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STUDY GUIDE
Table of Contents:
Modifications
General Limitations – Quick Reference
Checklist Phase 1 Memory Items & other Memory Items
01 – Flight Deck
02 – Systems
02-21 – Air Conditioning and Pressurization
02-22 – Auto Flight
02-23 – Communications
02-24 – Electrical System
02-25 – Equipment
02-26 – Fire Protection
02-27 – Flight Controls
02-28 – Fuel System
02-29 – Hydraulic System
02-30 – Ice and Rain Protection
02-31 – Indicating and Recording Systems
02-32 – Landing Gear and Braking System
02-33 – Lights
02-34 – Navigation
02-35 – Oxygen
02-36 – Pneumatic
02-38 – Water Waste
02-45 – Airplane Diagnostic and Maintenance System (ADMS)
02-49 – Auxiliary Power Unit
02-50 – Structure
02-70 – Engines
03 – General (Technical Information)
Special Appendix - General Practice Principles / Nice to Know
Modifications
M1842 Increased MRW & MTOW (41500 increased to 42400)
M2529 SB 2000EX-65 Brake Heating System
M2846 F2000LX
M2706 SB 2000EX-93 Passenger Oxygen Controller (14,000ft. airfield capability)
M2799 Pilot Oxygen masks with integrated smoke goggles
M3000 F2000DX
M3072 SB F2000EX-171 Wing fuel tank improvement (fuel 16730 reduced to 16674)
M3177 SB F2000EX-196 Autobrake System for landing
M3227 SB F2000EX-232 HGS & EFVS for NPA, CAT I, manual CAT II/III, auto CAT II
M3249 Wing Anti-ice Valve (with tapered roller bearings)
M3254 SB F2000EX-300 EASy II Avionics
M3301 ADS-B Out
M3390 SB F2000EX-253 Increased MRW & MTOW (42400 increased to 43000)
M3453 SB F2000EX-252 FADEC v9
M3556 Autobrake capability for EASy II
M5000 F2000LXS
M5001 F2000S
M5010 PW308C Engine emission reduction (C+)
GENERAL LIMITATIONS – QUICK REFERENCE
Aircraft General
Aircraft Model Type DA-2EASY
Airport Elevations -1000 / +14,000 Pressure Altitude
Runway Slope +/-2%
Tailwind 10 KIAS (Transport Category CFAR 23)
Demonstrated Crosswind
Normal / Dry RWY 35 kts
Contaminated RWY 5 kts
NWS Inoperative 17 kts
Runway Surface Paved and Hard Surfaces Only
Max Contaminated Surface Standing water – Slush - Wet Snow - Dry Snow
Take-off 0.35 in (9.5 mm) of water or equiv. depth of slush or snow
Take-off (Dry Snow) 0.50 in (12.7mm) of water or equiv. depth of slush or snow
Landing 0.50 in (12.7mm) of water or equiv. depth of slush or snow
Contaminated Landing (1EO) Landing One Eng-Inoperative: To maintain lateral control,
set reverse power of operating engine to idle below 70 KIAS.
Maximum Altitude: 47000
Kinds of Operations
Day & night VFR, IFR, Manual and Automatic Cat I, Automatic Cat II, Extended Overwater and
Remote, Icing.
RVSM (with operational approval)
AC20-130A
IFR Oceanic
RNP-10
B-RNAV / RNP-5
RNP-4 Oceanic & Remote Airspace
P-RNAV (JAA TGL-10)
AC90-100A US Terminal & En Route RNAV Operations
MNPS (with operational approval)
Polar Operations (limited to 85° North or 85° South)
SSR Mode S Enhanced Surveillance (European Airspace)
ADS-B Out
Dimensions
Length 66’ 5”
Height (Tail) 22’ 11” or 23’ 2” with Satcom antenna
Wingspan 63’ 5” or 70’ 2” with winglets
Interior Length 26’ 2”
Interior Height 74”
Interior Width 91”
Entry Door 31” x 67”
Emergency Exit 21” x 36”
Rear Baggage Door 30” x 29”
Wheel base 24’ 4”
Wheel track 14’ 7”
Minimum turning radius while taxiing (from wing tip to pivot point)
47’ or 52’ with winglets
Tire pressures
Nose 183-190
Main 217-228 (with M3390 222-228)
Structural
M1842 M3390
Maximum Ramp Weight MRW 41500 42400 43000
Maximum Takeoff Weight MTOW 41300 42200 43800
Maximum Landing Weight MLW 39300 39300 39300
Maximum Zero Fuel Weight MZFW 29700 29700 29700
Minimum Flight Weight 21149 21149 21149
Load Factor
Flaps Up +2.55 to -1.00
Flaps down +2.00 to 0.00
Loading
Maximum Payload: 5,990 lbs.
Baggage Compartment: 1,600 lbs. (Weight not to exceed 61.4 lb/sq ft)
LH coat compartment: Weight not to exceed 81.9 lbs/sq ft
Forward Service Compartment Weight not to exceed 18.4 lbs/sq ft distributed (Not to be used
for anything other than Golf Bags or Skis – per mod approval)
Max Weight on Baggage Door: 320 lbs.
Main Passenger Entry Door: 1 person on door/stairs at a time
Mean Aerodynamic Chord (MAC): 113.69 in.
Zero MAC is at Flight Station (FS) +372.01 in.
CG Datum is 25% MAC which is at FS +400.43 in.
FS 0 is at the forward end of the airplane nose cone.
Speeds
Vmo
350 KIAS SL (350 linear to 370 @ 10000)
370 KIAS @ 10000 to 25000
Mmo
M.862 from 25000 to 38000
M.862 @ 38000 (M.862 linear to M.85 @ 42000)
M.85 above 42000
Rotor Speeds
100% N1 = 10,400 RPM
100% N2 = 26,780 RPM
N1% N2%
Normal Takeoff (5 min. max) 102.5 102
Max Takeoff (5 min. max) 102.5 102
Max Continuous 102.5 102
Transient (20 seconds) 103.5 103
Vibration
Max overall vibration limit is 0.96 in/sec average
Starting
Starter must cutout by 50% N2
Must display N1 indication by 40% N2. N1 will not display <10% N1,
The start must be aborted when the amber START annunciation on the N1 gauge is
illuminated.
