6 95.9 93.3 95.5 97.7
TAS 446 457 467 444 454 465 444 454 465
FF 705 728 750 665 687 708 638 658 679
34 N1 90.3 92.4 94.4 91.0 93.1 95.2 92.4 94.6 96.8
TAS 446 457 467 444 454 465 444 454 465
FF 692 713 735 650 670 691 620 640 660
32 N1 89.8 91.9 93.9 90.3 92.5 94.5 91.6 93.8 95.9
TAS 446 457 467 444 454 465 444 454 465
FF 680 701 721 636 655 676 604 623 642
30 N1 89.3 91.4 93.4 89.8 91.9 94.0 90.9 93.1 95.2
TAS 446 457 467 444 454 465 444 454 465
Revision 3
FF 669 690 710 623 642 662 589 608 626

28 N1 88.9 91.0 93.0 89.3 91.4 93.5 90.2 92.4 94.5
TAS 446 457 467 444 454 465 444 454 465
CRUISE—MACH 0.80
Revision 3
WT ALT 410 430 450

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF
44 N1
TAS
FF
42 N1
TAS
FF 740
40 N1 100.0
TAS 444
FF 697
38 N1 98.4
TAS 444
FF 657 680 670
36 N1 96.2 98.5 100.0
TAS 444 454 444
FF 622 643 664 628 650
34 N1 94.4 96.7 98.9 98.1 100.0
TAS 444 454 465 444 454
FF 596 616 636 590 610 598
32 N1 93.2 95.4 97.6 95.7 98.0 100.0
FlightSafety
TAS 444 454 465 444 454 444
FF 577 596 615 559 578 597 558 578
30 N1 92.3 94.5 96.6 94.0 96.3 98.5 97.2 99.5
international
TAS 444 454 465 444 454 465 444 454
P-19AR
FF 560 579 597 538 555 573 524 542

28 N1 91.4 93.6 95.7 92.9 95.1 97.3 95.0 97.2
TAS 444 454 465 444 454 465 444 454
P-20AR

MAXIMUM CRUISE THRUST
WT ALT 350 370 390

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF 981 946 873 888 855 787 790 747
44 N1 99.3 99.4 98.5 99.5 99.5 98.5 99.6 99.2
TAS 467 472 471 456 460 448 439 428
FF 984 950 877 894 861 799 799 763 697
42 N1 99.2 99.4 98.5 99.4 99.5 98.7 99.6 99.4 98.2
TAS 470 476 476 461 465 463 449 446 421
FF 986 952 880 898 866 805 805 772 714
40 N1 99.2 99.4 98.5 99.4 99.5 98.7 99.5 99.4 98.5
TAS 472 478 479 465 470 471 455 458 444
FF 988 955 883 901 870 809 810 778 726
38 N1 99.2 99.3 98.4 99.4 99.4 98.7 99.5 99.4 98.7
TAS 474 480 482 468 474 475 460 465 462
FF 991 957 885 903 873 812 814 783 733
36 N1 99.2 99.3 98.4 99.3 99.4 98.6 99.5 99.4 98.8
TAS 476 482 485 470 477 479 465 470 471
FF 993 959 886 906 875 814 818 787 736
34 N1 99.2 99.3 98.4 99.3 99.4 98.6 99.4 99.3 98.7
TAS 478 484 487 473 479 482 468 474 475
FF 994 961 888 908 877 816 820 789 739
32 N1 99.1 99.3 98.4 99.3 99.4 98.6 99.4 99.3 98.7
TAS 480 486 489 475 481 484 470 476 480
FF 994 963 889 910 879 818 822 791 741
30 N1 99.1 99.3 98.4 99.3 99.4 98.6 99.4 99.3 98.7
TAS 480 488 490 476 483 487 473 479 483
Revision 3
FF 984 965 891 911 882 820 810 793 743

28 N1 98.8 99.3 98.4 99.3 99.4 98.6 98.8 99.3 98.7
TAS 480 489 492 477 486 488 474 481 485
Revision 3
WT ALT 410 430 450

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF
44 N1
TAS
FF 701
42 N1 99.5
TAS 418
FF 715 673
40 N1 99.6 99.4
TAS 436 422
FF 723 689 628
38 N1 99.6 99.2 99.2
TAS 448 444 409
FF 729 698 643 647 603
36 N1 99.6 99.3 98.2 99.5 98.7
TAS 455 457 441 437 412
FF 735 705 655 656 625 575
34 N1 99.5 99.3 98.5 99.6 99.1 99.2
TAS 461 465 461 449 445 418
FF 739 709 662 662 634 577 588 554
FlightSafety
32 N1 99.5 99.3 98.6 99.5 99.2 97.7 99.4 98.5
TAS 465 470 471 456 459 440 439 424
FF 727 712 665 657 640 584 596 570
30 N1 98.8 99.2 98.6 99.0 99.2 98.1 99.5 99.0
international
TAS 467 474 475 461 466 460 452 450
P-21AR
FF 702 714 668 634 643 593 601 577 520

28 N1 97.5 99.2 97.5 98.8 99.1 98.2 99.4 99.2 97.3
TAS 467 477 480 463 472 470 459 463 444
LANDING DATA
P-22AR

FALCON 900
LANDING DATA SLATS + 40 FLAPS – STANDARD TEMPERATURE UNCORRECTED
G.W. LANDING DISTANCE/LANDING FIELD LENGTH G.W.
X VREF HOLDING X
1000 SEA LEVEL 2000’ 4000’ 6000’ 8000’ 10,000’ SPEED 1000
24 100 2150/3500 2250/3750 2350/3900 2450/4050 2550/4250 2650/4400 172 24
26 104 2250/3750 2350/3900 2450/4050 2550/4250 2700/4500 2800/4700 179 26
28 108 2350/3900 2450/4050 2600/4300 2700/4500 2850/4750 2950/4900 187 28
30 112 2500/4100 2600/4300 2700/4500 2850/4750 2950/4900 3100/5200 193 30
32 115 2600/4300 2750/4600 2850/4750 3000/5000 3150/5250 3300/5500 201 32
34 119 2800/4700 2900/4800 3050/5100 3150/5250 3300/5500 3500/5850 207 34
36 122 2950/4900 3100/5200 3200/5350 3350/5600 3550/5950 3700/6200 212 36
38 126 3150/5250 3300/5500 3400/5700 3600/6000 3750/6250 3950/6600 219 38
40 129 3350/5600 3500/5850 3650/6100 3850/6450 4000/6700 5200/7000 223 40

Revision 3
42 132 3550/5950 3700/6200 3850/6450 4000/6700 4200/7000 4400/7400 228 42

FlightSafety
international
PERFORMANCE
TAKEOFF SPEEDS AND BFL—SLATS +20° FLAPS ......................P-2BR

TAKEOFF SPEEDS AND BFL—SLATS +7° FLAPS ........................P-4BR
WITHOUT ANTI-ICE—ALTITUDE 0–4,000 FEET ............................P-6BR
WITHOUT ANTI-ICE—ALTITUDE 5,000–9,000 FEET .....................P-7BR
WITH ANTI-ICE—ALTITUDE 0–4,000 FEET ....................................P-8BR
WITH ANTI-ICE—ALTITUDE 5,000–9,000 FEET ...........................P-10BR
MAXIMUM CLIMB THRUST: ALL ENGINES OPERATING CLIMB—
CLIMB 260 KNOTS/MACH 0.72—0–25,000 FEET.........................P-12BR
CLIMB 260 KNOTS/MACH 0.72—25,000–50,000 FEET................P-13BR
CLIMB 300 KNOTS/MACH 0.80—0–25,000 FEET.........................P-14BR
CLIMB 300 KNOTS/MACH 0.80—25,000–50,000 FEET................P-15BR
LIMITED BY MAXIMUM CRUISE THRUST ....................................P-16BR
CRUISE MACH—0.75 .....................................................................P-18BR
CRUISE – MACH 0.80 ....................................................................P-20BR
731-5BR
MAXIMUM CRUISE THRUST .........................................................P-22BR

LANDING DATA ..............................................................................P-24BR
Revision 3 P-1BR
731-5BR

P-2BR

SECOND SEGMENT LIMITED S + 20
X A X
T SEA LEVEL 2000’ VR = V2 VFR 1.43 VS
1000 1000
A 0° 10° 20° 30° 40° 0° 10° 20° 30° 40°
V1 90 90 90 90 90 90 90 90 90 90
26 BFL 2600 2700 2800 2900 3300 2800 2900 3000 3200 3400 98 123 141 26
V1 90 90 90 90 90 90 90 90 90 90
28 102 127 146 28
BFL 2600 2700 2800 2900 3300 2800 2900 3000 3200 3400
30 V1 90 90 90 90 90 90 90 90 90 92
BFL 2600 2700 2800 2900 3300 2800 2900 3000 3200 3500 105 130 152 30
32 V1 90 90 90 92 94 90 90 91 92 96
BFL 2600 2700 2800 2900 3400 2800 2900 3000 3300 3850 109 134 156 32
V1 94 94 94 96 99 94 94 95 96 100
34 112 137 161 34
BFL 2800 2900 3000 3200 3800 3000 3100 3300 3700 4300
V1 98 98 98 100 103 98 98 99 100 104
36 BFL 3100 3200 3300 3500 4250 3300 3400 3650 4100 4800 116 141 166 36
V1 102 102 102 104 106 102 102 103 104 108
38 BFL 3500 3450 3650 3850 4700 3650 3750 4100 4500 5350 119 144 170 38
V1 106 106 106 107 109 106 106 107 108 112
40 122 147 174 40
BFL 3800 3800 3950 4250 5200 4000 4150 4400 4950 5900
V1 109 109 109 110 114 109 109 111 112 115
42 124 149 180 42
BFL 4150 4150 4350 4650 5800 4350 4550 4850 5450 6600
44 V1 113 113 113 114 117 113 113 114 115 120 44
127 152 185
BFL 4450 4500 4750 5100 6350 4750 4950 5300 6100 7300
V1 117 117 117 118 121 117 117 117 124
46 130 155 190 46
Revision 3
BFL 4800 5000 5150 5700 6950 5100 5300 5800 6600
V1 118 118 118 119 122 118 118 118 126
46.5 BFL 5000 5200 5300 5900 7100 5300 5450 5950 6800 131 156 191 46.5
Revision 3

SECOND SEGMENT LIMIT S + 20
X A X
T 4000 6000’ VR = V2 VFR 1.43 VS
1000 1000
A 0° 10° 20° 30° 40° 0° 10° 20° 30° 40°
V1 90 90 90 90 90 90 90 90 90 90
26 BFL 2900 3000 3200 3500 3700 3200 3350 3400 3700 4050 98 123 141 26
V1 90 90 90 90 90 90 90 90 90 90
28 102 127 146 28
BFL 2900 3000 3200 3500 3750 3200 3350 3400 3750 4150
30 V1 90 90 90 91 94 90 90 90 92 94
BFL 2900 3000 3200 3500 3950 3200 3350 3500 3900 4600 105 130 152 30
32 V1 90 90 93 95 98 92 93 94 97 98
BFL 2900 3000 3400 3800 4450 3250 3400 3850 4400 5100 109 134 156 32
V1 94 95 97 99 102 96 97 99 101 102
34 112 137 161 34
BFL 3250 3400 3750 4250 4950 3600 3800 4310 4950 5750
V1 98 99 101 102 106 100 101 102 104 107
36 BFL 3600 3750 4250 4800 5550 4000 4300 4800 5550 6450 116 141 166 36
V1 102 103 105 107 110 104 105 106 108 112
38 BFL 3950 4150 4700 5300 6200 4400 4750 5350 6200 7250 119 144 170 38
V1 106 107 109 110 114 107 108 109 112
40 122 147 174 40
BFL 4350 4550 5250 5950 6950 4900 5250 5900 6950
FlightSafety
V1 109 110 112 114 111 112 113 116
42 124 149 180 42
BFL 4750 5000 5800 6500 5350 5800 6600 7750
44 V1 113 114 115 118 114 116 117 44
127 152 185
BFL 5200 5450 6300 7250 5900 6350 7300
international
V1 117 117 119 122 118 119 121
P-3BR
46 5600 6050 6800 7900 6500 7200 7900 130 155 190 46
BFL
V1 118 118 120 123 119 120 122
46.5 BFL 5750 6200 7100 8100 6700 7400 8100 131 156 191 46.5
P-4BR

SECOND SEGMENT LIMITED S+7
X A X
T 4000 6000’ VR = V2 VFR 1.43 VS
1000 1000
A 0° 10° 20° 30° 40° 0° 10° 20° 30° 40°
V1 90 90 90 90 90 90 90 90 90 90
26 BFL 2800 2900 3100 3300 3650 3050 3250 3350 3600 3900 104 129 141 26
V1 90 90 91 92 93 90 91 91 92 94
28 107 132 146 28
BFL 2800 2900 3100 3350 3900 3050 3250 3400 3850 4400
30 V1 93 93 94 96 98 94 94 96 96 99
BFL 2900 3100 3300 3700 4400 3200 3500 3800 4350 5000 111 136 151 30
32 V1 97 97 98 99 102 98 98 99 101 103

BFL 3200 3400 3800 4200 4900 3550 3850 4350 4850 5600 115 140 156 32
V1 101 101 102 104 106 101 102 103 105 107
34 118 143 161 34
BFL 3500 3700 4100 4650 5500 3900 4300 4800 5400 6350
V1 104 104 106 108 110 106 106 107 108 111
36 BFL 3800 4200 4600 5200 6250 4350 4800 5300 6100 7100 122 147 165 36
V1 108 109 110 112 114 109 110 111 113 116
38 BFL 4300 4600 5100 5800 6850 4850 5350 5900 6800 7900 125 150 170 38
V1 112 113 114 116 118 113 113 115 117 120
40 129 154 174 40
BFL 4700 5100 5700 6450 7750 5300 5950 6650 7650 8950
V1 116 117 118 119 122 117 118 119 121
42 132 157 179 42
BFL 5200 5500 6250 7200 8650 5850 6600 7350 8500
44 V1 119 120 122 123 127 121 121 123 125 44
135 160 184
BFL 5700 6100 6800 7900 9550 6400 7300 8150 9350
V1 124 124 125 127 124 125 127 129
Revision 3
46 6100 6600 7600 8700 7000 7950 8950 10300 139 164 189 46
BFL
V1 124 125 126 128 125 126 128 130
46.5 BFL 6300 6700 7700 8850 7150 8150 9150 10550 140 165 191 46.5
Revision 3
SECOND SEGMENT LIMITED S+7

X A X
T 8000 10000’ VR = V2 VFR 1.43 VS
1000 1000
A 0° 10° 20° 30° 40° 0° 10° 20° 30° 40°
V1 90 90 90 90 90 90 90 91
26 BFL 3150 3300 3550 3900 3550 3650 3900 4400 104 129 141 26
V1 91 91 93 93 92 92 93 95
28 107 132 146 28
BFL 3200 3500 3800 4400 3700 3900 4450 5100
30 V1 94 95 97 98 95 96 98 99
BFL 3650 3900 4300 4950 4200 4350 5100 5850 111 136 151 30
32 V1 98 99 101 102 99 100 102 104

BFL 4000 4400 4850 5600 4700 4900 5700 6600 115 140 156 32
V1 102 103 104 106 103 104 106 108
34 118 143 161 34
BFL 4450 4850 5400 6250 5150 5500 6300 7350
V1 106 107 109 110 108 108 110 112
36 BFL 4950 5500 6100 7100 5850 6200 7150 8350 122 147 165 36
V1 110 111 113 114 112 112 114 117
38 BFL 5500 6150 6800 7900 6600 6900 8000 9300 125 150 170 38
V1 114 115 117 118 115 116 118 121
40 129 154 174 40
BFL 6200 6800 7600 8800 7350 7700 8900 10500
FlightSafety
V1 118 119 121 122 119 120 122
42 132 157 179 42
BFL 6800 7600 8450 9850 8200 8650 9900
44 V1 121 122 125 123 124 127 44
135 160 184
BFL 7500 8350 9350 9000 9500 11100
international
V1 125 126 129 127 128
46 139 164 189 46
P-5BR
BFL 8250 9200 10300 10000 10600

V1 126 127 130 128 129
46.5 BFL 8400 9400 10600 10200 10850 140 165 191 46.5

WITHOUT ANTI-ICE
ALT 0 1000 2000 3000 4000
TO 94.4 92.8 94.3 92.8 94.3 92.8 94.3 92.7 94.3 92.7
+40
MC 93.1 91.7 93.1 91.7 83.1 91.6 93.1 91.6 93.1 81.6
TO 95.7 94.3 95.7 94.2 95.6 94.2 95.6 94.2 95.6 94.2
+35
MC 94.3 93.1 94.3 93.1 94.3 93.1 94.3 93.1 94.3 93.1
TO 96.9 95.7 96.8 95.7 96.8 95.6 96.8 95.6 96.8 95.6
+30
MC 95.5 94.6 95.5 94.6 95.5 94.5 95.5 94.5 95.4 94.5
TO 97.9 97.0 97.9 97.0 97.9 97.0 97.8 97.0 97.8 97.0
+25
MC 95.6 95.1 96.1 95.6 96.5 96.0 96.5 96.0 96.5 96.0
TO 97.6 97.1 98.7 98.1 98.7 96.1 98.7 98.1 98.7 98.1
+20
MC 94.7 94.2 96.0 95.7 97.3 97.2 97.3 97.2 97.4 97.2
TO 96.8 96.3 98.2 97.9 99.3 98.6 99.5 98.6 99.4 98.6
+15
MC 94.0 93.5 95.3 95.0 96.5 96.5 97.4 97.4 98.3 98.3
TO 95.9 95.4 97.3 97.0 98.6 98.5 100.0 100.0 100.0 100.0
+10
MC 93.1 92.6 94.4 94.0 95.6 95.6 96.9 97.1 98.2 98.7
TO 95.1 94.6 96.5 96.2 97.8 97.7 99.2 99.3 100.0 100.0
+5
MC 92.3 91.8 93.5 93.3 94.8 94.8 96.1 96.3 97.4 97.8
TO 94.3 93.8 95.6 95.3 99.6 96.8 98.3 98.4 99.8 100.0
0
MC 91.4 91.0 92.7 92.5 93.9 93.9 95.2 95.5 96.5 97.0
TO 93.4 92.9 94.7 94.4 96.0 95.9 97.4 97.6 98.9 99.3
–5
MC 90.6 90.2 91.2 91.7 93.1 93.1 94.4 94.6 95.6 96.1
TO 92.5 92.0 93.8 93.5 95.1 95.0 96.5 96.6 98.0 98.4
–10
MC 89.7 89.3 91.0 90.8 92.2 92.2 93.5 93.7 94.7 95.2
TO 91.7 91.2 93.0 92.7 94.2 94.1 95.6 95.7 97.1 97.4
–15
MC 89.9 88.5 90.7 89.9 91.3 91.3 92.6 92.8 93.8 94.3
TO 90.8 90.3 92.1 91.7 93.3 93.2 94.7 94.8 96.1 96.5
–20
MC 88.0 87.6 89.2 89.0 90.4 90.4 91.7 91.9 92.9 93.3
TO 89.8 89.4 91.2 90.8 92.4 92.3 93.7 93.8 95.2 95.6
–25
MC 87.2 86.7 88.4 88.1 89.5 89.5 90.7 91.0 92.0 92.4
TO 88.9 88.5 90.2 89.9 91.4 91.3 92.8 92.9 94.2 94.6
–30
MC 86.3 85.8 87.5 87.2 88.6 88.6 89.9 90.1 91.1 91.5
Revision 3
P-6BR
FlightSafety
international

WITHOUT ANTI-ICE
ALT 5000 6000 7000 8000 9000
TO 94.3 92.6 94.2 92.6
+40
MC 92.9 91.4 92.7 91.2
TO 95.6 94.2 95.5 94.1 95.5 94.1 95.4 94.0
+35
MC 94.2 92.9 94.0 92.7 93.7 92.4 93.4 92.2
TO 96.8 95.6 96.7 95.6 96.7 95.5 96.7 95.5 96.6 95.4
+30
MC 95.3 94.4 95.1 94.2 94.8 93.9 94.5 93.5 94.2 93.1
TO 97.8 96.9 97.8 96.8 97.8 96.8 97.8 96.9 97.7 97.8
+25
MC 96.4 95.8 96.2 95.6 95.9 95.3 95.6 95.0 95.3 94.7
TO 98.7 98.0 98.6 98.0 98.6 98.0 98.6 98.0 98.6 98.0
+20
MC 97.3 97.1 97.1 96.9 96.9 96.6 96.6 96.3 96.4 96.0
TO 99.4 99.1 99.4 99.0 99.4 99.0 99.4 99.0 99.4 99.0
+15
MC 98.2 98.2 98.0 98.0 97.8 97.8 97.5 97.5 97.3 97.2
TO 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
+10
MC 98.5 98.9 98.7 99.0 98.5 98.8 98.2 98.5 98.0 98.3
TO 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
+5
MC 98.4 98.9 99.3 99.9 99.1 99.7 98.9 99.4 98.7 99.2
TO 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
0
MC 97.9 98.5 99.2 100.0 99.4 100.0 99.5 100.0 99.3 99.9
TO 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–5
MC 97.0 97.7 98.3 99.3 99.2 99.7 100.0 100.0 99.9 100.0
TO 99.5 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–10
MC 96.1 96.8 97.4 98.3 98.7 99.2 100.0 100.0 100.0 100.0
TO 98.6 99.3 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–15
MC 95.2 95.9 96.5 97.4 98.0 98.7 99.4 100.0 99.7 100.0
TO 97.6 98.3 99.3 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–20
MC 94.2 94.9 95.5 96.4 97.0 98.1 98.4 99.8 99.2 99.9
TO 96.7 97.3 98.3 99.3 100.0 100.0 100.0 100.0 100.0 100.0
–25
MC 93.3 94.0 94.6 95.5 96.1 97.2 97.5 98.8 98.8 99.4
TO 95.7 96.3 97.3 98.3 100.0 100.0 100.0 100.0 100.0 100.0
–30
MC 92.4 93.0 93.6 94.5 95.5 96.2 96.5 97.8 98.8 98.9
Revision 3 P-7BR

WITH ANTI-ICE

ALT 0 1000 2000 3000 4000

TO 95.1 94.5 96.5 96.1 97.9 97.6 98.2 97.7 98.1 97.7
+10
MC 91.4 90.3 92.8 90.9 94.1 91.4 94.9 93.3 95.6 95.1
TO 94.3 93.7 95.7 95.3 97.1 96.8 97.9 97.6 98.5 98.4
+5
MC 90.6 89.5 92.0 90.6 93.3 91.6 94.4 93.1 95.4 94.6
TO 93.5 92.8 94.9 94.4 96.2 95.9 97.5 97.4 98.9 99.1
0
MC 89.8 88.7 91.2 90.2 92.5 91.7 93.9 92.9 95.2 94.1
TO 92.6 92.0 94.0 93.5 95.3 95.0 96.6 96.5 98.0 98.2
–5
MC 89.0 87.9 90.3 89.6 91.6 91.9 93.0 92.3 94.3 93.7
TO 91.7 91.1 93.1 92.6 94.4 94.1 95.7 95.6 97.1 97.3
–10
MC 88.1 87.0 89.4 88.9 90.7 90.0 92.1 91.7 93.4 93.3
TO 90.9 90.3 92.2 91.8 93.5 93.2 94.8 94.7 96.2 86.4
–15
MC 87.3 86.2 88.6 88.1 89.9 89.2 91.2 90.6 92.5 92.4
TO 90.0 89.4 91.3 90.9 92.6 92.3 93.9 93.8 95.3 95.5
–20
MC 86.4 85.3 87.7 87.2 89.0 88.3 80.3 89.4 91.6 91.5
TO 89.1 88.5 90.4 90.0 91.7 91.4 93.0 92.9 94.4 94.6
–25
MC 85.4 84.5 86.9 86.2 88.1 87.4 89.4 88.8 90.7 90.6
TO 88.2 87.6 89.5 89.1 90.8 90.5 92.0 92.0 93.4 93.6
–30
MC 84.7 83.6 86.0 85.1 87.2 86.5 88.5 88.1 89.8 89.6

Revision 3
P-8BR
FlightSafety
international

WITH ANTI-ICE

ALT 5000 6000 7000 8000 9000

TO 98.1 97.7 98.1 97.6 98.0 97.5 98.0 97.6 98.0 97.5
+10
MC 95.5 93.2 95.4 91.2 95.2 91.0 95.0 90.7 94.8 90.4
TO 98.5 98.6 98.8 98.6 98.7 98.5 98.7 98.5 98.7 98.5
+5
MC 95.8 93.6 97.9 92.5 96.9 92.3 95.8 92.1 95.6 95.9
TO 99.5 99.5 99.5 99.5 99.4 99.5 99.4 99.4 99.4 99.4
0
MC 96.1 94.0 96.9 93.8 96.7 93.6 96.5 93.4 96.3 93.2
TO 99.1 99.3 99.8 99.8 99.7 99.8 99.7 99.7 99.7 99.7
–5
MC 95.4 94.3 96.5 94.8 96.8 94.6 97.1 94.4 96.9 94.2
TO 98.6 99.1 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–10
MC 94.7 94.6 96.0 95.8 96.8 95.6 97.6 95.4 97.4 95.2
TO 97.8 98.2 99.2 99.5 100.0 100.0 100.0 100.0 100.0 100.0
–15
MC 93.8 93.8 95.1 95.2 96.2 95.7 97.3 96.2 97.5 96.0
TO 96.8 97.2 98.4 99.0 100.0 100.0 100.0 100.0 100.0 100.0
–20
MC 92.9 93.0 94.2 94.5 95.6 95.7 96.9 96.9 97.6 96.7
TO 95.9 96.3 97.4 98.0 99.1 99.5 99.4 100.0 100.0 100.0
–25
MC 92.0 92.1 93.3 93.6 94.7 95.0 96.0 96.3 97.1 96.8
TO 94.9 95.3 96.4 97.0 98.2 99.0 98.8 100.0 100.0 100.0
–30
MC 91.1 91.1 92.3 92.6 94.7 94.2 95.0 95.7 96.5 96.9
Revision 3 P-9BR
ANTI-ICE – MINIMUM N1 – 3 ENGINES OPERATIVE
TAT°C
–30°/–20° –20°/–10° –10°/–0° 0°/+10°
ALT
>20000 80% 76% 73% 65%
<20000
76% 73% 65% 58%
>10000
<10000 68% 65% 61% 58%
NOTE
WITH ONE ENGINE INOPERATIVE INCREASE
N 1 BY 9% IF N1>65% OR 6% IF N1<65%
Revision 3
P-10BR
FlightSafety
international
PILOT NOTES
Revision 3 P-11BR

