Falcon 900 Pilot Training Manual

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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 dAviation dAffaires
1300 Avenue de lEurope, 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INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES

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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 bottom of every page that has changed in any way (grammatical or typographical revisions, reflow of pages, and other changes that do not
necessarily affect the meaning of the manual).
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FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information
obtained from the aircraft manufacturers Pilot Manuals and Maintenance
Manuals. It is to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event
of conflict between data provided herein and that in publications issued
by the manufacturer or the FAA, that of the manufacturer or the FAA shall
take precedence.
We at FlightSafety want you to have the best training possible. We welcome any suggestions you might have for improving this manual or any
other aspect of our training program.
CONTENTS
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
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FALCON 900 PILOT TRAINING MANUAL
EXPANDED CHECKLISTS
CONTENTS
Page
NORMAL PROCEDURES ................................................................ NP-I
EMERGENCY PROCEDURES......................................................... EP-I
ABNORMAL PROCEDURES........................................................... AP-I
EC-i
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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
NP-i
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ADVERSE WEATHER CONDITIONS .........................................

Operating in Icing Conditions ...............................................
Cold Weather Operation ........................................................
Severe Turbulence Penetration ..............................................
Windshear Situation...............................................................
NP-ii
NP-46
NP-46
NP-49
NP-51
NP-51
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ILLUSTRATIONS
Figure
NP-1
NP-2
NP-3
Title
Overhead Switch Panel ..............................................
Warning Panel ............................................................
Buffet Onset Envelope................................................
Page
NP-11
NP-27
NP-50
TABLE
Table
NP-1
NP-2.
Title
Page
Landing Computations .............................................. NP-38
Three Engines Operative ............................................ NP-47
NP-iii
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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)
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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 1BAT 2 Switches ....................................................................... OFF

This prevents the needless discharge of the batteries while the Power Off
checklist is complete.
7.
GEN 1GEN 2GEN 3 Switches .......................................................... ON

The generator switches must be placed in the on position in order to
provide engine start interlock circuitry.
8.
*IRS1IRS 2IRS 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.
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12.
CMPTR 123 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 oneminute waiting period be observed before selecting bleed air on after APU
is started and on speed.
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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.
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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 pilots 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 CPIT ........................................... DEPRESSED
c. All Other Pushbuttons........................................................ RELEASED
d. VORDME Potentiometer ................................................ FULL HIGH
Set the pilots 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
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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 OCLOCK

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 oclock on the automatic controller is standard for most users.
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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.
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8.
GPWS Flaps ORIDE 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 CPIT ........................................ DEPRESSED
c. All Other Pushbuttons........................................................ RELEASED
d. VORDME Potentiometer ................................................ FULL HIGH
Set the copilots radio jackbox for the proper radio transmitter/receiver and
mask communication positions.
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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 copilots 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.
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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 feature 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.
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Figure NP-1. Overhead Switch Panel
CAUTION
Check the battery temperatures as follows:
If either battery temperature is above 120F and

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

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

during starting, wait until it drops to 120F
before takeoff.
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If either battery temperature reaches 150F or

160F 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 1F 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.
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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 copilots 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.
AAPU 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.
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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 IndicatorsAPU 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.
BGround Power Unit Connection

1.
DC Power Selector................................................................ EXT POWER

BAT 1
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BAT 2
Lights ....................................................... ON
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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.
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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
CABINENTRANCEOFF 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 pilots 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 BRIGHTDIM 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.
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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.
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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 captains 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 servos, 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.
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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 120F and the
red light and HOT BAT annunciator illuminating at 150F (SN prior to
132) or 160F (SN 132 and subsequent).
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CAUTION
Check battery temperatures:
27.
if either battery temperature is above 120F and

the amber WARM light is on, do not attempt a battery start. The APU/engines must be started using
a ground power unit.
if either battery temperature exceeds 120F during starting, monitor temperature changes for a
few minutes after starting.
if either battery temperature exceeds 140F during starting, wait until it drops to 120F before
takeoff.
if either battery temperature reaches 150F (SN

prior to 132) or 160F (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.
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:
NP-20
Altitude1,000 feet
VSI5,000 feet per minute, or flag V/S and VS pointer goes out
on A/C equipped with TCAS II COLLINS and two LCD VSI
IAS350 knots, red color on EADI airspeed ribbon
VMO300 knots
Mach0.79
TAT 16C
SAT 45C
TAS466 knots
AUTO SLAT light illuminates on master warning panel

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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 pilots and copilots
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 altitude 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 readily caught during an instrument crosscheck.
30.
Radio Altimeter ......................................................... TEST AND DH SET
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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.
33.
VHF 1 .................................................................................................... ON
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.
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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.
2.

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:
1.

This allows the operator to manually disengage the start circuit if there is a
failure of the aircrafts 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
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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.
6.
IGN
2 Light....................................................................... ON
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
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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
2.
Light ............................................................................ OUT
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.
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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
6.
Light ..........................................................CHECKED/OUT
*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.
WindshieldPilot 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 32C.
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.
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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.
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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.
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Yaw Damper.................................................................................. ON/OFF
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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
pilots feet should be removed from the brake pedals until after the brake
position is selected and the check is to be made.
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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 AMDBA 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
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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.
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12.
Engine Anti-ice ...................................... AS REQUIRED FOR TAKEOFF

If visible moisture is present and the outside air temperature is below
+10C, 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 antiskid braking is the most important part of the stopping procedure. Therefore, the aircraft will be stopped
using the following simultaneous procedure:
1. Antiskid Braking ............................. MAXIMUM
2. Throttles........................................................ IDLE
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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 captains 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.
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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 observed 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 during 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.
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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 captains 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 +10C 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 captains command, the copilot retracts the flapsslats incrementally, one notch at a time. Confirm the proper retraction by
referring to the flap-slat gage on the copilots 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.
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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
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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
+10C 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.
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4.
Altimeters............................................................. SET/CROSSCHECKED
When passing the transition level in the descent, four altimeters should be
set to the landing airfields QNH; the pilots and copilots 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
+ 10 KT
Slats + 20 Flaps
+ 5 KT
+ 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.
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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 rightLocalizer
(2) One dot above or any belowGlide slope
(3) Any altitude deviationAltitude
(4) Any vertical sink over 1,000 fpmSink rate
(5) Any bank over 30Bank
(6) +10/0 knots from target speedAirspeed
(7) 1,000 feet above DH or MDA1,000 above
(8) 500 feet above DH or MDA500 above
(9) 100 feet above DH or MDAApproaching minimums
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(10) At minimums:
With runway in sightMinimums-land
With no runway in sightMinimums-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.
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CAUTION
Whenever moving the flap-slat handle in flight, move
it one increment at a time to ensure the proper movement 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.
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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 pilots 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.
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2.
Anti-iceWing (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 landing, 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.
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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.
10.

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.
13.

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, provided a 2-minute conditioning period at idle power
is accomplished.
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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.
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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 10C (50F) 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 10C
(50F) 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).
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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 40C SAT or
TAT more than +10C (50F).
However, flying in vicinity or through a cumuliform cloud can result in
rapid variation of SAT with SAT increasing above 40C. 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 +10C (50F) TAT and above 40C
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 +10C 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 values as shown in table below.
Three Engines Operative

Table NP-2. THREE ENGINES OPERATIVE
30 to
20C
20 to
10C
10 to
0C
0 to
+10C
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%
TAT
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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 locking 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 conditions (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
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When the aircraft has been left on the ground for several hours or one night
in ambient temperatures of 5 F ( -15C) or below , cockpit windows incorporating 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 replacement 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 3C above the freezing 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 13C (23F)
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 properly 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 covered 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.
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Figure NP-3. Buffet Onset Envelope
NP-50
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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 offWait
Do not landWait or fly to an alternate airport
Pilot reaction time must be very low3 to 5 seconds. If the pilot takes 15 seconds 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 pilots 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 positive 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.
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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 InoperativeApproach and Landing................... AP-9
One Engine InoperativeGo-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
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Airbrake(s) Do Not Retract....................................................

Airbrakes Do Not Extend in Flight........................................
LANDING GEAR...........................................................................
Emergency Extension ............................................................
Control Handle Jammed in Down Position ...........................
Abnormal Retraction .............................................................
Emergency Retraction On Ground.........................................
No. 1 Brake System or Antiskid Inoperative .........................
No. 1 and No. 2 Brake Systems Inoperative ..........................
Nosewheel Steering Inoperative ............................................
Nosewheel Shimmy ...............................................................
FUEL SYSTEM ..............................................................................
Low Boost Pump Pressure .....................................................
Fuel Transfer System Malfunction on Aircraft
Equipped with XTK 2 System ...............................................
Tank Level Abnormally Low on A/C
without XTK 2 System ..........................................................
Tank Level Abnormally Low on A/C
with XTK 2 System ...............................................................
Fuel Asymmetry ....................................................................
Fueling Light On In Flight.....................................................
ELECTRICAL SYSTEMS..............................................................
One Generator Inoperative.....................................................
Two Generators Inoperative...................................................
Battery Overheat ....................................................................
Battery Failure .......................................................................
PITOT-STATIC SYSTEM ...............................................................
Either Air Data Computer Inoperative...................................
Both Air Data Domputers Inoperative...................................
Jammed or Abnormal Pilot, Copilot, and Possibly
Standby IAS/Mach Indication at High Altitude ....................
Probe Anti-icing Malfunction................................................
ICE PROTECTION SYSTEMS ......................................................
AP-ii
AP-43
AP-44
AP-45
AP-45
AP-47
AP-47
AP-48
AP-48
AP-50
AP-50
AP-51
AP-51
AP-51
AP-56
AP-59
AP-59
AP-60
AP-61
AP-62
AP-62
AP-68
AP-76
AP-77
AP-78
AP-78
AP-79
AP-80
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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
OxygenNo Automatic Deployment of Masks .................
APU Bleed Light .................................................................
WINDSHIELD..............................................................................
Cracked or Bubbles Forming ...............................................
Heat System Inoperative ......................................................
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) ..............
AFCS Out-of-Trim Condition..............................................
Mach Trim Inoperative ........................................................
ANGLE-OF-ATTACK STALL PROBE HEATING FAILURE....
Angle-of-Attack ProbeHeat System Inoperative .............
AP-113
AP-113
AP-114
AP-114
AP-114
AP-115
AP-115
AP-116
AP-116
AP-116
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FIRE PROTECTION SYSTEMS..................................................

Failure of Engine Detection System ....................................
Failure of APU Fire Protection System ...............................
EFIS .............................................................................................
Either EADI CRT Failure ....................................................
Either EHSI CRT Failure.....................................................
Simultaneous Failure of EADI and EHSI
CRTs on the Same Side .......................................................
Successive Failure of EADI and EHSI
CRTs on the Same Side .......................................................
Loss of ASCB Control.........................................................
Invalid Attitude and/or Heading Data..................................
IRS Attitude Comparison Annunciation with
or without a Heading Comparison Annunciation ................
IRS Heading Comparison Annunciation without
an Attitude Comparison Annunciation ................................
IAS/Mach Data Invalid........................................................
IAS Disparity Annunciation ................................................
LOC or GS Disparity Annunciation ....................................
Failure of Either FMS..........................................................
AP-iv
AP-116
AP-116
AP-117
AP-117
AP-117
AP-118
AP-118
AP-119
AP-119
AP-119
AP-120
AP-120
AP-121
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ILLUSTRATION
Figure
AP-1
Title
Page
Inflight Relight Envelope............................................ AP-15
TABLES
Table
AP-1
AP-2
AP-3
AP-4
Title
Landing Data ..............................................................
Pitot-Static SystemEither Air
Data Computer Inoperative ........................................
Pitot-Static SystemBoth Air
Data Computers Inoperative ......................................
Flight In Icing Conditions ..........................................
Page
AP-14
AP-78
AP-79
AP-85
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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
LDLanding 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 LandingTwo 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 LandingOne Engine Inoperative
If using:
AP-1
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Loss of No. 1 Hydraulic System

Add 60% to the LD.

The following additions must be made to the landing distance (LD) computations.
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 airbrakes.
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.
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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 during takeoff roll is given either by a yawing of the aircraft, if the No. 1 or No. 3 engine fails, or by
illumination of the red ENG 2 FAIL light, if the center engine fails.
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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 stopping performance is based on the use of antiskid braking and the deployment of airbrakes to position 2.
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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, maintain 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.
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7.
STBY 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 knotsFLAPSSLATS 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 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.
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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 procedure (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 engine. Both pilots must make a positive and confirmed identification of the affected 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).
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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 takeoff (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:
8.

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.
AP-8
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10.
Booster 2 Switch ........................................................................ NORMAL

This will allow normal booster pump operation and prepare the standby
booster pump for automatic operation once XBP 21 and or 23
crossfeed switches are selected to crossfeed.
11.
XBP 12 and/or 23........................................................................ OPEN

a. XBP 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 INOPERATIVEAPPROACH 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.
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5.
EGPWS FLAPS ORIDE Switch .......................................................... ON

The GPWS FLAPS ORIDE 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.
XBP (All 3)
............................................................... CLOSED
The fuel crossfeed valves must be closed for landing.

f.
AP-10
Landing Lights
...................................................................... ON
FlightSafety
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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
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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 provided 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, operation 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 INOPERATIVEGO-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.
AP-12
Pitch Attitude........................................................................................ SET
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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.
3.

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 AIf the Approach

was Flown with 20 Flaps + Slats
1.
Flap/Slat Handle ....................................................... 20 FLAPS + SLATS

Ensure that the FLAPSSLATS 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 BIf the Approach

was Flown with 7 Flaps + Slats
1.
Flap/Slat Handle ......................................................... 7 FLAPS + SLATS

Ensure that the FLAPSSLATS 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.
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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 KnotsFLAPSSLATS .............................................. CLEAN

This is the normal retraction speed for the FLAPSSLATS. 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.
X VREF
1,000
LANDING DISTANCE/LANDING FIELD LENGTH

G. W.
VREF X
SEA
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
AP-14
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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 attempts. 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.
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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.
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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 952C (TFE-731-5AR) or
978C (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 exceeds 80% with the power lever at idle.
If any of the above are observed during the airstart, shut down the engine as
follows:
1.

This is done to shut off the fuel at the engine fuel control and stop the start.
2.
Start Selector Switch ............................................ MOTORSTART STOP

This action disengages the starter if it was used to assist in the airstart
attempt.
3.
Complete the Engine Shutdown checklist.
AirstartComputer 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.
2.

The power lever must be placed in cutoff to prepare the engine for the
airstart. Fuel is shut off at the fuel control.
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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
AirstartAbnormalComputer 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.
8.

The DC electrical buses must be tied together, especially if a starterassisted 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.
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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 AWindmilling 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.
1.

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.
3.

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%:

5.

Place the START SELECTOR SWITCH from AIR START to GRD
START to shut off the ignition circuit.
6.

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.
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If the ignition light remains on after the engine is on speed:

7.

attempt. Check that the ignition light on the overhead engine start panel
is out.
8.

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 bustied 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 BStarter-Assisted AirstartN2 less than 15%

1.