Fuel
Fuel temperature must be maintained at least 3°C above the freezing point of the fuel being
used. Jet A freezing point is -40°C. Jet A1 freezing point is -47°C.
Capacities
M3072
Total: 16730 lbs. 16674 lbs.
Gallons: 2497 2489
Left wing: 6092 lbs. 6064 lbs.
Rear tank: 1962 lbs. 1962 lbs.
Right wing: 6112 lbs. 6084 lbs.
Front tank: 2564 lbs. 2564 lbs.
Oil Pressure
Min Max
Starting 0psi 240psi
Ground Idle 20psi 100psi
Flight Idle 20psi 100psi
Above Idle 36psi 100psi
Oil Temperature
Max 135°C
Minimum for T/O 27°C
Minimum in flight 16°C
Transient 90 sec: 143°C
Cold start minimum: -40°C
For flight durations longer than 10 hours, the oil levels must be checked and verified to be 50%
of the distance between the MAX and MIN markings on the sight glass.
Engine Generators
Max 29.5V
Max Amperage
Ground 300A
In flight stabilized 400A
In flight transient 500A (160 sec.)
In flight transient 600A (40 sec.)
In flight transient 800A (5 sec.)
APU Generator
Max Amperage
Transient 40 seconds 450
Transient 180 seconds 375
Ground to 10,000 ft. 300
10,000 to 25,000 ft. 250
25,000 to 35,000 ft. 200
APU
Max starting and/or operating altitude: 35,000 ft.
Max N1: 110%
Max EGT:
Starting: 988°C (<10 seconds)
Stabilized: 746°C
AVIONICS
IRS
IRS alignment is functional between 78° 15’ North and 78° 15’ South latitude.
EGPWS
Video Window
Video must not be displayed in the MDU for takeoff, approach, or landing.
RAAS
Inhibit RAAS in the following cases:
Unwanted or untimely advisories are detected
If a go around or a touch and go are anticipated
If a NOTAM modifies runway data
If a takeoff from non-separate (coincidental) runways is anticipated.
PHASE 1 MEMORY ITEMS
ENGINE FIRE
FIRE ENG CAS Message
DISCH
Safetied Pb ………………………………….. DISCH 2
2
APU FIRE
DISCH
APU Safetied Pb ……………………... DISCH 1
1
WHEEL OVERHEAT
CAS Message:
WHEEL LH OVHT or WHEEL RH OVHT or WHEEL LH+RH OVHT
RAPID DEPRESSURIZATION
EMERGENCY DESCENT
Possibly on:
HYDRAULIC LOW LEVEL 1 HYDRAULIC LOW LEVEL 2 HYDRULIC LOW LEVEL 1+2
CREW & PASSENGERS MUST IMPERATIVELY STAY IN THEIR SEATS WITH BELTS
ADJUSTED & FASTENED
DUAL ENGINE FAILURE – HOLDING CONDITION (Low speed / low altitude <35000)
EMERGENCY EVACUATION
FORCED LANDING
DITCHING
CHECK DU XX
DU Failure with no X, Possible: … OFF (Fully CCW on Rev. Panel)
Revert an inoperative CCD by selecting the revert switch under the CCD.
WINDSHEAR RECOVERY
GA Pb ………………………………………………… Pressed
Flight Directors ………………………………………. Displayed & Followed
Autothrottle …………………………………………... OFF
Power Levers ………………………………………... TO
AIRBRAKE …………………………………………… Position 0
Slats & Flaps ………………………………………… MAX SF2
At pilot’s discretion depending on airplane height and vertical speed:
Landing Gear ………………………………………… UP
Disregard amber Low Speed Cue & TOO LOW FLAPS voice warning.
01 – FLIGHT DECK
EASy Architecture
Based on Honeywell Primus Epic modular architecture.
2 PDUs
2 MDUs
Graphical interface managed with controls such as Cursor Control Device (CCD) and
Multifunction Keyboard (MKB)
Avionics Standard Communication Bus version D (ASCB-D)
2 Modular Avionics Units (MAUs) connected to ASCB-D via Network Interface Controller (NIC).
2 Modular Radio Cabinets (MRCs) connected to ASCB-D via Network Interface Module (NIM).
02-21 AIR CONDITIONING & PRESSURIZATION
COND: PAX OVHT >95 C° in Cabin duct – Amber duct graphic on ECS window
COND: CREW OVHT >95 C° in Cockpit duct – Amber duct graphic on ECS window
CHECK CABIN ALTITUDE Cabin altitude 8200 to 9700 ft. Not triggered when landing
elevation is set above 8000 ft. Amber on cabin alt. window
RECIR ISOL The Recirculation Isolation Valve failed (15,000ft)
CHECK CABIN RATE Cabin rate lower than -1200 ft/min or above +1200 ft/min
CABIN ALTITUDE Cabin altitude >9700 ft. If field elevation is set above 8000 ft, the
trigger is field elevation +1700 feet limited to 14500 ft.
Pressurization takeoff sequence ends 5 minutes after takeoff or when the aircraft reaches
6000 AAL or higher. If during the takeoff sequence the vertical speed is lower than -500 ft/min
for more than 30 seconds, the return to base sequence is triggered. The scheduled cabin
altitude becomes the airplane’s altitude memorized at takeoff minus 300 feet.
Descent sequence begins when the vertical speed is at -500 ft./min or greater. The target
cabin altitude is set to the field elevation entered on the ECS synoptic page minus 300 ft.
Manual pressurization knob controls cabin rate of climb from -1500ft/min to +2500ft/min.
Setting the LDG ELEV manually will eliminate any further automatic setting until the aircraft is
powered down. You’ll have to set the landing elevation manually for the rest of the day.
To maximize cooling at low speeds or on the ground, the Heat Exchanger Jet Pump Valve
opens at <300KTAS. The position of this valve also dictates the position of the XBLEED valve.