CLIMB 260 kt/0.72

0 5,000 10,000 15,000 20,000 25,000
50 92.3 90.8 92.4 91.1
45 93.4 92.2 93.5 92.4 92.1 91.0
40 94.4 93.6 94.5 93.8 93.2 92.4
35 95.4 94.9 95.4 95.1 94.1 93.8 92.1 91.6
30 95.0 94.8 96.4 96.4 95.1 95.1 93.1 92.9 92.9 93.0
25 94.2 94.0 97.3 97.6 96.1 96.4 94.1 94.3 94.0 94.5
20 93.4 93.2 98.2 98.7 97.0 97.6 95.2 95.7 95.1 95.8 94.4 95.3
T 15 92.6 92.4 98.3 99.2 97.8 98.5 96.1 96.8 96.0 96.9 95.6 96.6
A 10 91.8 91.6 97.4 98.3 98.4 99.4 96.9 97.8 96.8 97.9 96.6 97.7
5 91.0 90.8 96.6 97.4 99.0 100.0 97.5 98.6 97.5. 98.7 97.4 98.6
T
0 90.2 89.9 95.7 96.6 99.7 100.0 98.2 99.4 98.2 99.5 98.1 99.4
(°C)
–5 89.3 98.1 94.8 95.7 100.0 100.0 98.9 100.0 98.9 100.0 98.9 100.0
–10 88.5 88.2 93.9 94.8 100.0 100.0 99.6 100.0 99.6 100.0 99.6 100.0
–15 87.6 87.4 93.0 93.9 99.5 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–20 86.8 86.6 92.1 93.0 98.5 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–25 85.9 85.7 91.2 92.0 97.6 99.2 100.0 100.0 100.0 100.0 100.0 100.0
–30 85.0 84.8 90.3 91.1 96.6 98.2 100.0 100.0 100.0 100.0 100.0 100.0
–35 84.1 83.9 89.4 90.2 95.6 97.2 100.0 100.0 100.0 100.0 100.0 100.0
–40 83.2 83.0 88.4 89.2 94.6 96.1 100.0 100.0 100.0 100.0
–45 82.3 82.1 87.5 88.2 93.6 95.1
–50

Revision 3
P-12BR
FlightSafety
international

CLIMB 260 kt/0.72

25,000 30,000 35,000 40,000 45,000 50,000
50
45
40
35
30
25
20 94.4 95.3
T 15 95.6 96.6 95.6 96.7
A 10 96.6 97.7 96.6 97.8 96.2 97.4
5 97.4 98.6 97.5 98.7 97.1 98.4
T
0 98.1 99.4 98.3 99.7 97.9 99.4
(°C) –5 98.9 100.0 99.2 100.0 98.8 100.0 98.1 99.7 96.4 97.7
–10 99.6 100.0 100.0 100.0 99.7 100.0 99.1 100.0 97.4 98.9 95.1 96.3
–15 100.0 100.0 100.0 100.0 100.0 100.0 99.9 100.0 98.5 99.9 96.3 97.6
–20 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.3 100.0 97.4 98.6
–25 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.2 99.6
–30 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.2 100.0
–35 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–40 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–45 99.6 99.6 99.6 99.6 99.6 99.6 99.6 99.6 99.6 99.6
–50 98.5 98.5 98.5 98.5 98.5 98.5 98.5 98.5

Revision 3 P-13BR

CLIMB 300 kt/0.8

0 5,000 10,000 15,000 20,000 25,000
50 92.7 91.6 92.8 91.9 91.5 90.7
45 93.7 92.9 93.8 93.2 92.5 92.0
40 94.7 94.2 94.7 94.5 93.4 93.3 91.4 91.2
35 94.9 94.8 95.7 95.7 94.4 94.5 92.4 92.5 92.3 92.7
30 94.1 94.0 96.6 97.0 95.4 95.8 93.4 93.8 93.4 94.0 92.9 93.7
25 93.3 93.2 97.5 98.1 96.3 97.0 94.5 95.1 94.4 95.3 94.1 95.1
20 92.5 92.5 97.8 98.7 97.2 98.1 95.4 96.3 95.3 96.4 95.2 96.3
T 15 91.8 91.7 96.9 97.9 97.9 99.0 96.3 97.4 96.2 97.4 96.2 97.4
A 10 90.9 90.9 96.1 97.0 98.6 99.8 97.1 98.2 97.1 98.3 97.1 98.2
5 90.1 90.1 95.2 96.2 99.2 100.0 97.8 99.0 97.8 99.0 97.8 99.0
T
0 89.3 89.2 94.4 95.3 99.9 100.0 98.4 99.7 98.4 99.8 98.5 99.8
(°C) –5 88.5 88.4 93.5 94.4 99.5 100.0 99.1 100.0 99.1 100.0 99.1 100.0
–10 87.6 87.5 92.6 93.6 98.5 100.0 99.8 100.0 99.8 100.0 99.8 100.0
–15 86.8 86.7 91.8 92.7 97.6 99.1 100.0 100.0 100.0 100.0 100.0 100.0
–20 86.0 85.9 90.9 91.8 96.6 98.1 100.0 100.0 100.0 100.0 100.0 100.0
–25 85.1 85.0 90.0 90.8 95.7 97.2 100.0 100.0 100.0 100.0 100.0 100.0
–30 84.2 84.1 89.0 89.9 94.7 96.2 100.0 100.0 100.0 100.0 100.0 100.0
–35 83.4 83.3 88.1 89.0 93.8 95.2 100.0 100.0 100.0 100.0
–40 82.4 82.4 87.2 88.0 92.8 94.2
–45 81.6 81.5
–50

P-14BR Revision 3
FlightSafety
international

CLIMB 300 kt/0.8

25,000 30,000 35,000 40,000 45,000 50,000
50
45
40
35
30 92.9 93.7
25 94.1 95.1 94.3 95.4
20 95.2 96.3 95.4 96.6
T 15 96.2 97.4 96.5 97.7 95.9 97.1
10 97.1 98.2 97.4 98.7 96.9 98.1
A
5 97.8 99.0 98.3 99.6 97.7 99.1 97.1 98.4
T
0 98.5 99.8 99.0 100.0 98.6 100.0 97.9 99.4 96.2 97.6
(°C) –5 99.1 100.0 99.8 100.0 99.4 100.0 98.8 100.0 97.2 98.6 95.0 96.2
–10 99.8 100.0 100.0 100.0 100.0 100.0 99.7 100.0 98.1 99.6 96.1 97.4
–15 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.0 100.0 97.1 98.5
–20 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.8 100.0 98.1 99.4
–25 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.9 100.0
–30 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–35 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–40 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
–45 99.6 99.6 99.6 99.6 99.6 99.6 99.6 99.6
–50 98.5 98.5 98.5 98.5 98.5 98.5 98.5 98.5

Revision 3 P-15BR

MI MI
LR 0.75 0.8 0.84 LR 0.75 0.8 0.84
TEMP TEMP
–10°C N.L. N.L. N.L. 47,730 –10°C N.L. N.L. N.L. 43,450
–5°C N.L. N.L. N.L. 46,250 –5°C N.L. N.L. N.L. 42,370
0°C N.L. N.L. N.L. 45,270 0°C N.L. N.L. N.L. 41,250
5°C N.L. N.L. N.L. 43,240 5°C N.L. N.L. 46,450 39,350
10°C N.L. N.L. N.L. 40,130 10°C N.L. N.L. 44,710 36,460
15°C N.L. N.L. 46,430 35,110 15°C 46,410 45,560 42,170 31,850
20°C N.L. 46,960 42,560 28,650 20°C 43,540 42,580 38,580 25,920
–15°C 47,860 48,070 45,650 39,910 –15°C 43,280 43,430 41,190 35,950
–10°C 47,840 48,040 45,220 39,170 –10°C 43,220 43,400 40,810 35,290
–5°C 47,200 47,340 44,280 38,090 –5°C 42,660 42,720 39,880 34,220
0°C 46,540 46,630 43,300 36,970 0°C 42,000 41,940 38,920 33,090
5°C 45,215 44,870 41,570 34,810 5°C 40,430 40,190 37,210 30,630
10°C 43,610 42,990 39,740 31,500 10°C 38,510 38,250 35,340 27,200
15°C 40,960 40,290 37,270 26,800 15°C 35,940 35,680 32,600
20°C 37,990 37,340 33,030 20°C 33,110 32,830 28,260
Revision 3
P-16BR

MI MI
LR 0.75 0.8 0.84 LR 0.75 0.8 0.84
TEMP TEMP
–15°C 39,240 39,260 37,190 32,440 –15°C 35,490 35,490 33,580 29,260
–10°C 39,240 39,262 36,880 31,860 –10°C 35,490 35,520 33,330 28,760
–5°C 38,580 38,590 35,950 30,780 –5°C 34,790 34,840 32,410 27,690
0°C 37,760 37,730 34,990 29,650 0°C 33,890 33,940 31,450 26,560
5°C 36,150 36,100 33,400 27,090 5°C 32,360 32,420 29,960 23,930
10°C 34,170 34,120 31,530 10°C 30,310 30,410 28,110
15°C 31,750 31,740 28,620 15°C 28,110 28,220 25,060
20°C 29,100 29,040 24,320 20°C 25,330 25,470
–15°C 32,100 32,130 30,360 26,410 –15°C 28,990 29,130 27,480 23,850
–10°C 32,080 32,110 30,090 25,880 –10°C 28,880 29,070 27,200 23,300
–5°C 31,150 31,360 29,120 24,760 –5°C 27,980 28,290 26,200 22,160
0°C 30,030 30,250 28,020 0°C 26,680 27,000 24,990
5°C 28,420 28,640 26,480 5°C 24,930 25,320
10°C 28,460 26,670 24,350 10°C 23,043 23,400
15°C 24,250 24,510 15°C
20°C 20°C
Revision 3 P-17BR
CRUISE—MACH 0.75
P-18BR

WT ALT 350 370 390
X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF 710 732 755 706 730 754 720 746
45 N1 89.9 92.1 94.1 92.3 94.5 96.7 96.3 98.6
TAS 420 430 440 418 428 438 419 429
FF 685 707 729 676 699 721 682 705 729
43 N1 88.9 91.0 93.1 91.0 93.2 95.3 94.4 96.7 98.9
TAS 420 430 440 418 428 438 418 428 438
FF 666 687 708 649 671 692 650 672 694
41 N1 88.1 90.2 92.3 89.8 92.0 94.1 92.7 95.0 97.1
TAS 420 430 440 418 428 438 418 428 438
FF 649 669 689 625 646 665 620 640 661
39 N1 87.5 89.5 91.6 88.7 90.8 92.9 91.3 93.5 95.6
TAS 420 430 440 418 428 438 418 428 438
FF 634 654 673 607 626 645 593 612 632
37 N1 86.8 88.9 90.9 87.9 90.0 92.0 90.0 92.1 94.2
TAS 420 430 440 418 428 438 418 428 438
FF 621 640 659 591 609 527 570 588 606
35 N1 86.2 88.3 90.3 87.1 89.2 91.2 88.7 90.9 92.9
TAS 420 430 440 418 428 438 418 428 438
FF 609 627 646 577 594 612 553 570 588
33 N1 85.7 87.7 89.7 86.4 88.5 90.5 87.9 90.0 92.0
TAS 420 430 440 418 428 438 418 428 438
FF 598 616 633 564 581 598 537 554 571
31 N1 85.2 87.2 89.1 85.8 87.9 89.9 87.1 89.2 91.2
TAS 420 430 440 418 428 438 418 428 438
Revision 3
FF 588 605 622 552 569 586 524 540 556

29 N1 84.7 86.7 88.6 85.2 87.3 89.2 86.4 86.4 90.5
TAS 420 430 440 418 428 438 418 428 438
Revision 3
CRUISE—MACH 0.75
WT ALT 410 430 450

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF
45 N1
TAS
FF 720
43 N1 99.6
TAS 426
FF 666 689
41 N1 96.9 99.2
TAS 420 430
FF 625 646
39 N1 94.7 97.0
TAS 418 428
FF 593 613 633 605 627
37 N1 92.9 95.1 97.3 96.9 99.3
TAS 418 428 438 420 430
FF 563 582 600 566 586 589
35 N1 91.3 93.5 95.6 94.6 96.9 99.4
TAS 418 428 438 418 428 423
FF 538 555 573 536 554 572 543 562
33 N1 89.9 92.0 94.1 92.7 94.9 97.0 96.5 98.8
FlightSafety
TAS 418 428 438 418 428 438 419 429
FF 518 534 550 507 524 541 508 525
31 N1 88.6 90.8 92.8 91.0 93.1 95.3 94.1 96.3
international
TAS 418 428 438 418 428 438 418 428
P-19BR
FF 501 517 533 484 500 515 478 494 510

29 N1 87.7 89.8 91.9 89.4 91.5 93.6 92.0 94.2 96.4
TAS 418 428 438 418 428 438 418 428 438
P-20BR

CRUISE—MACH 0.80
WT ALT 350 370 390

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF 778 804 830 787 814 813
45 N1 91.8 93.9 96.1 94.8 97.1 99.5
TAS 446 457 467 444 454 444
FF 756 781 806 748 773 799 767 797
43 N1 90.9 93.1 95.2 93.2 95.4 97.6 97.4 99.8
TAS 446 457 467 444 454 465 444 454
FF 737 761 785 712 736 760 724 749
41 N1 90.2 92.3 94.4 91.7 93.9 96.0 95.3 97.6
TAS 446 457 467 444 454 465 444 454
FF 720 743 766 690 713 735 684 708 731
39 N1 89.5 91.6 93.7 90.7 92.9 95.0 93.5 95.7 97.9
TAS 446 457 467 444 454 465 444 454 465
FF 704 727 749 671 693 715 650 671 693
37 N1 88.9 91.0 93.1 89.9 92.1 94.2 91.8 94.0 96.2
TAS 446 457 467 444 454 465 444 454 465
FF 690 711 733 654 675 697 629 649 670
35 N1 88.3 90.4 92.5 89.2 91.3 93.4 90.9 93.0 95.2
TAS 446 457 467 444 454 465 444 454 465
FF 676 697 718 639 659 680 611 630 650
33 N1 87.8 89.9 91.9 88.5 90.5 92.7 90.0 92.1 94.2
TAS 446 457 467 444 454 465 444 454 465
FF 664 684 705 625 645 664 595 614 633
31 N1 87.3 89.4 91.4 87.9 90.0 92.1 89.2 91.3 93.4
TAS 446 457 467 444 454 465 444 454 465
Revision 3
FF 653 673 693 612 631 650 580 598 617

29 N1 86.9 88.9 90.9 87.3 89.4 91.5 88.5 90.6 92.6
TAS 446 457 467 444 454 465 444 454 465
Revision 3
CRUISE—MACH 0.80
WT ALT 410 430 450

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF
45 N1
TAS
FF
43 N1
TAS
FF
41 N1
TAS
FF 703
39 N1 97.7
TAS 444
FF 659 682
37 N1 95.4 97.7
TAS 444 454
FF 620 642 663 636 658
35 N1 93.4 95.6 97.8 97.5 99.9
TAS 444 454 465 444 454
FF 590 610 630 592 613 612
FlightSafety
33 N1 91.8 94.0 96.2 95.0 97.3 99.7
TAS 444 454 465 444 454 444
FF 570 589 607 556 575 594 566 588
31 N1 90.8 92.9 95.1 92.9 95.1 97.3 96.8 99.1
international
P-21BR
TAS 444 454 465 444 454 465 444 454

FF 553 571 589 533 550 568 525 543
29 N1 89.8 92.0 94.1 91.6 93.7 95.9 94.2 96.5
TAS 444 454 465 444 454 465 444 454
FALCON 900 NORMAL PROCEDURES CHECKLIST

P-22BR
WT ALT 350 370 390

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF 1023 996 926 924 898 834 820 790
45 N1 99.3 99.7 98.9 99.5 99.9 99.1 99.8 101.1
TAS 470 477 479 460 465 463 445 442
FF 1022 1001 931 918 906 841 830 804 729
43 N1 99.1 99.6 98.6 99.0 99.8 99.0 99.7 100.0 98.9
TAS 473 480 484 463 471 471 452 456 438
FF 990 1004 934 873 905 845 838 811 740
41 N1 97.9 99.6 98.7 97.1 99.5 98.8 99.6 99.9 98.7
TAS 473 483 487 463 474 477 459 463 455
FF 961 996 936 831 860 850 840 818 749
39 N1 96.9 99.2 98.6 95.4 97.7 98.6 99.3 99.7 98.5
TAS 473 484 489 463 474 482 463 469 468
FF 984 967 838 804 832 883 795 823 753
37 N1 95.9 98.2 98.6 94.4 96.6 98.6 97.3 99.6 98.3
TAS 473 484 491 463 474 485 463 474 475
FF 1039 941 940 947 806 834 854 782 757
35 N1 99.1 97.3 98.5 99.1 95.6 97.8 99.3 97.8 98.2
TAS 480 484 493 476 474 485 471 474 480
FF 1017 1015 942 949 926 857 858 830 759
33 N1 98.3 99.4 98.4 99.1 99.4 98.4 99.2 99.4 98.1
TAS 480 491 495 477 486 489 474 481 483
FF 990 1016 943 941 928 859 832 833 761
31 N1 97.4 99.4 98.4 98.8 99.4 98.4 98.1 99.3 98.0
TAS 480 491 497 478 488 491 474 483 486
Revision 3
FF 967 1002 945 914 929 860 805 834 763

29 N1 96.6 98.9 98.3 97.7 99.3 98.3 96.9 99.2 97.9
TAS 480 492 499 478 489 493 474 486 488
Revision 3
WT ALT 410 430 450

X –10 ISA +10 –10 ISA +10 –10 ISA +10
1000
FF
45 N1
TAS
FF 725
43 N1 99.8
TAS 427
FF 743 712
41 N1 99.9 100.0
TAS 442 438
FF 754 726
39 N1 99.8 99.9
TAS 452 454
FF 762 733 661 678 645
37 N1 99.6 99.8 98.3 100.0 100.0
TAS 459 463 450 443 437
FF 768 739 671 689 658 604
35 N1 99.5 99.6 98.1 99.9 99.9 100.1
TAS 464 469 467 453 454 428
FF 758 744 675 696 665 597 622 586
33 N1 98.8 99.4 97.9 99.7 99.7 98.0 100.2 99.9
FlightSafety
TAS 467 475 474 460 463 450 446 439
FF 725 747 678 680 671 605 631 599
31 N1 97.1 99.3 97.7 98.6 99.4 97.8 100.0 99.8
international
TAS 467 478 479 463 471 468 455 457
P-23BR
FF 698 723 680 638 661 609 637 605 541

29 N1 95.8 98.1 97.6 96.3 98.6 97.6 99.8 99.5 97.7
TAS 467 478 483 463 474 475 463 466 456
P-24BR

S + 40 LANDING DRY RUNWAY
FALCON 900B NO WIND
SLATS + FLAPS 40 LANDING DATA
G.W. PRESSURE ALTITUDE
X VREF
1000 SEA LEVEL 2000’ 4000’ 6000’ 8000’
24 100 2150/3600 2200/3700 2325/3800 2450/4000 2550/4300
26 104 2250/3700 2375/3900 2450/4100 2600/4300 2700/4500
28 108 2400/4000 2450/4100 2575/4300 2700/4500 2850/4700
30 112 2475/4100 2600/4300 2700/4500 2850/4800 2950/4900
32 116 2600/4400 2700/4500 2850/4650 2975/4900 3150/5300

34 119 2775/4600 2900/4800 3025/5100 3175/5300 3325/5550
36 122 2950/4900 3050/5100 3250/5400 3350/5600 3500/5900
38 126 3510/5200 3300/5500 3450/5700 3600/6000 3750/6300
40 129 3400/5700 3500/5900 3700/6200 3900/6600 4000/6700
42 132 3600/6000 3700/6150 3900/6500 4050/6700 4200/7050

Revision 3
44 135 3600/6100 3700/6300 3950/6600 4050/6900 4350/7300

FALCON
900 A – B
EMERGENCY/ABNORMAL
PROCEDURES
Revision 6—August 2006
PILOT CHECKLIST
Copyright © 2006, FlightSafety International, Inc. Unauthorized

reproduction or distribution is prohibited. All rights reserved.
INSERT LATEST REVISED PAGE. DESTROY SUPERSEDED PAGES.
Dates of original and changed pages are:
Revision .........3 .........August 1999

Revision .........4..............May 2000
Revision .........5 ..............July 2001
Revision .........5.01........June 2002
Revision .........6 .........August 2006
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 123,

CONSISTING OF THE FOLLOWING:

No. No. No. No.
Title ..............................................6 A-14 – A-69 ..................................6
ii ...................................................6 S-1 ...............................................4
E-i.................................................5 S-2 – S-3 ......................................6
E-ii ................................................6 S-4 ...............................................5
E-1 – E-21 ....................................6 S-5 ...............................................4
A-i.................................................5 S-6 ...............................................5
A-ii – A-iii ......................................6 S-7 ...............................................6
A-iv ...............................................5 S-8 ...............................................5
A-v................................................6 S-9 ..........................................5.01
A-vi ...............................................5 QR-1 ............................................6
A-vii ..............................................6 QR-2 ............................................5
A-viii .............................................5 QR-3 ............................................3
A-1 – A-2 ......................................5 QR-4 ............................................5
A-3 – A-4 ......................................6 QR-5 .......................................5.01
A-5 ...............................................3 QR-6 – QR-7 ................................5
A-6 – A-7 ......................................5 QR-8 – QR-9 ................................6
A-8 – A-11 ....................................6 QR-10 – QR-11 ............................5
A-12 – A-13 ..................................5 QR-12 ..........................................6

**Revision 5 is a complete reprint.
These are suggested training procedures only

and in no way supersede current procedures
outlined in the FAA-approved Flight Manual
and any revisions thereto. In the case of
conflict, the Flight Manual takes precedence.
Checklist procedures represented for USA

registered aircraft only. For non-USA
r e g i s tered aircraft, consult AFM for alternate
procedures.
ii Revision 6
FlightSafety
international
Compliance with the order prescribed for application of these procedures

is recommended. Where more than one phase is specified:
PHASE I Specifies immediate action to be accomplished without the

need for reference to the checklist.
PHASE II Items shall be completed only after PHASE I items have been
completed by checklist.
PHASE III Items shall be completed as soon as time permits.
AURAL WARNINGS shall be identified before silencing. Eliminating these

aural warnings will enable better coordination during the accomplishment of
the emergency procedures.
Revision 5 E-i
FALCON 900A OR B PILOT CHECKLIST
WARNING PANEL
CMPTR 1 CMPTR 2 CMPTR 3 —— L AOA R AOA
ST BY
OIL 1 OIL 2 OIL 3 L. PITOT PITOT R. PITOT
L. WHL R. WHL
GEN 1 GEN 2 GEN 3 AOA PROBE OVHT OVHT
7 7 7 2 2
HOT AUTO FLAP
XTK 2 XTK 2 BAG

FUEL 1 FUEL 2 FUEL 3 OPEN CLOSED ACCESS
LO LO LO AIL AIL PITCH

FUEL 1 FUEL 2 FUEL 3 ZERO FEEL FEEL
REV MACH
—— UNLOCK FUELING AP MISTRIM TRIM
4
BLEED ECU COND'G NOSE BLEED BAG
REAR T/O
#2P BK CABIN DOORS CONFIG
7 7 MOVING
PUMP 1 PUMP 2 LANDING GEAR

L R
PUMP 3 ST/BY
PUMP
LH NOSE RH
7
FAULT
FIRE APU 1
FAULT FAULT FAULT
FIRE
FIRE 1 1 FIRE 2 1 FIRE 3 1 BAG COMP. 2
ENG 2 FAIL AIR BRAKE
E-ii Revision 6
FlightSafety
international
EMERGENCY
ENGINE FIRE
INTERNAL ENGINE FIRE
ON THE GROUND 1
FIRE APU FIRE
FIRE IN BAGGAGE COMPARTMENT

MAIN WHEEL WELL OVERHEAT 2
AIR CONDITIONING SMOKE
SMOKE ELECTRICAL SMOKE OR FIRE 3
SMOKE REMOVAL
INADVERTENT THRUST REVERSER 4
TWO ENGINES INOPERATIVE— 5

ENGINES APPROACH AND LANDING
GO-AROUND 6
HYDRAULIC LOSS OF BOTH HYDRAULIC SYSTEMS

7
ELECTRICAL LOSS OF ALL THREE GENERATORS
PRESSURIZATION RAPID DEPRESSURIZATION

EMERGENCY DESCENT 8
EMERGENCY
FORCED LANDING
LANDING
DITCHING 9
Revision 6 E-1
+ AURAL
ENGINE FIRE FIRE
WARNING
1 NOTE
The following procedures must be followed, whether or
not the FAULT light is on.
Phase I
1. Power Lever of Engine Concerned...................................CUT-OFF
2. FUEL SHUTOFF Switch of Engine Concerned ............ACTUATED
TRANS Light.....................................................ON THEN OFF
3. Airspeed ..............................................................BELOW 250 KIAS
4. Fire Extinguisher DISCH Switch ..................................POSITION 1
If fire warning persists:

5. Fire Extinguisher DISCH Switch ..................................POSITION 2
Phase II
6. Booster Switch............................................................................OFF
FUEL Light ..........................................................................ON
7. GEN Switch ................................................................................OFF

GEN Light ..........................................................................ON
8. Engine Anti-ice ...........................................................................OFF

OIL and possibly PUMP Light..................................ON
If the No. 2 engine is shutdown:

9. BUS TIED Switch ......................................................................TIED
BUS TIED Light ..........................................................................ON
10. ST-BY Hydraulic Pump Switch.........................ON (AS REQUIRED)
CAUTION
In icing conditions, operate No. 2 engine anti-ice
even with the engine shutdown.
See Abnormal Tab 2, page A-3—One Engine Inoperative–Approach

and Landing.
See Abnormal Tab 3, page A-4—One Engine Inoperative–Go-Around.
See Emergency Tab 4, page E-10—Two Engines Inoperative–Approach
and Landing.
See Emergency Tab 6, page E-12—Two Engine Inoperative–Go-Around.
– – – END – – –
E-2 Revision 6
FlightSafety
international
INTERNAL ENGINE FIRE ON THE GROUND
During starting attempt or shutdown:
Phase I
1. Power Lever .....................................................................CUT-OFF
2. FUEL SHUTOFF Switch ...............................................ACTUATED
TRANS Light .......................................................ON THEN OFF
1
3. Start Selector ..............................................MOTOR START-STOP
4. Start Button ................................................................DEPRESSED
5. Bleed Air Switches (Crew and Passenger) ...............................OFF
6. Evacuation ..............................................INITIATED IF REQUIRED
– – – END – – –
+ AURAL
APU FIRE FIRE APU
WARNING
NOTE
The following procedure must be followed whether or
not the FAULT light is on.
Phase I
1. APU Master Pushbutton Light .....................................SHUTDOWN
2. APU Generator Pushbutton Light .............................................OUT
3. Bleed Air APU Switch................................................................OFF
Wait for ten seconds, then:

4. APU Extinguisher Switch...............................................POSITION 1
5. No. 2 Engine Fuel Shutoff Switch...................................ACTUATED

TRANS Light .....................................................ON THEN OFF
6. No. 2 Engine Power Lever .................................................CUT-OFF

7. Booster 2 Switch.........................................................................OFF
8. No. 2 GEN Switch.......................................................................OFF
9. No. 2 Engine Anti-Ice..................................................................OFF
– – – END – – –
Revision 6 E-3
FIRE IN FIRE + AURAL

BAG COMP WARNING
BAGGAGE COMPARTMENT
Phase I
1. BAG Switch ...........................................................................HEAT
In flight at or below 41,000 ft and with the baggage compart-
ment pressurized:
2 2. The co-pilot dons the smoke hood and fights the fire with the hand
held fire extinguisher.
OR CAUTION
The lavatory door must be properly closed prior to
opening the baggage compartment door to prevent
smoke from entering the passenger cabin.
During takeoff or landing, or in flight above 41,000 ft or with the

baggage compartment not pressurized:
1. BAG Switch.............................................................................ISOL
BAG ISOL Light.......................................................................ON
2. BAG COMP Extinguisher Switch ................................POSITION 1