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.
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4.

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%:

6.

Place the start selector switch from AIRSTART to GRD START to shut off
the ignition circuit.
IGNGENOILPUMP Lights........................................................... OUT
These lights go out when the normal starting sequence is complete.
7.

Continually monitor the engine instruments for normal operations.
8.

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.

9.

attempt.
Ignition Light....................................................................................... OUT
Check that the ignition light on the overhead engine start panel is out.
10.

AP-21
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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:
9.

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.
AirstartComputer 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).
2.

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.
AP-22
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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.
8.

The DC electrical buses must be tied together, especially if a starterassisted 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 windmilling 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 AirstartN2 less than 15%

1.

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
AP-23
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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)..................... MOTORSTART STOP

Move the start selector switch to MOTORSTART 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.
IGNGENOILPUMP Lights........................................................... OUT
These lights go out when the starting sequence is completed.
6.

Continually monitor the engine instruments for normal operations and
ensure that the CMPTR light remains on.
7.

Move the start selector switch to GRD START, the normal inflight
position of the switch.
8.

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.

9.
AP-24
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attempt.
Ignition Light....................................................................................... OUT
Check that the ignition light on the overhead engine start panel is out.
10.

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:
9.

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 engine is operating within established limits. The computer 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.
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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 compressor 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 approximately 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.
AP-26
Oil Pressure Gage .................................................................... CHECKED
FlightSafety
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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.
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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
CONFIG
+ AURAL WARNING NO TAKEOFF
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 between 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.
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HYDRAULIC SYSTEMS
LOSS OF NO. 1 SYSTEM
PUMP 1
AND POSSIBLY
PUMP 3
1.
PITCH
FEEL
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/SKIDOFF

Set the three-position selector switch to #2 A/SKIDOFF 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
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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 GearEmergency 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 gearnormal and emergency lowering (use free fall procedure)
NOTE
Increase the landing distance computations by 60%.
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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

PUMP 2
AND POSSIBLY
AIL
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 available 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.
STBY 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.
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3.
STBY 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.
5.

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)
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NOTE
If the No. 2 hydraulic system is lost for landing, the
following additives must be made to the landing distance 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 handle 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 position 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.
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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 hasnt 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 elevator 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, decrease 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 ORIDE Switch............................................................. ON

The GPWS FLAPS ORIDE 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
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by both pilots before landing. The landing gear warning horn, normally activated by the 40 flap position
circuitry, will not sound if one or more of the landing gears are not fully extended and locked down.
If the stabilizer is jammed in the 4 to 10 range:
5.

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:
1.

It is recommended that the normal 40 flap configuration be used for
approach and landing. Check proper positioning on the configuration panel.
2.

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.
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ARTHUR UNIT INOPERATIVE

AIL
FEEL
OR
PITCH
FEEL
These lights illuminate when either of the Arthur unit monitoring systems detects 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 forcesAvoid large displacements and rapid movement of the flight
controls.
High forcesUse 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 transmitters that provide flap asymmetry indications. Flap position indication is provided 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.
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2.

The EGPWS FLAPS ORIDE switch cancels the TOO LOW FLAPS
With the flaps extended between 7 and 20:

1.

2.

The EGPWS FLAPS ORIDE switch cancels the TOO LOW FLAPS

1.
Approach Speed .............................................................. VREF + 5 KNOTS

2.
CAUTION
Since the flaps may not be extended to 40 for approach and landing, ensure that three landing gears
are checked to be down and indicating properly by
both pilots before landing. The landing gear warning horn, normally activated by the 40 flap position
circuitry, will not sound if one or more of the landing gears are not fully extended and locked down.
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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 illumination 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.
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During slat retraction, when the FLAPSSLATS 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 during 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.
2.

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.
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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:
1.

The flaps may be extended to 40 as long as the outboard slats are
extended.
2.

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.
3.
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.
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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.
1.

The flaps may be extended to 40 as long as the outboard slats are
extended.
2.

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.
3.
Procedure C
If the red light stays on and neither inboard or outboard slats are extended:
1.
Flaps + Slats Handle ...................................................................... CLEAN
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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
3.

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, normally 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
SLATS
AND
IGN
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.
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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:
1.
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NOTE
Keep the flap/slat handle in this position for landing in order to preclude the possibility of airbrake
asymmetry that can be particularly bothersome on
final approach.
With the airbrakes extended to position 1:
2.

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.
3.
With the airbrakes extended to position 2:

4.

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.
5.
NOTE
Airbrakes may be used during landing approach, provided airspeed is at least VREF + 10 knots. Increase
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 immediately after touchdown.
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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.
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CAUTION
Rapidly alternating large rudder applications in combination 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.
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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:
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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 considered 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 procedure, 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.
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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 system, that assures a better brake-holding capability during 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/ASKIDOFF

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.
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).
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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 accumulator, residual pressure remaining allows for only one
brake application.
4.
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.
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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 ...................................................................... STBY

If the No. 2 booster switch was in the NORM position, move it to the
STBY 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.
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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.
6.

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 bleedair manifold to anti-ice the S-duct.
7.

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.
STBY 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.
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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
1.
OR
FUEL 3
(4.64 PSI)
X-BP 13........................................................................................... 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 13 ..................................................................................... 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.
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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.
8.

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 commensurate 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 3Side Engines are Supplied with X-BP 1-3 Open

FUEL 1
1.
AND
FUEL 3
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.
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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 13, X-BP 12, and X-BP 32 .......................................... 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 possibly 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.
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7.
GEN Switch ......................................................................................... OFF

The generator for the secured engine is no longer useful and should be
turned off.
8.
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:
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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):
1.
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 interconnection has been used, the attitude shall be limited to 10
pitch up as long as the light remains illuminated.
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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:
1.

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.
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TANK LEVEL ABNORMALLY LOW

ON A/C WITHOUT XTK 2 SYSTEM
LO
FUEL 1
OR
LO
FUEL 2
OR
LO
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
FUEL 1
OR
LO
FUEL 2
OR
LO
FUEL 3
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.
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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
FUEL 2
4.
If the LO FUEL 2 light and the No. 2 total quantity indicator

is higher than the No. 2 rear tank quantity indication, this
indicates a malfunction of front-to-rear tank transfer.
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 abnormal 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 1Side 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.
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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 2Tank 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.
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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.
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Case 1Any Generator Switch is Tripped

SWITCH OFF
1.
GEN 1
OR
GEN 2
OR
GEN 3
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 overvoltage condition will exist if a reset attempt is made.
If the No. 2 generator is inoperative and BATT 2 load is normal:
4.

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
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Case 2GEN 1 Switch is Not Tripped

GEN 1
1.

2.

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
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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 normal No. 1 generator did not automatically reconnect to the bus, then:
4.

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.
7.

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
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GEN 3
1.

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
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.

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
4.
5.
Bus Load................................................................................... CHECKED

If voltage and amperage indications are normal, retain this configuration:
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OR
If the GEN 1 and GEN 3 lights remain on, representing that a possible normal No. 1 generator did not automatically reconnect to the bus, then:
4.

ATTEMPTS MAXIMUM)

5.
GEN 3 Switch ...................................................................................... OFF

6.

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.
7.

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.
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GEN 2
1.

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.
6.
7.
Limit the load on the operating generator.
TWO GENERATORS INOPERATIVE

Case 1One 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 corresponding generator.
1.

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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:
5.

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.
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Procedure A
back on line.
1.
GEN 3 Switch ...................................................................................... OFF

a. GEN 3 Light ................................................................. CHECKED/ON
b. GEN 1 Light............................................................... CHECKED/OUT
2.
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:
4.

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
2.
3.
Bus Load................................................................................... CHECKED
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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:
4.

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.
4.

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.
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Case 2GEN 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 assume a simultaneous tripping of the reverse current relay of the corresponding generators.
1.

2.

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.
AP-72
GEN 2 Switch ........................................................................................ ON
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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:
7.
If the volts and amps are normal (in the green range):
8.

Check that the bus-tied light is on and monitor to make sure the loads are
kept within limits.
9.
10.
Power Lever of No. 2 Engine after

Generator Reset Attempt ........................................... NORMAL THRUST
Case 3GEN 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.
1.

2.

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.
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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.
5.

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.
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8.

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:
12.

Check to make sure the bus-tied light is illuminated and the bus load and
voltage are kept within prescribed limits.
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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 temperature gage and checking the individual battery temperature needles. After determining 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 120F) 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 120F, monitor the temperature 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 140F, wait for it to drop below
120F before taking off.
If the temperature reaches 150F 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 1F per minute.
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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.
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PITOT-STATIC SYSTEM
EITHER AIR DATA COMPUTER INOPERATIVE
Table AP-2. PITOT-STATIC SYSTEMEITHER
AIR DATA COMPUTER INOPERATIVE
FUNCTION
On-side
EFIS
LOSS OF
Airspeed scale
ASEL
INDICATIONS
IAS
flag on EADI
ASEL
flag on EADI
REMARKS
Data from other ADC
recovered using XFR IAS
M
Coupling to remaining
source by x side CPLD
On-side
AP-FD CPLD
Vertical modes
Reversion to basic mode Coupling to remaining

MSG: CPLD DATA
INVALID on ID 802.
On-side
flight instruments
Altimeter
rate-of-climb
indicators
Flags
Use the instrument of

other instrument panel
side
ID 802 CPLD
on-side
SAT-TAT-TAS
Dashes on
corresponding
line
Data recovered using

x side CPLD
Autoslats
Extension
inhibition at
high speed
Possibility
See slat system

malfunctions
Horizontal
stabilizer trim
If ADC 1 has
failed the 4
limitations at
high speed or
the overriding
of the stop at
low speed
Normal trim limited

to 4
On-side
ATC XPDR
Altitude coding
AUTO
SLATS
light
Use the emergency

trim control
Use the x side XPDR
NOTE:
If VMO/MMO warning sounds permanently, pull out inoperative air data computer circuit breaker.
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BOTH AIR DATA COMPUTERS INOPERATIVE

Table AP-3. PITOT-STATIC SYSTEMBOTH AIR
DATA COMPUTERS INOPERATIVE
FUNCTION
EFIS Mach
LOSS OF
Airspeed scale
INDICATIONS
IAS
flag on EADI
ASEL
flag on EADI
REMARKS
Use the standby Mach
airspeed indicator
ASEL
Wind on EHSI
AP-M TRIM
YD-FD
Autopilot,
Mach trim, and
yaw damper
flashing on
EADI,
command bars go out
of view.
on warning
AP
panel and
AP
MACH
TRIM
MSG: DADC DATA

INVALID in ID 802
Flight instruments Altimeters,
rate-of-climb
indicators
Flags
Use the standby

instruments
ID 802
SAT-TAT-TAS
Dashes on
corresponding line
Avoid or leave
icing conditions
(see note 1 below)
Autoslats
Extension
inhibition at
high speed
Horizontal
stabilizer trim
4 limitation
at high speed
or stop overriding at
low speed
Aileron Arthur
Q unit
Monitoring
Warnings
VMO/MMO
landing gear
not extended
FMS
VNAV wind
page data
FLT TIME
ATC XPDR
Altitude report
AUTO
SLATS
light
Normal trim limited

to 4
AIL
FEEL
See slat system

malfunctions
Use the emergency
trim control
light
Operative with flaps
40 + slats and gear up
Message in the
SCRATCH PAD
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.
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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
FEEL
AUTO
SLATS
MACH
TRIM
AP
The VMO /M MO audio warning sounds, the IAS EADI comparator annunciator 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
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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 temperature 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 operations with engine and wing anti-icing on.
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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 indications become normal. Minimum temperatures
are as follows:
a. Sea level to 25,000 feet........................ 54C
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b. 25,000 to 34,000 feet ................. Linear from

54 to 75C
c. 34,000 to 51,000 feet ........................... 75C
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 indicated static air temperature may also be incorrect.
PROBE ANTI-ICING MALFUNCTION

L. PITOT
OR
R. PITOT
OR
ST BY
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 highpressure bleed air through the HP 1 valve.
If the light turns green:

2.
No. 1 Engine N1 Speed............................................................ MAINTAIN
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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 highpressure 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.
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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 OPERATIVEANTI-ICING N1
TAT
30 TO
20C
20 TO
10C
10 TO
0C
0 TO
+10C
>20,000
80%
76%
73%
65%
>20,000
>10,000
76%
73%
65%
58%
<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.
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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 antiice 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 malfunction 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:
2.
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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 +10C, the
following procedure must be followed to eliminate, or to limit, the flow of
high-pressure bleed air to the wings.
2.
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.
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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 highpressure 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.
WINGBRK Switch............................................................... WINGBRK

The purpose of this operation is to detect a brake heating valve not closed
malfunction.

4.
AP-88
Maintain an N1 rpm not less than 1% above the specified value for flight
in icing conditions (see Table AP-4).
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OR
4.
WINGBRK Switch ......................................................................... WING

If in icing conditions, do not reduce N1 speed below the specified value
(see Table AP-4).
5.

Wing anti-icing is no longer available.
Procedure B
Switch is in the WINGBRK position:
1.

If the green light comes on, it is an indication that the brake heating
system is inoperative.
If the green light stays out:

2.

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
4.

Consider the brake heating system inoperative as well.
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Case 2
The WINGBRK 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 reduce 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:

2.
3.
Procedure B
Switch in the WINGBRK position:
1.
If this does not correct the problem:

2.
3.
Maintain an N1 speed not less than 1% above the specified value for flight
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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 system, and you must:
Avoid or leave icing conditions.
Case 4
The WINGBRK 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.
WINGBRK 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.
2.

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:
3.

If in icing conditions, do not reduce engine rpm below specified values.
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Procedure B
Switch in WING-BRK position:
1.
If the green light stays out:

2.

The amber light should flash and then go out. This indicates that the wing
anti-ice valves were open and that they closed normally.
3.

Carefully watch the indicator lights as the switch is moved to the
WINGBRK 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:
4.

If in icing conditions, do not reduce engine rpm below specified values.
WING ANTI-ICE UNWANTED

OPERATION WITH BRAKE HEATING
The WINGBRK 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 indication failure, even though the wing anti-icing switch is off. To try to correct
this malfunction:
1.

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.
2.
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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 +10C, the following procedure must be
followed to eliminate, or to limit, the flow of high-pressure bleed air to the wings.
2.

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 associated with engine 1 and/or engine 3, or that either the S-duct or the air intake (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.
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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).
2.

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.
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1.
No. 2 Engine Anti-ice Switch ........................................ CYCLE OFFON

Observe No. 2 Engine Amber Light............................................. ONOFF
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).
3.