02-22 AUTO FLIGHT
When AP is not engaged the MT increases aircraft longitudinal stability at Mach (>M.77) by
adjusting stabilizer position. When AP is engaged the AFCS handles auto-trim.
AUTOPILOT
Take-off: Autopilot must not be used below V2 + 10 Kts.
Go-around: Autopilot must not be used below Vref + 10 Kts.
When in PROT mode at or above Mmo/Vmo the autopilot must be disconnected.
Minimum Altitudes:
Coupled ILS w/ RA 50 ft
Coupled ILS w/out RA 160 ft
Non-precision Approach 160 ft
Circling Approach 500 ft
After take-off 400 ft
Cruise 1000 ft
The PILOT SIDE Pb on the Guidance panel determines the source data used by the AFCS
(ADC, IRS, FMS) and the FMS source data for both MDUs, and:
o The side where the TCAS, TERRAIN, and ENG-TRM-BRK windows pop-up in case of
alert or trim runaway,
o The master PDU in case of a 2 display failure,
o The BARO SET used for ALT mode,
o The radar settings display and management in I-NAV
o The master FMS when switching between single and synchronous modes
Note: After switching the PILOT SIDE Pb, wait 30 seconds for all modes to become
operational.
YD is selected ON on the ground but is not active until 400’ RA during takeoff. Having the YD
ON for takeoff would limit rudder authority by a few degrees.
Engagement of AT is not possible with at least one power lever above the MAX CLB detent.
AT disconnects pressing the AT button on the Guidance Panel or the quick disconnect on the
power levers. It disconnects automatically by moving the power levers, FADEC malfunction, or
AT malfunction.
FD Modes – Lateral
Basic Roll (ROL), Heading (HDG) or Track (TRK), Lateral Navigation (LNAV), Localizer (LOC),
& Back Course (B/C), LPV mode: Lateral Satellite Based Augmentation (LSBA).
ROL mode is the basic lateral mode. Depending on the condition at the activation of the
mode:
o Roll is maintained when the roll attitude exceeds 6°, up to 28° above 20000’, or up to 35°
below 20000’
o Roll returns to 0 when the roll attitude is between 6° & 3°
o Heading is maintained when the roll attitude has remained lower than 3° for 10 seconds°
TRK mode is not available on the ground. If you need to depart on a track (i.e. Europe) you
must select TRK after airborne.
FD Modes – Vertical
Basic Path (PATH), Altitude Hold (ALT), Preset Altitude (ASEL), Climb (CLB), Vertical Speed
(VS), Vertical Navigation (VALT, VCLB, VPTH, VASL), Approach modes (GS, VGP,
LPV: VSBA (Vertical Satellite Based Augmentation)).
PATH is limited to +/-17° with the AP on. If the AP is engaged outside this limit, the path will
return to the limit.
• Both PDUs display the same ILS frequency from independent NAV receivers
• Both NAV sources are valid and active (LOC1 on HSI1 & LOC2 on HSI2)
• Radio Altimeter reads 1500’ decreasing.
Go Around mode is available when airborne or when airspeed is >60 kts. Pressing the GA Pb
on the yoke disengages the AP and displays ROL and GA on the FMA. The lateral axis mode
commands wings level until 140 kts, and then transitions to heading hold. The vertical axis
mode commands a fixed pitch of 11° (14° for LXS & S)°.
Pressing the GA while a windshear condition is present activates the Windshear Mode. The
FD & TD will provide vertical and thrust guidance to achieve the best escape path. The FD will
command IAS close to stall speed and the TD will command TO power.
The Rotation Symbol (ROS) helps the pilot set the right pitch after rotation. It has a fixed pitch
of 11° and disappears 3 seconds after lift off.
TD Modes
The Thrust Direct has a Speed Mode and a Thrust Mode. In the Speed Mode throttle is
adjusted to maintain a selected speed. In Thrust Mode, the throttle is adjusted to maintain:
• CLB or VCLB MAX CLIMB power
• Windshear, GA MAX TO power
• Autothrottle Speed Protection (ASP) Provides protection to keep the airplane from
flying outside its normal speed envelope.
• Pitch Speed Protection (PSP) Provides protection when ASP is not able to
keep the airplane in its normal speed envelope.
• Throttle Retard Mode (Cat III only) Retards to IDLE at 20’ RA.
• Thrust Reduction Mode (HUD 3 only) Reduces thrust during flare.
Speed Protection uses AT and Pitch to keep the airplane in its normal speed envelope
(Vmo/Mmo -4kts to Low Speed Cue (LSC) +4kts). Aural alerts and color changes of the speed
scale are provided in order to increase the flight crews awareness of low speed, over speed,
and excessive AOA.
ASP engages when the aircraft speed exceeds Vmo/Mmo or when aircraft speed goes below
the top of the LSC. Once engaged, the AT adjusts thrust to maintain the target speed
MAN/FMS speed bug or teardrop.
PSP is automatically activated when ASP cannot bring the aircraft speed back into the normal
speed envelope. It can be activated in every vertical mode other than ASEL, ALT (<20000),
VALT (<20000), GS, GA, WS, and VGP.
PROT Replaces the active mode on the FMA. Reverts to PATH when deactivated.
The amber Low Speed Cue (LSC) indicates a speed limit that includes a preset stall margin,
depending on configuration. An aural “INCREASE SPEED” warning is triggered if the speed is
LSC-2kts for 2 seconds.
The red Stall Warning Cue indicates the speed at which the stall warning will activate. An
aural “STALL” warning is triggered continuously.
If the AP & AT are engaged, the system is configured to stay with the speed envelope.
If the AP is engaged and the AT is not, the AT will automatically engage when triggered.
IF the AP & AT are not engaged, they will not automatically engage.
Note: If the stall warning is triggered during the automatic speed protection, the AP will
disengage and the crew has to manually recover.
A magenta teardrop will appear on the speed scale when the FMS or MAN speed is
Pressing the hand microphone PTT switch automatically turns the speaker on.
The VHF knob on the guidance panel can only control the onside VHF using the onside
permanent radio bar (PRB). VHF1 (or VHF3, if installed) on the LH side, and VHF2 (or VHF3,
if installed) on the RH side.