Do not open the baggage compartment door until the airplane has landed.
Phase II
– – – END – – –
MAIN WHEEL WELL L. WHL R. WHL

AND/OR
OVERHEAT OVHT OVHT
1. Airspeed.............................................................190 KIAS OR LESS

2. Landing Gear .................................................................EXTENDED
3. Brake Heating System (A/C Equipped With This System) .........OFF
Keep the landing gear down until the overheat warning light(s) is (are) out
but not for less than ten minutes. Do not exceed 245 KIAS while the land-
ing gear is extended.
CAUTION
The overheat condition may have caused tire
damage. Prepare for a shallow final approach and
as soft a landing as possible.
– – – END – – –
E-4 Revision 6
FlightSafety
international
WARNING
Smoke at Air Conditioning Outlets.
Phase I
1. Crew Oxygen Masks and Smoke Goggles.............100%/DONNED
2. Microphone Selector ...........................................MASK AND TEST
3. “NO SMOKING” Sign ..................................................................ON
4. Passenger Oxygen Controller .......................................OVERRIDE
5. Passenger Masks .............................................................DONNED
Phase II
6. Crew Gaspers..........................................................................OPEN 2
7. Isolation Valve Knob.......................................................ISOLATION
ISOL Light ..........................................................................ON
8. Crew Bleed-Air Switch................................................................OFF
9. COND Control Lever .................................................................TIED
If the smoke persists:
10. Crew Bleed-Air Switch..................................................................ON
11. Passenger Bleed-Air Switch .......................................................OFF
If the smoke disappears: If the smoke persists:

12. Continue the flight 12. Crew Temperature
with the faulty Controller ....MANUAL/40% HOT
bleed air system isolated.
If the smoke disappears: If the smoke persists:
13. Continue the flight and 13. Crew Bleed Air

use the crew temperature Switch................................OFF
controller as required to 14. Descend to below 14,000 feet
establish the proper cabin or to the safe altitude.
temperature. Do not select a
position lower than 40% HOT. CAUTION
The following procedure must

not be applied if flames are
present in the cabin or cockpit.
• At 14,000 feet or below
15. Pressurization
Switch ........................DUMP
• At a speed below 215 KIAS
16. LH Direct Vision
Window ......................OPEN
PHASE III
17. Descend to 10,000 feet or
to the safe altitude.
If the smoke persists or fire is not
visibly verified to be out:
– – – END – – –
Revision 6 E-5
WARNING
Smoke and unusual odors.
Phase I
Only if there are no flames in the cabin.
4. Passenger Oxygen Controller and
3 Passenger Masks .........................................OVERRIDE/DONNED
Phase II
5. Crew Gaspers..........................................................................OPEN
If the origin of the fire If the origin of the fire or

or smoke is evident: smoke is not evident
and flight conditions:
6. Suspected Equipment .....ISOLATED
Permit a total electrical Do not permit a total

shutdown: electrical shutdown–
shutdown selectively:
6. Gen 1, Bat 1, Bat 2, 6. Bat 2 and Gen 2
Gen 2, Gen 3 Switches ...........................OFF
Switches............................OFF 7. Bus Tied
7. Bus Tied Switch..............FLIGHT NORM
Switch............FLIGHT NORM BUS TIED Light ..............OUT
After smoke has stopped,
8. Passenger Temperature
determine which power Controller .......MANUAL/COLD
system causes smoke to
reoccur (LH Main Bus with If the smoke or fire persists:
Battery 1 or RH Main Bus
with Battery 2) by switch- 9. Auto/Man Pressure
ing the batteries on one at Selector Switch ................MAN
a time, one after the other. 10. Bat 2 and Gen 2 Switches.....ON
8. Suspected Side Battery
Switch .............................OFF 11. Gen 1, Bat 1, and Gen 3
Switches................................OFF
9. Other Side Bat and Gen
12. Crew Temperature
Switch(es).........................ON Controller ..........MANUAL/COLD
10. Do not Tie Busses
If fire or smoke is If fire or smoke is not

visibly verified removed: visibly verified removed:

E-6 Revision 6
FlightSafety
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If fire or smoke is If fire or smoke is not

visibly verified removed: visibly verified removed:
13. Continue the flight to the 13. Land as soon as possible.

nearest suitable airport.
If smoke persists:
14. Crew Air Gaspers ..........OPEN

15. Descend to below 14,000 feet
or a safe altitude.
CAUTION
The following procedures
must not be applied if
flames are present in the
cabin or cockpit.
At 14,000 feet or below:

3
16. Pressurization Manual
UP—DN Control..................UP
At a speed below 215 KIAS:
17. LH Direct
Vision Window ...............OPEN
PHASE III
18. Descend to 10,000 feet or to
the safe altitude. If the fire
or smoke is not visibly verified
removed.
– – – END – – –
Revision 6 E-7
SMOKE REMOVAL
Phase I

Only if there are no flames in the cabin:

Passenger Masks .........................................OVERRIDE/DONNED
Phase II
5. Crew Air Gaspers ....................................................................OPEN
6. Crew and Passenger Temperature Controllers .......MANUAL/COLD

4
7. Descend to 14,000 feet or below or to the minimum safe altitude for
the route flown.
CAUTION
The following procedure must not be applied if

flames are present in the cabin or cockpit.

8. Pressurization Dump Switch......DUMP (A1 BUS POWER REQUIRED)
At or below a speed of 215 KIAS:
9. LH Direct Vision Window .........................................................OPEN
Phase III
route flown.
If the smoke persists or if the fire is not visibly verified to be out:
– – – END – – –
E-8 Revision 6
FlightSafety
international

REV
and possibly DEPLOYED lights on.
UNLOCK
TRANSIT
Pitch down moment, abnormal noise and buffeting may be encountered.
Phase I
1. No. 2 Engine.............................................................................IDLE
2. Thrust Reverser NORM/STOW Switch .................................STOW
3. Airspeed ...........................................................230 KIAS OR LESS
Phase II
If the thrust reverser stows
OR 4. Continue the flight with the NORM/STOW Switch in the stow position.
4
If the thrust reverser remains deployed:
4. Thrust Reverser NORM/STOW Switch ........MAINTAINED IN STOW

NOTE
The drag resulting from an idling No. 2 engine with
the thrust reverser deployed adversely affects the
performance characteristics. The engine should
therefore be shutdown whenever necessary.
Follow the procedure for One Engine Inoperative Approach and Landing
(See Abnormal Tab 2, page A-3).
– – – END – – –
Revision 6 E-9

Preparation
1. Reduce aircraft weight to the minimum practicable.
2. Determine the weight limitation
for enroute climb gradient ........................SEE PAGE E-14 OR E-15
3. Fuel Supply to Remaining Engine....................................CHECKED
4. BUS-TIED Switch ......................................................................TIED
BUS TIED Light ..........................................................................ON
5. Limit the On-Line Generator Load................300 AMPS OR BELOW
6. Crew and Passenger Bleed-Air Switches...................................OFF
7. Brake Selector: (If Inoperative Engines are No. 1 and 3:) ...#2/ASKID OFF
8. ST-BY Hydraulic Pump Switch.....................................................ON
NOTE
With engine 1 and 3 inoperative—Extend slats using
Emergency Procedure—Extend Gear Using
Emergency Procedure.
5
Approach:
10. Flaps + Slats Handle ..........................................7° FLAPS + SLATS
11. Emergency Slats Switch...............................................................ON
Make the decision to land or go-around at not less than 1,000
feet above ground level.
When committed for landing:
NOTE
With engines No. 1 and 3 inoperative extend land-
ing gear at VLO 190 KIAS if possible and if neces-
sary perform emergency extension. See
“Emergency Extension” procedures, Abnormal
Tab 13, page A-24.
12. Landing Gear ......................................................................EXTEND

13. Gear Handle ...........................................................................DOWN
CAUTION
14. EMERGENCY GEAR PULL Handle ...................................PULLED

If all three green gear down lights illuminate and the landing
gear handle light (red) is not illuminated, the landing gear is down
and locked. Do not actuate any landing gear controls.
If at least one (1) green gear light does not illuminate and the
landing gear handle light is flashing, apply the FREE FALL EXTEN-
SION procedure.
Continued on Next Page
E-10 Revision 6
FlightSafety
international
Free Fall Extension

15. Airspeed................................................NOT LESS THAN 160 KIAS
16. LH MAIN MANUAL GEAR RELEASE Handle ..........................PULL
• Gently apply up to full rudder to the left while accelerating (190
KIAS max.) until the left green gear down light is illuminated.
NOTE
• Gently come back to neutral rudder.
NOTE
Rapidly alternating large rudder applications in combi-
nation with large side-slip angles may result in structur-
al failure at any speed.
17. RH MAIN MANUAL GEAR RELEASE Handle .........................PULL

• Gently apply up to full rudder to the right while accelerating (190
KIAS max.) until the right green gear down light is illuminat-
ed. Maintain wings level with appropriate aileron input.
NOTE
Illumination of the green gear down light may take 5
18. NOSE GEAR MANUAL RELEASE Handle ..............................PULL
Accelerate until illumination of the green gear light is achieved

(190 KIAS max.)
NOTE
Free fall extension of all 3 landing gear may take
approximately 2 minutes to complete.
19. Flaps + Slats (As Required) .............................20° FLAPS + SLATS
Approach Speed:
• 7° Flaps + Slats ................................................VREF + 20 KNOTS
Increase the normal landing distance by 800 feet and the normal
landing field length by 1,335 feet..
• 20° Flaps + Slats ..............................................VREF + 10 KNOTS
Increase the normal landing distance by 400 feet and the normal
landing field length by 670 feet.
After Touchdown:
20. Thrust Reverser ........................................................AS REQUIRED
If the No. 2 brake system must be used, use moderate braking. Increase
landing distance and landing field length calculated above by 50%.
– – – END – – –
Revision 6 E-11
TWO ENGINES INOPERATIVE—GO-AROUND
CAUTION
The decision to land or go-around must be made at or
above 1,000 feet above ground level. The altitude loss
associated with this Go-around procedure is approxi-
mately 500 feet.
On the Go-Around:
1. Engine Thrust (Full Power) .........................................................SET
2. Landing Gear (If Down) ...............................................RETRACTED
CAUTION
The landing gear cannot be retracted if the No. 1
and No. 3 engines are inoperative.
3. Accelerate the aircraft while in descent on normal slope.

At VREF + 25 knots:
4. Flaps + Slats Handle .............................................................CLEAN
5. Set and Maintain Enroute Climb Speed, (1.43 VS).
– – – END – – –
6
E-12 Revision 6
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Phase 1
1. Communications .........................................................VHF 1/ATC 1
2. Establish the aircraft within the airstart envelope.
(See Abnormal Tab 3, page A-5.)
3. Reduce the electrical load to the lowest possible to maintain as low
battery current drains as possible, see note below.
4. Relight the engines using the airstart procedures.
(See Abnormal Tab 3 thru 7, page A-8 thru A-11.)
Phase 2
If no engine can be relighted:
5. Prepare for a Forced Landing or a Ditching. (See Emergency Tab 8
or 9, page E-19 or E-20.)
6. ST-BY Hydraulic Pump (for EMERG Flaps + Slats Extension) .....ON
7. Extend the slats using the emergency system at VFE (200 KIAS) i
f necessary.
8. If a forced landing is anticipated, extend the landing gear at VLO
(190 KIAS) if possible, and if necessary perform a Landing Gear—
Emergency Extension (Manual Unlocking). (See Abnormal Tab 13,
page A-24.)
NOTE
• Booster Pumps ...................................................OFF
• Windshield Heat .................................................OFF
• Pitot ....................................................................OFF 6
• RH Avionics Master ............................................OFF
• Lavatory/Galley Master.......................................OFF
• Unnecessary Lights ............................................OFF
– – – END – – –
Revision 6 E-13
ENROUTE CLIMB GRADIENT

2 ENGINES INOPERATIVE AND CLEAN
Aircraft With TFE-731-5AR Engines
E-14 Revision 6
FlightSafety
international
ENROUTE CLIMB GRADIENT

2 ENGINES INOPERATIVE AND CLEAN
A/C with SB F900-100 (TFE 731-5BR Engines)
Revision 6 E-15
LOSS OF BOTH HYDRAULIC SYSTEMS
PUMP 1 PUMP 2
PUMP 3 AIL PITCH

and possibly FEEL and FEEL
Both hydraulic indicators show a pressure drop.
Phase I
1. Auto-Pilot and Yaw Damper .....................................DISENGAGED
2. Airspeed...............................................260 KIAS/.76 MI MAXIMUM
Phase II
3. Avoid high pitch attitudes and zones of air turbulence.
Landing Preparation:
4. Flaps + Slats Handle .............................................................CLEAN
5. Landing Gear ............................................FREE FALL EXTENSION
See Abnormal Tab 13, page A-24 (Emergency Extension)
6. Approach Speed (Clean Configuration) ...............VREF + 30 KNOTS
7. Rate of Descent ...................................APPROXIMATELY 300 FPM
CAUTION
The landing distance will be twice the nominal dis-
7 tance. (Normal configuration flaps 40° and slats.)
NOTE
In the situation that Flaps + Slats are already extend-
ed, use the following approach speeds:
• Slats Only ...................................VREF + 20 KNOTS
• 7° Flaps + Slats ..........................VREF + 20 KNOTS
• 20° Flaps + Slats ........................VREF + 15 KNOTS
• 40° Flaps + Slats ........................VREF + 10 KNOTS
After Touchdown:
8. Full Reverse Thrust ....................................................................SET
9. Park Brake ....................................INTERMEDIATE DETENT ONLY
Be cautious and avoid cycling pressure on and off.
CAUTION
The hydraulic power-off condition requires greater
pilot forces. Landing requires greater caution,
because directional control relies on the rudder.
Differential thrust may be helpful.
– – – END – – –
E-16 Revision 6
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LOSS OF ALL THREE GENERATORS
GEN 1 GEN 2 and GEN 3
Corresponding GEN switches possibly tripped.

1. Bus Voltages ....................................................................CHECKED
2. Generator and Battery Ammeters ....................................CHECKED
3. Battery Load ..................................SHED AS MUCH AS POSSIBLE
CAUTION
To limit the battery load, accomplish the following in
the sequence shown;
4. Booster Pump Switches (3) ........................................................OFF
5. Windshield Heating (3) ...............................................................OFF
In icing conditions it is imperative to keep the following switches on:
• Pilot windshield heating system.
• Engine and wing anti-icing system.
6. Pilot and Co-pilot Pitot Heating ...........................................OFF
7. RH AV Master Pushbutton ...........................................OFF (IN)
8. Lavatory and Galley Master Circuit Breakers ....................PULL
8a. Unnecessary Lights ............................................................OFF
Attempt to reset the last generator that failed:
9. BUS TIED Switch ..........................................FLIGHT NORMAL
10. BAT Switch (On Side Concerned) .......................ON/CHECKED
11. Power Lever (Of Engine Concerned)..................................IDLE
• Engine Idle Setting .............................................STABILIZED
12. GEN Switch (Of Generator Concerned) ................................ON
If voltmeter:
Rises To Maximum: Is Within Green Band:

13. GEN Switch (Of Generator 13. Power Lever
Concerned)...................OFF (Of Generator
14. BUS TIED Switch ........TIED Concerned)...........NORMAL
THRUST 7
BUS TIED Light ............ON 14. BUS TIED Switch .........TIED
15. Reduce electrical load BUS TIED Light ............ON
as much as possible.
15. Turn on previously shed
16. FMS 2 ...........................OFF items as required.
17. IRS 2.............................OFF 16. Monitor Voltmeter and
18. Power Lever (Of Generator Ammeter indications.
Concerned)...........NORMAL
THRUST
19. Land as soon as possible
while avoiding icing conditions.
CAUTION
After load shedding the batteries in good condition
will provide for:
• 40 minutes of operation with an average load
of 25 amps per battery in non-icing condition.
• 20 minutes of operation with an average load
of 45 amps per battery in icing condition.
– – – END – – –
Revision 6 E-17
RAPID DEPRESSURIZATION
Phase 1
1. Crew Oxygen Masks...........................................100% —DONNED
2. Microphone Selector ..............................................................MASK
3. FASTEN BELTS and Light Pushbuttons .........................ON
4. Oxygen Controller and Passenger Masks..OVERRIDE—DONNED
5. Emergency Descent........................................................INITIATED
– – – END – – –
EMERGENCY DESCENT
CAUTION
This procedure assumes structural integrity of
the aircraft. If structural integrity is questionable,
limit the airspeed to the lowest practical value,
and avoid high maneuvering loads.
1. Autopilot.....................................................................DISENGAGED
2. Power Levers.............................................................................IDLE
3. Airbrake Handle.............................................................POSITION 2
4. Descent...............................................................................INITIATE
8 5. Airspeed (Smooth Air)........................................................MMO/VMO

(In Turbulence, Do Not Exceed 280 KIAS/.76 MI)
6. Transponder ...................................................................CODE 7700
7. ATC....................................................................................ADVISED
– – – END – – –
E-18 Revision 6
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FORCED LANDING
Preparation:
1. Communications Transmission .......................TRANSMIT MAYDAY
3. Passenger ..................................................................INSTRUCTED
4. Fasten Belts/No Smoking Signs...................................................ON
5. AFT CABIN ISOL Light .......................................................................OFF
6. Cockpit Jump Seat (If Possible) ............UNOCCUPIED & STOWED
Approach:
7. Wing Anti-Ice ..............................................................................OFF
8. Crew and Passenger Bleed Air Switches ...................................OFF
9. HP 1, PRV 2 and PRV 3 Bleed Air Switches..............................OFF
10. Pressurization Switch..............................................................DUMP
11. Landing Gear .................................................................EXTENDED
12. Flaps + Slats.....................................................40° FLAPS + SLATS
13. Approach Speed........................................................................VREF
Just Before Touchdown:

14. Vertical Speed .....................................APPROXIMATELY 300 FPM
15. Fuel Shutoff Switches (3)..............................................ACTUATED
16. GEN Switches (3) .......................................................................OFF
17. BAT Switches (2) .......................................................................OFF
18. Power Levers (3)................................................................CUT-OFF

8
After the Airplane has Come to a Stop:
19. Engine Fire Extinguisher Switches (3)...........................POSITION 2
20. Cockpit Jump Seat.............................................................STOWED
21. Emergency Exit .......................................................................OPEN
22. Main Cabin Door......................................................................OPEN
23. Evacuate the Aircraft.
– – – END – – –
Revision 6 E-19
DITCHING
Preparation:
1. Communications Transmission .......................TRANSMIT MAYDAY
3. Passenger ..................................................................INSTRUCTED
4. Life Jackets......................................................DONNED/CHECKED
5. Fasten Belts/No Smoking Signs...................................................ON
6. AFT CABIN ISOL Light ........................................................................OFF
7. Cockpit Jump Seat (If Possible) ............UNOCCUPIED & STOWED
8. Audio Warn A (A1 Bus)
and B (B1 Bus) Circuit Breakers ........................................PULLED
Approach (Parallel to the Major Swell):

9. Wing Anti-Ice ..............................................................................OFF
11. BLEED AIR BAG Switch.....................................................ISOLATE
BAG ISOL Light .........................................................................ON
12. HP 1, PRV 2, and PRV 3 Bleed Air Switches.............................OFF

13. Pressurization Switch..............................................................DUMP
14. Landing Gear ...............................................................RETRACTED
15. Flaps + Slats.....................................................40° FLAPS + SLATS
16. Approach Speed........................................................................VREF
Just Before Touchdown:

17. Vertical Speed .....................................APPROXIMATELY 300 FPM
18. Fuel Shutoff Switches (3) ................................................ACTUATE
19. GEN Switches (3) .......................................................................OFF
9 20. BAT Switches (2) .......................................................................OFF
21. Contact the water on a crest parallel to the swell, at the slowest
practical speed, and with a nose up attitude of 12 to 15.5 degrees.
After Touchdown:
22. Power Levers (3)................................................................CUT-OFF
23. Cockpit Jump Seat.............................................................STOWED
24. Emergency Exit .......................................................................OPEN
25. Main Cabin Door......................................................................OPEN
– – – END – – –
E-20 Revision 6
FlightSafety
international
PILOT NOTES
Revision 6 E-21
FlightSafety
international
ABNORMAL PROCEDURES
Procedures in this section address foreseeable situations involving failures,

in which the systems redundancy or selection of an alternate system will
maintain an acceptable level of air worthiness.
I. IMMEDIATE ACTION—There are no memory items involved with
these procedures.
When a failure occurs, the crew should assess its priority in
relationship to the immediate effect on aircraft controllability
and the continuance of the planned flight path.
Procedures that could have an immediate effect, but involve actions
that are fundamental to basic airmanship are:
• Air Data System Failures—Refer to standby instruments or
transfer control.
• Engine Vibration (Actual)—Reduce Thrust.
• Pitch Trim Runaway—Override or disconnect.
II. SPECIFIC PRIORITIES—Where there is no immediate action
required, it is advisable to complete a Normal Checklist if in progress
or due, prior to calling for the Abnormal Checklist.
Because of the interrelationship of systems, a failure in one can
have an effect on other systems.
The system that can produce multiple annunciations are (1) Engine,
(2) Electric, (3) Hydraulic and should be dealt with in priority as
numbered.
Revision 5 A-i
WARNING PANEL
7 7 7 29 29
ST BY
7 7 7 21 21 21
AOA L. WHL R. WHL
GEN 1 GEN 2 GEN 3 PROBE OVHT OVHT
17 18 17 18 17 18 29
HOT AUTO FLAP
12 20
18 18 18 11 19 10
XTK 2 XTK 2 BAG
OPEN CLOSED ACCESS
15 15 15 16 16 28
10 20
16 16 16 8 19 8 10
REV MACH
20
17 20 29 19 29
25 25 25 26 26 28 27
REAR T/O
27 28 28 7
8 8
MOVING
PUMP 1 PUMP 2
L R 14 ST/BY 11 LANDING GEAR
13
PUMP 3
PUMP
LH NOSE RH
8 9
29
FAULT
29 29 29 FIRE APU
FAULT FAULT FAULT
FIRE
FIRE 1 FIRE 2 FIRE 3 BAG COMP.
1 7 12
A-ii Revision 6
FlightSafety
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ABNORMAL PROCEDURES
ENGINE FAILURE AFTER V1 1
ENGINE FAILURE IN FLIGHT—SHUTDOWN
ONE ENGINE INOPERATIVE— 2
ONE ENGINE INOPERATIVE—
GO-AROUND
LANDING DATA 3
ENGINE—AIRSTART
ENGINES
ENGINE FLAME OUT
AND HIGH SPEED AIRSTART 4
ENGINES-ABNORMAL AIRSTART
AIRSTART COMPUTER IN NORMAL (AUTO) MODE 5
AIRSTART-COMPUTER IN MANUAL MODE 6
FUEL CONTROL COMPUTER INOPERATIVE
ENGINE OIL
7
NO. 2 ENGINE INLET DOOR OPEN
TAKEOFF CONFIGURATION
LOSS OF NO. 1 HYDRAULIC SYSTEM
FAILURE OF A NO. 1 SYSTEM PUMP 8
HYDRAULICS
UNWANTED OPERATION OF STAND-BY PUMP
LANDING WITH INOPERATIVE STABILIZER 9
10
FLIGHT
CONTROLS SLAT MONITORING SYSTEM
11
SLAT SYSTEM MALFUNCTION
AIRBRAKE(S) DO NOT RETRACT 12
13
LANDING GEAR—ABNORMAL RETRACTION
LANDING GEAR NO. 1 BRAKE SYSTEM OR

AND BRAKES ANTI-SKID INOPERATIVE
ABNORMAL
NO. 1 AND NO. 2 BRAKE SYSTEM INOPERATIVE 14

NOSEWHEEL SHIMMY
Index Continued on Page A-v
Revision 6 A-iii

ABNORMAL
A-iv Revision 5
FlightSafety
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LOW BOOSTER PUMP PRESSURE 15

AIRPLANES EQUIPPED WITH XTK 2 SYSTEM
FUEL ON AIRPLANES WITHOUT XTK 2 SYSTEM
16
TANK LEVEL ABNORMALLY LOW ON A/C
WITH XTK 2 SYSTEM
FUEL ASYMMETRY
FUELING LIGHT ON IN FLIGHT
17
GENERATOR RESET PROCEDURE
ELECTRICAL
SYSTEMS TWO GENERATORS INOPERATIVE
BATTERY OVERHEAT 18
BATTERY FAILURE
EITHER AIR DATA COMPUTER INOPERATIVE
19
PITOT-STATIC BOTH AIR DATA COMPUTERS INOPERATIVE
SYSTEM JAMMED OR ABNORMAL PILOT, COPILOT,
AND POSSIBLY STANDBY IAS/MACH 20
INDICATION AT HIGH ALTITUDE
PITOT-STATIC SYSTEM-PROBE
ANTI-ICING MALFUNCTION
WING ANTI-ICE INOPERATIVE 21
AIRCRAFT WITHOUT BRAKE
HEATING SYSTEM
WING ANTI-ICE UNWANTED OPERATION
AIRCRAFT WITHOUT BRAKE
HEATING SYSTEM 22
ICE PROTECTION WING ANTI-ICE INOPERATIVE AIRCRAFT
WITH BRAKE HEATING SYSTEM
AIRCRAFT WITH BRAKE HEATING SYSTEM
23
ENGINE ANTI-ICE UNWANTED
OPERATION 24
ICE PROTECTION—LATE ACTIVATION
ECU OVERHEAT
CABIN AIR-CONDITIONING OVERHEAT 25
ON AIRCRAFT WITHOUT TURBOCOOLING
AIR UNIT ANTI-ICING EMERGENCY CONTROL
CONDITIONING CABIN AIR-CONDITIONING OVERHEAT
ON AIRCRAFT EQUIPPED WITH
ANTI-ICING EMERGENCY CONTROL (SB-131) 26
NOSE CONE OVERHEAT
TOO HIGH CABIN PRESSURE 27
PRESSURIZATION
OR SLOW DEPRESSURIZATION
Index Continued on Page A-vii
Revision 6 A-v
A-vi Revision 5
FlightSafety
international
DOORS UNLOCKED INDICATION

NO AUTOMATIC DEPLOYMENT OF
PRESSURIZATION
PASSENGER MASKS
28
APU BLEED LIGHT
CRACK OR BUBBLES
WINDSHIELD
AUTOMATIC
FLIGHT CONTROL OUT-OF-TRIM CONDITION
SYSTEM (AFCS) MACH TRIM INOPERATIVE
ANGLE-OF-ATTACK STALL PROBE
ANGLE-OF- HEATING FAILURE
ATTACK ANGLE-OF-ATTACK INDICATOR PROBE—
29
FAILURE OF ENGINE
FIRE
PROTECTION
FIRE DETECTION SYSTEM
FAILURE OF APU FIRE DETECTION SYSTEM
SIMULTANEOUS FAILURE OF EADI
SUCCESSIVE FAILURE OF EADI 30
EFIS—INVALID ATTITUDE DATA
EFIS—ANY HEADING DATA INVALID
EFIS
MALFUNCTION EFIS—IRS ATTITUDE MISCOMPARE
ANNUNCIATION WITH OR WITHOUT
HEADING COMPARATOR
EFIS—LOC OR GS
MISCOMPARE ANNUNCIATION
FAILURE OF EITHER FMS 31
EFIS—IRS HEADING COMPARISON
ANNUNCIATION WITHOUT AN ATTITUDE
COMPARISON ANNUNCIATION
EFIS—IAS/MACH DATA INVALID
EFIS—IAS MISCOMPARE ANNUNCIATION
Revision 6 A-vii
A-viii Revision 5
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ENGINES
1
WARNING
Aircraft will tend to yaw if failure is associated with an

engine 1 or 3.
ENG 2 FAIL Light if failure of center engine.