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 antiice 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).
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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 engines 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 antiicing 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 +10C, the following procedure must be followed to eliminate, 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 engines air intake and S-duct
surfaces even though the engine anti-ice switch is off.
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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 +10C, 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 +10C:
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.
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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 possible damage that could be caused by the engine ingestion 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 WINGBRK 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 temperature probes, located in the bleed-air manifold downstream from each engine, detects an excessive bleed-air temperature.
The following is a step-by-step identification process.
1.
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PRV 3 Switch ....................................................................................... OFF
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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 having to reduce to idle on an engine, an alternate procedure 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
copilots 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.
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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 electrical 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
1.
This light indicates failure of the cold-air generation system.
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.
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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.
9.
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CABIN AIR-CONDITIONING UNIT OVERHEAT

(ON AIRCRAFT WITHOUT TURBOCOOLING
UNIT ANTI-ICING EMERGENCY CONTROL)
High air temperature occurs along with the light.
CONDG
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 airconditioning ducts. However, in order to provide air circulation throughout
the aircraft, you must perform the following procedure:
3.

Move the COND control lever to the tied position to connect the two
systems together. This will provide circulation of air from the cockpit airconditioning unit, which will supply the entire interior of the aircraft.
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CABIN AIR CONDITIONING OVERHEAT ON AIRCRAFT

EQUIPPED WITH ANTI-ICING EMERGENCY CONTROL
(SB-131)
CONDG
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:
4.

Move the COND control lever to the tied position to connect the two
systems together. This will provide circulation of air from the cockpit airconditioning unit, which will supply the entire interior of the aircraft.
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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
7.
NOTE
For operation below 35,000 feet with the amber
CONDG OVHT light on, complete only the below
listed items:
Passenger Switch.................................................................................. OFF
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.
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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 copilots 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 electropneumatic outflow valve, and the pneumatic outflow valve is slaved to it.
When not in automatic and in manual, the manual pressurization knob controls the pneumatic outflow valve, and the electropneumatic outflow valve is
slaved to it.
1.
Pressurization UPDN 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.
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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 UPDN Knob.................... 1- TO 2-OCLOCK 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-oclock 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-oclock 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 UPDN Knob ............................ ADJUST AS REQUIRED

Use the manual knob to control cabin pressure. Moving the switch
counterclockwise, from the 1- or 2-oclock 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-oclock 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.
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TOO HIGH CABIN PRESSURE

The indication for this situation is seen on the cabin pressure triple indicator 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 PROGFLLDG 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 UPDN Knob......................................... 1 TO 2 OCLOCK

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 UPDN Knob...................................... UP, AS REQUIRED

Moving the knob clockwise, from the 1- or 2-oclock 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 airconditioning system, shutting off the flow of bleed air into the aircraft.
Without the flow of air, the pressure differential should decrease.
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If flight requirements so 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.
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 warning as heard from the cockpit speaker system. This indicates that the cabin altitude 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 altitude, 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 copilots 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.
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4.
Pressurization UPDN Knob......................................... 1 TO 2 OCLOCK

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 UPDN Knob .............................. DOWN, AS REQUIRED

Use the manual knob to control cabin pressure. Moving the switch
counterclockwise, from the 1- or 2-oclock 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.
9.

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.
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OR
If cabin pressure is not restored:
8.
NORMEMERG Pressure Selector Switch .................................. EMERG

Moving this switch to EMERG causes the closure of the passenger airconditioning 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.
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10.
Microphone Selector........................................................................ MASK

Set the audio panels on each side console to MASK and CPIT for hot
mike communications in the cockpit.
11.
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.
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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.
4.
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.
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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 compartment 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.
OXYGENNO 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.
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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.
AP-114
Windshield Heat Switches (Pilot and Copilot) .................................... OFF
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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.
2.

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.
AP-115
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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.
1.
AP-116
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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 aircraft 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 ONOFF 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.
AP-117
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EITHER EHSI CRT FAILURE

The CRT display on the EHSI will go blank or the color will be altered and
1.
EHSI ONOFF 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:

2.
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
pilots 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 generators simultaneously. The crossover annunciation is
an amber XSG flag on all four CRTs.
AP-118
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SUCCESSIVE FAILURE OF EADI

In this situation, one CRT goes blank, soon followed by the other CRT
going blank.
1.
EADI/EHSI ONOFF Dimmer Knobs............................... OFF/COMPOS

Move both knobs to the counterclockwise position.
2.
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 reference 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.
AP-119
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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:
3.

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.
AP-120
Faulty IRS ................................................................................. IDENTIFY
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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:
1.

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.
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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.
AP-122
Select the FMS of the good side for navigation on its respective EHSI.
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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 INOPERATIVEGO-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
After Touchdown ................................................................... EP-35
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
EP-i
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Approach................................................................................
Just Before Touchdown..........................................................
After the Airplane Has Come to a Stop .................................
DITCHING......................................................................................
Preparation .............................................................................
ApproachParallel to the Major Swell.................................
Just Before Touchdown..........................................................
After Touchdown ...................................................................
EP-ii
EP-43
EP-44
EP-45
EP-45
EP-45
EP-47
EP-48
EP-48
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ILLUSTRATIONS
Figure
EP-1
EP-2
EP-3
EP-4
EP-5
EP-6
Title
Page
Fire Panel and Warning Lights ...................................... EP-2
Fire Panel and Warning LightsFIRE APU ................ EP-6
Fire Panel and Warning LightsFIRE BAG COMP .... EP-8
Bleed-Air Panel .......................................................... EP-12
Inflight Airstart Envelope............................................ EP-29
Hydraulic Panel .......................................................... EP-31
EP-iii
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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 confirm either a malfunction or a false alarm.
EP-1
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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
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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.
EP-3
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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 enginedriven 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 antiice 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 engine.
11.

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.
EP-4
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If a fire breaks out during a starting attempt, or when shutting down the engine, the engine must be rotated, with the power lever set to cutoff, until the
fire is out.
1.

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.
3.

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.
EP-5
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APU FIRE
See Figure EP-2 for location of the FIRE APU and FAULT indicator light.
DISCH
2
1
FUEL
SHUT
OFF
DISCH
2
1
FUEL
SHUT
OFF
1
0
FAULT
FIRE APU
TRANS
FAULT
FIRE 1
FUEL
SHUT
OFF
TRANS
FAULT
DISCH
2
1
TRANS
FAULT
FIRE 2
FIRE 3
1
0
FIRE
BAG COMP
Figure EP-2. Fire Panel and Warning LightsFIRE 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.
EP-6
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NOTE
Wait for ten seconds to allow the APU to come to a
complete stop before discharging the fire extinguisher. This will ensure that the discharge agent
stays within the APU compartment to increase the effectiveness 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.
EP-7
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BAGGAGE COMPARTMENT FIRE

FIRE
BAG COMP
+ AURAL WARNING
See Figure EP-3 for location of FIRE BAG COMP light.
Phase 1
BAG Switch....................................................................................... HE
XAT
1.
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.
DISCH
2
1
FUEL
SHUT
OFF
DISCH
2
1
FUEL
SHUT
OFF
1
0
TRANS
FAULT
FIRE 2
FAULT
FIRE APU
TRANS
FAULT
FIRE 1
FUEL
SHUT
OFF
TRANS
FAULT
DISCH
2
1
FIRE 3
1
0
FIRE
BAG COMP
Figure EP-3. Fire Panel and Warning LightsFIRE BAG COMP
NOTE
For aircraft registered in the United States, Australia,
Italy, and the U.K., access to the baggage compartment 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.
EP-8
If access to the baggage compartment is permitted, the copilot dons the

smoke hood and fights the fire with the handheld fire extinguisher.
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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 mechanics 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
3.

and repair.
MAIN WHEEL WELL OVERHEAT

L. WHL
OVHT
AND/OR
R. WHL
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 installed, this system could be the cause of the warning.
EP-9
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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
NORMAL100% oxygen selector button on the front of the mask is in the
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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.
3.
4.
Passenger Oxygen Controller .................................................. OVERRIDE

On the copilots 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.
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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 rconditioning 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:
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4.

On the copilots 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 airconditioning 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 COLDHOT 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 temperature controller, as required, to establish the proper cabin temperature. Do
not select a position lower than 40% HOT.
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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 pilots directvision 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:

2.

and repair.
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ELECTRICAL SMOKE OR FIRE

Phase 1
Smoke and Unusual Odors
1.

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.
2.

selected and the mask and CPIT buttons on the pilot and copilot audio
3.
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.
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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.
EP-16
BAT 2 and GEN 2 Switches................................................................. OFF
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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.
3.
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 COLDHOT
switches to the full cold position of the indicators.
If the smoke or fire persists:

6.
AUTOMAN 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 COLDHOT
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.
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If fire or smoke is not visibly verified removed:

10.

and repair.
If smoke persists:
11.

12.
Descend to 14,000 feet or below or to the minimum safe altitude.
CAUTION
13.
Pressurization Manual UPDN 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:

14.

Phase 3
1.

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

2.

and repair.
EP-18
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SMOKE REMOVAL
Phase 1
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.
2.

3.
If there are no flames in the cabin:

4.
Passenger Oxygen Controller

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
1.

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

4.

EP-20
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Phase 3
1.

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

2.

and repair.

DEPLOYMENT IN FLIGHT
REV
UNLOCK
AND POSSIBLY
TRANSIT
AND/OR
DEPLOYED
The aircraft may experience a pitch-down moment, accompanied by abnormal 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.
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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.
3.

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 approach and landing.
Follow the procedure for One Engine InoperativeApproach and Landing
found in the Abnormal Procedures section in this manual.
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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 landing 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 weightand-balance maintenance of the aircraft center of gravity.
2.

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/ASKIDOFF

Move the brake selector switch to #2/ASKIDOFF 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.
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6.
STBY Hydraulic Pump Switch............................................................ ON

The standby hydraulic pump is now available to back up the No. 2 enginedriven hydraulic pump, should No. 2 system pressure drop below 1,500 psi.
7.

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.
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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 emergency 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 actuate any landing gear controls.
If at least one green gear light does not illuminate and the landing gear handle 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.
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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
KIAS max).
is achieved (190
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.
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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 INOPERATIVEGO-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 approximately 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.
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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 procedure 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.
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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.
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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 ditching is anticipated.
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LOSS OF BOTH HYDRAULIC SYSTEMS

PUMP 1
PUMP 2
PUMP 3
AND POSSIBLY
AIL
FEEL
AND
PITCH
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.
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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

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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

KIAS max).
is achieved (190
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
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10.
40 Flaps + Slats .................. V REF + 10 KNOTS
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 prescribed flight envelope (260 KT/MI 0.76).
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Pitch attitude is controlled essentially with the horizontal stabilizer.

Loss of hydraulic power causes an upward deflection
of both ailerons, which produces a slight pitch-up moment 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 surface when hydraulic power is lost. The aircraft can
be turned by induced roll using the rudders.
At speeds below 200 knots, the aircraft maneuverability 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 indicates that the three engine generators have been disconnected from the main DC buses. The generator
switches may be tripped off.
1.

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.
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If the generators have tripped, and if the batteries are the only source of electrical 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:

8.

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.
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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.
2.

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
7.

If at all possible, avoid icing conditions, as electrical control of some antiicing valves is necessary for proper operation. Without this control, antiicing capability will be lost, and the aircraft may begin to build ice on the
wings and engines. Pitot-static heating may also be lost.
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8.

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
2.

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 battery in nonicing conditions.
20 minutes of operation with an average load of 45 amps per battery in icing conditions.
NOTE
The following items are recommended for loadshedding 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
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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 breakers for anti-ice of the engines and wing. Additionally,
do not pull the circuit breaker for the pilots windshield heat.
NOTE
Operation of the flaps and slats, airbrakes, and landing 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.
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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, provide sufficient reserve power in the following conditions:
In nonicing conditions, for 57 minutes of operation, including five minutes during approach
or
In icing conditions, for 24 minutes of operation, including five minutes 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
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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.
1.

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
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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 havent 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.
2.

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.
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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.
8.

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
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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.
13.

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.
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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 hasnt 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 evacuated 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 pilots
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.
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2.

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.
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APPROACHPARALLEL 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.
10.

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.
15.

If possible, the maximum flap setting should be used to fly the aircraft as
slow as possible for the ditching.
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16.

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.
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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 pilots direct-vision window. This should be
used as a last resort if all other exits fail to open or are covered by water.
26.
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LIMITATIONS AND SPECIFICATIONS

CONTENTS
Page
LIMITATIONS ................................................................................. LIM-1
General.................................................................................... LIM-1
WeightStructural ................................................................. LIM-1
WeightPerformance ............................................................ 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
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Hydraulic ..............................................................................
Electrical...............................................................................
INSTRUMENT MARKINGS........................................................
Airspeed Indicator Markings................................................
Engine Instrument Markings ................................................
Miscellaneous Instrument Markings ....................................
LIM-ii
LIM-17
LIM-17
LIM-18
LIM-18
LIM-18
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ILLUSTRATION
Figure
LIM-1
Title
Page
Temperature and Altitude Limits ................................ LIM-7
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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 individual systems chapters with the exception of instrument markings which
are presented in this chapter. Refer to the FAA-approved AFM for complete
limitations listings.
WEIGHTSTRUCTURAL
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
WEIGHTPERFORMANCE
General
The approved maximum weights indicated above may be reduced for compliance with certification performance requirements, as follows:
Takeoff
The takeoff weight is limited by the most restrictive of the following:
Balanced field length
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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 aerodynamic 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
aircrafts weight and balance are included in Loading Manual DTM9821.
The following baggage compartment values must not be exceeded while loading the aircraft: 2,866 lb (1,300 kg), not to exceed 123 lb/sq ft (600 kg/sq m).
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OPERATING LIMITATIONS
KIND OF OPERATION
This aircraft is certified in the transport category and is eligible for the following kinds of operations when the appropriate instruments and equipment
required by the authorities and/or operating regulations are installed and approved and are in operable condition :
Day and night VFR, if permitted by the regulations of the country overwhich 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 longitude 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.
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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 authority 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.
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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 navigation 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 navigation 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 installations.
Only GPS HONEYWELL HG2021GB01 and HG2021GD02 are TSO C 129()
compliant.
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NOTE
Select FMS approach procedure must not be manually modified.
US terminal and enroute area navigation (RNAV) operations (AC 90-100) and
AC100 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 compatibility.
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 performance of the applicable ground navaid. Crew should deselect ( NOTAM)
ground navaids that are not to be used for navigation.
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ALTITUDE
Maximum operating altitude is 51,000 feet (Figure LIM1).
ALTITUDE (x 1,000 ft)
50
51
44
ISA
40
34
30
20
10
TAKE-OFF AND
LANDING
1.5
0
-1
-75
-80
-54
-60
-40
-20
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 severity of pull-up maneuvers.
TAKEOFF AND LANDING