Entering 236 on the MKB while the cursor is in the VHF field of the PRB, will activate 123.60
when swapped.
The only way to tune the opposite side VHF is to display the Radios window on the PDU. This
allows access to all 3 VHFs.
The VHF1 EMER guarded Pb automatically tunes VHF1 to 121.50 even with the loss of the
radio controls or interfaces.
In the event of the loss of the radio controls or interface, pressing SHIFT + BKUP VHF on the
MKB connects the onside VHF to the MKB via a dedicated ARINC 429 bus.
“Feather Tuning” means to use the iNAV to tune the NAV radios by moving the cursor over the
ILS feather (displayed by having AIRPORTS selected), clicking and selecting “Tune NAV1” or
“Tune NAV2.”
NAV auto tuning is deselected by default. Once selected, the FMS will tune:
• The VOR on the next WAYPOINT TO (if one exists)
• The ILS (within 20nm) when a procedure has been selected in the FMS.
Note: Feather tuning or selecting the CRS button on the MKB disables AUTO tuning.
02-24 – Electrical System
WARM BAT …
49°C TO 71°C plus amber indications on ELEC synoptic
2 24V 36Ah NiCad or after s/n 118 2 24V 40Ah NiCad batteries. 2 42Ah Lead Acid optional.
Battery contactors require 18V to close.
Battery 1 starts the APU.
Main battery power will last for 77 minutes including troubleshooting 5 minutes.
Gen switches trip for overvoltage (32V) & overcurrent. BAT switches trip for high reverse
current (330A >3sec).
Battery Bus powers:
o Fueling Panel
o APU Starter
o Secondary discharge of the engine fire extinguishers.
o Fuel Shut Off valves
o Critical lighting (if at least one of the BAT or GEN switches is ON)
The LH/ESS bus tie has been replaced with an automatic LH ISOL Pb. The current limiter
between the Bus Tie Rotary switch and the RH bus has been replaced with an automatic RH
ISOL Pb.
The LH avionics is split between the LH Avionics Master & the MINI LOAD Master.
LH Avionics Master:
• Audio Panel 3
• Data Loader
• LSS
• RAD ALT1 MINI
• TCAS LOAD
• WX Radar MASTER
The MINI LOAD MASTER Pb allows some of the important items on the essential bus to be
powered without powering the whole bus.
Items powered:
ADF1 ATC1
LH CCD (one channel) RH CCD (one channel)
DME1 VOR1
LH Guidance Panel LH MKB
LH DU Upper DU
MAU2 channel B
The 115/230VAC Pb (RH side panel) powers the outlets in the cabin. It must be selected OFF
for takeoff and landing.
The STAT page has a digital readout of the LH & RH bus voltage and individual generator and
battery amperage.
The Secondary Flight Display is powered from the A1 bus. Its battery will power it for 160
minutes.
In flight, when one engine-driven generator fails, some cabin and galley appliances are
automatically shed (note that Public Address is not shed).
On the ground, as listed below, the automatic load shedding is disabled, thus allowing normal
use of cabin and galley appliances in compliance with available power.
The following items are on the A4 bus and are not shed:
• Electric Shades
• Flush
• Electric Table
• RH FWD Ceiling Lights
• LH AFT Ceiling Lights
• Electric Chairs and Divans
The following items are powered even with one generator off line:
Galley Light
Vanity Light
The following items are shed when one generator is off line.
Cabin Displays Satellite TV
Magnastar Entertainment
Satcom 230/115VAC Inverter
Water Heater Logo Light
Hot Cup Coffee Maker
Oven Security System
Reading & Table Lights Lav Lights
RH AFT Ceiling Lights LH FWD Ceiling Lights
Valance Lights
02-25 – Equipment
The AUTO TEST Pb tests the ELT. It emits a Buzzer and XMT ALERT red light activates and
the ELT does not transmit.
02-26 – Fire Protection
Detection of an APU fire automatically shuts down the APU and closes its fuel shut off valve.
FIRE FIRE FIRE Closes the corresponding fuel shut off valve & hydraulic
1 2 APU system shut off valve (engines only). Light extinguishes when
fire is extinguished.
CLOSED Flashes during shut off valve operation. Fuel shut off valve is closed when
steady on.
DISCH The “1” or “2” will illuminate steady white when the FIRE Pb is pressed. The
DISCH will illuminate steady amber when the agent has discharged.
1
Pressing the FIRE TEST Pb activates the warning horn, illuminates all the pushbuttons and
lights on the fire panel, and the lights in the power levers, the MASTER WARNING lights,
and 3 CAS messages.
FIRE ENG 1+2 FIRE APU FIRE BAG COMP
TOTAL:
• 5 Whites (all the 1 & 2 lights)
• 8 Ambers (5 DISCHs & 3 CLOSED lights)
• 11 Reds (FIRE 1, 2, APU, FIRE BAG COMP, 3 CAS messages, both MASTER
WARNING lights, both power levers)
The LIGHTS test soft key tests the engine, APU, and wheel well detection systems.
There are no thermal discharge discs on the fire bottles. You must visually inspect the gauge
on each bottle.
02-27 – Flight Controls
The Arthur variable bellcrank effectively increases or decreases the AFU input arm length, thus
artificially decreasing or increasing control yoke load (feel). To obtain the same control surface
deflection, greater effort must be applied to the yoke when the airplane speed is in the high
range than when it is in the low range.
The elevator Arthur is positioned to the low speed point whenever the slat handle is “extended”
(SF1, SF2, SF3 or emergency slats selected) or whenever the horizontal stabilizer is trimmed
to a low speed position (less than -4°). It is positioned to the high speed point whenever the
stabilizer is in a high speed position (greater than +0.3°). When the stabilizer is between these
two positions, Arthur unit position varies directly with horizontal stabilizer position.
B1 bus powers the aileron Arthur and ESS bus powers the pitch Arthur.
When the trim is used, the ENG-TRM-BRK window pops up on the pilot flying side.