Reject the takeoff:
1. Brakes .........................................................MAXIMUM PRESSURE
2. Power Levers.............................................................................IDLE
3. Airbrake Handle.............................................................POSITION 2
4. Thrust Reverser ............................................................DEPLOYED
ENGINE FAILURE AFTER V1

Continue the takeoff:
1. At VR ..............................................................ROTATE NORMALLY
2. Airspeed ......................................................................MAINTAIN V2
3. Positive Rate of Climb .......................................................GEAR UP
5. Wing Anti-Ice.............................................................AS REQUIRED
CAUTION
If the engine failure occurs at a speed above V2, main-
tain the speed attained.
At no lower than 400 feet above runway:
Level Flight Acceleration.
6. ST-BY Hydraulic Pump Switch (No. 2 Engine Failed)..................ON
7. At V2 + 25 Knots—Flaps + Slats Handle ...............................CLEAN
8. Enroute Climb Speed ............................................................1.43 VS
9. Failed Engine ....................................................................IDENTIFY
10. Shut down the Inoperative Engine. (See Abnormal Tab 2, page A-2.)
Five minutes MAX after brake release:
11. Crew and Passenger Bleed Air Switches ................................AUTO
12. Maximum Continuous Thrust......................................................SET
NOTE
It is the captains responsibility to decide whether to
continue the flight or interrupt it as soon as possible
and apply the ONE ENGINE INOPERATIVE
APPROACH AND LANDING procedure. (See
Abnormal Tab 2, page A-3.)
– – – END – – –
Revision 5 A-1
ENGINE FAILURE IN FLIGHT—SHUTDOWN

2
OIL GEN And possibly PUMP Lights On

Yawing tendency (Failure of No. 1 or 3 Engine)
Determine which engine has failed.
ENGINE SHUTDOWN
1. Power Lever Retarded
and Maintained 1 Min to ...................................IDLE (IF POSSIBLE)
2. Power Lever.......................................................................CUT-OFF
3. Booster Switch............................................................................OFF
4. Gen Switch .................................................................................OFF
5. Engine Anti-Ice Switch................................................................OFF
6. Fuel Shutoff Switch (If Engine Cannot Be Restarted) ................OFF
CAUTION
even with the No. 2 engine shut down. The iso-
lation valve must be open.
If Engine Shutdown Procedure was initiated due to engine fail-

ure during takeoff (after V1) five minutes after brake release
and if obstacle clearance permits:
7. Crew and Passenger Bleed Air Switches ................................AUTO
8. Maximum Continuous Thrust......................................................SET
If required see One Engine Inoperative Drift Down Chart (see Quick
Reference Tab 6, page QR-12).
NOTE
After a unsuccessful airstart attempt of engine 1 or 3,
select Bus Tied switch to FLIGHT NORM and check
Bus Tied light OUT.
BUS TIED Light .........................................................................ON
Regardless of flight conditions, fuel in the center group of tanks must
not be kept at a higher level than the side tanks to prevent problems
caused by an aft CG location at the end of the flight. Continue checklist
items as required.
10. Booster 2 Switch ................................................................NORMAL
11. X-BP 1-2 and/or 3-2.................................................................OPEN
As soon as fuel levels are equalized:
12. X-BP 1-2 and/or 3-2 ............................................................CLOSED
13. Booster 2 Switch.........................................................................OFF
– – – END – – –
A-2 Revision 5
FlightSafety
international

1. Hydraulic Implications ......................................................CHECKED 2

2. Electrical Implications.......................................................CHECKED
3. Fuel Implications ..............................................................CHECKED
4. Landing and Climb Requirements....................................CHECKED
5. EGPWS Flaps O’Ride Switch.......................................................ON
5a. Approach Configuration .....................................................DISCUSS
5b. 20 Flaps + Slats Airspeed ...........................................VREF + 5 KTS
Increase the LD by 200 ft.
5c. 7 Flaps + Slats Airspeed ...........................................VREF + 15 KTS
Increase the LD by 600 ft.
6. Crew Briefing .................................................................COMPLETE
7. Approach Checklists:
a. Passenger Door Curtain....................................................OPEN
b. No Smoking Sign ...................................................................ON
c. Altimeters..............................................................................SET
d. Radio Altimeter DH...............................................................SET
e. X-Bp (ALL–3) ................................................................CLOSED
f. Landing Lights........................................................................ON
g. Flaps + Slats .........................................APPROACH POSITION
h. Landing Gear Control.......................................................DOWN
8. Landing Checklists:
a. Landing Gear.................................................DOWN/CHECKED
b. Hydraulic Pressure.....................................................CHECKED
c. Anti-Skid.....................................................................CHECKED
d. Airbrake Handle .......................................................................IN
NOTE
Airbrakes may be used during landing approach pro-
landing distance (and landing field length) by 15%.
e. Start Selector Switches (If Necessary) ......................AIRSTART

IGN Lights ..................................................................ON
f. CAT II Mode Armed......................................................AS REQUIRED

When committed to landing and possibility of go-around is excluded:
g. Flap + Slat Handle............40° FLAPS + SLATS AS REQUIRED
NOTE
If landing with the No. 2 Engine inoperative, opera-
tion time for flap extension from 7 to 40 degrees
(standby pump in use) will be doubled.
h. Autopilot...............................................................DISENGAGED
i. Indicated Airspeed...............................................................VREF
– – – END – – –
Revision 6 A-3

GO-AROUND
3 1. Maximum Engine Thrust.............................................................SET

2. Landing Climb Attitude................................................................SET
3. Airbrake Handle .......................................................................ZERO
If the approach was flown with 20 degree flaps + slats:
4. Flaps + Slats Handle ........................................20° FLAPS + SLATS
OR 5. Landing Gear Control ...................................................................UP
6. Airspeed to 400 Feet AGL .....................................VREF + 5 KNOTS
Complete items 7 thru 9 at no lower than 400 feet AGL.

If the approach was flown with 7 degree flaps + slats:
4. Flaps + Slats Handle ..........................................7° FLAPS + SLATS
5. Landing Gear Control ...................................................................UP
6. Airspeed to 400 Feet AGL ...................................VREF + 15 KNOTS
At no lower than 400 feet AGL:

7. Level Flight Acceleration.....................................................INITIATE
8. At V2 + 25 Knots Flaps + Slats ..............................................CLEAN
9. Enroute Climb Speed............................................................ATTAIN

– – – END – – –
LANDING DATA
FALCON 900
LANDING DATA 40° FLAPS + SLATS — STANDARD TEMPERATURE UNCORRECTED
G.W. G.W.
LANDING DISTANCE/LANDING FIELD LENGTH HOLDING X
X VREF
1000 SEA LEVEL 2000' 4000' 6000' 8000' 10,000' SPEED 1000
24 100 2150/3500 2250/3750 2350/3900 2450/4050 2550/4250 2650/4400 172 24

26 104 2250/3750 2350/3900 2450/4050 2550/4250 2700/4500 2800/4700 179 26
28 108 2350/3900 2450/4050 2600/4300 2700/4500 2850/4750 2950/4900 187 28
30 112 2500/4100 2600/4300 2700/4500 2850/4750 2950/4900 3100/5200 193 30
32 115 2600/4300 2750/4600 2850/4750 3000/5000 3150/5250 3300/5500 201 32
34 119 2800/4700 2900/4800 3050/5100 3150/5250 3300/5500 3500/5850 207 34
36 122 2950/4900 3100/5200 3200/5350 3350/5600 3550/5950 3700/6200 212 36
38 126 3150/5250 3300/5500 3400/5700 3600/6000 3750/6250 3950/6600 219 38
40 129 3350/5600 3500/5850 3650/6100 3850/6450 4000/6700 5200/7000 223 40
42 132 3550/5950 3700/6200 3850/6450 4000/6700 4200/7000 4400/7400 228 42
7° FLAPS + SLATS—ADD 600 FEET TO LD.

20° FLAPS + SLATS—ADD 200 FEET TO LD.
A-4 Revision 6
ENGINE—AIRSTART
General
WARNING
Do not attempt to relight an engine after an engine fire,

if the engine integrity is questionable, or if N1 rotation 3
is not observed.
CAUTION
Wait ten seconds between two consecutive airstart
attempts. Do not make more than three successive
airstart attempts.
In-Flight Relight Envelope
Altitude (x 1,000 FT)
30 M
=0
.80
20
VMO
10
V
MO
0
100 150 200 250 300 350 400
Indicated airspeed (KT)
Revision 3 A-5
ENGINE FLAME OUT AND HIGH SPEED AIRSTART
N2 rpm 15% or higher:

NOTE
This immediate airstart procedure may be attempted at
4 high altitude, even at altitudes above the maximum
start envelope.
1. Power Lever ...............................................IMMEDIATELY TO IDLE
2. Start Selector Switch.......................................................AIR START

IGN Light .........................................................................ON
3. ITT Rise Within Ten Seconds ..........................................CHECKED
4. Power Lever .....................................................................ADVANCE
After a successful relight:
5. Start Selector Switch.............................................GROUND START

IGN Light ........................................................................OUT
6. Engine Instruments ..........................................................CHECKED

Procedure (See Abnormal Tab 2, page A-2).
– – – END – – –
A-6 Revision 5
FlightSafety
international
ENGINES—ABNORMAL AIRSTART
Abort an airstart whenever any one of the following conditions

occurs:
• The ITT does not rise within ten seconds after moving the power lever
to idle.
• The oil pressure does not rise within ten seconds after light-off.
4
• The ITT rises rapidly and approaches the 952° C (TFE731-5AR)
or 978° C (TFE731-5BR) limit.
• N1 remains close to zero when N2 = 20%
• N2 speed is not rising rapidly and smoothly after light-off.
• If, during an airstart with the fuel computer in manual mode, the
N1 exceeds 80% with the power lever at idle.
2. Start Selector Switch ....................................MOTOR-START STOP

– – – END – – –
Revision 5 A-7
AIRSTART—COMPUTER IN NORMAL (AUTO) MODE
1. Preparation Phase
1. Establish Airplane within Airstart Envelope. See Abnormal Tab 3,
page A-5.
3. Fuel Shutoff Switch..........................................................GUARDED
5 4. GEN Switch ..................................................................................ON
5. CMPTR Switch ........................................................................AUTO
6. BOOSTER Switch ........................................................................ON
7. Engine and Wing Anti-Ice Switches............................................OFF
BUS TIED Light .........................................................................ON
2. Select Either Procedure A or B Below, Based on N2 RPM
Speed and N1 Other than Zero
Abort the airstart if any abnormal condition(s) occurs. See Abnormal
Tab 4, page A-7.
Procedure (See Abnormal Tab 2, page A-2).
A. Windmilling Airstart—N2 more than 15% and indication
of N1 rotation
IGN Light .........................................................................ON
2. Power Lever...............................................................................IDLE
3. ITT Rise Within Ten Seconds ..........................................CHECKED
When N2 is above 50%
IGN GEN OIL PUMP Lights .........OUT
6 BUS TIED Switch .................................................FLIGHT NORMAL
BUS TIED Light .......................................................................OUT
If the IGN light remains on after the engine is on speed and all idle
values are within limits.
OR IGN Light .......................................................................OUT
If the BUS TIED light stays on after the bus tied switch is moved to
Flight Norm:
7. Generator Volts and Amps ..........................................MONITORED

A-8 Revision 6
FlightSafety
international
B. Starter-Assisted Airstart-N2 less than 15%

IGN Light .........................................................................ON
2. Start Switch.............................PUSH (TWO SECONDS MAXIMUM)
At 10% N2 and indication of N1 rotation:
3. Power Lever...............................................................................IDLE
4. ITT Rise within Ten Seconds ...........................................CHECKED
5. N1, Fuel Flow, Oil Pressure...................................................RISING
6. Start Selector Switch.............................................GROUND START 5
8. BUS TIED Switch .................................................FLIGHT NORMAL
If the IGN light remains on after the engine is on speed and all Idle
values are within limits:
OR
IGN Light .......................................................................OUT
Flight Norm:
– – – END – – –
Revision 6 A-9
AIRSTART—COMPUTER IN MANUAL MODE
1. Preparation Phase
1. Establish Airplane Within Manual Mode Airstart Envelope. See
Abnormal Tab 3, page A-5.
3. Fuel Shutoff Switch..........................................................GUARDED
4. GEN Switch ..................................................................................ON
5. CMPTR Switch ..........................................................................MAN
6 6. BOOSTER Switch ........................................................................ON
7. Engine and Wing Anti-Ice Switches............................................OFF
BUS TIED Light .........................................................................ON
2. Select Either Procedure A or B Below, Based on N2 RPM

Speed and N1 Other than Zero
Abort the airstart if any abnormal condition(s) occurs. See Abnormal
Tab 4, page A-7.
If an airstart is unsuccessful complete the ENGINE SHUT-
DOWN Procedure (See Abnormal Tab 2, page A-2).
A. Windmilling Airstart—N2 more than 15% and N1 Greater
than 10%
1. Start Selector Switch........................................................AIRSTART
IGN Light .........................................................................ON

2. Power Lever...............................................................................IDLE


OR 7. Start Selector Switch ....................................MOTOR-START STOP
IGN Light .......................................................................OUT

A-10 Revision 6
FlightSafety
international
OR
If the BUS TIED Light stays on after the bus tied switch is moved to
Flight Norm:
B. Starter-Assisted Airstart—N2 less than 15%:
IGN Light .........................................................................ON
2. Start Switch.............................PUSH (TWO SECONDS MAXIMUM)

When N2 speed is 15% and N1 rotation is observed
3. Power Lever...............................................................................IDLE
When N2 is above 50% 6
5. Start Selector Switch (As Required) .............MOTOR-START STOP

OR
IGN Light .......................................................................OUT

Flight Norm:
– – – END – – –
Revision 6 A-11
FUEL CONTROL COMPUTER INOPERATIVE CMPTR
1. Power Lever of the Affected Engine ..........................................IDLE

2. Engine CMPTR Switch ....................................................OFF/AUTO
If the CMPTR light stays on:

3. Engine CMPTR Switch ..............................................................MAN
Do not let ITT of effected engine exceed indicated ITT of other engines.
Avoid rapid displacements of the power lever.
CAUTION
Maximum thrust may not be attainable. Idle thrust
may be higher than normal. Fuel flow for matched
7 N1 speeds may be approximately 5% greater. The
acceleration time is longer in manual mode.
– – – END – – –
ENGINE OIL OIL
Illumination warns of low oil pressure condition or of metal chips in the

lubrication system.
If the indicated oil pressure is greater than 25 psi:
OR 1. Engine Thrust (If Possible)...............................................REDUCED

2. Monitor oil pressure and temperature.
If the oil pressure indicated is less than 25 psi:
Retard power lever and shutdown affected engine as soon as possible.

2. Fuel Shutoff Switch.....................................................................OFF
3. BOOSTER Switch ......................................................................OFF
4. GEN Switch ................................................................................OFF
5. Engine and Anti-Ice Switch.........................................................OFF
CAUTION
even with the No. 2 engine shut down. The isola-
tion valve must be open.

BUS TIED Light .........................................................................ON

– – – END – – –
A-12 Revision 5
FlightSafety
international
NO. 2 ENGINE INLET DOOR OPEN ENG 2 FAIL
1. Power Lever...............................................................................IDLE
If the engine surges or abnormal conditions are observed. Shutdown
Engine 2.
3. Fuel Shutoff Switch.....................................................................OFF
4. BOOSTER Pump Switch ............................................................OFF
5. GEN Switch ................................................................................OFF
6. Engine Anti-Ice Switch................................................................OFF
CAUTION
even with the No. 2 engine shut-down. The isola- 7
tion valve must be open.

BUS TIED Light .........................................................................ON

– – – END – – –
T/O
TAKEOFF CONFIGURATION CONFIG
Check to ensure correct positioning of the following items.

1. Flaps + Slats Handle .............................FLAPS 7° OR 20° + SLATS
2. Airbrakes......................................................................RETRACTED
3. Slats ...............................................................................EXTENDED
4. Flaps ............................................................................22° OR LESS
5. Stabilizer Trim .........................................................GREEN RANGE
– – – END – – –
Revision 5 A-13
HYDRAULIC SYSTEMS
PITCH
PUMP 1 AND POSSIBLY FEEL
PUMP 3
1. Hydraulic Pressure and Quantity .....................................CHECKED

2. Airspeed ....................................................260 KTS/.76 MACH MAX
SYSTEM STATUS
LOSS OF REMARKS
Servo – actuator Barrel No. 1
Normal Slats control system Use EMERG SLATS control switch
and land with Flaps extended to 40°
8 and VREF + 5 Kts
Normal and emergency landing gear Free Fall extension of landing gear
control systems.
# 1 Braking system Select # 2 Braking system ( landing
with antiskid system inoperative)
Pitch Arthur Unit
NOTE
Increase Landing Distance by 60%.
ON APPROACH
3. New Bug Speed..........................................................................SET
(See Abnormal Tab 3, page A-4)
4. Flaps/Slats Handle ................................................7° FLAPS/SLATS
5. Emergency Slats Switch...............................................................ON
Land with flaps extended to 40° and VREF + 5 Kts
6. Brake Selector Switch.........................................#2 ANTI/SKID OFF
7. Landing Gear (At Discretion) ................EMERGENCY EXTENSION
(See Abnormal Tab 13, page 24)
8. Brake System No. 2 .........................................................CHECKED
– – – END – – –
FAILURE OF A NO. 1 SYSTEM PUMP
PUMP 1 OR PUMP3
1. Hydraulic Pressure and Quantity .....................................CHECKED
If the pressure and quantity are normal, expect longer operating times for
No. 1 system components.
– – – END – – –
A-14 Revision 6
FlightSafety
international
AIL
PUMP 2 AND POSSIBLY FEEL
1. No. 2 Hydraulic Pressure and Quantity............................CHECKED

If the hydraulic quantity is normal and the standby pump is to be used:
2. Standby Pump Switch ..................................................................ON
3. Hydraulic Pressure (1500/2150 Psi) and Quantity ..........MONITORED
(The No. 2 hydraulic system is usable but with an increase in
the operating time of the components.)
If the hydraulic quantity is zero or the standby pump is not used:
2. Airspeed .....................................260 KNOTS/.76 MACH MAXIMUM
3. ST-BY Pump Switch ...................................................................OFF
SYSTEM STATUS
LOSS OF REMARKS
Servo-actuator barrel No. 2

Roll Arthur Unit 8
Flaps System See NOTE Below
Emergency Slats Use normal Slats Control
No. 2 Braking System Parking brake is available with
accumulator.
Nose wheel steering Use No. 1 braking system and differ-
ential brake pressure.
Airbrake System Increase the landing distance by 10%.
NOTE
0° Flaps/Slats, fly VREF + 20 Kts, add 800 feet to LD
40° Flaps/Slats, land at VREF
After making the additions for Flaps and Slats add 10% to LD.
4. New Bug Speed..........................................................................SET
(See Abnormal Tab 3, page A-4)
5. EGPWS Flaps O’Ride Switch (If Flaps less than 40°)..................ON
– – – END – – –
Revision 6 A-15
UNWANTED OPERATION OF STAND-BY PUMP
ST/BY
PUMP
1. ST-BY Pump Switch ...................................................................OFF
– – – END – – –
A-16 Revision 6
FlightSafety
international
FLIGHT CONTROLS
LANDING WITH INOPERATIVE STABILIZER
1. AUTO PILOT .............................................................DISENGAGED
NOTE
As the flaps and slats are selected, the Pitch Arthur
unit returns to the low-speed position, which results in
a significant decrease of elevator feel force.
If the stabilizer is jammed in the +2 to –4 degree range:

3. Airspeed ...............................................................VREF + 20 KNOTS
4. GPWS Flaps O’Ride Switch .........................................................ON
CAUTION
OR
The landing gear not extended aural warning may
not sound.
9
If the stabilizer is jammed in the –4 to –10 degree range:
3. Airspeed ....................................................................................VREF
– – – END – – –
Make approach with:

2. Airspeed ...............................................................VREF + 10 KNOTS
Increase the landing distance by 1,800 feet.

3. Use very short pitch trim inputs to set the stabilizer trim to the
desired position.
4. Make a shallow final approach.
– – – END – – –
Revision 6 A-17

AIL PITCH
FEEL OR FEEL
If the PITCH FEEL light is on reduce airspeed down to 260 KIAS or MI 0.76 MAX:
1. FASTEN BELTS Light Pushbutton............................................................ON
CAUTION
The pitch and/or roll control forces may be higher or
lower than normal, depending on whether the Arthur
unit has failed in the “HIGH” or “LOW” speed position.
• LIGHT FORCES: Avoid large displacements and rapid
movements of the flight control.
OR
• HIGH FORCES: Use normal or emergency trim systems:
For Approach and Landing
AIL
FEEL Light on: At VREF.
PITCH
FEEL Light on: At VREF + 10 knots and increase the landing distance
by 800 feet.
– – – END – – –
10
FLAP
ASYM May be on
With flaps extended up to 7°:

1. Approach Speed ..................................................VREF + 20 KNOTS
Increase the landing distance by 800 ft.
1. Approach Speed........................................................VREF + 15 KTS
1. Approach Speed..........................................................VREF + 5 KTS
CAUTION
The “landing gear not extended” aural warning will
not sound.
– – – END – – –
A-18 Revision 6
FlightSafety
international

10
Revision 6 A-19
AUTO
SLAT MONITORING SYSTEM SLATS
• If the light comes on after takeoff or at a speed lower than 280 knots:
OR 1. Speed Range .....................................................1.3 VS TO 270 KTS
• If the light comes on at an speed of 280 knots or greater:

1. Reduce Airspeed ...............................................270 KIAS OR LESS
– – – END – – –
SLAT SYSTEM MALFUNCTION
IN CRUISE:
and a possible rolling tendency.
1. Airspeed.................................................................BELOW 200 KTS

2. Autopilot .......................................................................DISENGAGE
DURING APPROACH:
Follow the procedures for the appropriate “CASE” below if an abnormal
slat indication occurs after the slats-flaps have been selected.
CASE 1: Slat/Flap handle at S+7°, flashing green light on, red

11 light out, 7° flaps extended.
CLEAN FLAPS
Inboard Slat
UP
7° FLAPS–SLATS 0 Not Extended or
20° FLAPS–SLATS 7
40° FLAPS–SLATS 20
Indication Malfunction
DN 40
SLATS
1. Flaps-Slats.........................................................40 FLAPS + SLATS

2. Airspeed (Zero Wind) ..................................................VREF + 5 KTS
3. Increase the landing distance by 200 ft.
CASE 2: Slat/Flap handle at S+7°, flashing green light out, red

light on, plus possible rolling tendency.
CLEAN Normal Slat Failure, or

7° FLAPS–SLATS + possible Indication Failure, or
20° FLAPS–SLATS outboard slat assymetry.
40° FLAPS–SLATS
SLATS
1. Flap/Slat Handle.................................................7° FLAPS + SLATS

– If outboard slats are visually extended and flaps 7° go directly
to TITLE: POSSIBILITY 2
– If outboard slats are visually not extended and flaps not at 7°,
continue with item 2.

A-20 Revision 6
FlightSafety
international
2. EMERG Slat Switch .....................................................................ON

3. Follow the appropriate PROCEDURE below.
CAUTION
Do not change the position of the EMERGENCY SLAT
switch after selection.
FLAPS
UP
Possibility 1 — ALL SLATS EXTENDED. 0
7
Steady GREEN + 7° Flaps. 20
DN 40
SLATS
4. Flap/Slat Handle ................................................40 FLAPS + SLATS

5. Airspeed ....................................................................................VREF
FLAPS
UP
Possibility 2 — Outboards visually checked 0
7
extended. Red light + 7° Flaps. 20
DN 40
SLATS
4. Flaps/Slats .........................................................40 FLAPS + SLATS

5. Airspeed (Zero Wind) .....................................................VREF + 5 KT
6. Increase the landing distance by 200 ft.
FLAPS
Possibility 3 — Outboards visually checked not extended. 0

7
Red light, no flaps extended. DN 40
20
SLATS
4. Flaps/Slats Handle.................................................................CLEAN 11
6. Airspeed ....................................................................VREF + 30 KTS
CAUTION
The landing gear not extended aural warning may
not sound.
Revision 6 A-21
AUTO
SLATS AND IGN
The red slats transit light comes on then goes out, the green slats light
comes on flashing and the aural stall warning sounds.
1. RH Auto Slat Circuit Breaker (B1 Bus) ................................PULLED
If the slats do not retract:
2. LH Auto Slat Circuit Breaker (A1 Bus).................................PULLED
3. RH Auto Slat Circuit Breaker .................................................RESET
4. Continue the flight at an indicated airspeed of less than 270 knots,
with the circuit breaker of the defective system pulled.
Depending on the final position of the circuit breakers.
If the RH AUTO SLAT C/B remains pulled:
* Manual action of the flap-slat handle remains operative.
* Emergency slats switch is inoperative.
If the LH AUTO SLAT C/B remains pulled:
* Manual action of the flap-slat handle:
• Causes only extension of outboard slats. Inboard slats remain in
retracted position and the slat green light is (flashing).
• Has no action on flaps when flap-slat handle is selected to 7
degrees position, but will operate flaps when selected to 20 degrees
and 40 degrees positions.
– – – END – – –
12
A-22 Revision 6
FlightSafety
international
AIR
AIRBRAKE(S) DO NOT RETRACT BRAKE
FOR APPROACH AND LANDING:

1. Flaps + Slats Handle .......................................40° FLAPS + SLATS
With the airbrake(s) extended to position 1:
2. Airspeed....................................................................VREF + 10 KTS
OR
With the airbrake(s) extended to position 2:
2. Airspeed .........................................................................VREF + 15 KTS
– – – END – – –
Increase the landing distance by 10%.
– – – END – – –
12
Revision 6 A-23
If, after the LANDING GEAR handle has been placed to the DOWN posi-
tion, and one or more of the following indications occur, perform an
EMERGENCY LANDING GEAR EXTENSION.
• One or more green gear down indication IS NOT illuminated.
• The landing gear handle light is flashing.
• The landing gear not extended (“GEAR”) voice warning may sound.
CAUTION
Emergency Landing Gear Extension

1. EMERGENCY GEAR PULL Handle ....................................PULLED
If all three green gear down lights illuminate and the landing
gear handle light (red) is not illuminated, the landing gear is down
and locked. Do not actuate any landing gear controls.
If at least one (1) green gear light does not illuminate and the
landing gear handle light is flashing, apply the FREE FALL EXTEN-
SION procedure.
Free Fall Extension

1. Airspeed................................................NOT LESS THAN 160 KIAS

13
2. LH MAIN MANUAL GEAR RELEASE Handle ..........................PULL
• Gently apply up to full rudder to the left while accelerating (190

KIAS max.) until the left green gear down light is illuminated.
NOTE
NOTE
Rapidly alternating large rudder applications in combi-
nation with large side-slip angles may result in structur-
al failure at any speed.