Weights ......................................................................... See WeightStructural
Airport pressure altitude ................................................ 1,000 to 14,000 feet
Runway slope ............................................................................................. 2.5%
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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
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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.
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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.
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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.
Designation
ALLIEDSIGNAL
EMS 53111
KEROSENE
EMS 53112
WIDE CUT
TYPE
FUEL
EMS 53113
HIGH FLASH
POINT TYPE
FUEL
EMS 53116
CIS
FUELS
GOST
10227-86
Specification
Equivalence
(for info.)
ASTM D 1655
JET A
CAN 2-3.23
JET A
Freezing
point
(C)
JET A1
ASTM D 1655
JET A1
CAN 2-3.23
AVTUR
DERD 2494
AVTUR/FSii
DERD 2453
JP8
MIL-T-83133
AIR 3405C
AIR 3405 C
JET B
ASTM D 1655
JET B
CAN 2-3.22
MIL-T-5624
JP4
AIR 3407B
DERD 2486
AVTAG
DERD 2454 AVTAG/FSii
CAN 2-3.22
AIR 3404C
AIR 3404C
DERD 2498
AVCAT
MIL-T-5624
JP5
DERD 2452
AVCAT/FSii
CAN 3GP24
CAN 3GP24
T1
TS1 regular
TS1 premium
T2
RT
Additives
Anti-ice
Anti-static
NATO
code
*
*
*
WITH
*
*
WITHOUT
WITH
WITH
WITHOUT
WITH
*
*
WITH
WITH
WITHOUT
WITH
WITH
*
WITH
WITH
WITH
*
*
*
*
WITH
WITH
*
*
WITHOUT
WITH
F35
F34
F34
F35
F34
F40
F40
F40
F40
WITHOUT
WITH
WITHOUT
WITH
WITH
WITHOUT
WITH
*
*
WITHOUT
WITHOUT
WITHOUT
*
*
F43
F44
F43
F44
F44
F43
F44
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
WITHOUT
40
47
50
50
58
46
60
60
60
60
55
* Information to be checked with the fuel supplier.
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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 SpeedsN1 and N2

CONDITION OF USE
N1
N2
TakeoffMaximum 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
952C
Takeoff (with increased thrust)
Normal (5 minutes maximum)
974C
Takeoff (without increased thrust)
952C
Takeoff Transient
Normal (5 seconds maximum)
984C
Maximum continuous
924C
Generator Load:
To 43,000 feet ..................................................................................... 300 AMPS
Above 43,000 feet ............................................................................. 260 AMPS
One minute transient ......................................................................... 350 AMPS
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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 SpeedsN1 and N2

CONDITION OF USE
N1
N2
TakeoffMaximum 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
978C
Takeoff (with increased thrust)
996C
Takeoff (without increased thrust)
978C
Takeoff Transient
Normal (5 seconds maximum)
1,006C
Maximum continuous
968C
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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
SETTING
MINIMUM
PRESSURE
MAXIMUM
PRESSURE
Takeoff or maximum continuous
38 psi
46 psi
Idle
25 psi
Transient
46 psi
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.
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Oil Temperature
OPERATIONAL LIMITS
From sea level to 30,000 feet
127C maximum
Above 30,000 feet
140C maximum
Transient all altitudes
149C maximum, less than 2 minutes
Minimum for exceeding idle power
30C
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 monitoring is not authorized.
Maximum N 1 speed..................................................................................... 110%
EXHAUST GAS TEMPERATURE LIMIT (T5)
Starting
Between 870 and 985C (1,600F/1,805F) maximum,

less than 10 seconds
Stabilized
679C (1,255F)
NOTE
The duration of operation on amber range
(679C/732C to 1,255F/1,350F) 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.
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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 10C 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 10C
or below when operating on ramps, taxiways or runways where surface snow,
ice, standing water or slush may be ingested by the engines or freeze on engines, nacelles, or engine sensor probes.
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 40C SAT or TAT more than
+10C (50F).
However, flying in vicinity or through cumuliform clouds can result in rapid
variation of SAT with SAT increasing above 40C. 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.
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Conclusion
During climb and cruise, the pneumatic anti-ice system shall be turned ON:
Below +10C (50F) TAT and above 40C
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 excess of +10C. 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................................. 120F (48.9C)
Red light (HOT) at or above .......................................... 150F (65.5C)
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After SB F900-94-1:
Amber light (WARM) at or above................................. 120F (48.9C)
Red light (HOT) at or above .......................................... 160F (71.1C)
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 924C
TFE 731-5BR-1C ........................ 250 to 968C
Yellow arc:
TFE 731-5AR-1C........................ 924 to 974C
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TFE 731-5BR-1C ........................ 968 to 996C

Red line:
TFE 731-5AR-1C ..................... 952 and 974C
TFE 731-5BR-1C ..................... 978 and 996C
Blue test point:
TFE 731-5AR-1C .................................. 1,000C
TFE 731-5BR-1C .................................. 1,040C
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 127C
Yellow arc (above FL 300) ................ 127 to 140C
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 120F
Yellow range ........................................ 120 to 150F
Red range .............................................. 150 to 190F
Aircraft above SNs 132 and aircraft below 132 with
SB-94 applied:
Yellow range ................................ 120 to 160F
Red range ...................................... 160 to 190F
DC Voltmeter
Green arc ............................................... 24 to 26 volts
Green arc ........................................ 28.2 to 28.8 volts
Maximum voltage .......................................... 32 volts
AmmeterMaximum 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 679C
Yellow arc ............................................ 679 to 732C
Red line .............................................................. 732C
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
AirworkSteep Turns.......................................................... MAP-1
AirworkUnusual Attitudes................................................ MAP-1
Coordination Maneuver ........................................................ MAP-3
Approach-to-Stall Series....................................................... MAP-4
Emergency Descent .............................................................. MAP-7
INSTRUMENT APPROACH PROFILES ..................................... MAP-7
ILS ApproachThree Engines ............................................ MAP-7
Nonprecision ApproachThree Engines........................... MAP-10
Circling ApproachThree Engines ................................... MAP-12
Missed ApproachThree Engines..................................... MAP-14
ILS ApproachOne Engine .............................................. MAP-14
Nonprecision ApproachOne Engine Inoperative............ MAP-16
Circling ApproachOne Engine Inoperative .................... MAP-18
Missed ApproachOne Engine Inoperative...................... MAP-20
MAP-i
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ILLUSTRATIONS
Figure
MAP-1
MAP-2
MAP-3
MAP-4
MAP-5
MAP-6
MAP-7
MAP-8
MAP-9
Title
Page
Takeoff Flight Path ........................................................ MAP-2
Typical ILS ApproachThree Engines ........................ MAP-9
Typical Nonprecision ApproachThree Engines ...... MAP-11
Typical Circling ApproachThree Engines................ MAP-13
Missed ApproachThree Engines .............................. MAP-14
Typical ILS ApproachOne Engine Inoperative ........ MAP-15
Typical Nonprecision Approach
One Engine Inoperative................................................ MAP-17
Circling ApproachOne Engine Inoperative.............. MAP-19
Missed ApproachOne Engine Inoperative .............. MAP-20
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 takeoff using the rudder to maintain directional control and runway alignment
(Figure MAP-1). Perform the following procedure:
1.
2.
3.
4.
5.
6.
Rotate at the charted V R speed to the appropriate attitude for the flaps
20/7 + slats.
Maintain the charted V 2 speed throughout the first and second segments 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.
When a positive rate of climb is established as indicated by both the
altimeter and vertical velocity indicators, retract the landing gear.
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.
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 continuous thrust, and climb at 1.43 V S to 1,500 feet above the airport
elevation.
Engine shutdown procedures may commence during the final segment
climb if the situation allows.
AIRWORKSTEEP 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 throughout 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.
AIRWORKUNUSUAL 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
MAP-1
MAP-2
MAX CONTINUOUS THRUST
TAKEOFF THRUST
(5 MINUTES MAX)
SLATS/FLAPSTAKEOFF POSITION
LANDING GEARUP
TAKEOFF GRADIENT 2.7% MIN.
SPEEDV2
SPEED1.43 VS
NT
ME
EG
S
FF
EO
AK
LT
A
FIN
3RD SEGMENT
GM
EN
SLATS/FLAPSTAKEOFF POSITION
LANDING GEARDOWN
TAKEOFF GRADIENT .3% MIN.
SPEEDV2
EN
2N
SE
1,500 FT MIN.
M
SE
T
1S
GROUND ROLL
400 FT
MIN.
REF 0
LANDING
GEARUP
international
VR/V2
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35 FT
V1
RETRACTION IF SLATS/FLAPS
ACCELERATE TO V2 +25 KT
LANDING GEARUP
SLATS/FLAPSRETRACTED
CLIMB GRADIENT 1.5% MIN.
LANDING GEARUP
SPEED1.43 VS
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 copilots and/or standby horizon. 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 maneuver 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 training 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 experience, 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.
2.
3.
4.
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.
Establish a 60 arc on the pilots flight director by setting the heading 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.
When established at 160 knots in the clean configuration, establish a
15 angle of bank turning maneuver alternating left and right between the lateral limits of the 60 arc. Maintain assigned altitude and
160 knots airspeed.
At the second reversal on the arc, and for each subsequent turn reversal,
incrementally configure the aircraft/Level C simulator to the landing
MAP-3
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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 succeeding 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 conditions and satisfy FAA requirements, the stall series is to be performed in
the clean, takeoff, and landing configurations. These procedures are developed 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
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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.
2.
3.
4.
Power setting50% N 1
TrimDo not use stabilizer trim below an airspeed which is 10 knots
above expected stall indication speed.
Stall indication normally occurs at a speed of V REF +20 knots.
RecoveryAt the first indication of stall:
a. Maximum powerSmoothly 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 assigned 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 maneuver. 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.
2.
3.
4.
5.
6.
Landing gearUp
Flaps/leading-edge devicesSet flaps 20 + slats.
Power settingAfter flaps/leading-edge devices are extended:
60% N 1 .
Stall indication normally occurs at V REF 15 knots.
a. Maximum powerSmoothly 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.
MAP-5
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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.
2.
3.
4.
Landing gearExtend in normal landing sequence prescribed.

Flaps/leading-edge devicesSet flaps +40 + slats.
Power settingAfter landing configuration is established: 70% N 1 .
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 arbitrary 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.
Stall indication normally occurs at V REF 20 knots.
a. Maximum powerSmoothly 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 procedures: Climb on V REF to the original altitude, retract the landing 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.
5.
6.
7.
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
MAP-6
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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 arising 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 suspect, reduce the rate of descent and avoid high load factors.
The following procedure is prescribed by the AFM:
1.
2.
3.
4.
5.
6.
7.
8.
Disengage the autopilot.

Retard power levers to idle.
Extend the airbrakes to position 2.
Descent airspeed: M MO /V MO , smooth air conditions
ATC Transponder, MAYDAY codeSquawk 7700.
Ensure that landing gear is up.
To start the descent, the initiation of a 45 bank will expedite entry
to the descent without adversely affecting the G-loading of the aircraft. The initial descent angle should be 20 nosedown pitch on the
ADI. After the 20 nosedown is achieved, remove all bank as necessary. 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 ensure maintenance of V MO /M MO throughout the descent to the leveloff altitude.
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 leveloff altitude. Begin level-off to assigned altitude at 10% of the indicated
vertical velocity in the descent.
INSTRUMENT APPROACH PROFILES

ILS APPROACHTHREE ENGINES
Figure MAP-2 illustrates the ILS ApproachThree Engines.
1.
2.
3.
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.
The Descent checklist should be accomplished prior to entry for the
approach. Set all instruments for the approach, and ensure that the approach briefing has been completed prior to being cleared for approach.
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.
MAP-7
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4.
5.
6.
7.
8.
9.
MAP-8
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.
At high station outbound, set the slats/flaps to S +20, and complete
the Approach checklist. Slow the aircraft to 150 knots, and maneuver through the procedure turn as prescribed on the approach chart.
When inbound from procedure turn and established for course intercept (normally a 45 intercept heading), select the approach mode on
the flight director control panel (if flight director is used for approach). Intercept the final approach course, and proceed inbound to
the final approach fix or glide-slope intercept point at the prescribed
altitude.
When the glideslope is alive and reaches 1 dot low, select the landing
gear down, and call for the Before Landing checklist.
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 glideslope with elevator and airspeed with minor power adjustments. The
pilot making the approach will handle the throttles.
Cross-check instruments at 1,000, 500, and 100 feet above charted minimums. 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.
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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. SECOND 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 REQUIRE 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
SPEED
CLEAN
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
SPEED
SLATS +40
VREF + WIND
* WING FLAPS MAY BE
EXTENDED TO 40
UPON INTERCEPTING
GLIDESLOPE.
Figure MAP-2. Typical ILS ApproachThree Engines
MAP-9
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NONPRECISION APPROACHTHREE ENGINES

Figure MAP-3 illustrates the Nonprecision ApproachThree Engines.
1.
2.
3.
4.
5.
6.
7.
MAP-10
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.
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
Prior to crossing high station outbound, the aircraft should be slowed
to 190 knots in the clean configuration.
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.
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 runway 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 landing. If not visual prior to reaching the designated MAP, execute the
published missed approach procedure.
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WING
SPEED
CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
PRIOR TO THE FIX

GEAR
DOWN
(LANDING CHECKLIST)............
SPEED
150 KTS
AT THE FINAL FIX

START TIMING..........................
SINK RATE 1,000 F.P.M.
SPEED
150 KTS
MINIMUMS
LANDING ASSURED AND

LINED UP WITH RUNWAY
WING
SPEED
SLATS +40
VREF + WIND
Figure MAP-3. Typical Nonprecision ApproachThree Engines
MAP-11
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CIRCLING APPROACHTHREE ENGINES

Figure MAP-4 illustrates the Circling ApproachThree Engines.
Although the Falcon 900 is considered a Category C aircraft in the true definition 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.
MAP-12
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RECOMMENDED USE CATEGORY D MINIMUMS

WING
SPEED
CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
AT THE FINAL FIX

START TIMING..........................
SPEED
150 KTS
(AT MINIMUMS)
............
SPEED
150 KTS
90
LANDING ASSURED AND
15 SEC
SPEED
150 KTS
GEAR
DOWN
(LANDING CHECKLIST).....
WING
SPEED
SLATS +40
VREF + WIND
15 SEC
SPEED
150 KTS
Figure MAP-4. Typical Circling ApproachThree Engines
MAP-13
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MISSED APPROACHTHREE ENGINES

Figure MAP-5 illustrates the Missed ApproachThree Engines. 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 (goaround).
Follow the missed approach instructions as depicted on the appropriate instrument 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 vertical 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
S L AT S + 4 0
PITCH14/FLAPS +20
POSITIVE RATEGEAR UP
CLIMB GRADIENT3.2%
+ 10 KT
0
NORMAL CLIMB THRUST
SPEED250 KT
SPEED200 KT
SPEEDVREF +25 KT
FLAPS + SLATSAFTER
TAKEOFF CHECKLIST
3,000 FT
400 FT MINIMUM
GO AROUND
AIRPORT
Figure MAP-5. Missed ApproachThree Engines
ILS APPROACHONE ENGINE INOPERATIVE

Figure MAP-6 illustrates the ILS ApproachOne Engine Inoperative.
1.
2.
MAP-14
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 approach briefing has been completed prior to being cleared for approach.
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3.
4.
5.
6.
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.
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
SPEED
CLEAN
190 KTS
WING
SLATS +20
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 ApproachOne Engine Inoperative
MAP-15
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NONPRECISION APPROACH
Figure MAP-7 illustrates the Nonprecision ApproachOne Engine Inoperative.
1.
2.
3.
4.
5.
6.
7.
8.
MAP-16
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.
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 pointers have been properly selected.
in the clean configuration.
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.
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.
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.
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WING
SPEED
CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
PRIOR TO THE FIX
AT THE FINAL FIX
GEAR
DOWN
LANDING CHECKLIST)............
SPEED
150 KTS
START TIMING..........................
SPEED
150 KTS
MINIMUMS
LANDING ASSURED AND