B1 bus for normal pitch trim (Stabilizer) and ESS bus for emergency trim
Aileron Emergency trim actuator can displace the left aileron +/-7°
Don’t move flight controls for 3 minutes after shutdown so that the anti-flutter accumulators in
each hydraulic actuator can do its self-test. Don’t disconnect the batteries <3 mins after
shutdown. Leave the GEN switches ON after shutdown. FSA-27-004 (IPP 454)
Secondary flight controls
Airbrakes selecting position 1 extends the center panels. Position 2 extends all 6 panels.
Inboard Airbrake deploys to 37°, Middle Airbrake deploys to 50°, Outboard Airbrake deploys
to 68°
F2000S / F2000LXS:
Slat extension occurs in two phases: the outboard slats are fully extended first, and then the
inboard slats are controlled to extend at the same time as the flaps.
During retraction, inboard slats and flaps are first fully retracted before allowing the outboard
slats retraction. Normal extension of the slats & flaps is inhibited ≥210 kts.
In the clean configuration, slats extend automatically when the AOA is >16° (retracted <16°).
Additionally, the F2000S / F2000LXS if the slats are in the extended configuration, inboard
slats are automatially retracted when the airplane AOA > 34° (inboard slats are re-extended
when airplane AOA recovers an acceptable value).
Takeoff Configuration Warning
NO TAKE-OFF
CAS message & graphics shown below are triggered when:
At least one power lever is set to TO, and:
BRAKE PRESS
• PARK BRAKE not released CAS message possibly on.
• Slats not extended
• Flaps not SF1 or SF2
• AIRBRAKES not “0”
• Stabilizer trim not in green range
&
A A
+ B or B on airspeed scale
1 2
02-28 – Fuel System
FUEL TRAPPED IN FWD TANK Front transfer valve closed to avoid asymmetry.
The front tank is connected to the RH fuel tank and the rear tank is connected to the LH fuel
tank.
Each booster pumps compartment contains a booster pump and a stand-by booster pump that
do not work simultaneously. The four immersed booster pumps are identical and AC powered.
Each booster pump includes an inverter that converts 28 VDC to 115 VAC 400 Hz.
At engine normal start: setting the pedestal engine rotary switch to START automatically sets
the corresponding pushbutton to on, making the onside booster pump run (BOOST 1 or 2).
However, the booster pump does not automatically stop at engine shutdown.
Pressing APU MASTER pushbutton automatically makes the RH booster pump (BOOST 2)
run. RH booster pump does not automatically stop at APU shutdown.
3 vent valves vent the pressurized air during refueling. There is one valve located at each
wing root and one in the center of the belly aft of the landing gear. The LH valve vents the LH
wing tanks, the RH valve vents the RH wing tanks plus the forward tank, and the center valve
vents the rear tank.
Crossfeed (X-BP) allows any boost pump to feed both engines. Crosstank (X-TK) allows the
tanks to interconnect to correct fuel imbalances. Actuating the X-TK inhibits the front and rear
tanks jet pumps. It is impossible to transfer fuel between front and rear tanks.
In Auto Start mode, Boost Pumps 1 & 2 are automatically switched on at corresponding engine
start.
The Refuel system stops the fueling at 300 pounds before the selected amount, and then
after a short delay, allows the remaining fuel to enter. Max 79 gallons per minute at 50 psi.
02-29 – Hydraulic System
<1500psi output from all pumps with at least one engine running
BOTH HYDR SYSTEM (N2 >50%)
ABNORMAL ISOL VALVE Isolation valve not in correct position after a 2 second delay
HYDR #1 ENG 1 PUMP One engine driven pump in hydraulic system #1 <1500psi
with corresponding engine running. (N2 >50%)
HYDR #1 ENG 2 PUMP
HYDR #2 PUMP Hydraulic system #2 engine driven pump <1500psi with engine #2
running. (N2 >50%)
STBY PUMP PERMANENT The standby pump has been cycling for >60 seconds.
System 1:
• Normal & Auto Slats
• Brake 1
• Landing Gear & Doors
• Nose Wheel Steering
• Thrust Reverser 1
System 2:
• Airbrakes
• Flaps
• Brake 2
• Emergency Slats
• Park Brake
• Thrust Reverser 2
Located on the HYD 2 system, it isolates the pitch and rudder servo-actuator hydraulic
systems from the other user systems when the stand-by pump is active. This valve is
controlled by HYDR 2 ISOL selector switch on the overhead panel.
When the selector switch is set to AUTO:
• On ground, or in flight with the slats extended, the hydraulic isolation valve is controlled to
open position, allowing the stand-by electrical pump to supply fully hydraulic system 2,
• In flight with the slats retracted, the valve is closed. Only pitch and rudder servo-actuators
are powered by the stand-by pump.
When the selector switch is set to OPEN, the hydraulic isolation valve is directly controlled to
open position.
When the selector switch is set to CLOSE, the hydraulic isolation valve is directly controlled to
close position.
Accumulators
6 Hydraulic accumulators in the system:
• 2 system accumulators (pre-charged for life – no pressure gauges),
• 2 Thrust Reverser accumulators (pre-charged for life – no pressure gauges),
• Park Brake accumulator,
• Airbrake hold down accumulator
The TR accumulators are depicted graphically in grey on the HYD synoptic because no
information on its status is available.
HYD Synoptic
Normal pressure:
- green colored range from 2,800 to 3,200 psi
Abnormal pressure:
- amber colored range from 1,000 to 2,800 psi
- amber colored range from 3,200 to 3,500 psi
When HYD 2 supplied by ST-BY pump:
- amber colored range from 1,000 to 1,400 psi
- green colored range from 1,400 to 2,400 psi
- amber colored range from 2,400 to 3,500 psi
The STAT synoptic page has a digital readout of hydraulic 1 & 2 quantity & pressure.
02-30 – Ice and Rain Protection
The pneumatic system, using hot bleed air from the engines, protects the following structural
parts and equipment:
- Wing inboard leading edge,
- Outboard slats,
- Air conditioning heat exchanger ventilation air intake,
- Engine air intake lips,
- Wheel brakes (if brake heating system is installed).