A-24 Revision 6
FlightSafety
international
3. RH MAIN MANUAL GEAR RELEASE Handle .........................PULL
• Gently apply up to full rudder to the right while accelerating (190

KIAS max.) until the right green gear down light is illuminated.
NOTE
4. NOSE GEAR MANUAL RELEASE Handle ..............................PULL
Accelerate until illumination of the green gear light is achieved

(190 KIAS max.)
NOTE
Free fall extension of all 3 landing gear may take
approximately 2 minutes to complete.
CAUTION
Do not actuate any landing gear control once the three
landing gears are locked down. The landing gear must
be maintained down.
– – – END – – –
LANDING GEAR—ABNORMAL RETRACTION
WARNING
At least one red light remains on. Gear handle

light blinking. 13
1. Airspeed ............................AT OR BELOW 190 KIAS KNOTS (VLO)
In icing conditions or if the takeoff was made with snow or slush on
the runway:
If the red landing gear lights fail to go out upon retraction of the landing gear,
ice may be preventing the main landing gear from locking in the up position.
OR 2. Cycle the gear down and up to get rid of the ice.

OR
In non-icing conditions or if takeoff was made without snow or slush
on the runway:
2. Extend and keep the landing gear down.
– – – END – – –
Revision 6 A-25
NO. 1 BRAKE SYSTEM OR ANTI-SKID INOPERATIVE
WARNING
Results of abnormal anti-skid test before landing.
1. Brake Selector Switch...............................................#2 A/SKID OFF

2. Braking................................................APPLIED PROGRESSIVELY
NOTE
For take-off operation of the airplane on an excep-
tional basis with anti-skid inoperative is described
in annex 5 of the AFM. Operation on this basis is
subject to prior authorization defined in a MEL.
– – – END – – –
NO. 1 AND NO. 2 BRAKE SYSTEMS INOPERATIVE
The aircraft can be brought to a stop by simultaneous use of the thrust

reverser and the parking brake system.
1. Runway Requirements..........................................................CHECK
2. Thrust Reverser ...................................................APPLY MAXIMUM
3. Parking Brake ..........................................INTERMEDIATE DETENT
NOTE
If the #2P BK light is flashing, residual pressure
14 allows for only one brake application.
– – – END – – –
A-26 Revision 6
FlightSafety
international
1. Release the steering control wheel to neutral.
2. Use differential braking to steer the aircraft.

– – – END – – –
NOSEWHEEL SHIMMY
Hold the nosewheel steering control depressed.

– – – END – – –
14
A-27
Revision 6
FUEL SYSTEM
LOW BOOSTER PUMP PRESSURE
CASE 1
FUEL 2
1. No. 2 Booster Switch...............................................................ST-BY

If the FUEL 2 light stays on:
2. Associated Fuel Quantity..................................................MONITOR
3. No. 2 Engine Power Lever .................................................CUT-OFF
4. No. 2 Engine Fuel Shutoff Switch .....................................ACTUATE
TRANS Light .................................................................ON/OFF
5. GEN Switch ................................................................................OFF
6. Engine Anti-ice Switch................................................................OFF
In icing conditions, operate No. 2 engine anti-ice even with the No. 2 engine
shutdown. The isolation valve must be open.
7. BUS TIED Switch (If Bus Loading is Normal)............................TIED
OR
9. Group 2 Fuel Tank Fuel ..................................................USE FIRST
10. No. 2 Booster Switch ..............................................................NORM
11. X-BP 1-2 and X-BP 3-2 ...........................................................OPEN
X-BP 1-2 and X-BP 2-3 Lights ..............................................ON
When No. 2 Fuel Tank is Consumed:
12. No. 2 Booster Switch ..................................................................OFF
13. X-BP 1-2 and XBP 3-2 ........................................................CLOSED
X-BP 1-2 and X-BP 3-2 Lights ............................................OFF
See One Engine Inoperative Approach and Landing Procedure, Abnormal
Tab 2, Page A-3.
If no fuel leak is evident:
15 The flight may be continued, as required, by feeding fuel to the No. 2 engine
by gravity, from the Group 2 fuel tank only, except for the descent phase
above 31,000 feet, which must be performed with:
3. X-BP 1-2 and X-BP 3-2 ...........................................................OPEN
X-BP 1-2 and X-BP 3-2 Lights ..............................................ON
CASE 2
FUEL 1 OR FUEL 3
1. X-BP 1-3 ..................................................................................OPEN

X-BP Light ................................................................................ON
2. Associated Booster Switch .........................................................OFF
A-28 Revision 6
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international
If the fuel light stays on:

3. X-BP 1-3 .............................................................................CLOSED
X-BP
Light...............................................................................OFF
4. Associated Fuel Quantity.............................................MONITORED
If a fuel loss is evident:
5. Associated Engine Power Lever ........................................CUT-OFF
OR 6. Associated Fuel Shutoff Switch ........................................ACTUATE
TRANS Light ......................................................ON/THEN OFF
7. GEN Switch ................................................................................OFF
See ONE ENGINE INOPERATIVE APPROACH AND LANDING Procedure,
If the fuel light goes out:
The flight may be continued maintaining balanced fuel levels in the wing tanks.
3. XTK Switch Set to Low Level Side............................AS REQUIRED
XTK Light ................................................................................ON
CASE 3 — Side engines supplied with X-BP 1-3 open.

FUEL 1 AND FUEL 3
1. X-BP 1-3 .............................................................................CLOSED

X-BP 1-3 Light .........................................................................OUT
2. X-BP 1-2 and X-BP 3-2 ...........................................................OPEN
If the FUEL 1 and FUEL 3 Lights Go Out:
3. No. 1 and No. 3 Booster Switches..............................................OFF
4. Fuel Quantity Indicators...............................................MONITORED
To consume fuel in side tanks when no leak is suspected:
OR 5. Flight Altitude .............................................31,000 FEET MAXIMUM
6. X-BP 1-2, X-BP 1-3, and X-BP 3-2 .....................................CLOSED
FUEL 1 and FUEL 3 Lights ...........................................ON
7. Fuel Quantity Indicators....................................................MONITOR
If the FUEL 1 and FUEL 3 lights remains on:
FUEL 2 Light may possibly come on.

3. X-BP 1-2 or X-BP 3-2................................CLOSE SUCCESSIVELY
According to result obtained:
4. X-BP 1-2 or X-BP 3-2..........................................................CLOSED
5. Associated Power Lever ....................................................CUT-OFF 15
6. Associated Fuel Shutoff Switch ........................................ACTUATE
TRANS Light ......................................................ON/THEN OFF
7. GEN Switch ................................................................................OFF
See ONE ENGINE INOPERATIVE APPROACH AND LANDING Procedure,
CAUTION
Take into account the reduction in range.
– – – END – – –
Revision 6 A-29

AIRPLANES EQUIPPED WITH XTK 2 SYSTEM
CASE 1
XTK 2
OPEN
If No. 2 fuel total quantity indicates approximately 4,400 pounds:

(Green Range)
1. No. 2 Rear Tank Quantity ................................................CHECKED
If the No. 2 rear tank level is 3,300 pounds and steady, indicating
that the rear tank is full:
2. XTK 2 Switch ......................................................................CLOSED
OR XTK 2
OPEN Light ....................................................CHECKED/OUT
If the XTK 2 OPEN light does not go out and there is a possibility of reaching
the rear CG limit:
3. Manual XTK 2 Valve ....................................CLOSED THEN NORM
XTK 2
If the No. 2 fuel quantity indicates approximately 2,200 pounds:
(Amber Range)
If the No. 2 rear tank level is above 1,400 pounds:
2. XTK 2 Switch ......................................................................CLOSED
XTK 2
NOTE
XTK 2
If the OPEN
light does not go out and boost
pump 1 or 3 has failed, or if side tank interconnec-
tion has been used, the attitude shall be limited to
10 degrees pitch-up as long as the light remains
illuminated.
CASE 2
XTK 2
CLOSED

If the rear tank quantity is lower than 1,100 pounds:
2. X-TK 2 Switch..........................................................................OPEN
XTK 2
CLOSED Light ....................................................CHECKED/OUT
16 If the XTK 2 CLOSED light remains on:
3. Manual XTK 2 Valve .........................................OPEN THEN NORM
XTK 2
CLOSED Light ....................................................CHECKED/OUT
NOTE
The manually controlled opening of the XTK 2 valve
XTK 2
will cause the OPEN light to come on later on in
the flight. In such a case, observe the limitations
outlined in the Note under Case 1 above.
– – – END – – –
A-30 Revision 6
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TANK LEVEL ABNORMALLY

LOW ON AIRPLANES WITHOUT XTK 2 SYSTEM
LO LO LO
FUEL 1 OR FUEL 2 OR FUEL 3
1. Associated Fuel Quantity .................................................CHECKED

2. Associated X-BP......................................................................OPEN
X-BP Light..............................................................CHECKED/ON
3. Booster of Affected Tank ............................................................OFF
– – – END – – –
TANK LEVEL ABNORMALLY

LOW ON A/C WITH XTK 2 SYSTEM
LO LO LO
FUEL 1 OR FUEL 2 OR FUEL 3
This light indicates that a fuel level below 200 pounds is detected, equivalent
1. Associated Fuel Quantity Gage .......................................CHECKED
2. Associated X-BP......................................................................OPEN
X-BP Light...................................................................CHECK ON
3. Booster of Affected Tank ............................................................OFF
IF
LO
FUEL 2
And No. 2 total quantity indication is higher than No. 2 rear tank quantity
indication; this indicates a malfunction of the front to rear tank transfer.
4. XTK 2 Switch ...........................................................................OPEN
If the rear tank quantity is still decreasing:
5. If Necessary Manual XTK 2 Valve ....................OPEN THEN NORM
NOTE
XTK 2
Disregard illumination of OPEN light.
When the rear tank quantity has increased:

6. No. 2 Booster Switch ..............................................................NORM
16
7. X-BP....................................................................................CLOSED
X-BP Light............................................................CHECKED OUT
– – – END – – –
Revision 6 A-31
FUEL ASYMMETRY
1. Asymmetric Fuel Quantity Indications..............................CHECKED

2. Possible Abnormal Aileron Trim.......................................CHECKED
CASE 1—Side Tank Asymmetry:
3. X-BP 1-3.. ................................................................................OPEN
4. XTK Switch ............................................SET TO LOW LEVEL SIDE
XTK Light..............................................................CHECKED/ON
Only If Both Booster 1 and 3 Switches are On:

5. Booster Switch On Low Level Side ............................................OFF
CASE 2—Tank 2 To Side Tank Asymmetry:

3. X-BP 1-2 or X-BP 3-2 ..............................................................OPEN
If No. 2 Tank Fuel Level is Higher:

4. Booster No.1 or No. 3 Switch ...........................AS REQUIRED/OFF
If No. 2 Tank Fuel Level is Lower:
5. Booster No. 2 Switch ..................................................................OFF
– – – END – – –
FUELING LIGHT ON IN FLIGHT FUELING
1. Airspeed (If Possible) .........................................................REDUCE

Avoid:
• • High noseup or nosedown pitch attitudes.
• • Rapid changes in pitch or roll.
2. Fuel quantities ............................................MONITOR FOR LEAKS AND
DISCONTINUE THE FLIGHT IF NECESSARY
The FUELING Light comes on if:
• • One of the two fuel tank vent valves is not closed.
• • The defueling/refueling valve is not closed.
• • The refueling connector door is not closed.
17 • • The refueling control panel door is not closed.
• • The gravity-fueling switch is on.
• • The defueling switch is on.
• • The vent valve lever is not stowed.
• • CB “Pressure Refueling” pulled.
• • B2 bus not powered
– – – END – – –
A-32 Revision 6
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ELECTRICAL SYSTEMS
CASE 1
GEN 1 OR GEN 2 OR GEN 3
Any generator switch is tripped:

2. Batteries and Generators Load ........................................CHECKED
3. Shed the load, as necessary, to limit the load on the respective bat-
tery or operating generator(s).
CAUTION
Do not attempt to reset a tripped generator switch.
If the No. 2 Generator is inoperative and BATT 2 load is normal:

BUS TIED Light.......................................................CHECKED/ON
5. Bus Load & Voltage .........................................................CHECKED
– – – END – – –

Revision 6 A-33
ONE GENERATOR INOPERATIVE (Cont)
GEN 1
CASE 2 GEN 1 Switch is not tripped:

If LH Main Bus Voltage Is:
Normal
3. GEN 1 Switch .....OFF Then ON
(2 reset attempts maximum)
See Generator Reset
Procedure; Tab 17, page A-36.
4. If resetting cannot be achieved
GEN 1 Switch ....................OFF
Above the green range

3. GEN 3 Switch ..............OFF
If indication is now
GEN 3 Light .......................ON GEN 1 Light ....................ON
GEN 1 Light .....................OFF GEN 3 Light ....................ON
4. LH Main Bus Voltage 4. GEN 1 Switch........OFF Then ON

Within Green Range...CHECKED (2 reset attempts maximum)
5. Normal Bus Load .....CHECKED See Generator Reset
If Voltage and Amperage
Indications are Normal, If resetting cannot be achieved:
Retain this Configuration 5. GEN 1 Switch ......................OFF
6. LH and RH Main
Bus Volts/Amps.........CHECKED
If volts and amps are normal:
7. BUS Tied Switch ................TIED
BUS TIED Light .......................ON
8. Bus Load
and Voltage...............CHECKED
– – – END – – –
A-34 Revision 6
FlightSafety
international
GEN 3

If LH Main Bus Voltage Is:
Normal
3. GEN 3 Switch ...........OFF Then ON

(2 Reset attempts maximum)
See Generator Reset
4. If resetting cannot be achieved:
GEN 3 Switch............................OFF
Above the green range

3. GEN 1 Switch ..............OFF
If indication is now
GEN 1 Light .......................ON GEN 3 Light ....................ON
GEN 3 Light .....................OFF GEN 1 Light ....................ON
4. LH Main Bus Voltage 4. GEN 3 Switch............Off then ON

Within Green Range...CHECKED (2 reset attempts maximum)
See Generator Reset
5. Normal Bus Load .....CHECKED
If Voltage and Amperage
Indications are Normal, If resetting cannot be achieved:
Retain this Configuration 5. GEN 3 Switch ......................OFF
6. LH and RH Main
Bus Volts/Amps.........CHECKED
7. BUS Tied Switch ................TIED
BUS TIED Light .......................ON
8. Bus Load
and Voltage...............CHECKED
– – – END – – –

Revision 6 A-35
ONE GENERATOR INOPERATIVE (Cont)

GEN 2

3. GEN 2 Switch ............................................................OFF THEN ON
(2 Reset Attempts Maximum)
See Generator Reset Procedure Below.
2. GEN 2 Switch .............................................................................OFF

LH and RH Main Bus Voltage ...........NOT ABOVE GREEN RANGE
3. Battery Ammeter ..............................................................CHECKED
If the battery load is normal:

BUS TIED Light........................................................CHECKED/ON
5. Limit the load on the operating generators.
– – – END – – –
GENERATOR RESET PROCEDURE
1. Bus-Tie..................................................................FLIGHT MANUAL
2. Battery Switch, Associated Bus ......................................CHECK/ON
3. Power Lever of Associated Engine............................................IDLE
(Wait Until RPM is IDLE)
4. Ammeter Selected to Associated Generator.
5. Generator...............................................................................RESET
If the voltage or ammeter exceeds limits:
6. Generator ...................................................................................OFF
A-36 Revision 6
FlightSafety
international
17
Revision 6 A-37
TWO GENERATORS INOPERATIVE

18
CASE 1 GEN AND GEN
If one or no generator switch has tripped:

CAUTION
Shed the load on the bus, if necessary, to limit the
load on the operating generator and/or battery.
Never tie the buses without previously checking that
the voltages and amperages on each bus are within
the prescribed limits.
CAUTION
Do not attempt to reset the generator which has
the tripped switch.
On the generators for which the switch HAS NOT
TRIPPED:
If GEN 2 Light is on:

3. GEN 2 Switches .......Off Then On
(2 reset attempts maximum)
See Generator Reset

4. GEN 2 Switch .......................OFF
5. Check LH & RH Main bus
voltage not above the
Green Range .............CHECKED
6. Bus Tied Switch...................TIED
BUS TIED Light...CHECKED/ON
7. Bus Load & Voltage .CHECKED
If GEN 1 and/or GEN 3 Light is on
See See
Abnormal Tab 17 Abnormal Tab 17
Page A-35 Page A-35
Comply with the procedure for

One Generator Inoperative—Gen Switch
is not tripped.
– – – END – – –
A-38 Revision 6
FlightSafety
international
GEN 2 GEN 1 OR 3
CASE 2 AND GEN
GEN 2 AND
1 OR 3
GEN 2 and GEN 1 or GEN 3 switches have tripped:

CAUTION
3. BUS-TIED Switch...............................CHECKED/FLIGHT NORMAL

4. BAT No. 2 Switch.......................................................CHECKED/ON
5. Power Lever of No. 2 Engine.....................................................IDLE
• Engine Idle Setting.....................................................STABILIZED
6. No. 2 Generator .........................................TRY ONLY ONE RESET

7. Power Lever of No. 2 Engine
After Generator Reset Attempt ...........................NORMAL THRUST
8. LH and RH Main Bus Volts/Amps ....................................CHECKED

10. BUS Load and Voltage.....................................................CHECKED
– – – END – – –
Revision 6 A-39
TWO GENERATORS INOPERATIVE (Cont)

GEN 1 GEN 3
CASE 3 GEN 1 AND GEN 3 AND
GEN 1 and GEN 3 switches have tripped:

CAUTION
3. BUS-TIED Switch...............................CHECKED/FLIGHT NORMAL

4. BAT No. 1 Switch.......................................................CHECKED/ON

7. Power Lever of No. 1 Engine..............................NORMAL THRUST
10. Power Lever of Engine No. 3
After Generator Reset Attempt ...........................NORMAL THRUST
If No. 1 and No. 3 generators cannot be reset:

11. RH Main Bus Volts/Amps.................................................CHECKED

13. Bus Load & Voltage .........................................................CHECKED

– – – END – – –
A-40 Revision 6
FlightSafety
international
HOT
BATTERY OVERHEAT BAT
Additionally, the battery temperature indicator red light is on, or hot

annunciation and light on (mod 2629).
18
1. Associated BAT Switch ..............................................................OFF

If the battery temperature keeps rising:
NOTE
If required, the faulty battery may be switched back on
HOT
for landing, provided the BAT light has gone
out. Monitor the battery temperature indicator.
– – – END – – –
BATTERY FAILURE
BAT 1 OR BAT 2 Associated BAT Switch Tripped
1. Associated BAT Switch.........................................ON (TWO RESET

ATTEMPTS MAXIMUM)
– – – END – – –
Revision 6 A-41
PITOT-STATIC SYSTEM
19 EITHER AIR DATA COMPUTER INOPERATIVE
"On-Side" Airspeed Scale IAS flag Data from other ADC

EFIS on EADI recovered using XFR IAS
M
ASEL ASEL flag Coupling to remaining
on EADI source by “x” side CPLD.
"On-Side" Vertical Modes Reversion to Coupling to remaining

AP-FD basic mode source by “x” side
CPLD MSG: CPLD CPLD
DATA INVALID
on ID 802.
"On-Side" Altimeter Flags. Use the instruments of
flight rate-of-climb other instrument panel
instruments indicators. side.
ID 802 SAT-TAT-TAS Dashes on Data recovered using
CPLD. corresponding "x side' CPLD.
"on-side." line.
Autoslats Extension Possibility See Slat System
inhibition at AUTO Malfunctions. (Abnormal
SLATS light.
high speed. Tab 12, page A-22)
Horizontal If ADC 1 has Normal trim Use the emergency trim

Stabilizer has failed the limited to control.
Trim –4 degrees –4 degrees
limitation at
high speed or
the overriding
of the stop
at low speed.
"On-side" Altitude coding Use the "x side” XPDR.

ATC XPDR
NOTE
If VMO/MMO warning sounds permanently, pull out inop-
erative air data computer C/B.
A-42 Revision 6
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BOTH AIR DATA COMPUTERS INOPERATIVE

EFIS Airspeed Scale IAS flag Use the stand-by mach

Mach ASEL on EADI airspeed indicator.
Wind on EHSI ASEL flag 19

on EADI
AP-M TRIM Autopilot, Mach AP flashing

YD-FD trim and yaw on EADI
damper
Command bars
go out of view.
AP on
warning panel
MACH
and TRIM
MSG: DADC
DATA INVALID
in ID 802.
Flight Altimeters, rate Flags. Use the stand-by
Instruments. o f c l i m b Instruments.
indicators.
ID 802 SAT-TAT-TAS Dashes on Avoid or leave icing
corresponding Conditions.
line. (See Note 1)
Autoslats Extension AUTO
SLATS light. See Slat System
inhibition at Malfunctions. (Abnormal
high speed. Tab 12, page A-22)
Horizontal –4 degrees Normal trim Use the emergency trim
Stabilizer limitation at limited to control.
Trim high speed or –4 degrees
stop overriding
at low speed.
Aileron Monitoring AIL

FEEL light.
Arthur Q Unit
Warnings VMO/MMO Operative with flaps 40°
Landing gear + slats and gear up.
not extended.
FMS VNAV Wind Message in the
Page data SCRATCH PAD.
FLT TIME
ATC XPDR Altitude report.
NOTE
If VMO/MMO warning sounds permanently, pull out both
inoperative air data computer C/B’s.
1) If icing conditions cannot be avoided, engine N1 speed MUST NOT be
less than the figure corresponding to the coldest temperature of the
Anti-icing table on Abnormal Tab 21, Page A-47.
Revision 6 A-43
JAMMED OR ABNORMAL PILOT, COPILOT, AND

POSSIBLY STANDBY IAS/MACH INDICATION
AT HIGH ALTITUDE
WARNING
20
Pilot and copilot IAS/MI indications blocked or
abnormal and possibly:
AIL AUTO MACH AP

FEEL SLATS TRIM
VMO/MMO audio warning sounds; IAS EADI comparator annunciator illumi-

nates; AP disengagement and/or DADC DATA INVALID message appears on
ID 802; and a disagreement with standby IAS/Mach indications shows.
CAUTION
If it is certain that the VMO/MMO warning is false do

not modify flying parameters.
1. Autopilot and Yaw Damper ........................................DISENGAGED

If the VMO/MMO audio warning sounds:
2. AUDIO WARN AND AUDIO WARN B Circuit Breakers ......PULLED
3. Use the standby altimeter to stabilize and fly altitude.
4. Engine Thrust Setting.........................MAXIMUM CRUISE THRUST
5. Aircraft Attitude......................................................0 TO 4° NOSEUP
After the fault has been identified, follow procedure A for the Climb phase
of flight, B for the Cruise phase of flight, or C for the Descent phase of flight.
A. Climb:
6. N1 RPM ...................................................................CLIMB THRUST
7. Aircraft Attitude......................................................4 TO 5° NOSEUP
B. Cruise or Level Flight:
6. Set N1 rpm according to the setting for Mach 0.75 cruise, taking into
account altitude, aircraft weight, and TAT or SAT if TAT is not usable.
7. Limit aircraft attitude to less than 4 degrees nose up.
A-44 Revision 6
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C. Descent:
Follow either 1 below for operations without anti-icing or 2 below for
operations with engine and wing anti-icing on.
1. Without anti-icing
6. N1 RPM......................................................................................IDLE
7. Vertical Speed..............................................–2,000 TO –3,000 FPM
8. Aircraft Attitude ...............................................0 TO 2° NOSEDOWN
2. With engine and wing anti-icing on:
20
3. N1 RPM .............................................................................MINIMUM
(See N1 Anti-icing Table, Abnormal Tab 21, Page A-47)
4. Airbrakes .......................................................................POSITION 1
5. Vertical Speed..............................................–1,500 TO –2,000 FPM
6. Aircraft Attitude ...............................................0 TO 2° NOSEDOWN
NOTE
Check airplane altitude frequently on the standby
altimeter.
If prior to the problems, flight was performed at a static

temperature lower than the authorized minimum limit
(see table below), descend as soon as possible until
air-data indications become normal again.
Re-engage CB's AUDIO WARN A and AUDIO WARN

B at intervals and leave them engaged if the audio
warning has stopped sounding.
If the IAS/MI indications are doubtful, the indicated

static temperature may be incorrect.
TEMPERATURE AND ALTITUDE LIMITS

Altitude (x 1,000 ft.)
51
50
TAT >–55 °C
44
ISA
40
36
30
20
10
TAKE-OFF AND
LANDING
-1.5
0
-1
-75 -54
-80 -60 -40 -20 0 20 40 60

Static Air Temperature (°C)
– – – END – – –
Revision 6 A-45
ICE PROTECTION
PITOT-STATIC PROBE ANTI-ICING MALFUNCTION
ST BY
L PITOT OR R PITOT OR PITOT
Compare the instrument readings with the readings of the other two
21 systems.
WING ANTI-ICE INOPERATIVE AIRCRAFT

WITHOUT BRAKE HEATING SYSTEM
CASE 1
The Wing Anti-Ice Switch is ON:
1. No. 1 Engine N1 Speed........................................INCREASE UNTIL
GREEN LIGHT ILLUMINATED
If Indication
Is now remains
2. No. 1 Engine N1 Speed .... 2. No. 1 Engine N1

(In Icing) .........MAINTAIN Speed .....................AS REQUIRED
3. No. 3 Engine N1
Speed ...........................INCREASE
If Indication
Is now remains
4. No. 3 Engine N1 Speed....... If in icing conditions,

(In Icing).............MAINTAIN do not reduce N1 speed
below the specified value.
See Abnormal Tab 21,
page A-47, N1 Anti-icing
Table.
Avoid or leave icing
conditions as soon as
possible.
– – – END – – –
A-46 Revision 6
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international
WING ANTI-ICE INOPERATIVE AIRCRAFT

WITHOUT BRAKE HEATING SYSTEM (CONT)
CASE 2

1. No. 1 Engine N1 Speed...........................................REDUCE UNTIL
AMBER LIGHT GOES OUT
If Indication
Is now remains
2. No. 1 Engine N1 2. No. 1 Engine N1 Speed............AS

Speed (In icing) ..........MAINTAIN REQUIRED 21
MINIMUM N1 3. No. 3 Engine N1
SEE TABLE BELOW Speed ..........................REDUCE
If Indication
Is now
4. No. 3 Engine N1 Speed ................