WING
SPEED
SLATS +20
VREF +5 + WIND
OR
WING
SPEED
SLATS +40
VREF + WIND
Figure MAP-7. Typical Nonprecision Approach

One Engine Inoperative
MAP-17
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CIRCLING APPROACHONE ENGINE INOPERATIVE

Figure MAP-8 illustrates the Circling ApproachOne 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 approach 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.
MAP-18
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RECOMMENDED USE CATEGORY D MINIMUMS

WING
SPEED
CLEAN
190 KTS
WING
SLATS +20
SPEED
150 KTS
AT THE FINAL FIX

START TIMING..........................
SPEED
150 KTS
(AT
MINIMUMS)............
SPEED
150 KTS
90
LANDING ASSURED AND

WING
SPEED
SLATS +20
VREF +5 + WIND
OR
WING
SPEED
15 SEC
SLATS +40
VREF + WIND
15 SEC
SPEED
150 KTS
GEAR
DOWN
(LANDING CHECKLIST).....
SPEED
150 KTS
Figure MAP-8. Circling ApproachOne Engine Inoperative
MAP-19
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MISSED APPROACHONE 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 approachOne
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 continuous, and climb the aircraft to the prescribed missed-approach altitude.
(5 MINUTES MAX)
MAXIMUM THRUST
S L AT S + 2 0
MAX CONTINUOUS
PITCH13/FLAPS+20
POSITIVE RATEGEAR UP
SPEEDVREF +5 KT
+ 10 KT
0
SPEEDVREF +25 KT
FLAPS + SLATSAFTER
TAKEOFF CHECKLIST
SPEED1.43 VS
SPEED1.43 VS
1,500 FT
400 FT MINIMUM
GO AROUND
AIRPORT
Figure MAP-9. Missed ApproachOne Engine Inoperative
MAP-20
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WEIGHT AND BALANCE

CONTENTS
Page
INTRODUCTION ............................................................................ WB-1
WEIGHT AND BALANCE ............................................................. WB-1
Definitions............................................................................... WB-1
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 subsequent 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 WeightThe maximum gross weight to which the airplane has been certified in compliance with the Federal Air Regulations.
PayloadWeight 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 considered 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 ().
MomentThe product of a weight or force and its moment arm (M = W A)
DatumArbitrary 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 forward 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 numbers for its leading and trailing edges, and all calculations and measurements
can be referenced from those points. The center of gravity is sometimes expressed as a percent of MAC. This defines the CG location as being the leading and trailing edge MAC at a certain percentage of the total distance.
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 location 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.
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PERFORMANCE
CONTENTS
Page
DEFINITIONS................................................................................ PER-1
ACCEPTABLE PERFORMANCE GUIDELINES ........................ PER-2
PER-i
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PERFORMANCE
DEFINITIONS
Takeoff PathExtends from a standing start to a point 1,500 feet above the
takeoff surface
Takeoff DistanceThe 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 StopThe distance required to accelerate to V 1 and bring the aircraft to a full stop, assuming that one engine failed at V 1 plus a delay of two
seconds (this includes a legal stopway)
Balanced FieldWhen 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 2The 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 CLIMB1.43 V S and the speed used from the end of a
transition segment
V REF 1.3 V S in the landing configuration
V MCAMinimum flight speed at which the aircraft is controlled, with a maximum 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.
PER-1
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V MIN Replaces V MCG

Landing DistanceThe 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 LengthLanding distance multiplied by 1.67
ACCEPTABLE PERFORMANCE GUIDELINES

Steep turns100 feet, 5 bank, 10 knots, 10 heading
Approach to stallRecognize perceptible stall/warning device indication;
recover at first indication, striving for minimum altitude
loss.
Holding100 feet, 10 knots
IFR approachesInitial: 100 feet, 10 knots
Final: 0 +10 knots
DH/MDA: 0 +50 feet, +5 knots 1 dot 5 knots
CirclingNot to exceed 30 bank, MDA 0 feet +100 feet
Missed approachDH/MDA: 0 feet (except in instances when runway
environment is in sight)
Engine failureV 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
LandingsTraffic pattern: 10 knots, altitude 100 feet threshold:
V REF 0 10 knots
PER-2
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CONTENTS
CREW CONCEPT BRIEFING GUIDE ........................................
Introduction ..............................................................................
Common Terms ........................................................................
Pretakeoff Briefing (IFR/VFR) ................................................
Crew Coordination Approach Sequence ..................................
ALTITUDE CALLOUTS ..............................................................
Enroute ....................................................................................
ApproachPrecision ..............................................................
ApproachNonprecision ........................................................
Significant Deviation Callouts..................................................
Page
CRM-1
CRM-1
CRM-1
CRM-3
CRM-3
CRM-6
CRM-6
CRM-6
CRM-7
CRM-8
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ILLUSTRATIONS
Figure
CRM-1
CRM-2
CRM-3
CRM-4
Title
Situational Awareness in the Cockpit ......................
Command and Leadership ........................................
Communication Process ..........................................
Decision-Making Process ........................................
Page
CRM-2
CRM-2
CRM-4
CRM-4
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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.
Pilot Flying
Controls the aircraft with respect to assigned airway, course, altitude, airspeed, etc., during normal and emergency conditions.
Accomplishes other tasks as directed by the PIC.
Pilot Not Flying

Maintains ATC communications, copies clearances, accomplishes
checklists and other tasks as directed by the PIC.
Both
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CAPTAIN
INDIVIDUAL
S/A
COPILOT
INDIVIDUAL
S/A
GROUP
S/A
Remember
2+2=2
- or 2+2=5
(Synergy)
IT's UP TO YOU!
CLUES TO IDENTIFYING:
HUMAN
OPERATIONAL
Loss of Situational Awareness

Links in the Error Chain
1. FAILURE TO MEET TARGETS
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
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.
CRM-1. Situational Awareness in the Cockpit
LEADERSHIP STYLES
AUTOCRATIC AUTHORITARIAN
STYLE
LEADERSHIP
(EXTREME)
STYLE
DEMOCRATIC
LEADERSHIP
STYLE
LAISSEZFAIRE
STYLE
(EXTREME)
PARTICIPATION
LOW
Command
Leadership
HIGH
Designated by Organization
Cannot be Shared
Shared among Crewmembers
Focuses on "What's right," not "Who's right"
CRM-2. Command and Leadership
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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 initiating an IFR approach. These items are accomplished
during the APPROACH (IN RANGE) checklist.
FRequests the pilot not flying to obtain destination weatherTransfer of
communication duties to the pilot flying may facilitate the accomplishment of this task.
NAdvises the pilot of current destination weather, approach in use, and special information pertinent to the destination
CRM-3
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INTERNAL
BARRIERS
NEED
EXTERNAL
BARRIERS
SEND
INTERNAL
BARRIERS
RECEIVE
OPERATIONAL
GOAL
FEEDBACK
ADVOCACY: to increase others' S/A

State Position
Suggest Solutions
Be Persistent and Focused
Listen Carefully
THINK:
Solicit and give
feedback
Listen carefully
Focus on behavior,
not people
Maintain focus on
the goal
Verify operation
outcome is
achieved
INQUIRY: to increase your own S/A

Decide What, Whom, How to ask
Ask Clear, Concise Questions
Draw Conclusions from
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
EVALUATE
RESULT
RECOGNIZE
NEED
IDENTIFY
AND
DEFINE
PROBLEM
IMPLEMENT
RESPONSE
COLLECT
FACTS
SELECT A
RESPONSE
IDENTIFY
ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
HINTS:
Identify the problem:
Communicate it
Achieve agreement
Obtain commitment
Consider appropriate SOP's
Think beyond the obvious
alternatives
Make decisions as a result
of the process
Resist the temptation to
make an immediate decision
and then support it with facts
CRM-4. Decision-Making Process
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FRequests the pilot not flying to perform the approach setup

NAccomplishes the approach setup and advises of frequency tuned, identified and course set
FTransfers control of the aircraft to the pilot not flying, advising, You have
control, heading ____________ , altitude ____________ and special instructions. (Communications duties should be transferred back to the
pilot not flying at this point.)
NResponds, I have control, heading ___________ , altitude ___________ .
FAdvises, "Approach briefing."
FAt the completion of the approach briefing, the pilot flying advises,
Approach briefing complete.
FAdvises, I have control, heading ___________ , altitude ___________ .
NConfirms You have control, heading ___________, altitude ___________ .
FBefore Landing checklist.
NBefore 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
State altitude leaving and assigned

level-off altitude
100 above/below
ROGER
LEVELING
APPROACHPRECISION
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

APPROACHING
MINIMUMS
At decision height (DH)

Minimums, approach lights at
(clock position)"
CONTINUING
OR
Minimums, runway at
(clock position)
CONTINUING
OR
Minimums, runway not in sight
CRM-6
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APPROACHNONPRECISION
N
F
At 1,000 feet above minimums
1,000 feet above minimums
MDA _____________

NO FLAGS

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
Altitude 100 feet enroute, +50/0 feet on final approach

Altitude _________ high/low
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
CRM-8
CORRECTING
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ILLUSTRATIONS
Figure
SR-1
SR-2
SR-3
SR-4
SR-5
SR-6
SR-7
SR-8
SR-9
SR-10
SR-11
SR-12
SR-13
SR-14
SR-15
SR-16
SR-17
SR-18
SR-19
SR-20
SR-21
SR-22
SR-23
SR-24
Title
DC Distribution Buses ................................................
Normal Flight Configuration ......................................
Battery Bus CircuitsTypical....................................
Reservoir Fluid Level Indication ................................
No. 1 and No. 2 Hydraulic Systems Operating ..........
Standby Pump Pressurizing No. 2 System ................
Standby Pump Pressurizing No. 1 System ................
Landing Gear Retraction ............................................
Landing Gear Extension ............................................
Gear Emergency Hydraulic Extension ......................
Position and Warning IndicationsEmergency
Hydraulic and Gravity Extensions..............................
Displays and Warnings during
Landing Gear Extension ............................................
Normal Braking with AntiskidAircraft
without SB F-900-42 ..................................................
Normal Braking with Antiskid
Aircraft with SB F-900-42..........................................
Emergency Brake Operation ......................................
Emergency/Parking Brakes ........................................
Leading Edge Slats ....................................................
Normal Slat Extension................................................
Slats Controls and Indications in Flight
Handle in CLEAN ......................................................
Slat Controls and Indications in Flight
Handle out of CLEAN................................................
Automatic Extension of Outboard Slats
Handle in CLEAN ......................................................
Automatic Retraction of Inboard Slats
Extended with Control Handle ..................................
Emergency Extension of Outboard Slats....................
Tank Pressurization and Quantity Indication..............
Page
SR-11
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SR-15
SR-16
SR-17
SR-18
SR-19
SR-20
SR-21
SR-22
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SR-25
SR-26
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SR-25
SR-26
SR-27
SR-28
SR-29
SR-30
SR-31
SR-32
SR-33
SR-34
SR-35
SR-36
SR-37
SR-38
SR-39
SR-40
SR-41
SR-42
SR-43
SR-44
SR-45
SR-46
SR-47
SR-48
SR-ii
Fuel Distribution ........................................................

Crossfeed X-BP1
3Pump 1 Inoperative........
Crossfeed X-BP1
3Pump 3 Inoperative........
Crossfeed X-BP1
2 and 3
2Normal Configuration ..........................................
Crossfeed X-BP1
2 and 3
2Pump 1 or 3 Inoperative ......................................
Crossfeed X-BP1
2 and 3
2
Pumps 2 Inoperative ..................................................
Refueling System Controls and Indicators ................
Pressure Refueling......................................................
Gravity Distribution....................................................
Bleed-Air OperationAnti-icing Off ........................
Bleed-Air OperationAnti-icing On ........................
Distribution System Normal Operation
Flight (Heating) ..........................................................
Distribution System Normal Operation
Flight (Cooling) ..........................................................
Bleed-Air SystemPower Lever to Takeoff..............
No. 3 Nacelle Anti-icing Operation............................
No. 1 Nacelle and Ram-Air Inlet
Anti-icing Operation ..................................................
No. 2 Nacelle and S-Duct Anti-icing Operation ........
Wing Leading-Edge Slats Anti-icing..........................
Normal OperationGround or Slow
Flight (Cooling) ..........................................................
Normal OperationFlight (Heating) ........................
Temperature Control Operation..................................
Air SourceEmergency Pressurization ....................
Pitot-Static System ....................................................
Pitot-Static/Air Data Instruments Location ................
SR-36
SR-37
SR-38
SR-39
SR-40
SR-41
SR-42
SR-43
SR-44
SR-45
SR-46
SR-47
SR-48
SR-49
SR-51
SR-52
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TABLES
Table
SR-1
SR-2
SR-3
SR-4
Title
Page
Electrical Power Sources .............................................. SR-1
Start-Assist Logic ........................................................ SR-9
Sequential Start-Assist Logic .................................... SR-10
No. 1 and No. 3 Engine Nacelle Anti-icing
Logic System .............................................................. SR-50
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Table SR-1. ELECTRICAL POWER SOURCES

LEFT CIRCUIT-BREAKER PANEL
PRIMARY BUS A1
DESIGNATION UTILIZATION
DESIGNATION
FIRE
WARNING
AUDIO WARN A
Audio warning
WARN LIGHTS A
PANEL
Warning panel
WARN LIGHTS A
EX
Light test
D/N
EXTING 1
Fire
DETECT 1
Fire
LIGHTS WARN
A-B
NAVIGATION
IRS 1 BAT
IRS 1 battery
IRS 1
IRS 1
TEMP PROBE
Probe heating
HRZN ST BY
Standby
horizon
LH AV MASTER
Left avionics
RADIO
NAVIGATION
UTILIZATION
ATC1*
ATC 1
VOR1*
VOR-DME 1
DME1*
VOR-DME 1
ADF1*
ADF 1
DDRMI1*
Pilotcopilot RMI
ADC1*
Pilot ADC 1
SG1*
Pilot EFIS
EADI LH*
Pilot EFIS
EHSI LH*
EFIS CTL1*
Pilot EFIS
Pilot EFIS
*Isolated by the LH AV MASTER pushbutton
SR-1
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Table SR-1. ELECTRICAL POWER SOURCES (Cont)
FIRE
WARNING
LEFT CIRCUIT-BREAKER PANEL (Cont)