The electrical anti-ice system protects the following probes, parts and equipment:
- LH and RH pitot probes,
- LH and RH static probes,
- Total Air Temperature probe,
- Angle-of-Attack sensors,
- Stand-by pitot probe,
- P1-T1 sensors (one per engine),
- Cockpit windshields and windows,
- Water drains.
An optional ice detector will illuminate an ICE DETECTED CAS message when it detects ice.
There is no automatic activation of the anti-ice system.
WINDSHIELD controls are automatically set to normal mode and PITOT controls are
automatically set to on when:
- One throttle lever is in TAKE-OFF position and one engine is on and with WOW signal, or
- Without WOW signal (Flight).
At landing, they are automatically set to OFF when flight / ground transition occurs and
IAS < 60 kt.
*In case of rejected take-off, they are NOT automatically set to OFF.
The MAX position on the windshield heat increases power to the corresponding windshield
while the corresponding half of the middle windshield heating power is reduced.
Wing Anti-Ice
When in AUTO mode, the wings anti-ice valve is open and the BASC controls
HP1 and HP2 valves to provide the required manifold pressure.
The BRAKE anti-ice is effective only when WINGS is set to AUTO or O’RIDE modes (because
the same duct is used).
Wing Anti-ice valve is motor driven and will fail in its last position. When selected to AUTO for
takeoff, when at least 1 PL is selected to MAX CLIMB or higher, the valve is partially open to
70%. When both PLs are below MAX CLIMB, the valve is fully open to 100%.
Leave Slats extended for 5 minutes after landing if Wing A/I was used for landing.
Icing conditions exist when the OAT on the ground and for take-off, or TAT in flight is ≤10°C,
and visible moisture in any form is present (such as clouds, fog with visibility of one mile or
less, rain, snow, sleet or ice crystals).
Icing conditions also exist when the OAT on the ground and for take-off is ≤10°C when
operating on ramps, taxiways or runways where surface snow, ice, standing water, or slush
may be ingested by the engines or freeze on engines, nacelles or engine sensor probes.
It is recommended to use anti ice system during all flight operations when icing conditions exist
or anticipated, except during climb and cruise when the temperature is < -40° C SAT.
However, flying in the vicinity or through unstable cumuliform clouds can result in rapid
variations of SAT with SAT increasing above -40°C. In such case, it is recommended to
anticipate icing conditions by selecting anti ice system. It is also recommended to use anti ice
system must be used prior to and during descent in icing conditions, including temperature
< -40°C SAT.
02-31 – Indicating and Recording Systems
Message Inhibition
Take-Off and/or Landing inhibition avoids distracting the pilots with irrelevant CAS messages
in a heavy workload.
In addition, Park and Taxi inhibition prevents the excessive displaying of CAS messages on
the ground.
Logic of inhibition:
• Park inhibit: WOW = ground and IAS < 50 kt & PARK BRAKE is set or both engines are
STOP.
• Taxi inhibit: WOW = ground and no Take-Off inhibit and no Landing inhibit and no Park
inhibit.
• Take-Off inhibit: WOW = ground and IAS > 80 kt increasing
o Disabled when WOW = flight, with a 25 sec delay or RA > 400 ft or IAS < 50 kt or
Take-Off inhibit is active for 60 sec or more.
• Cruise inhibit: WOW = flight and no Take-Off inhibit and no Landing inhibit.
• Landing inhibit: RA < 200 ft decreasing
o Disabled when WOW = ground for 2 min or RA > 200 ft or IAS < 50 kt.
On the ground, the CAS ENABLE soft key on the TEST page disables the inhibition.
The pilot can swap sources (i.e. MW1, 2, or 3) in clicking on the soft-key in his on-side CAS
window for comparison. In this case, the source does not change in the off-side CAS window.
MASTER FMS
MASTER
WARNING CAUTION SIL MSG
EVENT
SIL
The SIL Pb will silence the following aural warnings:
• “INCREASE SPEED” for 30 seconds only. After this 30 seconds period, if the conditions
are met, it will trigger again
• End of Timer or Alarm-clock,
• The “CABIN” warning can be silenced by pushing either MASTER WARNING or SIL
• The FIRE warning chime can be silenced by pushing either MASTER WARNING or SIL
• The RAAS aural annunciation.
FMS MSG
Messages generated by the FMS are displayed in a dedicated box located in the middle top
part of the I-NAV. The message can be acknowledged by pressing the FMS MSG pushbutton
located on the eyebrow. This pushbutton does not illuminate when an FMS message is
triggered. When I-NAV is not displayed, only the MSG annunciation in the HSI is displayed
and the FMS MSG pushbutton has no action.
EVENT
A specific event to be analyzed later can be recorded on the DFDR, by pressing one of the
EVENT pushbuttons located on each side of the glareshield for at least 1 second. There is no
indication to the crew that the EVENT pushbutton has been pressed.
02-32 – Landing Gear and Braking System
LANDING GEAR
Landing gear failed to extend completely after 20 seconds
LANDING GEAR NOT UP Landing gear failed to retract completely after 20 seconds
Tires
Nose 183-190psi Main 222-228psi
If the temp at the departure airport is colder than the arrival airport by 25°C or more, it is
recommended to overinflate the tire by 3.7%
Hydroplaning: 9x the square root of the tire pressure.
Vp =135kt for the mains, 124 for the nose
Gear Indications
Normal
Gear handle selection is gear down. Gear handle selection is gear up.
Gears are unlocked and in transition. Gears are unlocked and in transition.
Gear doors are open. Gear doors are open.
When all gears are up for more than 10 sec, a GEAR UP annunciation is displayed and the
gear symbol is removed.
The GEAR UP indication is no longer displayed when the altitude on the pilot flying side is
above 18,500ft if climbing and above 18,000ft if descending.
Abnormal Indications
Gear handle selection is gear up. Gear handle selection is gear down.
Gears are up and locked. Gears are down and locked.
Left main gear door remains open. Left main gear door remains open.
Gear handle selection is gear down. Gear handle selection is gear up.