(In Icing) .....................MAINTAIN
Do not reduce N1 speed below
the minimum required in icing con-
ditions (See Table Below).
– – – END – – –
CASE 3
1. If in icing conditions do not reduce N1 speed below the specified value.
– – – END – – –
CASE 4
1. Wing Anti-ice Switch...................................................................OFF
If the amber light flashes and then goes out.
2. Wing Anti-ice Switch.....................................................................ON
The amber light comes on steady then goes out (amber light provides
confirmation of wing anti-icing valve operation).
If the above indications are not observed:
If in icing conditions do not reduce N1 speed below the specified value
(See Table below).
TAT –30° to –20° to –10°to 0° to
–20° C –10° C –0° C +10° C
>20000 80% 76% 73% 65%
<20000 76% 73% 65% 58%
>10000
<10000 68% 65% 61% 58%
Three Engines Operative Anti-Icing N1:

One Engine Inoperative:
Increase the values of the above table:
–By 9% if N1 is equal to or higher than 65%.
–By 6% if N1 is lower than 65%.
On aircraft with wing-brake heating:
When the heating system is used:
The minimum required N1 speed with two or all engines operating MUST
BE INCREASED BY 1%.
– – – END – – –
Revision 6 A-47

AIRCRAFT WITHOUT BRAKE HEATING SYSTEM
The Wing Anti-Ice Switch is OFF:

1. Wing Anti-ice Switch.....................................................................ON
If the green wing light does not come on, it means a failure of
the indicating system:
OR 2. Wing Anti-ice Switch...................................................................OFF
22 If the green light comes on:
2. Wing Anti-ice Switch...................................................................OFF
ISOL Light .........................................................................ON
4. HP 1 and PRV 3 Switches..........................................................OFF

5. Reduce No. 1 and No. 3 engine thrust settings as soon as possible.
– – – END – – –

WING-BRK
CASE 1 WING
OFF
A. Switch in Wing position:
1. No. 1 Engine N1 Speed.............................INCREASE UNTIL GREEN
LIGHT ILLUMINATES
If indication
Is now remains
2. No. 1 Engine N1 2. No. 1 Engine N1

Speed.............MAINTAIN Speed ....................AS REQUIRED
3. No. 3 Engine N1
Speed...........................INCREASE
If Indication
Is now remains
.........................................................
4. No. 3 Engine N1 4. Wing-Brk Switch ...........WING-BRK

Speed ............MAINTAIN (TO DETECT A BRAKE HEATING
VALVE NOT CLOSED MALFUNCTION)
Continue on Next Page
A-48 Revision 6
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If Indication
Is now remains
5. In icing conditions, do 5. Wing-Brk Switch ...................WING

not reduce N1 speed * In icing conditions, do not reduce N1
to less than 1% above speed below the specified value.
the specified value. (See Abnormal Tab 21, page A-47,
(See page A-47) N1 Anti-icing Table)
* Avoid or leave icing conditions as
soon as possible.
.................................... * Wing anti-ice is no longer provided.
WING-BRK
B. Switch in Wing-Brk position: WING
OFF
1. Wing-Brk Switch........................................................................WING
If indication
Is now remains
Brake heating 2. Wing-Brk Switch ...........WING-BRK

system inoperative
3. No. 1 Engine N1
Speed...........................INCREASE
TO GREEN LIGHT
If Indication
Is now remains
4. No. 1 Engine N1 4. No. 1 Engine N1

Speed ..............MAINTAIN...... Speed....................AS REQUIRED
5. No. 3 Engine N1
Speed...............INCREASE UNTIL
If Indication
Is now remains
6. No. 3 Engine N1 .............. 6. In icing conditions, do not reduce

Speed ..............MAINTAIN N1 speed to less than 1% above the
specified value (See Abnormal Tab
21, page A-47, N1 Anti-icing Table).
.............................................. * Avoid or leave icing conditions as
soon as possible. The brake heat-
ing system should be considered
inoperative.
– – – END – – –

Revision 6 A-49

AIRCRAFT WITH BRAKE HEATING SYSTEM (Cont)
WING-BRK WING-BRK
WING OR WING
CASE 2 OFF OFF
Switch in Wing or Wing-Brk position:

1. No. 1 Engine N1 Speed ....REDUCE UNTIL AMBER LIGHT GOES OUT
If indication
Is now remains
2. Maintain No. 1 Engine N1 . 2. No. 1 Engine N1 Speed..............AS

Speed REQUIRED
3. No. 3 Engine N1 Speed ...REDUCE
UNTIL GREEN LIGHT
ILLUMINATES
If Indication
.........................................................
Is now remains
4. Maintain No. 3 Engine N1 If selected switch position is

Speed
Wing Wing-Brk
Do not reduce N1 speed Do not reduce N1 speed
below the minimum to less than 1% above
required in icing conditions. the minimum required in
(See Abnormal Tab 21, page icing conditions.
A-47, N1 Anti-Icing Table) (See Abnormal Tab 21, page
A-47, N1 Anti-Icing Table)
– – – END – – –
WING-BRK WING-BRK
CASE 3 WING OR WING
OFF OFF
The Wing or Wing-Brk position is selected:

1. If in icing conditions. Do not reduce N1 speed below the specified value.

– – – END – – –
A-50 Revision 6
FlightSafety
international
CASE 4
Green and Amber lights out

WING-BRK
A. Switch in Wing position: WING
OFF
1. Wing-Brk Switch.................................................................................OFF
If the amber flashes and then goes out:
2. Wing-Brk Switch ..............................................................................WING
If the
Amber light comes on steady, and then goes out, this provides
confirmation of wing anti-ice valve operation.
If the above indications are not observed, if in icing conditions, do
not reduce N1 speed below the specified value. (See Abnormal
Tab 21, page A-47, N1 Anti-icing Table.) 22
WING-BRK
WING
B. Switch in Wing-Brk position:
OFF
1. Wing-Brk Switch ..............................................................................WING

If indication
Is now remains
The brake heating system 2. Wing-Brk Switch......................OFF

should be considered as
inoperative.
If indication is
And then
3. Wing-Brk Switch ................WING-BRK

Above indications provide confirmation
of wing anti-ice valve operation. The
amber light comes on steady, then
goes out.
If this is not observed in icing condi-
tions, do not reduce N1 speed below
the specified value. (See Abnormal Tab
21, page A-47, N1 Anti-icing Table.)
Avoid or leave icing conditions as soon
as possible.
– – – END – – –
Revision 6 A-51

WING-BRK
WING
OFF
The Wing-Brk Switch is Off:

1. Wing-Brk Switch.......................................................................WING
If Indication is
Is now remains
23
2. Wing-Brk Switch ........OFF 2. Wing-Brk Switch..........................OFF
........................................... (Malfunction of indication circuit)
3. Isolation Valve
Knob ............ISOLATION
ISOL Light.......ON
4. HP 1 and PRV 3
Switches ..................OFF
5. Reduce Engine 1 and 3
thrust setting as soon as
possible.
– – – END – – –
A-52 Revision 6
FlightSafety
international
CASE 1 With associated engine switch on:
Eng 1, Eng 2, or Eng 3 amber light on steady.

1. Increase thrust on the corresponding engine until the amber light
goes out and the green light illuminates.
2. Retain this thrust setting while in icing conditions.
If the amber Light does not go out:
3. If in icing conditions, do not reduce N1 speed below the specified

value (See Abnormal Tab 21, page A-47, N1 Anti-icing Table).
– – – END – – –
CASE 2 With associated engine switch on:
23
Eng 1 or Eng 2 or Eng 3 amber and green light on.
1. If in icing conditions, do not reduce N1 speed below the specified
value (see Abnormal Tab 21, page A-47, N1 Anti-icing Table).
– – – END – – –
CASE 3
The No. 2 engine anti-ice switch is on, but the green light did not come on:
1. No. 2 Engine Anti-Ice Switch ..................................CYCLE OFF-ON
Observe Eng 2 amber Light .....................CYCLE ON-OFF
If the amber light does not illuminate and then go out:
2. In icing conditions, do not reduce N1 speed below the specified
value (see Abnormal Tab 21, page A-47, N1 Anti-icing Table).
– – – END – – –
Eng 1, Eng 2, or Eng 3 amber light flashing.
With associated engine switch on:
1. Reduce the thrust on the affected engine until the flashing amber
light goes out and the green light illuminates.
2. Retain this thrust setting. Do not go below the N1 speed required
for flight in icing conditions. (See Abnormal Tab 21, page A-47, N1
Anti-icing Table.)
– – – END – – –
Revision 6 A-53
ENGINE ANTI-ICE UNWANTED OPERATION
CASE 1 With associated Eng 1 or 3 switch off:
Eng 1 or Eng 3 amber light flashing.

1. Associated Engine Anti-Ice Switch...............................................ON
If the Indication
Is now remains
And the TAT ............ 2. Associated engine anti-ice

is above +10° C Switch ......................OFF
2. Associated engine thrust reduced.
– – – END – – –
24
CASE 2 With Eng 2 switch off:
Eng 2 amber light flashing.

1. No. 2 Engine Anti-Ice Switch........................................................ON
If the Indication
Is now remains
2. No. 2 Engine...................... 2. No. 2 Engine

Anti-Ice Switch...........OFF Anti-Ice Switch ............................OFF
3. Isolation Valve
Knob...............ISOLATION
ISOL Light .......ON
4. PRV 2 Switch.............OFF
If the amber flashing light does
not go out and the TAT is above
+10° C:
5. No. 2 Engine
Thrust ..............REDUCE
– – – END – – –
A-54 Revision 6
FlightSafety
international
ICE PROTECTION–LATE ACTIVATION
CAUTION
1. Start Selector Switches (3) .............................................AIR START

2. No. 1 and No. 2 Engine Anti-Ice Switches ...................................ON
3. No. 3 Engine Anti-lce Switch ........................................................ON
4. Wing or Wing-Brk Anti-Ice Switch ............................................WING
5. Start Selector Switches (3)
(When No Longer Required).................................GROUND START
– – – END – – –
24
Revision 6 A-55
AIR CONDITIONING
BLEED
OVHT
The following is a step-by-step identification process:

1. PRV 3 Switch..............................................................................OFF
BLEED
If the OVHT light
Starts Blinking Starts Blinking Remains

And Then Goes Out And Keeps Blinking On Steady
2. Continue flight in 2. PRV3
this configuration. Switch ....AUTO
3. Apply the same
procedure with
25 HP 1 & PRV 2
switches if
necessary.
In Icing Conditions In Non-Icing Conditions

and to preclude having
2. Engine associated with to reduce to idle on an
blinking light ............REDUCE TO engine
IDLE THRUST
3. N1 of other Engines, set 2. Isolation Knob ...ISOLATION
corresponding to One Engine ISOL Light ..........ON
Inoperative conditions.
(See Abnormal Tab 21, page A-47 3. Set the passenger air
for Minimum N1 Anti-icing Table.) conditioning valve switch to
OFF if the overheat is from
No. 2 engine bleed air.
OR
Set the crew air-conditioning
valve switch to OFF if the
overheat is from No. 1 or 3
engine bleed air.
4. Cond Control Lever ...TIED

– – – END – – –
A-56 Revision 6
FlightSafety
international
ECU OVERHEAT
ECU
OVHT
1. Passenger Temperature Controller ..................MANUAL/MINIMUM

40% HOT
2. Passenger Air-Conditioning Valve Switch (If Required) ............OFF
If the ECU OVHT light stays on:
4. Passenger Air-Conditioning Valve Switch ..............................AUTO
5 Crew Temperature Controller............................MANUAL/MINIMUM
40% HOT
6. Crew Air-Conditioning Valve Switch (If Required)......................OFF
If the ECU OVHT light is still on:
7. Airspeed .......................................................LESS THAN 300 KTAS
NOTE
If not in icing conditions, the HP 1, PRV 2, and PRV 3
switches may be turned off.
25
If the overheat warning persists:
8. Passenger Air-Conditioning Valve Switch .................................OFF
– – – END – – –
CABIN AIR-CONDITIONING OVERHEAT

ON AIRCRAFT WITHOUT TURBO COOLING UNIT
ANTI-ICING EMERGENCY CONTROL
COND’G
OVHT High air temperature occurs along with the light.
1. Temperature Controllers..........................................MANUAL/COLD
If the temperature does not decrease:
2. Passenger Air-Conditioning Valve Switch .................................OFF
– – – END – – –
Revision 6 A-57
CABIN AIR CONDITIONING OVERHEAT ON

AIRCRAFT EQUIPPED WITH
ANTI-ICING EMERGENCY CONTROL (SB-131)
COND’G High air temperature occurs along with the light.

OVHT
1. Temperature Controllers..........................................MANUAL/COLD
CAUTION
Since anti-icing on the turbo cooler turbine is no

longer ensured ECU A/I pushbutton can only be
used at high altitude (above 35,000 ft) where the
water concentration is practically close to zero.
IF BELOW 35,000 FT SEE NOTE BELOW.
If the temperature is not decreasing:

2. ECU A/I Pushbutton ....................................................DEPRESSED
26 ECU A/I Light ..................ON
After ECU A/I Selection
If the temperature
Is Decreasing Is Still Not Decreasing

3. Temperature 3. Passenger Switch..............OFF
Controllers .........................AUTO 4. COND Control Lever ........TIED
At the beginning of descent: At the beginning of descent:
4. Pressure Norm/Emergency 5. Pressure Norm/Emergency
Switch...................EMERGENCY Switch................EMERGENCY
5. ECU A/I Pushbutton...RELEASED 6. ECU A/I Pushbutton....RELEASED
ECU A/I Light .................OFF ECU A/I Light ..............OFF
If temperature is too high:
6. Crew AC Switch ...................OFF
7. COND Control Lever ...........TIED
NOTE
If the Flight Altitude is Below 35,000 FT, Only Complete
Passenger Switch ................................................OFF
COND Control Lever............................................TIED
– – – END – – –
A-58 Revision 6
FlightSafety
international
COND BATT LIGHT
1. COND BATT Switch.................................................OFF/CHECKED
If warning persists takeoff is prohibited
CAUTION
Takeoff is authorized provided the cold air bat-
tery conditioning duct is blocked. In this case,
the warning COND BATT light stays on.
– – – END – – –
NOSE CONE OVERHEAT
NOSE
CONE OVHT
1. Nose Control Lever (If Installed) ...........................CHECK/NORMAL
2. Unnecessary Avionics ................................................................OFF
Check maintenance panel minelco indicators for indications of faulty 26

equipment.
– – – END – – –
Revision 6 A-59
PRESSURIZATION
-1
2
1
UP
0
DN
1
1. Pressurization Up-Dn Knob ...........ALIGNED WITH GREEN INDEX

(FULLY CCW)
2. PRV 2 and 3 Switches ..........................................CHECKED/AUTO
3. Bleed Air Crew and Passenger Switches ..................CHECKED/ON
If normal operation is not restored:
4. Pressurization Up-Dn Knob .................1 TO 2 O'CLOCK POSITION

5. Auto/Man Pressure Selector Switch ..........................................MAN
6. Pressurization Up-Dn Knob .......................ADJUST AS REQUIRED
– – – END – – –
TOO HIGH CABIN PRESSURE

27
-1 0 1
2
3
4
5
8
CABIN
0
10
20
40
An abnormally high cabin pressure differential can cause pressurization

surges.
1. Cabin Pressure Controller .............................................................FL
2. Aircraft Flight Level ......................SET TO HIGHER FLIGHT LEVEL
If cabin pressure does not decrease:
3. Pressurization Up-Dn Knob ...................................1 TO 2 O’CLOCK
5. Pressurization Up-Dn Knob ..............................UP (AS REQUIRED)
If cabin pressure keeps increasing:
6. Crew and Passenger Air-Conditioning Valve Switches ..............OFF
7. If flight requirements dictate maintaining altitude, cycle the crew
and passenger switches off to on periodically to maintain a cabin
altitude no higher than 8,000 feet or a cabin differential pressure
no greater than approximately 9 psi. Descend, as required.
– – – END – – –
A-60 Revision 6
FlightSafety
international

OR
SLOW DEPRESSURIZATION
CABIN The aural warning occurs along with the light.

Cabin altitude higher than 10,000 feet.
1. Crew Oxygen Masks..........................................DONNED/NORMAL
2. Microphone Selector................................................................MASK
3. Bleed Air Crew and Passenger Air-Conditioning..........................ON
3a. PRV 2 and 3 Switches .....................................................CHECKED
4. BAG Switch ...............................................................................ISOL
BAG
ISOL Light ..........................................................................ON
5. Nose Control Lever (If Installed) .........................................CLOSED

6. Pressurization Up-Dn Knob ...................................1 TO 2 O'CLOCK
8. Pressurization Up-Dn Knob.............................DN, (AS REQUIRED)
ISOL Light ..........................................................................ON
If cabin pressure is restored If cabin pressure is not restored

10. Cycle bleed air Passenger ... 10..NORM/EMERG
and/or Crew switches ... ......Switch ............................EMERG
27
alternatively to off and on.
Retain configuration for
which cabin pressure is
maintained.
11. COND Control Lever ....TIED
If cabin pressure
Is restored Is not restored

11. Continue flight at highest..... 11. ..“No Smoking” Sign ..............ON
possible altitude.................... ........
12. Crew Temperature ................. 12. Passenger Oxygen
Controller......AS REQUIRED Masks...........................DONNED
NOTE If necessary:
Select not less than 50% hot. 13. Execute an emergency descent
to 14,000 feet or to the minimum
If temperature gets too high during ....safe altitude as required.
descent:...............................................
.........................................................
13. Crew Switch ................OFF
...............................................
– – – END – – –
Revision 6 A-61
DOORS UNLOCKED INDICATION
CASE 1
CABIN
No aural warning occurs.

1. Fasten Belts Sign .........................................................................ON
2. Cabin Entrance Door .....................................VISUALLY CHECKED
If the door is, or seems to be, unlocked:
3. Cabin Differential Pressure.........................REDUCE, IF POSSIBLE
– – – END – – –
CASE 2
REAR
DOORS
Access to the baggage compartment is not permitted.

1. Bag Access Light .......................................................................OUT
– – – END – – –
CASE 3
BAG
ACCESS
28
Visually check for proper closing and latching of the baggage compartment
access door.
– – – END – – –
CASE 4
BAG
ISOL
The light illuminates if the baggage compartment electric isolation valve is

not fully open. The baggage compartment may not be pressurized if the
rear baggage access door is closed.
– – – END – – –
NO AUTOMATIC DEPLOYMENT OF
PASSENGER MASKS
1. Oxygen Controller ...........................................................OVERRIDE

2. Passenger Masks ............................................DONNED/CHECKED
– – – END – – –
A-62 Revision 6
FlightSafety
international
APU BLEED LIGHT
BLEED
APU
This light illuminates if the APU bleed-air valve is not completely closed
whenever the bleed switch is off, or when one of the power levers is
moved beyond 54° of power lever movement and the valve has not
automatically closed.
– – – END – – –
WINDSHIELD
CRACK OR BUBBLES
1. Airspeed ...........................................................230 KIAS MAXIMUM

2. Cabin Differential Pressure..................................7.5 PSI MAXIMUM
3. Associated Windshield Heat Switch .................................NORMAL
– – – END – – –
XFR
1. Pilot and Copilot Windshield Heat Switches ........SAME POSITION 28

If possible, before landing:
2. Pilot and Copilot Windshield Heat Switches .............................OFF
– – – END – – –
Revision 6 A-63
AUTOMATIC FLIGHT CONTROL SYSTEM

(AFCS)
OUT-OF-TRIM CONDITION
CASE 1
MISTRIM
A message will also appear on the ID 802: PITCH MISTRIM NOSE UP or

NOSE DOWN.
1. Hold the control wheel firmly.
2. Autopilot.....................................................................DISENGAGED
3. Manually trim the airplane.
4. Try to re-engage the autopilot.
– – – END – – –
CASE 2
MISTRIM
A message will also appear on the ID 802: RETRIM ROLL R WING DOWN
or L WING DOWN.
Retrim the airplane without disengaging the autopilot.
– – – END – – –
29
MACH TRIM INOPERATIVE
MACH
TRIM
Do not exceed .80 Mach unless the autopilot is engaged.

– – – END – – –
A-64 Revision 6
FlightSafety
international
ANGLE-OF-ATTACK
ANGLE-OF-ATTACK STALL PROBE HEATING FAILURE
L. AOA OR R. AOA
Avoid icing conditions.
– – – END – – –
ANGLE-OF-ATTACK INDICATOR PROBE—

AOA
PROBE
The angle-of-attack indicator system must not be used in icing conditions.
– – – END – – –
FIRE PROTECTION
FAILURE OF ENGINE FIRE DETECTION SYSTEM
FAULT
1. Land as soon as possible
– – – END – – – 29
FAILURE OF APU FIRE DETECTION SYSTEM
FAULT
1. APU .............................................................................SHUT DOWN
– – – END – – –
Revision 6 A-65
EFIS MALFUNCTIONS
NOTE
In the event of a failure of either CRT, the approach will
be flown by the pilot who has both CRTs operational.
In the event of the failure of the EHSI CRT, on aircraft
so equipped with the multifunction displays, the MFD
controller may be selected to the HSI position,
if required.
The CRT display on the EADI will go blank, or the color will be altered and
1. EADI On/Off Dimmer Knob........................................OFF/COMPOS
2. MFD Controller (If Installed) (At Discretion)...............HSI POSITION
ASSOCIATED WITH INOP CRT
– – – END – – –
The CRT display on the EHSI will go blank, or the color will be altered and
1. EHSI On/Off Dimmer Knob........................................OFF/COMPOS
2. MFD Controller (If Installed) (At Discretion)...............HSI POSITION
ASSOCIATED WITH INOP CRT
– – – END – – –
SIMULTANEOUS FAILURE OF
EADI AND EHSI CRTS ON THE SAME SIDE
30
Both CRT displays go blank or red SG flags on EHSI and EADI or the
color is altered.
1. SG Pushbutton ............................................................DEPRESSED
X
2. S Annunciation on EADI and EHSI .......................ILLUMINATED
G
Annunciation if MFD equipped aircraft.
3. The center CRT goes blank.
NOTE
On A/C equipped with MFD the multifunction SG may
be used in back-up mode for both pilot and copilot
simultaneously. The associated display is an
annunciator on all four CRTs.
X
S
G
– – – END – – –
A-66 Revision 6
FlightSafety
international
SUCCESSIVE FAILURE OF
EADI AND EHSI CRTS ON THE SAME SIDE
Both displays go successively blank.

1. MFD Controller (At Discretion) ..................................HSI POSITION
– – – END – – –
X DATA flag appears on both EADIs.
1. MFD Controller (At discretion) ...................................HSI POSITION

Items that are lost:.
Cross-side data.
Glide-slope, localizer, and radio altimeter, airspeed, attitude,
and heading comparison monitoring.
– – – END – – –
EFIS—INVALID ATTITUDE DATA
IRS flag appears on EADI and loss of attitude reference on one EADI.

1. IRS Pushbutton ................................................................DEPRESS
X X
2. I OR I Annunciators on EADI and EHSI ...........ILLUMINATED
R R
S S
If IRS#3 is used it will be white.
– – – END – – –
EFIS—ANY HEADING DATA INVALID
IRS 30
flag appears on EHSI, and loss of heading reference occurs.

X X
2. I OR I Annunciators on EADI and EHSI ...........ILLUMINATED
R R
S S
NOTE
be used in the backup mode for both IRS 1 and IRS 2
simultaneously. The associated display is an
X
I annunciator on all four CRTS.
R
S – – – END – – –
Revision 6 A-67
EFIS-IRS ATTITUDE MISCOMPARE ANNUNCIATION

WITH OR WITHOUT HEADING COMPARATOR
IRS Miscompare annunciators appear on both EADIs, and a possible

IRS DATA INVALID message appears on the ID 802.
1. Standby Horizon......................................................CROSS-CHECK
2. Faulty IRS..........................................................................IDENTIFY
On the EFIS reversion controller panel on the faulty side:
X X
4. I OR I Annunciators..........................................ILLUMINATED
R R
S S
White annunciation with 3 IRS installation.
Amber “color” 2 IRS installation.
– – – END – – –
EFIS—LOC OR GS MISCOMPARE ANNUNCIATION
LOC and/or GS comparison annunciation appears on each EADI

for any altitude below 1,200 feet.
1. Faulty ILS ..........................................................................IDENTIFY
2. Proper ILS Radio for Each Side...........................................SELECT

– – – END – – –
FAILURE OF EITHER FMS
1. Cross-Check Position.............................EVERY THIRTY MINUTES

31 2. FMS Selected ..................................................TO ONE EHSI ONLY
– – – END – – –
A-68 Revision 6
FlightSafety
international
EFIS-IRS HEADING COMPARISON ANNUNCIATION

WITHOUT AN ATTITUDE COMPARISON ANNUNCIATION
IRS comparison annunciation appears on both EHSIs.
1. Standby Compass and RMI ....................................CROSS-CHECK

2. Faulty IRS..........................................................................IDENTIFY
If the faulty IRS is in the NAV mode, but the position indication is incorrect,
on the reversion controller for the faulty side IRS:
X X
4. I OR I Annunciation (Amber or White)..............ILLUMINATED
R R
S S
White annunciation with 3 IRS installation.
Amber “color” 2 IRS installations.
If the faulty side IRS is in the NAV mode but the position indication is
incorrect, on the mode select unit (MSU) of the faulty IRS:
3. Selector.......................................................................................ATT
4. POS SENSORS Page .......................................IRS STATUS PAGE
5. FMS off Faulty Side IRS....................ENTER CORRECT HEADING
– – – END – – –
EFIS-IAS/MACH DATA INVALID

IAS flag appears on EADI, and loss IAS and Mach data occurs:

1. IAS/M Pushbutton.............................................................DEPRESS
X
2. I Annunciators in EADIs ........................................ILLUMINATED
R
S
– – – END – – –
EFIS-IAS MISCOMPARE ANNUNCIATION

I 31
A comparison annunciation appears on each EADI.
S
It is possible that a DADC DATA INVALID message will appear on the ID
802 as well.
1. Standby Airspeed Indicator ...................................................CHECK
2. Faulty DADC .....................................................................IDENTIFY
3. IAS/M Pushbutton.............................................................DEPRESS
X
4. I Annunciators .......................................................ILLUMINATED
A
S
– – – END – – –
Revision 6 A-69
FlightSafety
international
SCHEMATICS
SCHEMATICS
NORMAL DC POWER—FLIGHT CONFIGURATION ........................... S-2
NO. 1 AND NO. 2 HYDRAULIC SYSTEMS OPERATING .................... S-3
FUEL DISTRIBUTION ........................................................................... S-4
BLEED-AIR SYSTEM—ANTI-ICE SYSTEMS ON................................. S-5
BLEED-AIR DISTRIBUTION...................................................................S-6
NORMAL OPERATION—FLIGHT (HEATING)...................................... S-7
EXTINGUISHING SYSTEM CONTROLS AND OPERATION ............... S-8
PITOT-STATIC SYSTEM....................................................................... S-9
Revision 4 S-1
SCHEMATICS
OVERHEAD PANEL
S-2

BRIGHT TEST
FLIGHT NORM
LIGHTS FIRE
NORMAL DC POWER—FLIGHT CONFIGURATION

DIM
A B
IRS 1HRZN IRS 2IRS 3 WARNING
START APU PANEL
APU STOP
GEN 1BAT 1 BAT 2GEN 2 GEN 1 GEN 2 GEN 3
BAT
OIL GEN
DC SYSTEM
NORM
EXT POWER TO
AMMETER REVERSE
CURRENT RELAY
GENERATOR 1 START
CONTACTOR 150A
G1 BUS A1
130A
REVERSE BUS A2
GENERATORS 1, 2, AND 3 OPERATING.
BOTH BATTERY SWITCHES ON.
BUS TIE OPEN, POWER SELECTOR G3 80A
SWITCH IN NORMAL. WINDOWS
A3
START CONTACTOR MAKE-AND-BREAK SWITCH 150A
GALLEY 1 BAR
BATTERY 1 A4
BATTERY 1 130A HYDRAULIC
CONTACTOR STANDBY PUMP
150A A5
GALLEY 2 BAR
A6
START LH MAIN BUS
APU BUS-TIE
CONTACTOR ROTARY
TO SELECTOR
AMMETER G
BUS-TIE
FIRE TO RELAY
COCKPIT REVERSE 225A LEGEND

DOME LIGHT GPU CURRENT RELAY
RECEPTACLE GENERATOR POWER
BUS
BATTERY 2 STARTING GROUND
BUS MAKE-AND-BREAK SWITCH RH
BATTERY 2 MAIN BUS
CONTACTOR
130A
TO B1
Revision 6
AMMETER START REVERSE CURRENT RELAY 130A