PRIMARY BUS A2
DESIGNATION
UTILIZATION
EXTING 3
Fire
HF 1
CONTROL*
HF 1
DETECT 3
Fire
PHONE*
SAT COM*
Option
Option
BAG COMP
Fire
BAT TEMP
Battery
temperature
AFCS 1
CMPTR*
Pilot FGC*
AFCS 1
ADVIS*
Servoactuator
RAD ALT 1*
Radioaltimeter
FMS 1*
Pilot FMS
CDU 1*
Pilot FMS
BLOWER LH
Ventilation
TEST WARN A-B
NAVIGATION
RADIO
RADIO
NAVIGATION
IRS 3
IRS 3
SG 3*
MFD
IRS 3 BAT (Option)
IRS 3 battery
MFD/WRD*
MFD
ANNUNC LH
Radio nav
lighting
R/T WR*
Radar
AFCS 1 AP
Pilot FGC
GPWS
Option
AFCS 1 YD
Pilot FGC
ICS LH
Intercom
VHF 1
VHF 1
HF 1 PWR
HF 1
SR-2
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CENTER CIRCUIT-BREAKER PANEL
PRIMARY BUS A1
DESIGNATION
LIGHTS
MISC
ENGINES
FUEL
ANTICOL FIN
Anticollision
lights
LH EXT
LIGHT
UTILIZATION
L/G CONTROL
Landing gear
control
External
lighting
STBY PUMP
Standby
hydraulic pump
CKPT LH
READING
Lighting
HYDR 1 INDIC
Hydraulic
NAV
Navigation
lights
STROBE
Strobe
lights
WSHLD FRONT
LH
Windows
CENTER
Lighting
LH PITOT HEAT
Probe heat
INSTR LH
Instrument
lighting
LH STATIC
HEAT
Probe heat
INV (115V/60 Hz)

or 115-VAC master
Option
CONDG CREW
Conditioning
IGNTR AUTO
Starting
CABIN PRESS
Cabin
pressure
ENG FAIL 2
Takeoff
warning
LH AOA HEAT
Probe
heat
N2 1
N1 ITT 2
Indicators
Turbine temp
ENGINE 1
Anti-icing
AIR FR
Wing
anti-icing
HP BLEED 1
Wing
anti-icing
A/B CONTROL
PITCH FEEL
Airbrakes
Arthur
STAB EMERG
TRIM INDIC
SLAT INDIC
LH AUTO SLAT
Horiz stab
Trim
Slats
Slats
CMPTR
Engine
Computer
IGNTR 1
OIL 1
Start
Engine
control
BOOST 1
FUEL FLOW 1
XBP 2-3
GAGES LH
LO FUEL
Fuel BP
Flowmeter
Fuel
Qty indicators
Tank level
HYDR
ANTIICE
CONDG
FLT
CONTROL
SR-3
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CENTER CIRCUIT-BREAKER PANEL (Cont)
PRIMARY BUS A2
DESIGNATION
LIGHTS
MISC
ENGINES
FUEL
HYDR
SR-4
BELTS NO
SMKG
Passenger
signs
ANTIICE
CONDG
UTILIZATION
ENGINE 3
Anti-icing
DV WINDOW
Window
ENTRY
Entrance
lighting
SHIELD
Glareshield
lighting
PRV 3
Wing
anti-icing
DRAIN HEAT
Drain
anti-icing
CAB TEMP
CONTROL
Temperature
control
LANDING LH
Lights
STBY PITOT
Probe heat
WIPER LH
Wipers
FLAP A/B
INDIC
Flaps
N2 3
Indicators
CMPTR 3
Engine
computer
IGNTR 3
Starting
TRIM AILERON
TRIM RUDDER
Trim
Trim
OIL 3
Engine
control
STICK SHAKER
Stick Shaker
M889
Incorporated
FUEL 2
SHUT OFF
Fire
STBY BOOST 2
Fuel
FUEL FLOW 3
Flowmeter
LEVEL
Tank level
ANTISKID
Brakes
L/G IND EMER
Landing gear
indication M1406
incorporated
FLT
CONTROL
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PRIMARY BUS B1
DESIGNATION
FLT
CONTROL
ANTIICE
CONDG
STAB NORMAL
Horiz stab
AIL FEEL
RH AUTO SLAT
ENGINES
UTILIZATION
N2 2
Indicators
Arthur
monitoring
N1 ITT 1
Turbine
temperature
Slats
CMPTR 2
Engine
computer
IGNTR 2
Starting
Engine
control
Engine
computer
ENGINE 2
Anti-icing
OIL 2
AFT SIDE
WINDOW
Window
CMPTR 1
STBY PWR
WIPER RH
Wiper
LIGHTS
LAV MASTER
28-VDC
system
MISC
HYDR
FUEL
CONDG CABIN
Conditioning
OVERHEAD
Lighting
BOOTSTRAP
Bootstrap
FWD CABIN
INDIRECT
Cabin
lighting
RH AOA HEAT
Probe heat
RH CABIN
READING
Reading
lights
L/G INDIC
Landing gear
CKPT RH
READING
Lighting
HYDR 2 INDIC
Hydraulic
TAXI
Lights
NORM BOOST 2
Fuel
FUEL FLOW 2
Flowmeter
XBP 1-3
Fuel
GAGES RH
Qty indicators
SR-5
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PRIMARY BUS B2
DESIGNATION
LIGHTS
MISC
ENGINES
GALLEY MASTER
Galley
LANDING RH
BOOST 3
Fuel
Lights
GAGES CENTER
Qty indicators
ANTICOL BELLY
Anticollision
lights
XBP1-2
Fuel
RH EXT LIGHT
Right external
lights
PRESSURE
FUELING
Refueling
INSTR RH
Instrument
lighting
PEDESTAL
Instrument
lighting
HYDR
NOSE WHL
Steering
ANTIICE
CONDG
CKPT TEMP
CONTROL
Temperature
control
BAG PRESS
Pressurization
VALANCE OR
AFT CABIN
INDIRECT
Cabin
lighting
LH CABIN
READING
Reading
lights
APU
APU
WSHLD FRONT
RH
Window
N1 ITT 3
Turbine
temperature
RH PITOT HEAT
Probe heat
FUEL 1
SHUT OFF
Fire
RH STATIC
HEAT
Probe heat
ROLL EMERG
Trim
FLAP CONTROL
Flaps
REVERSE
CONTROL
Engine 2
reverser
REVERSE WARN
FUEL 3
SHUT OFF
SR-6
FUEL
UTILIZATION
FLT
CONTROL
Fire
FlightSafety
international

RIGHT CIRCUIT-BREAKER PANEL
PRIMARY BUS B1
DESIGNATION
FIRE
WARNING
AUDIO WARN B
Audio warning
WARN LIGHT B
PANEL
Warning panel
WARN LIGHTS B
EX
NAVIGATION
DESIGNATION
UTILIZATION
RADIO
Light testing
D/N
EXTING 2
Fire
DETECT 2
Fire
APU
Fire
NAVIGATION
UTILIZATION
VOR 2*
DME 2
DME 2*
VOR-DME 2
ADF 2*
ADF 2
ATC 2*
ATC 2*
VHF 3*
VHF 3
SG 2*
Copilot EFIS
EFIS CTL2*
Copilot EFIS
EHSI RH*
Copilot EFIS
EADI RH*
Copilot EFIS
IRS 2 BAT
IRS 2 battery
DDRMI 2*
Copilot and
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
SR-7
FlightSafety
international

RIGHT CIRCUIT-BREAKER PANEL (Cont)
PRIMARY BUS B2
DESIGNATION
MISC
NOSE FAN
Ventilation
BLOWER RH
RADIO
HF 2
CONTROL*
HF 2
Ventilation
VHF 2*
VHF 2
CREW SEATS
Crew seats
SELCAL*
Selcal
EMERG LIGHTS
Emergency
light
batteries
AFCS 2
CMPTR*
Copilot FGC
NAVIGATION
RADIO
NAVIGATION
HF 2 PWR
HF 2
AFCS 2
ADVIS*
Copilot FGC
PUBLIC
ADDRESS
Public
address
FMS 2*
Copilot FMS
ICS RH
Intercom
CDU 2*
Copilot FMS
OMEGA*
Omega
AFCS 2 AP
Copilot FGC
AFCS 2 YD
Copilot FGC
ANNUNC RH
Radio nav
instrument
lighting
FLIGHT RECORDER*
Flight recorder
VOICE RECORDER*
Cockpit voicerecorder
Radio altimeter
RAD ALT 2*
SR-8
UTILIZATION
Table SR-2. START-ASSIST LOGIC

T
AR
ST EN
G
APU
XX
XX
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
G3 APU APU G1 G3 APU APU
G2
B1
G3 G2
B2
G3 G2 G2
G1
G3
G1 G1 G1
G3
B1
G3
B2
G2
B1
G3 APU G3 G1 G1 G1
G1
B2
G2
B1
G2 APU G2 G1 G1 G1
G2 APU G2 G3 G3 G3
G1
B2
G3
international
SR-9
FlightSafety
BAT
LIGHTS
START
ASSIST
MAIN
BUS
POWER
XX
OFF
ON
XX
XX
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
XXXX
X X X X X X X X
OFF X X X X
XXXX
XXXX
1
ON
XXXX
XXXX
XXXX
APU
XX
SR-10
Table SR-3. SEQUENTIAL START-ASSIST LOGIC

T
AR
ST EN
G
XX
OFF
ON
XX
XX
XX
XX
XX
XX
XX
XX
X X X X X X X
2
XX
XX
X X X X X X X X
OFF X X X X X X X X
XXXX
3
ON
XXXX
X X X X X X X X
OFF X X X X
XXXX
XXXX
1
ON
XXXX
XXXX
XXXX
OFF
ON
XX
XX
XX
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
G2
B1
G3 G2
B2
G3 G2 G2
G1
G3
G1 G1 G1
G3
B1
G3
B2
G2
B1
G3 APU G3 G1 G1 G1
G1
B2
G2
B1
G2 APU G2 G1 G1 G1
G2 APU G2 G3 G3 G3
G1
B2
G3
international
FlightSafety
BAT
LIGHTS
START
ASSIST
MAIN
BUS
POWER
XX
XX
APU
APU
BATTERY BUS
SLATS
23CM
(71L1)
(71L2)
(1W)
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
FR 5 UTILITY LIGHT (BAT)
ENG MONITOR
REAR COMPT LTS
FWD TOILET LIGHT
AFT TOILET LIGHT
AISLE LIGHTS
STEP LIGHTS
FR 5 STAIR LIGHTS
LH (RH) PYLON LT
FR 5 BAG LIGHT
FUEL COUPLING LT
FUEL PANEL CTL LT
FIRE EXTINGUISHERS
POWER SUPPLY
COPILOT FRONT
WINDSHIELD B3
(SPARE) B4
international
FlightSafety
SR-11
Figure SR-1. DC Distribution Buses
130A
80A
80A
130A
R BUS
TIED
STANDBY HYDRAULIC
PUMP A5
GALLEY 1 BAR
A4
GALLEY 2 BAR
A6
PILOT FRONT
WINDSHIELD A3
L BUS
TIED
130A
130A
80A
150A
150A
150A
RIGHT CIRCUITBREAKER
PANEL
OFF
R AV
MASTER
L AV
MASTER
OFF
AVIONIC
MASTER
AVIONIC
MASTER
START BUS
BUS B2
BUS B1
BUS A2
BUS A1
CENTER
CIRCUITBREAKER
PANEL
LEFT CIRCUITBREAKER
PANEL
FLIGHT
NORM
(14P)
(4PA) BUS TIED

TO EXT
POWER
CONTACTOR
25
25
RIGHT MAIN BUS

225A
LEFT MAIN BUS
V 30
BAT
GEN
20
MAIN BUS-TIE
ROTARY SELECTOR
V 30
BAT
GEN
20
FLIGHT NORM
BRIGHT
SR-12
CONDITIONS:
GENERATORS 1, 2, AND 3 OPERATING. BOTH
BATTERY SWITCHES ON. BUS TIE OPEN,
POWER SELECTOR SWITCH IN NORMAL.
IRS 1 HRZN IRS 2 IRS 3
START
APU
APU
TEST
LIGHTS
DIM
FIRE
STOP
GEN 1 BAT 1
OIL
BAT 2 GEN 2
GEN
GEN 1 BAT 1 GEN 3
GEN 3
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN 2 BAT 2 APU
WARNING
PANEL
DC SYSTEM
NORM
TO
AMMETER
EXT POWER
GENERATOR 1
G1
TO AMMETER
REVERSE
CURRENT RELAY
START
CONTACTOR
150A
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BATTERY 1
APU
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
HYDRAULIC
STANDBY PUMP
150A A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
RELAY
225A
LEGEND
GENERATOR POWER
BATTERY POWER
STARTING
BUS
BATTERY 2
CONTACTOR
MAKE-AND-BREAK SWITCH
RH
MAIN BUS
START
CONTACTOR
REVERSE CURRENT RELAY
B2
80A
G2
Figure SR-2. Normal Flight Configuration
B1
130A
WINDOWS
B3
international
130A
TO
AMMETER
GENERATOR 2
GROUND
FlightSafety
REVERSE
CURRENT RELAY
BATTERY
BUS
TO
AMMETER
BUS A2
BUS-TIE
ROTARY
SELECTOR
GPU CONTACTOR
GPU RECEPTACLE
BATTERY 2
BUS A1
130A
G
TO
AMMETER
COCKPIT
DOME LIGHT
80A
START CONTACTOR
BATTERY 1
CONTACTOR
TO
AMMETER
130A
OVERHEAD PANEL
SINGLE-POINT
REFUELING
BAT 1
FUEL COUPLING
NOSE CONE LIGHT
AND CONTROL
BOX LIGHTING
COCKPIT
APU CRASH
(SNs 16 AND
DOME LIGHTS
LOGIC
SUBSEQUENT)
BAGGAGE COMPT
STEPS
DOME LIGHT
LH PYLON LIGHT
LIGHT
FR5 BAG LIGHT
15
15
REAR
COMPT LIGHTS
ENGINE MONITOR
E
R
Y
16
B
U
BAT 2
10
11
12
13
14
**
FIRE EXTINGUISHING
FR 5 STAIR LIGHT
BAGGAGE
DOOR CONTROL
MECHANICS PANEL
AISLE LIGHTS
FWD AND AFT TOILET
LIGHT
MAIN ELECTRICAL BOX 6-PA
SLATS
GEN 1 EXCITATION
GEN 2 EXCITATION
GEN 3 EXCITATION
international
FlightSafety
SR-13
MAIN DC BOX COMPONENTS