Main gears not down Nose gear not up
20 sec have elapsed 20 sec have elapsed
Gear handle light blinks Gear handle light blinks
LANDING GEAR CAS LANDING GEAR NOT UP CAS
If the landing gear handle is gear up and all following conditions are met:
- Both throttles are below MAX CRUISE position, and
- Indicated speed is below 150kt and decreasing or 155kt and increasing, and
- Height is below 500ft and radar altimeter is valid, or radar altimeter is invalid.
Note: If the gear is not down due to an abnormal condition, the display will turn to the amber
graphic once the required conditions are met. The amber graphic always shows all the gears
up no matter how many are actually down.
Brakes
PARK BRAKE is designed to keep the aircraft from moving (2nd detent) with ONE engine at
max thrust and the other at idle.
Brake temperature is measured from 0°C to 1100°C and displayed on the HYD synoptic page.
No negative temperatures are displayed. It’s displayed in 25°C increments below 650°C and
50°C increments above 650°C.
The brake cooling time is not affected whether the PARK BRAKE is set or not. Only the wind,
temperature and relative humidity have a major influence on the brake cooling time.
During retraction sequence, the BSCU applies brake pressure to stop the wheel rotation prior
to nose landing gear retraction and before the wheels enter the wheel well.
Auto Brake
The Auto Brake system is designed to give maximum brake efficiency at main landing gear
touchdown. It can only be activated in flight, a ground/flight logic prevents any activation on
the ground.
A placard, next to the Auto Brake Pb, gives the maximum authorized landing weight with Auto
Brake. In flight, pressing the AUTO BRAKE pushbutton activates the Auto Brake:
With the Auto Brake active, the BSCU only lets pressure in the braking system when both
MLG have touched down and the wheel speed is sensed.
FMS does not provide TOLD calculations for landing with the autobrake active.
02-33 – Lights
The Bright/Dim lighting control knob on the overhead lighting panel controls the brightness of:
• MASTER WARNING
• MASTER CAUTION
• SIL, FMS MSG, EVENT
• VHF 1 EMERG, and
• The status lights on the overhead panel
The no smoking sign is automatically illuminated when oxygen is detected in the passenger
oxygen system.
LED Navigation lights standard after s/n78. If an "F" flag is displayed on the light itself means
that the light is operative but needs to be replaced within the next 30 days. If some LEDs are
burnt out, but no “F” appears, no action is required.
Logo lights are automatically switched off at landing gear retraction and automatically switched
on when landing gear is extended regardless of switch position.
The 2 600W landing lights are limited to 15 minutes of use on the ground followed by 45
minutes cooling period.
Emergency Lighting
In the event of a total electrical failure, 3 batteries will provide lighting for 10 minutes.
If the optional photoluminescent emergency lighting strips are installed, they need at least 15
minutes of bright lighting in order to store enough photons to glow correctly. They can’t be
turned off (may be bad for having a completely dark cabin).
02-34A – Navigation
When referring to CODDE1 02-34A-Navigation pay attention to the title to ensure you are
reading EASy II information. The pages will be numbered 02-34A instead of 02-34. This is a
huge section that explains the elements of the EASy II system in great detail. Only certain
items are covered here in this guide.
IRU 1 is located under floor behind captain’s seat. IRUs 2 & 3 are located under floor behind
cockpit.
No control device is required for IRS mode management. Each IRS manages its modes
(alignment, navigation, end of flight) without any crew action. 78°N to 78°S
After an IRS in-flight shutdown (i.e. transient loss of electrical power), an in-flight alignment is
automatically commenced without any crew action once electrical power is restored.
2 GPS modules are installed, one per Modular Avionics Unit (MAU). Both GPS work
automatically, without any pilot action. The pilot can read each GPS independent position in
SENSORS window.
GPS can support SBAS services currently available (WAAS and EGNOS).
FMS
The FMS automatically switches to true heading when entering one of the high latitude areas.
HSI heading is switched to true and the FMS message ACTIVE MODE IS TRUE HDG is
displayed. The FMS indeed calculate the magnetic heading in adding the true heading to the
stored magnetic variation. Magnetic variation up to 73° N or 60° S is stored in the FMS.
Beyond these latitudes, the FMS cannot calculate the magnetic heading.
Upon leaving a high latitude area provided MAG remains the selected mode, the FMS and HSI
automatically switch back to magnetic heading. The FMS message ACTIVE MODE IS MAG
HDG is displayed when the switch occurs.
Polar Navigation is not certified. The polar area is defined as being above 85°N or below 85°S
when entering and below 84°N or above 84°S when leaving the area.
RNP
Data entry follows a left to right and top to bottom progression. Clicking with the CCD will send
the cursor to the next required field.
All fields that have boxes ( ) must be populated with a value to complete calculations.
TOLD data will not be computed unless the Flight Plan is closed.
When all required data is entered, a COMPUTE soft key appears. Clicking this key will
complete the calculations.
The FMS based approaches are QNH operations only. The system is not designed for QFE
operations.
Charts
The aircraft symbol appears on the 10-9 chart but not on the approach chart. The 10-9 chart
does not auto pop-up on landing.
Personal must remain at a distance greater than 12ft from the radiating antenna in order to be
outside the envelope where radiation exposure levels equal or exceed 5 mW/cmÇ.
To operate the radar on the ground, maintain the rotary switch on OVRD for 4 seconds (spring
loaded position).
On the SENSORS page, a WX/LSS/TAWS tab allows access to radar sub modes.
The STAB (Stabilization) sub mode checkbox defaults to not checked at airplane power-up.
When STAB checkbox is not checked, the stabilization is on and the radar antenna sweep is
parallel to the ground. When STAB checkbox is checked, the stabilization is off and the radar
antenna sweep is parallel to the wing of the airplane.
Transponder & TCAS
During wind shear and / or GPWS / TAWS warnings, TCAS switches automatically into a TA Only
mode with inhibited aural warning. In this mode RA are not issued and current RA become TA. The
TCAS remains in TA Only mode for 10 seconds after the wind shear or GPWS / TAWS warning is
removed.