80A
WINDOWS
TO G2 B3
AMMETER
Revision 6
NO. 1 AND NO. 2 HYDRAULIC SYSTEMS OPERATING

PUMP 1 PUMP 2
TEST L R
PUMP 3 ST BY
PUMP
#1 ON 1/1 4 1/1 4
ON
#2 OFF 3 3
#1 OFF 1/2 2 1/2 2 OFF
1 1 ST-BY
BRAKE 0 0 0 0 PUMP
P1 P3
P2
PRESSURE-HOLDING
ACCUMULATOR
PRESSURE
SWITCH
EP
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
NO. 1 SYSTEM SYSTEM
PRESSURE TRANSMITTER
SWITCH
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND NO. 2 SYSTEM ACCUMULATOR
RUDDER
NO. 1 SYSTEM PRESSURE SERVOACTUATOR
ELEVATOR AILERON
RETURN ARTHUR ARTHUR Q
AIRCRAFT < 165
SUPPLY FLUID
OUTBOARD SLATS THRUST
NITROGEN SLATS (EMERGENCY
MODE) REVERSER
ELECTRICAL
FlightSafety
QUICK DISCONNECT AIRBRAKES PHV
international
FILTER WITH SELF-SEALING VALVE NORMAL BRAKES EMERGENCY PARKING
S-3
CHECK VALVE
LANDING GEAR NOSEWHEEL
PROBE
S-4

CENTER FRONT TANK
WING TANKS
JET
G2 PUMP
FILLER
PORT FILLER
PORT
INTERCONNECTION
VALVE
(NORMALLY CLOSED)
G1
G3
FUEL DISTRIBUTION
> 159 FLAPPER VALVE
FUEL
TEMPERATURE
PROBE
(IF INSTALLED)
R3 CROSSFEED
VALVE
R1 CROSSFEED DRAIN VALVE

NEGATIVE (AIRCRAFT GROUP 3 INTER- NEGATIVE
PRESSURE VALVE PRIOR TO SN 96) CONNECTION PRESSURE
RELIEF GROUP 1 INTER- MANIFOLD RELIEF
MANIFOLD
FUEL
FUEL GROUP 1 SHUTOFF
TRANSFER VALVE SHUTOFF CROSSFEED VALVE DRAIN VALVE (AIRCRAFT PRIOR TO SN 96)
(ON SOME AIRCRAFT) VALVE VALVE
FUEL SHUTOFF VALVE
GROUP 1 GROUP 3 CROSSFEED MANIFOLD
CROSSFEED LEGEND
MANIFOLD CROSSFEED VALVE GROUP 1 FUEL
GROUP 2 FUEL
GROUP 2
FUEL DEFUELING/ ONE-THIRD GROUP 3 FUEL
MANIFOLD REFUELING TANK LEVEL
DRAIN MOTIVE FLOW
VALVE VALVE PIPE
TRANSFER FUEL
GROUP 2 REAR GRAVITY FLOW TRANSFER FUEL
CROSSFEED TANK
MANIFOLD G2 SUMP DRAIN
FUEL PROBE
FILTER
Revision 5
BOOST
PUMPS
NO. 1 ENGINE NO. 2 ENGINE NO. 3 ENGINE
AND APU
Revision 4
AUXILIARY HP
MAIN HP BLEED PORT XFR
BLEED PORT PILOT ST-BY COPILOT ENG 1 ENG 2 ENG 3 WING PILOT COPILOT SIDE
OVERHEAD PANEL MAN
BLEED-AIR SYSTEM—ANTI-ICE SYSTEMS ON

NORM
AIR OFF
INTAKE NO. 3 PITOT ANTI-ICE
HP1 ANTI- WINDSHIELD
PRV2 PRV3 ENGINE
ICING PILOT COPILOT
FAST FAST
SLOW SLOW
OFF OFF
APU WIPER WIPER
ON IF MAIN LP NO. 2 ENGINE S-DUCT
ISOL ISOLATION BLEED PORT ANTI-ICE SYSTEM
VALVE PRESSURE-
REGULATING 545° F (285° C) AUXILIARY LP
CLOSED VALVE 3 BLEED PORT
LP LP AUXILIARY HP
BLEED PORT
ISOLATION
AUTO APU AIR
ON NORM CREW AIR-CONDITIONING SYSTEM INTAKE
HEAT NO. 2
OFF ANTI- ENGINE
ISOL FUEL TANK PRESSURIZATION SYSTEM ICING
545° F
BLEED AIR (285° C)
MAIN HP
WARNING PANEL BLEED PORT
MAIN HP
BLEED PORT 545° F
(285° C) MAIN LP
HP1 BLEED PORT
MAIN LP BLEED VALVE
BLEED
OVHT
BLEED
APU BLEED PORT ELECTRIC
MOTOR- LP 2
OPERATED BLEED-AIR
AIR ISOLATION FULL-OPENING PRESSURE TEMPERATURE
INTAKE NO. 1 VALVE SELENOID VALVE REGULATING PROBE
ANTI- ENGINE VALVE 2
ON IF: ICING
• APU BLEED VALVE OPEN IN FLIGHT AUXILIARY HP
FLASHING IF • APU BLEED VALVE OPEN ON THE BLEED PORT
SWITCH OFF A POSITION ABOVE 54° FCU
AUXILIARY LP
BLEED PORT
FlightSafety
international
NOTE: CONDITIONS: LEGEND
HP1, PRV2, AND PRV3 WILL AUTOMATICALLY • ALL BLEED SWITCHES ON HP BLEED AIR AUXILIARY HP PRESSURE
CLOSE FOR 18 SECONDS WHEN ANTI-ICING • APU OFF
S-5
OPERATION AND HIGH POWER SETTINGS ARE • POWER LEVER TO HIGH SETTING LP BLEED AIR AMBIENT AIR
SELECTED. • ANTI-ICE ON
MIXED BLEED AIR
BLEED-AIR DISTRIBUTION
LP HP
AUXILIARY
AIRPLANE SYSTEMS AUXILIARY (3 ENGINES)
MAIN (NO.1 AND MAIN (SEPARATE
(3 ENGINES) NO. 2 ENGINES) (3 ENGINES) PORTS)
Fuel tank pressurization 1-2
Pressurization jet pump

1 2
Waste water system (APU)
No. 1 engine air intake and heat

1
exchanger inlet anti-icing
Low power setting 1-2-3 1-2-3

Wing
anti-icing
No. 2 Low power setting 1-2-3 1-2-3

engine
S-duct
anti-icing High power setting 1-2-3
Low power setting 2-3
Air
Conditioning Medium power setting 1-2-3 2-3
S-6 Revision 5
ECU
Revision 6
LP WATER TURBINE
SEPARATOR TURBO- OVERHEATING BAGGAGE COMPARTMENT
COOLER BATTERY
TEMPERATURE COMPARTMENT BAGGAGE HEATING ELECTRIC VALVE
ANTI-ICING SENSOR COMPARTMENT
COLD AIR SUPPLY CREW TEMPERATURE-
DUCT SENSOR VENTURI
COMPRESSOR ELECTRICAL VALVE
NORMAL OPERATION—FLIGHT (HEATING)

REGULATING DUAL
(SB F900-125) ELECTRIC VALVE
HP WATER
SEPARATION
SNs PRIOR NO. 3 ENGINE
SB131 TO 96 HP/LP
CREW AIR- BLEED AIR
CONDITIONING
CIRCUIT
CREW
COLD AIR
CABIN OZONE
COLD AIR CATALYSER
OR
SUCTION CREW AIR-
CONDITIONING
VALVE
COLD AIR FLOW
PRESSURE- LIMITER
REGULATING
PASSENGER AIR-
VALVE
CONDITIONING
VALVE
COLD AIR
OR
NO. 2
ENGINE
HP/LP BLEED AIR
CABIN APU BLEED AIR
PASSENGER AIR-
CIRCUIT HP/LP
BLEED AIR
STATIC ANTI-ICING
FlightSafety
AIR NO. 1 VALVE
INLET ENGINE COOLING UNIT
MAIN HEAT TURBOFAN BYPASS
PYLON RAM EXCHANGER PRIMARY HEAT AIR OUTLET
AIR INLET WATER ELECTRIC VALVE
EXCHANGER
international
INJECTOR
S-7
TURBOCOOLER ELECTRIC VALVE

BLEED AIR RECIRCULATED AIR RAM AIR
COMPRESSED AIR
TURBOCOOLER
TEMPERED AIR CONDITIONED AIR (HEATED) WATER
TURBINE AIR
EXTINGUISHING SYSTEM
CONTROLS AND OPERATION

FUEL
DISCH SHUTOFF DISCH
2 2 2 2
1 1
SWITCH 1 1
0 0 ENGINE 1 2 3 4 5 FIRE
0 0
FAULT FIRE 1 PANEL FAULT
FIRE 1 PANEL FIRE 1

FIRST SHOT SECOND SHOT
NORMAL BACKUP
DISCH DISCH
2 2 FIRE FIRE 2 2
1 1 ENGINE 1 1
0 0
PANEL 1 2 3 4 5 PANEL 0 0
2 SECOND
FAULT FAULT
SHOT (LEFT)
FIRE 2 FIRE 2
SECOND
FIRST SHOT (LEFT) SHOT (RIGHT)
NORMAL FIRST SHOT (RIGHT) BACKUP

DISCH DISCH
2 2 2 2
1 1 FIRE FIRE 1 1
0 0
PANEL ENGINE 1 2 3 4 5 PANEL 0 0
FAULT
3
FAULT
FIRE 3 SECOND FIRE 3
SHOT
FIRST SHOT
NORMAL BACKUP
BAGGAGE COMPARTMENT FIRE APU FIRE

1
0
FAULT FAULT
BAGGAGE
FIRE APU FIRE COMPARTMENT FIRE FIRE APU
PANEL PANEL 1
1 2 3 4 5 APU 0
FIRE FIRE
BAG COMP BAG COMP
S-8 Revision 5
Revision 5.01
RAM AIR

PILOT PITOT (CABIN ALT, Δ P, AND ARTHUR Q UNIT COPILOT PITOT
RATE-OF-CLIMB) A/C SNs BELOW 165

PITOT-STATIC SYSTEM
ELEVATOR
ADC 1 ARTHUR ADC 2
UNIT
MACH SPEED
INDICATOR 1
(OPTION)
MACH SPEED
INDICATOR 2
HOR STAB ID 802 ANNUNCIATOR 1 (OPTION)
CRUISE STOP (TAT, SAT, TAS)
CABIN ID 802 ANNUNCIATOR 2
AILERON ARTHUR Q ELECTRIC PRESSURIZATION (TAT, SAT, TAS)
MONITORING ALTIMETER CONTROL (OPTION)
A/C SNs UP TO 178 1 LEGEND
AILERON ARTHUR Q ELECTRIC PILOT’S PITOT
CONTROL EFIS 1 ALTIMETER
SNs 179 AND HIGHER 2 COPILOT’S PITOT
PILOT’S STATIC
SLAT VERTICAL SPEED FMS 1 VERTICAL SPEED LANDING GEAR COPILOT’S STATIC
MONITORING INDICATOR 1 INDICATOR 2 CONTACTS
STANDBY PITOT
STANDBY STATIC
SLAT VMO/MMO
IRS 1 WARNING ELECTRICAL
CONTACTS
VMO/MMO SLAT
WARNING EFIS 2 CONTACTS
FlightSafety
LANDING GEAR SLAT
CONTACTS FMS 2 MONITORING
AILERON ARTHUR Q
international
ALTITUDE IRS 2 MONITORING A/C
WARNING SNs BELOW 165
AND 179 AND HIGHER
S-9
AILERON CONTROL
ATC 1 TURBOFAN A/C SNs 165 TO 178
CONTROL PANEL CONTROL
ATC 2
CONTROL PANEL
REV
FlightSafety
international
QUICK REFERENCE
REFERENCE
QUICK
FMS INITIALIZATION CHECKLIST
1
OTHER FMS PROGRAMMING
FUEL CONVERSION CHART
ELECTRICAL—KEY BUS ITEMS 2
DUAL FUNCTIONING CIRCUIT BREAKERS
MECHANICS PANEL 3
LANDING DISTANCE ADDITIONS 4
ONE ENGINE INOPERATIVE DRIFTDOWN CHART 5
Revision 6 QR-1
FMS INITIALIZATION CHECKLIST
1. Select avionics switches on.

1
2. NAV IDENT page comes into view.
3. Check date – UCT – active NDB.
4. Select the MAINTENANCE page (L-4).
5. Check configuration.
6. Select IRS switch to NAV.
7. Select NAV IDENT (R-4).
8. Select POS INIT (R-4).
9. Enter present position and load.
• By ramp position name, or
• By coordinates, if known, or
• By airport ident (four letters)
10. Select flight plan; (R-4) active flight plan comes into view.
11. Enter stored flight plan by name; then go to item 16, or
12. Enter a new flight plan name for adding to the data base.
13. Build the new flight plan.
14. Select FPL SEL (R-4).
15. Select ACTIVATE (R-1).
16. Select PERF INIT (R-4) and enter appropriate speed and altitudes.
17. Select PAGE 2 (NEXT key).
18. Enter fuel, passenger, and cargo load.
19. Select FPL key.
20. Select DEPARTURE (L-4).
21. Select T.O. RUNWAY and ACTIVATE (R-4).
QR-2 Revision 5
FlightSafety
international
OTHER FMS PROGRAMMING
If a configuration change is desired:
1. Select the MAINTENANCE page.
2. Select CHANGE CONFIG (R-1).
3. Select the desired configuration.
If unable to change configuration:
4. Select the MAINTENANCE page (R-4).

1
5. Select CONFIG PROBLEMS (R-3).
6. Select DATA LOAD (L-4).
7. Select CUSTOM DB (L-2).
8. Select TO COPILOT (L-2) or FR COPILOT (L-3).
9. Select YES (R-4) when loading is complete.
10. Select MAINTENANCE (R-4).
If data loading is desired:
1. Insert disc into data loader.
2. Select the ON button.
3. Select the desired CDU (LEFT-RIGHT-AUX)
4. Select DATA LOAD (L-4) on selected CDU.
5. Select NAV DB (L-3).
6. Select FR LOADER (R-3).
7. Select YES (R-4) when loading is complete.
8. Select MAINTENANCE (R-4).
If 30 sec position update is desired:
CAUTION
The aircraft must be stationary.
1. Select RWY POS (R-4).
2. Select IRS to ALIGN.
3. Select RWY REF WPT and LOAD (R-2).
4. Select IRS to NAV.
5. Select FPL key or PROG key.
Revision 3 QR-3
2
FUEL CONVERSION CHART
QR-4
JET FUEL - 6.75 POUNDS AT 60°F
Gallons Liters Weight Gallons Liters Weight Gallons Liters Weight
50 189 338 1050 3974 7088 2050 7759 13838
100 378 675 1100 4163 7425 2100 7948 14175
150 568 1013 1150 4353 7763 2150 8138 14513
200 757 1350 1200 4542 8100 2200 8327 14850
250 946 1688 1250 4731 8438 2250 8516 15188
300 1135 2025 1300 4920 8775 2300 8705 15525
350 1325 2463 1350 5110 9113 2350 8895 15863
400 1514 2700 1400 5300 9450 2400 9084 16200
450 1703 3038 1450 5488 9788 2450 9273 16537
500 1892 3375 1500 5677 10125 2500 9462 16875
550 2082 3713 1550 5867 10463 2550 9652 17212

600 2271 4050 1600 6056 10800 2600 9841 17550
650 2460 4388 1650 6245 11138 2650 10030 17887
700 2650 4725 1700 6434 11475 2700 10219 18225
750 2839 5063 1750 6623 11813 2750 10409 18562
800 3028 5400 1800 6813 12150 2800 10598 18900
850 3217 5738 1850 7002 12488 2850 10787 19237
900 3406 6075 1900 7191 12825 2900 10976 19575
950 3596 6413 1950 7381 13163 2950 11166 19912
1000 3785 6750 2000 7570 13500 3000 11355 20250
Revision 5
FlightSafety
international
ELECTRICAL—KEY BUS ITEMS

BUS A1 BUS B1
1. GEAR CNTL 1 EMERGENCY SLATS
2. AIR BRAKE CNTL 2. NORMAL STAB TRIM
3. STAND-BY PUMP CONTL 3. CABIN COND’G VALVE
4. ELEVATOR ARTHUR 4. #2 HYD SYS INDIC
5. SLAT INDIC AND NORMAL 5. #2 ENG FIRE AND APU FIRE
CONTROL DETECTION LIGHTS AND
6. TRIM INDIC FAULT LIGHTS
7. EMERG STAB TRIM 6. EFIS 2
8. #2 BRAKES 7. #2 ENG ANTI-ICE
9. LEFT PITOT HEAT
10. CREW COND’G VALVE
11. CABIN PRESSURIZATION
CONTROLLER
12. WING ANTI-ICE 2
13. GROUP 2 FUEL XFR
14. #1 HYD SYS INDIC
15. #1 ENG FIRE DETECTION
AND FAULT LIGHT
16. EFIS 1
17. #1 ENG ANTI-ICE
BUS A2 BUS B2
1. ANTI-SKID 1. EMERG AIL TRIM
2. AIL TRIM 2. FLAP CNTL
3. FLAP/AIR BK INDIC 3. NOSE WHEEL STEERING
4. STAND-BY PITOT HEAT 4. THRUST REVERSER
5. M.F.D 5. FMS 2
6. FMS 1 6. FUELING LIGHT
7. #3 ENG FIRE DETECTION 7. CO-PILOT’S ID-802
AND FAULT LIGHT
8. #3 ENG ANTI-ICE
9. PILOT’S ID-802
DUAL FUNCTIONING CIRCUIT BREAKERS

PRIMARY (LABELED) SECONDARY
ST-BY PUMP NORMAL/EMERGENCY BRAKE
SELECTOR VALVES
L/H AUTO SLAT NORMAL SLATS CONTROL
R/H AUTO SLAT EMERGENCY SLATS CONTROL
L/G CONTROL BACK-UP FOR L/G INDICATION
LO FUEL FUEL TEMP INDICATOR AND
XTK 2 CONTROL
GAUGES CENTER TOTAL/REAR
PRESSURE REFUELING GRAVITY FUELING AND
FUELING LIGHT
COND'G CREW ECU BYPASS VALVE
COND'G CABIN TURBO FAN P/C CONTROL,
EMERG. PRESSURIZATION,
AND ISOLATION VALVE
Revision 5.01 QR-5

MECHANICS PANEL
BAG 1 COMPT STABILIZER COOLING SG 3 SG 1 EADI1 EHSI1 FGC 1 FMS 1

ISOL HEAT
MFD SG 2 EADI2 EHSI2 FGC 2 FMS 2
ON
TEST
NORM
OFF
FUEL FLOW GRAVITY ENG INDIC RESET A/P TEST

TEST FUELING TEST
BAG COMP Light is on when Bag Isolation is selected

BLEED AIR and the valve is closed.
ISOL
3
BAG COMP Light is on when HEAT or Isolation is select-

BLEED AIR ed and the heat valve is closed.
HEAT
Test Socket — If voltage is present, power

STABILIZER
RELAY TEST has been removed from the emergency
HOR-STAB motor.
ANTI-SKID 1. When red, there is a 30KT difference

between the nosewheel GEN’s or any
wheel generator looses continuity.
2. Regarding S.B. 42 with #1 brakes applied,

as throttles one or three are advanced
>82° and #2 brakes do not automatically
apply, indicator will flip red.
COOLING FAN When red there is a disagreement between

control inputs and the turbo fan bypass valve
and brake position.
FUEL FLOW When pushed, fuel flow indicators slew to

TEST 1200 P.P.H. (blue arc).
QR-6 Revision 5
FlightSafety
international
GRAVITY When the switch is selected on, both left and

FUELING right vent valves should open as well as the
refueling/defueling valve. Confirmation of
proper vent valve positioning will be con-
firmed by extinguishing of the “red” “STOP
FUELING” light on the aft fuel panel.
ENGINE When pushed, slews all N1, N2 and ITT indica-

INDICATION tors to the blue dot on the respective indicator.
TEST
RESET When pushed, resets all magnetic indicators.
E.F.I.S. When red, respective E.F.I.S. component has

MAGNETIC overheated.
INDICATORS
Revision 5 QR-7
LANDING DISTANCE ADDITIONS
The following are additives to be made to the landing distances/field lengths

computed for a 40° flaps + slats landing under normal circumstances.
NOTE
LD – Landing Distance
Emergency Checklist
Loss of Both Hydraulic Systems
Clean configuration, VREF + 30 knots. Twice the normal landing distance.
Landing field length is not addressed.
Approach and Landing—Two Engines Inoperative
If using:
After making the additive for flaps and slats above, if the No. 2 braking
system is used, add 50% to the calculated LD.
4
Abnormal Checklist
Approach and Landing-One Engine Inoperative
If using:
• 40° flaps + outboard slats only, fly V REF + 5 knots; add 60%
to the LD.

The following additions must be made to the Landing Distance (LD).
• 40° flaps + slats, land at VREF.
After making the additions for flaps and slats add 10% to the LD.
QR-8 Revision 6
FlightSafety
international
Landing with Inoperative Stabilizer
Use 20° flaps + slats, and fly V REF + 20 knots; add 800 feet to LD.
Landing with Inoperative Elevator
Use 40° flaps + slats, and fly VREF + 10 knots; add 1,800 feet to LD.
Pitch Feel Light On (Authur Unit Failed in Heavy Force Position)
Fly V REF + 10 knots; add 800 feet to LD.
Flap Asymmetry
If using:
• Up to 7° flaps + slats, fly VREF 20 knots; add 800 feet to LD.
• 20 to 40° flaps + slats, fly VREF + 5 knots; add 200 feet to LD.
Landing with Flaps or Slats Malfunctions
If using:
• 40° flaps + outboard slats only, fly VREF + 5 knots; add 200 feet to LD.
• Flaps + slats clean, fly V REF + 30 knots; add 50% to LD.
Landing with Airbrake Malfunctions 4
If:
• Airbrakes are extended to position 1, fly VREF + 10 knots; add

600 feet to LD.
• Airbrakes are extended to position 2, fly VREF + 15 knots; add

600 feet to LD.
• Airbrakes do not extend, add 10% to the LD.
Landing with Antiskid Inoperative
Use brakes in #2 A/SKID OFF selected; add 50% to the LD.
Landing with Parking Brake Only

Add 50% to the LD.
Revision 6 QR-9
ONE ENGINE INOPERATIVE DRIFT DOWN CHART
1 ENGINE OUT – DRIFT DOWN: TIME (min) – DISTANCE (NM) – FUEL (lb) – FINAL ALT. (ft)
TEMPERATURE DAY ISA
WEIGHT (x 1,000 lb)

ALTITUDE (ft) 46 44 42 40 38 36 34 32 30 28 26 24
50,000 DRIFT DOWN 173 169 157 146 140 135
SPEED
45,000 (kt) 196 183 187 175 166 161 156 151 146 140 135
41,000 and 190 185 180 175 170 166 161 156 151 146 140 135
below
ALTITUDE WEIGHT (x 1,000 lb)

AT ENGINE
FAILURE (ft) 46 44 42 40 38 36 34 32 30 28 26 24
TIME (min) 47 45 43 42
DISTANCE (NM) 218 208 198 190
49,000 1,073 970 877 797
FUEL USED (lb)
FINAL ALT. (ft) 34,280 35,800 37,290 38,870
TIME (min) 49 47 46 44 42 40
DISTANCE (NM) 228 218 210 199 188 179
47,000 1,250 1,147 1,054 950 853 768
FUEL USED (lb)
FINAL ALT. (ft) 31,420 32,820 34,270 35,780 37,270 38,840
TIME (min) 48 47 46 44 42 39 37
DISTANCE (NM) 226 218 210 200 188 175 165
45,000
FUEL USED (lb) 1,317 1,221 1,128 1,027 919 814 724
FINAL ALT. (ft) 30,070 31,410 32,800 34,250 35,760 37,250 38,810
TIME (min) 52 50 49 47 45 44 42 39 37 34
DISTANCE (NM) 246 237 229 218 209 200 190 176 162 149
43,000
FUEL USED (lb) 1,634 1,518 1,416 1,296 1,193 1,099 993 877 772 673
FINAL ALT. (ft) 26,170 27,440 28,740 30,060 31,390 32,780 34,230 35,730 37,210 38,760
TIME (min) 52 50 49 47 45 44 42 39 36 33 29
DISTANCE (NM) 247 238 229 218 207 198 188 175 161 144 124
41,000
FUEL USED (lb) 1,721 1,603 1,498 1,377 1,258 1,160 1,055 942 823 705 576
FINAL ALT. (ft) 24,920 26,150 27,410 28,720 30,040 31,380 32,760 34,200 35,700 37,170 38,690
5 TIME (min)
DISTANCE (NM)
52
247
50
237
49
229
47
219
45
208
43
196
41
186
39
175
36
160
32
141
27
117
17
73
39,000
FUEL USED (lb) 1,812 1,685 1,574 1,456 1,340 1,215 1,109 1,001 880 744 588 351
FINAL ALT. (ft) 23,700 24,900 26,140 27,390 28,700 30,020 31,350 32,720 34,150 35,630 37,080 38,520
TIME (min) 50 48 47 45 43 40 38 35 31 25 11
DISTANCE (NM) 237 227 218 207 196 183 171 157 138 110 48
37,000
FUEL USED (lb) 1,769 1,644 1,535 1,408 1,290 1,158 1,045 921 779 598 251
FINAL ALT. (ft) 23,690 24,890 26,120 27,380 28,660 29,980 31,300 32,670 34,080 35,530 36,830
TIME (min) 48 46 45 43 40 37 34 30 23
35,000 DISTANCE (NM) 227 216 206 195 182 167 151 132 100
FUEL USED (lb) 1,725 1,594 1,478 1,355 1,222 1,082 948 797 583
FINAL ALT. (ft) 23,650 24,870 26,080 27,330 28,630 29,930 31,250 32,580 33,940
TIME (min) 46 44 42 39 37 33 28 19
33,000 DISTANCE (NM) 215 204 192 178 164 145 122 82
FUEL USED (lb) 1,666 1,534 1,407 1,268 1,133 970 789 517
FINAL ALT. (ft) 23,630 24,840 26,050 27,300 28,570 29,860 31,140 32,400
TIME (min) 43 41 38 35 31 25 11
31,000 DISTANCE (NM) 201 188 175 159 138 110 48
FUEL USED (lb) 1,592 1,449 1,307 1,155 978 755 324
FINAL ALT. (ft) 23,600 24,790 25,990 27,220 28,480 29,720 30,840
TIME (min) 40 37 34 29 21
29,000 DISTANCE (NM) 184 169 151 126 91
FUEL USED (lb) 1,491 1,329 1,162 957 663
FINAL ALT. (ft) 23,550 24,730 25,920 27,120 28,280
TIME (min) 36 31 25 12
27,000 DISTANCE (NM) 163 141 112 54
FUEL USED (lb) 1,351 1,138 885 424
FINAL ALT. (ft) 23,460 24,630 25,760 26,800
TIME (min) 26 20
25,000 DISTANCE (NM) 128 88
FUEL USED (lb) 1,086 732
FINAL ALT. (ft) 23,330 24,400
TIME (min)
20,000 DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
Applicability:
A/C with SB F900-100 (TFE731-5BR).
QR-10 Revision 5
FlightSafety
international
PILOT NOTES
Revision 5 QR-11
WARNING PANEL
7 7 7 29 29
ST BY
7 7 7 21 21 21
AOA L. WHL R. WHL
GEN 1 GEN 2 GEN 3 PROBE OVHT OVHT
18 18 18
17 7 17 7 17 7 29 2 2
HOT AUTO FLAP
12 20
18 18 18 11 19 10
XTK 2 XTK 2 BAG
FUEL 1 FUEL 2 FUEL 3 OPEN CLOSED ACCESS
15 15 15 16 16 28
10 20
16 16 16 8 19 8 10
REV MACH
20
4 17 20 29 19 29
28
25 25 25 26 26 28 27
REAR T/O
28
27 28 7
8 7 8 7
MOVING
PUMP 1 PUMP 2
LANDING GEAR
L R 14 13
ST/BY 11
PUMP 3 PUMP
LH NOSE RH
8 7 9
29
FAULT
29 29 29 FIRE APU 1
FAULT FAULT FAULT
FIRE
FIRE 1 1 FIRE 2 1 FIRE 3 1 BAG COMP. 2
1 7 12
QR-12 Revision 6
Annunciators FlightSafety
international
#2 P BK
Falcon 900 A/B

#2 P BK
1. Steady: No. 2 Brake Pressure > 230 psi.