1. BAT 1 MAKE-AND-BREAK
2. GEN 1 LINE CONTACTOR
4. BUS-TIE RELAY
6. APU LINE CONTACTOR
8. BAT 1 LINE CONTACTOR
9. ENG 1 START RELAY
13. APU START RELAY
14. BAT 2 TO START BUS CONTACTOR
15. CURRENT LIMITERS
16. BAT 1 CONTROL CB
* GEN 1 AND GEN 3 LINE SWITCHES
** GEN 2 AND APU GEN LINE SWITCHES
17
OVERHEAD PANEL
Figure SR-3. Battery Bus CircuitsTypical
FlightSafety
international
VOLUME
(LITERS)
VOLUME
(LITERS)
90C (194F)
8
20C (68F)
90C (194F)
7
40C (-40F)
20C (68F)
40C (40F)
90C (194F)
20C (68F)
LEVEL
INDICATOR
90C (194F)
6
LEVEL
INDICATOR
20C (68F)
5
40C (40F) 3
2
PRESSURIZED
UNPRESSURIZED
3
PRESSURIZED
UNPRESSURIZED
40C (40F) 4
0
NO. 1 RESERVOIR
0
NO. 2 RESERVOIR
Figure SR-4. Reservoir Fluid Level Indication
SR-14
TEST
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
L R
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/1
HYDR
1/1
4
3
1/2
1/2
0
0
QTY PSI X 1000
NO. 2 RESERVOIR
ON
BRAKE
AUTO
4
2
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
P3
P1
PRESSURE-HOLDING
VALVE
P2
STANDBY PUMP SELECTOR
ACCUMULATOR
EP
PRESSURE
SWITCH
NO. 1 SYSTEM
ACCUMULATOR
SYSTEM
PRESSURE
TRANSMITTER
PRESSURE
SWITCH
ELEVATOR
SYSTEM
PRESSURE
TRANSMITTER
LEGEND
RUDDER
ELEVATOR
ARTHUR
SLATS
NO. 2 SYSTEM ACCUMULATOR

SERVOACTUATOR
AILERON ARTHUR Q
AIRCRAFT < 165
OUTBOARD
SLATS
(EMERGENCY MODE)
THRUST
REVERSER
FLAPS
QUICK DISCONNECT
AIRBRAKES
NORMAL BRAKES
AND ANTI-SKID
EMERGENCY
BRAKES
LANDING GEAR
AND DOORS
NOSEWHEEL
STEERING
Figure SR-5. No. 1 and No. 2 Hydraulic Systems Operating
PARKING
BRAKES
international
SR-15
FILTER WITH SELF-SEALING VALVE

AND CLOGGING INDICATOR
CHECK VALVE
RELIEF VALVE
SERVOACTUATOR
SERVOACTUATORS
FlightSafety
NO. 1 SYSTEM PRESSURE

RETURN
SUPPLY FLUID
NITROGEN
ELECTRICAL
EXTERNAL HYDRAULIC POWER
AILERON
NO. 1 RESERVOIR
SR-16
TEST
L R
ASKID
#1
#2
#1
ON
OFF
OFF
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
HYDR
1/1
HYDR
4
2
1
BRAKE
0
QTY PSI X 1000
AUTO
4
ON
3
1/2
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
28 VDC
NO. 2 RESERVOIR
60 SEC
TIME
DELAY
IN FLIGHT
POSITION
P3
P1
1/1
3
1/2
FLIGHT
GROUND
DELAY
AIRBRAKE
EXTENSION
CONTROL
P2
STANDBY PUMP
SELECTOR
CONTROL
RELAY
EP
LEGEND
QUICK DISCONNECT
SERVOACTUATORS
RUDDER
SERVOACTUATOR
AILERON ARTHUR Q
AIRCRAFT < 165
OUTBOARD
SLATS
(EMERGENCY MODE)
THRUST
REVERSER
FLAPS
AIRBRAKES
EMERGENCY
BRAKES
NOSEWHEEL
STEERING
Figure SR-6. Standby Pump Pressurizing No. 2 System
PARKING
BRAKES
international

CHECK VALVE
RELIEF VALVE
SERVOACTUATOR
AILERON
FlightSafety
AUXILIARY PRESSURE
RETURN
SUPPLY FLUID
NITROGEN
ELECTRICAL
ELEVATOR
TEST
L R
ASKID
#1
#2
#1
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
HYDR
ON
OFF
OFF
1/1
HYDR
4
2
1
BRAKE
0
QTY PSI X 1000
AUTO
4
ON
3
1/2
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
NO. 2 RESERVOIR
60 SEC
TIME
DELAY
IN FLIGHT
POSITION
P3
P1
1/1
3
1/2
28 VDC
FLIGHT
GROUND
DELAY
AIRBRAKE
EXTENSION
CONTROL
P2
STANDBY PUMP
SELECTOR
EP
LEGEND
QUICK DISCONNECT
SERVOACTUATOR
AILERON
SERVOACTUATORS
RUDDER
SERVOACTUATOR
AILERON ARTHUR Q
AIRCRAFT < 165
OUTBOARD
SLATS
(EMERGENCY MODE)
THRUST
REVERSER
AIRBRAKES
EMERGENCY
BRAKES
NOSEWHEEL
STEERING
Figure SR-7. Standby Pump Pressurizing No. 1 System
PARKING
BRAKES
international
SR-17

CHECK VALVE
RELIEF VALVE
FlightSafety
AUXILIARY PRESSURE
RETURN
SUPPLY FLUID
NITROGEN
ELECTRICAL
ELEVATOR
CONTROL
RELAY
SR-18
HYDRAULIC UNIT
EMERGENCY
NORMAL
LANDING GEAR
ELECTRIC
SELECTOR VALVE
RETRACTION
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
EXTENSION
OPENING
U
N
L
O
C
K
P
U
S
H
CLOSING
P
U
L
L
STOWED
AUTOMATIC
WHEEL
BRAKING
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
RETRACTION
MAIN GEAR
BRACING
CYLINDER
LEGEND
RETRACTION
NOSE GEAR
ACTUATOR
RETRACTION
TELESCOPIC
LOCKING
TUBE
OPENING
LEFT MAIN
DOOR
ACTUATOR
DOOR
UPLOCK
BOX
OPENING
NOSE
Figure SR-8. Landing Gear Retraction
RIGHT MAIN
international
DOOR
UPLOCK
BOX
RETRACTION
FlightSafety
DOOR
ACTUATOR

GEAR RETRACT
DOOR OPEN
RETURN
MECHANICAL
RESTRICTOR
SHUTTLE VALVE
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
HYDRAULIC UNIT
LANDING GEAR
ELECTRIC
SELECTOR VALVE
RETRACTION
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
EXTENSION
OPENING
U
N
L
O
C
K
P
U
S
H
CLOSING
P
U
L
L
STOWED
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
EXTENSION
LEGEND
MAIN GEAR
BRACING
CYLINDER
EXTENSION
DOOR
ACTUATOR
EXTENSION
TELESCOPIC
LOCKING
TUBE

GEAR RETRACT
DOOR OPEN
RETURN
MECHANICAL
RESTRICTOR
SHUTTLE VALVE
DOOR
ACTUATOR
DOOR
UPLOCK
BOX
OPENING
NOSE
LEFT MAIN
RIGHT MAIN
Figure SR-9. Landing Gear Extension
international
OPENING
DOOR
UPLOCK
BOX
EXTENSION
FlightSafety
NOSE GEAR
ACTUATOR
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
SR-20
HYDRAULIC UNIT
EMERGENCY
NORMAL
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
LANDING GEAR
ELECTRIC
SELECTOR VALVE
U
N
L
O
C
K
P
U
S
H
P
U
L
L
HANDLE LIGHT
FLASHING
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
EXTENSION
MAIN GEAR
BRACING
CYLINDER
LEGEND
EXTENSION
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
PULLED
EXTENSION

NOSE GEAR
ACTUATOR
DOOR OPEN, GEAR EXTENDED
EXTENSION
TELESCOPIC
LOCKING
TUBE
MECHANICAL
RESTRICTOR
SHUTTLE VALVE
LEFT MAIN
DOOR
UPLOCK
BOX
OPENING
NOSE
Figure SR-10. Gear Emergency Hydraulic Extension
RIGHT MAIN
international
OPENING
DOOR
UPLOCK
BOX
DOOR
ACTUATOR
FlightSafety
RETURN
DOOR
ACTUATOR
*WHEN THE SLAT/FLAP CONTROL IS SET TO 40,

THE WARNING VOICE CANNOT BE SILENCED
WITH ALL GEAR NOT LOCKED DOWN.
G
E
A
R
U
N
L
O
C
K
LANDING GEAR
NOSE
REDUCED
POWER
MAIN
IAS < 160KT

SLAT/FLAP
CONTROL
CONFIGURATION
PANEL
HORN WARNING
SILENCE VOICE
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
TEST
LH
NOSE
RH
40 FLAPS + SLATS
P
U
L
L
40
*
FLASHING
CLEAN
MOVING
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
40 FLAPS + SLATS
40
*
FLASHING
NOSE GEAR
EMERGENCY
CONTROL
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
40 FLAPS + SLATS
Figure SR-11. Position and Warning IndicationsEmergency Hydraulic and Gravity Extensions
international
SR-21
40
*
FlightSafety
MAIN GEAR
EMERGENCY
CONTROL
P
U
S
H
20 FLAPS + SLATS
SR-22

THE WARNING VOICE CANNOT BE SILENCED.
BEFORE GEAR
EXTENSION
LANDING GEAR
NOSE
MAIN
EXTENSION
HORN WARNING
SILENCE VOICE
SLAT/FLAP
CONTROL
CONFIGURATION
PANEL
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
NOSE
RH
IAS <160 KT
AIRPLANE
IN
FLIGHT
FLASHING
LIGHT
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
40 FLAPS + SLATS
LH
NOSE
RH
MOVING
40 FLAPS + SLATS
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
CLEAN
7 FLAPS + SLATS
LANDING GEAR
LH
NOSE
RH
40 FLAPS + SLATS
Figure SR-12. Displays and Warnings During Landing Gear Extension
THIRD PHASE
DOORS
CLOSING
AIRPLANE
ON THE
GROUND
international
20 FLAPS + SLATS
TEST
SECOND PHASE
GEAR
EXTENSION
FlightSafety
MOVING
40 FLAPS + SLATS
FIRST PHASE
DOORS
OPENING
NORMAL GEAR
EXTENSION
CONTROL
LH
40 FLAPS + SLATS
REDUCED
POWER
NORMAL CONTROL
HANDLE
PILOT PEDALS
COPILOT PEDALS
GEAR
EXTENDED
FLEXIBLE CABLES
K
PAR
UN
K
LOC
H
PUS
K
BRA
#2 P BK
PARKING BRAKE
SELECTOR VALVE
PARKING BRAKE
ACCUMULATOR
NORMAL/EMERGENCY
BRAKE CONTROL
VALVE
AUTOMATIC
BRAKING
NORMAL
CHAMBER
NO. 2
SYSTEM
#2 P BK
EMERGENCY
CHAMBER
ANTISKID
SERVOVALVES
SHUTTLE
VALVE
LEGEND
NORMAL BRAKING PRESSURE
RETURN
ELECTRICAL
EMERGENCY
SELECTOR VALVE
NORMAL SELECTOR VALVE
(DEENERGIZED OPEN)
GROUND
CHECK VALVE
RELIEF VALVE
WHEEL
OMETER
ERATOR
TEST L R
WHEEL
TACHOMETER
GENERATOR
PUMP 1
PUMP 3
ASKID
#1
ON
HYDRAULIC PANEL
BRAKES
SR-23
Figure SR-13. Normal Braking with AntiskidAircraft Without SB F-900-42
international
BRAKES
HYDR
1/
4
FlightSafety
SEWHEEL
HOMETERS
SR-24
PARK BRAKE HANDLE
ACCUMULATOR
PILOT BRAKE
PEDALS
COPILOT BRAKE
PEDALS
FLEXIBLE CABLES
EMERGENCY
SELECTOR VALVE
#2 P BK
NO. 2
SYSTEM
NORMAL PRESSURE
EMERGENCY PRESSURE
AUTOMATIC BRAKING
DURING
RETRACTION
PARK
BRAKE
DISTRIBUTOR
CONTROL PRESSURE
RETURN
NO. 1 SYSTEM SUPPLY
NO. 1
SYSTEM
NO. 2 SYSTEM SUPPLY

NORMAL
SELECTOR
VALVE
ELECTRICAL
GROUND
+28 VDC ST BY
BUS A1 PUMP
ANTISKID
+28 VDC
BUS A2
GEAR
NORMAL CONTROL
(2GA)
GEAR DOWN
BRAKE
ANTISKID
ELECTRONIC
CONTROL BOX
SOL
DOUBLE
BRAKING
PC BOARD
ANTISKID
SERVO VALVE
ANTISKID
SERVO VALVE
#2 P. BK
#2 P. BK
TACHOMETER
GENERATORS
TACHOMETER
GENERATORS
BRAKES
BRAKES
Figure SR-14. Normal Braking with AntiskidAircraft With SB F-900-42
international
NOSEWHEEL
TACHOMETER
GENERATORS
FlightSafety
NO. 1 OR
NO. 3 ENGINE
FULL POWER
#1 ON
#2 OFF
#1 OFF
NORMAL/
EMERGENCY
SELECTOR
VALVE
LEGEND
NORMAL CONTROL
HANDLE
HYDRAULIC
PANEL
PILOT PEDALS
COPILOT PEDALS
ASKID
1
#1
ON
#2
OFF
#1
OFF
/4
BRAKE
/2
PARK
FLEXIBLE CABLES
GEAR
EXTENDED
+
CK
UNLO
PUSH
E
BRAK
#2 P BK
PARKING BRAKE
ACCUMULATOR
PARKING BRAKE
SELECTOR VALVE
NORMAL/EMERGENCY
BRAKE CONTROL
VALVE
AUTOMATIC
BRAKING

(ENERGIZED CLOSED)
NORMAL
CHAMBER
NO. 2
SYSTEM
NO. 1
SYSTEM
#2 P BK
#2 P BK
EMERGENCY
CHAMBER
SHUTTLE
VALVE
LEGEND
EMERGENCY SELECTOR VALVE

(ENERGIZED OPEN)
ANTISKID
ELECTRONIC
CONTROL
BOX
EMERGENCY BRAKING PRESSURE

RETURN
NITROGEN
GROUND
CHECK VALVE
PUMP 1
TEST
L R
RELIEF VALVE
PUMP 3
1
#1
ON
/4
HYDRAULIC PANEL
SR-25
Figure SR-15. Emergency Brake Operation
international
HYDR
ASKID
FlightSafety
ELECTRICAL
SR-26
HYDRAULIC NORMAL CONTROL

HANDLE
PANEL
EMERGENCY/PARKING
BRAKE HANDLE
PILOT PEDALS
COPILOT PEDALS
ASKID
#1
ON
#2
OFF
#1
OFF
/4
1/
BRAKE
PUSH
GEAR
EXTENDED
+
PARK
FLEXIBLE CABLES
UNLO
E
BRAK
CK
#2 P BK PARKING BRAKE
PARKING BRAKE
SELECTOR VALVE
ACCUMULATOR
NO. 2
SYSTEM
NO. 1
SYSTEM
#2 P BK
#2 P BK
SHUTTLE
VALVE
LEGEND
NO. 2 SYSTEM PRESSURE OR
ACCUMULATOR PRESSURE
EMERGENCY/PARKING
BRAKE PRESSURE