The traffic window is associated with the TCAS aural warnings. In case of any TA, or RA alert,
the TRAFFIC window automatically pops up on the Pilot Flying PDU.
The TRFC short key on the MKB brings up the TRAFFFIC window at any time.
02-35 – Oxygen
Single high-pressure cylinder with a capacity of 2200 liters (or optional 3300 liters) at 1850psi
at 21°C. Can be used down to a minimum pressure of 200psi.
In FIRST AID mode the supplied pressure varies from 5psi at 8000ft to 43.5psi at 40000ft.
In O'RIDE mode, operating pressure is 70psi whatever the altitude is. If O'RIDE mode is used,
it may be necessary to select NORMAL or FIRST AID mode to conserve oxygen.
If oxygen is needed below 14,500ft with low pressure, the FIRST AID position must be
selected.
When selecting NORMAL mode after use of O'RIDE mode, the oxygen will be supplied at low
pressure if the cabin altitude has exceeded 14,500ft previously and is still above 8,000ft.
Oxygen data is displayed on the STAT page as a digital pressure value. Oxygen data is also
displayed on the ECS Synoptic page as a graphical vertical scale and a digital volume
percentage. The vertical scale is color-coded:
Green 700-2000psi
Amber 200-700psi
Red <200psi
BLEED..OVHT Crew or Passenger duct > 335°C or the Wing Anti-ice duct >310°C
Each engine features two LP bleed air ports and two HP bleed air ports.
One LP bleed air port and one HP bleeds air port are connected together to supply the
common feeder duct.
LP BLEED AIR
• Combined with HP air for pressurization, air conditioning, wing anti-ice, & engine start
• Fuel tank pressurization
• Hydraulic reservoir pressurization
• Supplies the jet pump of the cabin pressurization system
HP BLEED AIR
• Combined with LP air for pressurization, air conditioning, wing anti-ice, & engine start
• Engine anti-ice
• Water tank pressurization
The Bleed Air System Computer (BASC) regulates the HP valve position and controls
warnings associated with bleed-air system malfunctions. It normally controls the HP vale to
70% maximum, but when anti-ice is selected, it can open the valves up to 100%.
In AUTO mode, the Cross Bleed Valve (XBLEED) is normally closed except:
• One engine is inoperative
• The wing anti-icing system is operative
• The heat exchanger ventilation jet pump valve is opened (<300KTAS)
02-38 – Water Waste
Potable water tank holds 10 gallons (38 liters) and is normally pressurized to 20psi.
Toilet water heater supplies hot water to the rear toilet washbasin. It provides 1.4 liter at 52°C.
It is load shed when GALLEY MASTER pushbutton is OFF.
For F2000LX SN ≥ 238, a water detector is installed to detect a possible presence of water in
belly due to a leakage in the water system. If a water leakage is detected an amber indication
is lighted in the service panel door.
Toilet has a fiberglass drain pan with a capacity of 14.3 gallons (54 liters) including 2.5 gallons
(8.5 liters) for pre-loaded.
02-45 – Airplane Diagnostic and Maintenance System (ADMS)
FAULT CODE On ground, it indicates that the CMC has recorded a failure which may
affect dispatch and the detailed failure (computer and fault code) is
displayed in STAT page / FAULT tab.
In flight, it indicates that the CMC has recorded a failure which may affect
FAULT CODE dispatch and the detailed failure (computer and fault code) is displayed in
STAT page / FAULT tab.
The Central Maintenance Computer (CMC) is a single access point to avionics, HGS, engines
and airplane systems maintenance messages, status information, initiating ground tests.
Databases and system software can be uploaded using the Data Management Unit (DMU) or
from a laptop connected to it. Maintenance data can also be downloaded and/or printed.
On the ground, the CMC maintenance window can be displayed on the upper or lower MDU,
or on the right
PDU if configured as an MDU. It can be displayed as follows:
- Put the CCD cursor in any 1/3 or 2/3 window of the selected MDU,
- Press the CCD MENU button,
- Select the MAINT item of the menu. The CMC maintenance window will appear on the MDU
as a 2/3 window.
02-49 – Auxiliary Power Unit
Honeywell APU model GTCP36-150 (F2M). The unit is longitudinally mounted in the tail cone
within a carbon fireproof compartment. The APU is certified for both ground and in flight
operations.
On the ELEC Synoptic, the APU amperage indication will turn amber:
- Up to 10,000ft, above 300A,
- Between 10,000ft and 25,000ft, above 250A,
- Above 25,000ft, above 200A.
APU Protection
The APU ECU incorporates comprehensive protection, which automatically shuts down the
unit and triggers the APU FAULT CAS message when for any of the following conditions:
02-50 – Structure
Self explanatory
02-70 – Engines
2 Pratt & Whitney PWC308C engines, automatically controlled by dedicated FADEC (Full
Authority Digital Electronic Control).
Each engine is rated at 6,998lb of thrust at sea level with an outside ambient temperature up to
ISA +15.0°C, and up to ISA +23.0°C with Automatic Power Reserve (APR).
The Maximum Cruise Thrust is 1,581lb at FL 400 and Mach 0.8 in ISA conditions.
Engine weight without options is 1,360lb.
During engine start, the pneumatic starter drives the HP spool through the accessory gearbox.
It stops operating and declutches when the engine reaches 50% N2 and is able to accelerate
by itself. Ignition stops at the first of these two events:
- Air starter declutches,
- ITT increases by 200°C from beginning of start-up.
During start, quickly and deliberately move the power lever from STOP, past IDLE and then
back to IDLE. This will avoid triggering the ENG..NO DISPATCH CAS message.
APR
Conditions required for APR activation:
- Power levers at or beyond MAX CLB position,
- 10% gap between both engines’ N1,
- Altitude below 20,000ft,
- Temperature >ISA +15 °C.
When APR is activated, the bleed air system is closed and will be restored after APR stops.
The MOTORING Pbs allows motoring of corresponding engine when start selector is on
MOTOR, or in flight relight, or on ground in case of failure of pedestal engine start selector.
The engine ITT display will change colors based on the normal and transient limitations.
100psi
36psi 27°C
20psi