2. Flashing: (< 1200 psi Park Brake Accumulator).
Falcon 900 A/B

international
MOVING
MAIN GEAR RED LIGHTS
Falcon 900 A/B

MOVING
Main gear doors not locked.
Falcon 900 A/B

international
MOVING
NOSE GEAR RED LIGHT
Falcon 900 A/B

MOVING
1. Nose gear position

VS
2. Gear control handle
OR
If nose gear on
THEN ▼
Nose gear door(s) not fully open
Falcon 900 A/B

international
OIL
Falcon 900 A/B

OIL
1. Pressure < 25 psi.

2. Chip Detector.
Falcon 900 A/B

international
T/O
CONFIG
Falcon 900 A/B

T/O F.A.T.S.
CONFIG Any Power Lever > 82° and:
1. FLAPS < 7 or > 22°.
OR 2. AIRBRAKES not stowed.
OR 3. TRIM (stabilizer trim not in green).
OR 4. SLATS (inboard slats not extended).
Falcon 900 A/B

international
L/R WHL
OVHT
Falcon 900 A/B

L/R WHL
OVHT
Overheat detected in left or right wheelwell.
Falcon 900 A/B

international
MISTRIM
Falcon 900 A/B

MISTRIM
See ID-802 Display.
Falcon 900 A/B

international
ECU
OVHT
Falcon 900 A/B

ECU
OVHT
1. Environmental control unit temperature
> 230° C.
2. Turbofan bypass valve open (ground only).
Falcon 900 A/B

international
ST/BY
PUMP
(HYDRAULIC PANEL)
Falcon 900 A/B

ST/BY
PUMP
1. Standby pump operating longer than 1 minute.
2. Selector valve in ground test position.
Falcon 900 A/B

international
PUMP
(HYDRAULIC PANEL)
Falcon 900 A/B

PUMP
Hydraulic Pump Pressure

> 2150 psi (Light Out)
< 1500 psi (Light On)
Falcon 900 A/B

international
ENG 2 FAIL
Falcon 900 A/B

ENG 2 FAIL
1. On ground.
GROUND
2. Power lever > 84°.
ONLY
3. No. 2 N1 < 85%.
GROUND
OR 1. S duct door not latched.
FLIGHT
Falcon 900 A/B

international
FUELING
Falcon 900 A/B

FUELING
1. Refueling control panel door.
PRESSURE 2. Refueling connector door.
REFUELING 3. Vent value lever not stowed.
4. Vent valves (2) not closed.
GRAVITY
5. Gravity fueling switch on.
AND 6. Defueling switch on.
DEFUELING 7. REF/DEF valve open.
8. B2 bus not powered.
Falcon 900 A/B

international
CMPTR
Falcon 900 A/B

CMPTR
1. Insufficient voltage to computer.

2. Input failure.
3. Switch not in Auto.
4. Flashing (on ground only).
Falcon 900 A/B

international
AIL
ZERO
Falcon 900 A/B

AIL
ZERO
Emergency aileron actuator not in zero position.
Falcon 900 A/B Revision 1

international
AIL
FEEL
Falcon 900 A/B

AIL
FEEL
DISAGREEMENT:
Aileron Arthur Q Position
VS
Airspeed (ADC 1 or ADC 2)
Falcon 900 A/B

international
PITCH
FEEL
Falcon 900 A/B

PITCH
FEEL
DISAGREEMENT:
Elevator Arthur Position
VS
Horizontal Stabilizer
Falcon 900 A/B

international
AUTO
SLATS
Falcon 900 A/B

AUTO
SLATS
1. Stall vanes.
2. Proximity switches.
3. ADC 265 knot speed switches.
Falcon 900 A/B

international
FLAP
ASYM
Falcon 900 A/B

FLAP
ASYM
1. 3° – 5° split (0° – 20°)
2. 5° – 8° split (20° – 40°).
Falcon 900 A/B

international
▼
GEAR CONFIGURATION PANEL
Falcon 900 A/B

▼
Respective gear is downlocked.
Falcon 900 A/B

international
FIRE
(FIRE PANEL)
Falcon 900 A/B

FIRE
Main engine fire/overheat detected.
Falcon 900 A/B

international
FIRE
BAG COMP
(FIRE PANEL)
Falcon 900 A/B

FIRE
BAG COMP
Fire or smoke detected in baggage compartment.
Falcon 900 A/B

international
TRANS
(FIRE PANEL)
Falcon 900 A/B

TRANS
DISAGREEMENT:
Engine Fuel Shutoff Valve
VS
Fuel Shutoff Switch Position
Falcon 900 A/B
international
AIRBRAKES
Falcon 900 A/B

AIRBRAKES
1. Steady: Airbrakes not stowed.

2. Flashing: Airbrakes have automatically stowed.
Falcon 900 A/B

international
FIRE APU
(FIRE PANEL)
Falcon 900 A/B

FIRE APU
APU fire or overheat detected.
Falcon 900 A/B

international
FAULT
(FIRE PANEL)
Falcon 900 A/B

FAULT
Fire detector loop failure.
Falcon 900 A/B

international
BAT
Falcon 900 A/B

BAT
The battery is not connected to its respective

main bus.
Falcon 900 A/B

international
Falcon 900 A/B

▼ DISAGREEMENT:
Slat/Flap Handle
VS
▼ Slats Position
Falcon 900 A/B

international
(SLAT/FLAP CONFIGURATION PANEL)
Falcon 900 A/B

1. Steady: All slats are extended.
2. Flashing: Only the outboard slats extended.
Falcon 900 A/B

international
GEN
Falcon 900 A/B

GEN
1. RCR/Main Bus.
2. Start Relay.
Falcon 900 A/B

international
BUS TIED
Falcon 900 A/B

BUS TIED
1. Bus Tie Relay.

2. BAT 2 Contactor.
Falcon 900 A/B

international
FUEL
Falcon 900 A/B

FUEL
Boost pump pressure < 4.6 psi.
Falcon 900 A/B

international
LO
FUEL
Falcon 900 A/B

LO
FUEL
< 200 lbs in respective fuel group.
Falcon 900 A/B

international
COND’G
OVHT
Falcon 900 A/B

COND’G
OVHT
Passenger or crew baseboard temperature > 95° C.
Falcon 900 A/B

international
NOSE
CONE OVHT
Falcon 900 A/B

NOSE
CONE OVHT
Nose cone temperature > 70° C.
Falcon 900 A/B

international
BLEED
APU
Falcon 900 A/B

BLEED APU DISAGREEMENT:
APU Bleed Valve Open
VS
APU Bleed Switch Off
OR
Power Levers > 54° and APU
Bleed Valve Not Closed
Falcon 900 A/B

international
BAG
ISOL
Falcon 900 A/B

BAG
ISOL
The baggage compartment isolation valve is closed.
(1 or 2 indications – see maintenance panel)
Falcon 900 A/B

international
CABIN
Falcon 900 A/B

with “CABIN” audio warning
CABIN
1. Cabin altitude > 10,000 feet.
CABIN without “CABIN” audio
1. Main entry door not locked.

2. Forward lavatory service panel not closed.
Falcon 900 A/B

international
REAR
DOOR
Falcon 900 A/B

REAR
DOOR
1. Baggage compartment door not closed.
2. Rear compartment door not closed.
Falcon 900 A/B

international
BLEED
OVHT
Falcon 900 A/B

BLEED
OVHT
LP/HP Temperature > 335° C.
Falcon 900 A/B

international
MACH
TRIM
Falcon 900 A/B

MACH
TRIM
Mach trim system is not engaged.
Falcon 900 A/B

international
BAG
ACCESS
Falcon 900 A/B

BAG
ACCESS
The baggage access door not closed.
Falcon 900 A/B

international
L/R AOA
Falcon 900 A/B

L/R AOA
Voltage to stall vanes is low.
Falcon 900 A/B

international
L/R PITOT
Falcon 900 A/B

L/R PITOT
Voltage to supplied items is low.
Falcon 900 A/B

international
STBY PITOT
Falcon 900 A/B

STBY PITOT
Voltage to standby pitot probe is low.
Falcon 900 A/B

international
AOA
PROBE
Falcon 900 A/B

AOA
PROBE
Voltage to angle-of-attack probe is low.
Falcon 900 A/B

international
HOT
BAT
Falcon 900 A/B

HOT
BAT
Battery 1 or 2 temperature > 150° F or 165° F
Falcon 900 A/B

international
AP
Falcon 900 A/B

AP
Autopilot has disconnected (see ID-802).
Falcon 900 A/B

international
REV
UNLOCK
Falcon 900 A/B

REV
UNLOCK
DISAGREEMENT:
Thrust Reverse Lever stowed
and
Thrust Reverser Claw Locks not locked
Falcon 900 A/B
Emergency FlightSafety
international
SMOKE REMOVAL
PHASE ONE
Falcon 900 A/B

Phase One
1. Crew Oxygen Masks and
Smoke Goggles ....................................100%/DONNED
2. Microphone Selector ..........................MASK AND TEST
3. “NO SMOKING” Sign ................................................ON
Only If there are no flames in the cabin:
Passenger Masks ........................OVERRIDE/DONNED
Falcon 900 A/B

international
LOSS OF BOTH
HYDRAULIC SYSTEMS
PHASE ONE
Falcon 900 A/B

Phase One
1. Auto-Pilot and Yaw Damper ......................DISENGAGE
2. Airspeed..............................260 KIAS/.76 MI MAXIMUM
Falcon 900 A/B

international
INADVERTENT THRUST
REVERSER DEPLOYMENT
IN FLIGHT
Falcon 900 A/B

Phase One
1. No. 2 Engine ............................................................IDLE
2. Thrust Reverser NORM/STOW Switch ................STOW
3. Airspeed ..........................................230 KIAS OR LESS
Falcon 900 A/B

international

PHASE ONE
Falcon 900 A/B

Phase One
1. Communications ........................................VHF 1/ATC 1
2. Establish the aircraft within the airstart envelope.
(See Abnormal Tab 3, page A-5.)
3. Reduce the electrical load to the lowest possible.
(See Emergency Tab 6, page E-13.)
4. Relight the engines using the airstart procedures.
(See Abnormal Tab 3, page A-8 and A-11.)
Falcon 900 A/B

international
ENGINE FIRE IN FLIGHT

PHASE ONE
Falcon 900 A/B

Phase One
1. Power Lever ......................................................CUT-OFF
2. FUEL SHUTOFF Switch ..............................ACTUATED
TRANS Light ......................................ON, THEN OFF
3. Airspeed ............................................BELOW 250 KIAS
4. Fire Extinguisher DISCH Switch ................POSITION 1
5. Fire Extinguisher DISCH Switch ................POSITION 2
Falcon 900 A/B
international

PHASE ONE
Falcon 900 A/B

Phase One
Smoke at Air Conditioning Outlets
3. “NO SMOKING” Sign ................................................ON
4. Passenger Oxygen Controller ......................OVERRIDE
5. Passenger Masks ............................................DONNED
Falcon 900 A/B
international

PHASE ONE
Falcon 900 A/B

Phase One
Smoke and unusual odors
3. “NO SMOKING” Sign..................................................ON
Only if there are no flames in the cabin.
and Passenger Masks ................OVERRIDE/DONNED
Falcon 900 A/B

international
FIRE IN BAGGAGE COMPARTMENT

PHASE ONE
Falcon 900 A/B

Phase One
1. BAG Switch..........................................................................................................HEAT
In flight below 41,000 ft and with the baggage compartment pressurized:
NOTE
This procedure is different for airplanes registered in the U.S., Australia, Italy, and
in the U.K., the baggage compartment is not accessible above 41,000 feet.
2. The co-pilot dons the smoke hood and fights the fire with the hand held fire extinguisher.
CAUTION
The lavatory door must be properly closed prior to opening the baggage compartment
door to prevent smoke from entering the passenger cabin.
During takeoff or landing, or in flight above 41,000 ft or with the baggage compartment
not pressurized:
1. BAG Switch ..........................................................................................................ISOL
BAG ISOL Light ..........................................................................................................ON
2. BAG COMP Extinguisher Switch ............................................................POSITION 1

Do not open the baggage compartment door until the airplane has landed.
Falcon 900 A/B
Limitations FlightSafety
international
Maximum Tire Rotation Speed
Falcon 900 A/B

Maximum Tire Rotation Speed
195 KIAS (225 mph tires)
Falcon 900 A/B

international
CG Limits
Falcon 900 A/B

CG Limits
14% MAC Forward

31% MAC Aft
Falcon 900 A/B

international
DATUM
Falcon 900 A/B

DATUM
25% MAC (FS 420 inches)

0% MAC (FS 392 inches)
Falcon 900 A/B

international
Maximum Speed Total Hydraulic Loss
Falcon 900 A/B

Maximum Speed Total Hydraulic Loss
260 KIAS/.76 MACH
Falcon 900 A/B

international
Demonstrated Crosswind
Falcon 900 A/B

Demonstrated Crosswind
30 Knots
Falcon 900 A/B

international
Maximum Tailwind
Falcon 900 A/B

Maximum Tailwind
10 Knots
Falcon 900 A/B

international
AIRSPEED
MMO:
1. 25,000 Ft to 33,000 Ft: ?
2. 33,000 Ft to 37,000 Ft: ?
3. Above 37,000 Ft: ?
Falcon 900 A/B

AIRSPEED
MMO:
1. 25,000 Ft to 33,000 Ft: .87 Mach
2. 33,000 Ft to 37,000 Ft: .87 Mach to .84 Mach
3. Above 37,000 Ft: .84 Mach
Falcon 900 A/B

international
AIRSPEED
Turbulent Air Penetration Speed
Falcon 900 A/B

AIRSPEED
Turbulent Air Penetration Speed
280 KT/.76 M
Falcon 900 A/B

international
AIRSPEED
VMO:
Falcon 900 A/B

AIRSPEED
VMO:
350 KIAS increasing with altitude

370 KIAS at 10,000 Ft.
Falcon 900 A/B

international
AUTOPILOT
1. Minimum height during FMS approach?
2. Minimum height radio altimeter operative?
3. Minimum height radio altimeter inoperative?
4. Minimum decision height?
5. Minimum height except during approach?
Falcon 900 A/B

AUTOPILOT
1. Minimum height during FMS approach? 300 Ft.
2. Minimum height radio altimeter operative? 50 Ft.
3. Minimum height radio altimeter inoperative? 150 Ft.
4. Minimum decision height? 200 Ft.
5. Minimum height except during approach? 1,000 Ft.
Falcon 900 A/B

international
STALL SPEEDS
Falcon 900 A/B

Do not intentionally fly slower than initial
stall warning onset.
Falcon 900 A/B

international
MINIMUM CONTROL SPEED

VMCA:
Falcon 900 A/B

MINIMUM CONTROL SPEED
VMCA:
85.5 KCAS
Falcon 900 A/B

international
Windshield Wiper Operating Speed
Direct Vision Window Opening Speed
Falcon 900 A/B

Windshield Wiper Operating Speed
Direct Vision Window Opening Speed
215 KIAS
Falcon 900 A/B

international
HIGH LIFT DEVICES OPERATING

OR EXTENDED LIMIT SPEEDS
Falcon 900 A/B

HIGH LIFT DEVICES OPERATING
OR EXTENDED LIMIT SPEEDS
Slats + Flaps 7°: 200 KIAS
Falcon 900 A/B

international
MANEUVERING SPEED
Falcon 900 A/B

MANEUVERING SPEED
228 KIAS
Falcon 900 A/B

international
Falcon 900 A/B

Flaps Up: +2.53 to –1 G

Flaps Down: +2 to 0 G
Falcon 900 A/B

international
Maximum Landing Gear Operative Speed

(VLO)
Maximum Landing Gear Extended Speed

(VLE)
Falcon 900 A/B

VLO: 190 KIAS
MLO: 0.70
VLE: 245 KIAS

MLE: 0.75
Falcon 900 A/B

international
MAXIMUM RUNWAY SLOPE
Falcon 900 A/B

MAXIMUM RUNWAY SLOPE
+/– 2.5%
Falcon 900 A/B

international
Minimum Flight Weight
Falcon 900 A/B

Minimum Flight Weight
20,700 LB
Falcon 900 A/B

international
Baggage Compartment Weight and Altitude
Falcon 900 A/B

Baggage Compartment Weight and Altitude
2,866 LB
41,000 ft baggage access door
closed and latched.
Falcon 900 A/B

international
Maximum Zero Fuel Weight
Falcon 900 A/B

Maximum Zero Fuel Weight
30,870 LB
Falcon 900 A/B

international
Maximum Landing Weight
Falcon 900 A/B

Maximum Landing Weight
42,000 LB
Falcon 900 A/B

international
Maximum Take-off Weight
Falcon 900 A/B

Maximum Take-off Weight
46,500 LB
Falcon 900 A/B

international
Maximum Ramp Weight
Falcon 900 A/B

Maximum Ramp Weight
46,700 LB
Falcon 900 A/B

international
ALTITUDE
Maximum Take-off and Landing
Falcon 900 A/B

ALTITUDE
Maximum Take-off and Landing
–1,000 to +14,000 FEET
Falcon 900 A/B

international
ALTITUDE
Maximum Operating
Falcon 900 A/B

ALTITUDE
Maximum Operating
FL 510
Falcon 900 A/B

international
ENGINE OPERATION
TFE-731-5BR-1C
STARTING TIME
Ground Start and Starter Assist Airstart
?
10% N2 to light off
Windmilling Airstart
Windmilling N2 to 60% N2 ?
Ground Start
Light off to idle ?
Falcon 900 A/B

ENGINE OPERATION
TFE-731-5BR-1C
STARTING TIME
Ground Start and Starter Assist Airstart
10 seconds max.
10% N2 to light off
Windmilling Airstart
windmilling N2 to 60% N2 45 seconds max.
Ground Start
Light off to idle 60 seconds max.
Falcon 900 A/B

international
TFE-731-5BR ENGINE
Engine Starter Motor-Limits
Falcon 900 A/B

First Attempt:
40 seconds ON 3 minutes OFF
(If required after 1 minute off motor 15 seconds, then 2 minutes off)
Second Attempt:
30 seconds ON 3 minutes OFF
(If required after 1 minute off motor 15 seconds, then 2 minutes off)
Third Attempt:
30 seconds ON then 30 minutes shutdown
NOTE
In temperatures > 30° C time between
2 successive starts must be doubled.
Falcon 900 A/B

international
MAXIMUM INTERSTAGE TURBINE TEMPERATURE

ITT
TFE-731-5BR-1C
Starting: ?
Take-off:
Without Increased Thrust (RPR): ?
With Increased Thrust (RPR): ?
Maximum Continuous: ?
Falcon 900 A/B
MAXIMUM INTERSTAGE TURBINE TEMPERATURE
ITT
TFE-731-5BR-1C
Starting: 978° C
Take-off:
Without Increased Thrust (RPR):
Normal (5 minutes max.) 978° C
Transient (5 seconds max.) 1006° C
With Increased Thrust (RPR):
Normal (5 minutes max.) 996° C
Transient (5 seconds max.) 1006° C
Maximum Continuous: 968° C
Falcon 900 A/B

international
OIL PRESSURE
MINIMUM MAXIMUM
THRUST SETTING PRESSURE PRESSURE
Idle ? ?
Takeoff or
maximum continuous ? ?
Transient ?
Falcon 900 A/B

OIL PRESSURE
MINIMUM MAXIMUM
THRUST SETTING PRESSURE PRESSURE
Idle 25 psi 46 psi
Takeoff or
maximum continuous 38 psi 46 psi
Transient 55 psi
less than
3 minutes
Falcon 900 A/B

international
OIL TEMPERATURE
Sea level to 30,000 ft ? ° C max.
Above 30,000 ft ? ° C max.
Transient all altitudes ? ° C max.

less than 2 minutes
Minimum for exceeding idle power ?°C
Falcon 900 A/B

OIL TEMPERATURE
Sea level to 30,000 ft 127° C max.
Above 30,000 ft 140° C max.
Transient all altitudes 149° C max.

less than 2 minutes
Minimum for exceeding idle power 30° C
Falcon 900 A/B

international
MAXIMUM ENGINE ROTOR SPEEDS

N1 N2
Take-off – Maximum Continuous ? ?

Transient (5 seconds max.) ? ?
Falcon 900 A/B

MAXIMUM ENGINE ROTOR SPEEDS
N1 N2
Take-off – Maximum Continuous 100% 100.8%

Transient (5 seconds max.) 103% 103%
Falcon 900 A/B

international
TFE-731-5BR-1C
THRUST RATINGS
• Takeoff ?
• Maximum Continuous ?
Falcon 900 A/B

TFE-731-5BR-1C
THRUST RATINGS
• Takeoff 4,750 LB
• Maximum Continuous 4,634 LB
Falcon 900 A/B

international
BATTERY TEMPERATURE
Falcon 900 A/B

BATTERY TEMPERATURE
Before SB 94
(Warm) Amber Light 120° F (48.9° C)
(Hot) Red Light 150° F (65.5° C)
After SB 94
(Warm) Amber Light 120° F (48.9° C)
(Hot) Red Light 160° F (71.1° C)
Falcon 900 A/B

international
Falcon 900 A/B

Maximum Differential Pressure
9.6 psi
Falcon 900 A/B

international

GTCP 36-150 (F)
Maximum N1 Speed: ?
Starting T5 Limit: ?
Stabilized ?
Falcon 900 A/B

GTCP 36-150 (F)
Maximum N1 Speed: 110%
Starting T5 Limit: 870° C to 985° C
maximum less
than 10 seconds
Stabilized 679° C
Duration in amber (679° C—732° C)
Range as short as possible.
Falcon 900 A/B

international
ELECTRICAL
Maximum Voltage ?
Maximum Amperage
Transient (1 minute max) ?
Up to 43,000 Ft. ?
Above 43,000 Ft. ?
Falcon 900 A/B
ELECTRICAL
Maximum Voltage 32 V
Maximum Amperage
Transient (1 minute max) 350 A
Up to 43,000 Ft. 300 A
Above 43,000 Ft. 260 A
Falcon 900 A/B

international
APU
• Ground use only
• Operation of APU with passengers in the cabin and no crew member
monitoring is not authorized
1. Maximum N1 Speed ?%
2. Starting EGT Temp ?°C
3. Stabilized EGT ?°C
4. Maximum Generator Output
a. Transient (1 minute max) ?A
b. Stabilized ?A
Falcon 900 A/B

APU
• Ground use only
• Operation of APU with passengers in the cabin and no crew member
monitoring is not authorized
1. Maximum N1 Speed 110 %
2. Starting EGT Temp 870° C and 985° C
maximum < 10 seconds
3. Stabilized EGT 679° C
4. Maximum Generator Output
a. Transient (1 minute max) 350 A
b. Stabilized 300 A
Falcon 900 A/B

international
LIMITATION ON NOSE GEAR TIRES
LIMITATION ON AIRBRAKES
Falcon 900 A/B

Limitation On Nose Gear Tires
Must be chined
Limitation On Airbrakes
Must not be actuated in flight
within 300 ft AGL
Falcon 900 A/B

international
ENGINE ANTI-ICE
1. Must not be used with total air
temperature above ?°C
WING ANTI-ICE
temperature above ?°C
Falcon 900 A/B

ENGINE ANTI-ICE
temperature above 10° C
WING ANTI-ICE
temperature above 10° C
Falcon 900 A/B

international
WINDSHIELD CRACKED
OR BUBBLES
Falcon 900 A/B

WINDSHIELD CRACKED
OR BUBBLES
Airspeed: Maximum 230 KIAS
Cabin Differential Pressure: Maximum 7.5 PSID
Falcon 900 A/B

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FlightSafety

FlightSafety International, Inc.

Copyright © 2007 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:

For printing purposes, revision numbers in footers occur at the bot-

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

The material contained in this training manual is based on information

At the time of printing it contained then-current information. In the event

We at FlightSafety want you to have the best training possible. We wel-

FOR TRAINING PURPOSES ONLY

MANEUVERS AND PROCEDURES

WEIGHT AND BALANCE

CREW RESOURCE MANAGEMENT

Master Warning System

FALCON 900 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY EC-i

FALCON 900 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY NP-i

FALCON 900 PILOT TRAINING MANUAL

ADVERSE WEATHER CONDITIONS ......................................... NP-46

NP-ii FOR TRAINING PURPOSES ONLY

FALCON 900 PILOT TRAINING MANUAL

FOR TRAINING PURPOSES ONLY NP-iii

FALCON 900 PILOT TRAINING MANUAL

BEFORE START (POWER OFF)

2. *Documents and Keys ............................................................ ON BOARD

The aircraft flight, performance, weight and balance, and operating

2. LH AV Master and RH AV Master .............................................. OFF (IN)

FOR TRAINING PURPOSES ONLY NP-1

FALCON 900 PILOT TRAINING MANUAL

3. FMS Master (LH and RH) ........................................................... OFF (IN)

4. Bus-Tied Switch.......................................................... FLIGHT NORMAL

By separating the buses, this allows an individual battery check when

5. APU Generator Switch.......................................................... DEPRESSED

6. BAT 1–BAT 2 Switches ....................................................................... OFF

7. GEN 1–GEN 2–GEN 3 Switches .......................................................... ON

The generator switches must be placed in the on position in order to

8. *IRS1–IRS 2–IRS 3 Battery Voltages ...................................... CHECKED

9. *E BAT Battery Voltage ........................................................... CHECKED

10. APU Master Switch.................................................................. OFF (OUT)

11. DC Power Selector ..................................................................... NORMAL

This two-position selector allows selection of an electrical power source

NP-2 FOR TRAINING PURPOSES ONLY

FALCON 900 PILOT TRAINING MANUAL

12. CMPTR 1–2–3 Switches .................................................................. AUTO

13. Start Selector Switches (All 3)............................................... GRD START

These three-position switches must be placed in the GROUND START

14. XTK Switch .............................................................................. NEUTRAL

15. Booster (Pump) Switches (All 3) ......................................................... OFF

16. X-BP Rotary Switches (All 3) ..................................................... CLOSED

These three rotary switches are closed to provide a direct tank-to-engine

17. XTK 2 Switch (If Installed).............................................................. AUTO

This switch, if installed, is placed to the AUTO position, allowing automatic

18. HP and PRV Bleed Switches (3) ...................................................... AUTO

These switches are placed in the AUTO position to ensure proper

19. APU Bleed-Air Switch......................................................................... OFF

FOR TRAINING PURPOSES ONLY NP-3

FALCON 900 PILOT TRAINING MANUAL

20. Isolation Valve Knob.......................................................... HORIZONTAL

Placing these three-position switches to the AUTO position allows a logic

22. BAG Switch..................................................................................... NORM

This three-position switch allows normal pressurization and ventilation of