(DEENERGIZED CLOSED)
ANTISKID
ELECTRONIC
CONTROL
BOX
RETURN
ELECTRICAL
CHECK VALVE
RELIEF VALVE
PUMP 1
TEST
L R
PUMP 3
ON
HYDR
1/
4
HYDRAULIC PANEL
Figure SR-16. Emergency/ Parking Brakes
international
ASKID
#1
FlightSafety
GROUND
FlightSafety
international
WARNING PANEL
L AOA
R AOA
R PITOT
HOT
BAT
XTK 2
OPEN
AIL
ZERO
ST BY
PITOT
L WHL
OVHT
AUTO
SLATS
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG.
L PITOT
R WHL
OVHT
FLAP
ASYM
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
SLAT/FLAP
CONFIGURATION PANEL
AIR
BRAKE
FLAPS
UP
0
SLAT
POSITION
INDICATOR
DN 40
20
SLATS
MOVING
CENTER
CIRCUITBREAKER PANEL
LANDING GEAR
TEST
LH
NOSE
RH
SLAT/FLAP CONTROL BOX
21CF
10
CLEAN
SLAT LH AUTO
SLAT
INDIC
7 FLAPS + SLATS
20 FLAPS + SLATS
40 FLAPS + SLATS
EMERGENCY
SLATS
(OUTBOARD)
EMERG
SLATS
FLT CONTROL
(FOR A/C 162)
5
AOA RH AUTO
SLAT
INDIC
INBOARD
SLAT
SLAT
ACTUATOR
EMERGENCY
ACTUATOR
ANGLE-OF-ATTACK
VANES
OUTBOARD
SLAT
Figure SR-17. Leading-Edge Slats
SR-27
SR-28
LEFT
INBOARD
LEFT OUTBOARD
R
RIGHT
INBOARD
RIGHT OUTBOARD
E
LEFT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
ADC 1
IAS LESS THAN
265 KT
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
AOA
LESS
OUTBOARD THAN 23
VALVE
BOX
NO. 1 PRESSURE
EXTEND
RESTRICTOR
RESTRICTOR
ELECTRICAL
Figure SR-18. Normal Slat Extension
international
EMERGENCY
SLATS
LEGEND
SLATS/FLAP
CONTROL BOX
RIGHT ANGLEOF-ATTACK
VANE
FlightSafety
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
SLAT
EMERGENCY
SOLENOID
ADC 2
IAS LESS THAN SELECTOR
VALVE
265 KT
INBOARD
VALVE
BOX
FlightSafety
international
AIRPLANE
AOA
CONTROL
1
SLATS
POSITION
INDICATIONS
AOA = 11
INCREASING
GREEN
FLASHING LIGHT
A
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
AIR
BRAKE
FLAPS
UP
0
7
20
DN 40
SLATS
MOVING
20 FLAPS-SLATS
IGN
40 FLAPS-SLATS
LANDING GEAR
TEST
LH
NOSE
RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
2
AOA = 11
DECREASING
OUT
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
FLAPS
UP
0
7
DN 40
20
SLATS
MOVING
20 FLAPS-SLATS
40 FLAPS-SLATS
IGN
LANDING GEAR
TEST
LH
NOSE
RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
AIRPLANE 1
ANGLE OF
ATTACK
INITIAL
CONFIGURATION
AIRPLANE IN CLEAN
CONFIGURATION,
SLAT/FLAP HANDLE
IN CLEAN
AOA
11
(INCREASING)
AOA
11
(DECREASING)
EXTENSION OF OUTBOARD SLATS
RETRACTION OF OUTBOARD SLATS
RED SLAT-MOVING LIGHT ON
GREEN FLASHING LIGHT OUT,

RED LIGHT ON
AUDIO WARNING CUTS OFF
AUTOMATIC IGNITION, IGN

LIGHT ON
AUDIO WARNING
WHEN OUTBOARD SLATS ARE EXTENDED, RED LIGHT GOES OUT;
GREEN LIGHT FLASHES.
AUTOMATIC IGNITION CUTS OFF

AFTER TEN SECONDS.
IGN LIGHT OUT
WHEN OUTBOARD SLATS ARE
RETRACTED, RED LIGHT
GOES OUT
Figure SR-19. Slats Controls and Indications in Flight

Handle in CLEAN
SR-29
FlightSafety
international
FLAPS
CONTROL 7+SLATS
AIRPLANE
AOA
SLATS
POSITION
INDICATION
GREEN
STEADY LIGHT
A
B
CLEAN
7 FLAPS-SLATS
AOA < 165
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
FLAPS
UP
0
7
DN 40
20
SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
MOVING
LANDING GEAR
TEST
CROSS-SECTION B
OUTBOARD SLAT
LH
NOSE
RH
AOA = 165
INCREASING
GREEN
STEADY LIGHT
A
B
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
20 FLAPS-SLATS
AIR
BRAKE
FLAPS
UP
0
7
DN 40
40 FLAPS-SLATS
20
SLATS
IGN
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
TEST
LH
NOSE
RH
AOA = 23
INCREASING
GREEN
FLASHING LIGHT
A
B
CLEAN
CROSS-SECTION A
INBOARD SLAT
7 FLAPS-SLATS
20 FLAPS-SLATS
AIR
BRAKE
FLAPS
UP
0
7
40 FLAPS-SLATS
DN 40
20
SLATS
IGN
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
TEST
LH
NOSE
RH
Figure SR-20. Slat Controls and Indications in FlightHandle

out of CLEAN (Sheet 1 of 2)
SR-30
FlightSafety
international
FLAPS
CONTROL7+SLATS
4
AIRPLANE
AOA
SLATS
POSITION
INDICATION
AOA = 23
DECREASING
GREEN
FLASHING LIGHT
A
B
CLEAN
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
7 FLAPS-SLATS
20 FLAPS-SLATS
FLAPS
UP
0
7
DN 40
40 FLAPS-SLATS
20
SLATS
MOVING
IGN
LANDING GEAR
TEST
CROSS-SECTION B
OUTBOARD SLAT
LH
NOSE
RH
GREEN
STEADY LIGHT
A
B
AOA = 165
CLEAN
DECREASING
7 FLAPS-SLATS
20 FLAPS-SLATS
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
FLAPS
UP
0
7
DN 40
40 FLAPS-SLATS
20
SLATS
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
INITIAL 1
CONFIGURATION
SLAT/
FLAP
CONTROL
OUT OF
CLEAN
TEST
LH
NOSE
RH
AIRPLANE ANGLE-OF-ATTACK
3
4
5
AOA
AOA
AOA
AOA
165
165
23
23
(INCREASING) (INCREASING) (DECREASING) (DECREASING)
2
AOA
<165
ALL SLATS
EXTENDED
ALL SLATS
EXTENDED
GREEN LIGHT
STEADY
AUDIO
WARNING ON
RETRACTION
OF INBOARD
SLATS
INBOARD
SLATS
RETRACTED
INBOARD
SLATS
REEXTEND.
AUTOMATIC
IGNITION CUTS
OFF AFTER
TEN SECONDS.
AUTOMATIC
IGNITION
AUTOMATIC
IGNITION
GREEN LIGHT
STEADY
IGN LIGHT ON
IGN LIGHT ON
AUTOMATIC
IGNITION
AUDIO
WARNING ON
AUDIO
WARNING ON
IGN LIGHT ON
GREEN LIGHT
FLASHING
GREEN LIGHT
FLASHING
IGN LIGHT OUT

AUDIO
WARNING OFF
GREEN LIGHT
STEADY
Figure SR-20. Slat Controls and Indications in FlightHandle

out of CLEAN (Sheet 2 of 2)
SR-31
SR-32
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
E
RIGHT OUTBOARD
AOA
LESS
THAN 23
LEFT ANGLEOF-ATTACK
VANE
ADC 1
IAS LESS THAN
265 KT
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
SLAT
EMERGENCY
SOLENOID
ADC 2
VALVE
265 KT
AOA 11
AOA 12.2
AUTOMATIC
DISTRIBUTOR
OUT OF
CLEAN
AOA
LESS
OUTBOARD THAN 23
VALVE
BOX
EMERGENCY
SLATS
40 FLAPS-SLATS
LEGEND
NO. 1 PRESSURE
RETURN
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
NO. 2 PRESSURE
Figure SR-21. Automatic Extension of Outboard SlatsHandle in CLEAN
international
20 FLAPS-SLATS
FlightSafety
CLEAN
7 FLAPS-SLATS
VANE
INBOARD
VALVE
BOX
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
E
RIGHT OUTBOARD
AOA
ABOVE
23
LEFT ANGLEOF-ATTACK
VANE
ADC 1
IAS LESS THAN
265 KT
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
SLAT
EMERGENCY
SOLENOID
ADC 2
VALVE
265 KT
AOA 11
AOA 12.2
AUTOMATIC
DISTRIBUTOR
AOA
ABOVE
23
EMERGENCY
SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
LEGEND
SR-33
NO. 1 PRESSURE
NO. 2 PRESSURE
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
RETURN
Figure SR-22. Automatic Retraction of Inboard SlatsExtended with Control Handle
international
OUT OF
CLEAN
OUTBOARD
VALVE
BOX
FlightSafety
CLEAN
7 FLAPS-SLATS
VANE
INBOARD
VALVE
BOX
SR-34
LEFT
INBOARD
LEFT OUTBOARD
R
RIGHT
INBOARD
RIGHT OUTBOARD
E
EMERGENCY
ACTUATOR
EMERGENCY
ACTUATOR
LEFT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
AOA
LESS
THAN 23
20 FLAPS-SLATS
40 FLAPS-SLATS
LEGEND
NO. 2 PRESSURE
RETURN
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
Figure SR-23. Emergency Extension of Outboard Slats
EMERGENCY
SLATS
international
7 FLAPS-SLATS
OUTBOARD
VALVE
BOX
VANE
FlightSafety
AUTOMATIC
DISTRIBUTOR
CLEAN
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
INBOARD
VALVE
BOX
FlightSafety
international
* NOT FEATURED ON AIRCRAFT WITHOUT

ELECTRIC TRANSFER VALVE XTK 2
LEVEL LESS
THAN 1,000 LB
XTK
LEVEL LESS THAN 200 LB

FUEL 1
LO
FUEL 1
BLEED
OVHT
FUEL 2
LO
FUEL 2
BOOSTER
BOOSTER
LEVEL
LEVEL
X.BP
FUEL 3
FRONT TANK
LO
FUEL 3
XTK 2
REV
UNLOCK
FUELING
ECU
OVHT
COND G
OVHT
-2P BK
CABIN
CENTER WING
TANK
SUMP DRAIN
VENT VALVE
BOOSTER
NORM
ST-BY
OFF
X.BP
AUTO
OPEN
CLOSED
LEVEL
X.BP
PROBE
ENG 1
ENG 2
ENG 3
FUEL SYSTEM
GRAVITY FUELING
G2
G1
159
WING NEGATIVE
PRESSURE
RELIEF VALVE
G3
FLAPPER
VALVE
G2
NO. 1 ENGINE LP AIR
VALVE BOXES
PRESSURE
GAGE
AUTOMATIC
DRAIN
REAR TANK
LEGEND
TANK PRESSURIZATION
ELECTRICAL CONNECTION
HOT AIR
FILTER
DRAIN
BOWL
PRESSURE REDUCER
AUTOMATIC DRAIN
NO. 2 ENGINE LP AIR
CHECK
VALVE
Figure SR-24. Tank Pressurization and Quantity Indication
SR-35
SR-36
PROBE
FRONT TANK
CENTER
WING TANKS
JET
PUMP
G2
FILLER
PORT
FILLER
PORT
INTERCONNECTION
VALVE
(NORMALLY CLOSED)
G3
A/C 159
FUEL
TEMPERATURE
PROBE
(IF INSTALLED)
R3 CROSSFEED
VALVE
NEGATIVE
PRESSURE
RELIEF
VALVE
DRAIN VALVE
(AIRCRAFT
PRIOR TO SN 96)
R1 CROSSFEED
VALVE
GROUP 1 INTERCONNECTION
MANIFOLD
TRANSFER VALVE
(ON SOME AIRCRAFT)
GROUP 1
CROSSFEED
MANIFOLD
FUEL
SHUTOFF
VALVE
NEGATIVE
PRESSURE
RELIEF
VALVE
MANIFOLD
FUEL
GROUP 1 SHUTOFF
CROSSFEED VALVE
VALVE
DRAIN VALVE (AIRCRAFT PRIOR TO SN 96)

FUEL SHUTOFF VALVE
GROUP 3 CROSSFEED MANIFOLD
G1
FLAPPER
VALVE
CROSSFEED VALVE
ONE-THIRD
TANK LEVEL
PIPE
DEFUELING/
REFUELING
VALVE
DRAIN
VALVE
LEGEND
GROUP 1 FUEL
GROUP 2
CROSSFEED
MANIFOLD
G2
REAR
TANK
GROUP 2 FUEL
GROUP 3 FUEL
TRANSFER FUEL
GRAVITY FLOW TRANSFER FUEL
NO. 1 ENGINE
BOOST NO. 2 ENGINE

PUMPS
AND APU
NO. 3 ENGINE
SUMP DRAIN
FUEL PROBE
FILTER
Figure SR-25. Fuel Distribution
international
MOTIVE FLOW
FlightSafety
GROUP 2
FUEL
MANIFOLD
FlightSafety
international
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R1
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
R3
LIGHTS
XTK
X-BP
NEUTRAL
OPEN
OFF
ON
G1
TANK
INTERCONNECTION
OUT
ON
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
NO
INTERCONNECTION
ENGINE 3
G3
ENGINE 1
BOOST PUMP 1 FAILURE
FLOW
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R3
R1
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
RIGHT
OPEN
OFF
ON
LIGHTS
XTK
X-BP
G1
TANK
INTERCONNECTION
ON
ON
G1
G3
G3
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
ENGINE 3
ENGINE 1
LEVEL EQUALIZATION
LEGEND
GROUP 3 BOOST
Figure SR-26. Crossfeed X-BP1
FEATURED ON AIRCRAFT WITHOUT

* NOT
3Pump 1 Inoperative
SR-37
FlightSafety
international
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
XTK
AUTO
OPEN
CLOSED
LEVEL
X.BP
R3
R1
ENG 1
ENG 2
ENG 3
ENGINE 1
FUEL SYSTEM
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
LIGHTS
NEUTRAL
OPEN
ON
OFF
XTK
X-BP
G1
TANK
INTERCONNECTION
OUT
ON
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
NO
INTERCONNECTION
ENGINE 1
G1
ENGINE 3
FLOW
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R1
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
LEFT
OPEN
ON
OFF
R3
LIGHTS
XTK
X-BP
G1
TANK
INTERCONNECTION
ON
ON
G1
G3
G3
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G1
ENGINE 1
ENGINE 3
LEVEL EQUALIZATION
LEGEND
GROUP 1 BOOST
SR-38

* NOT
3Pump 3 Inoperative
FlightSafety
international
XTK
BOOSTER
X.BP
BP3
BP1
BOOSTER
LEVEL
LEVEL
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
ENGINE 2 ENGINE 3
LEGEND
GROUP 1 BOOST
GROUP 2 BOOST

* NOT
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
NORM
ON
CLOSED
CLOSED
GROUP 3 BOOST
G1
TANK
INTERCONNECTION
LIGHTS
G2 G3
NO
INTERCONNECTION
X-BP
X-BP
OFF
OFF

Configuration
2 and 3
ENGINES 1, 2,
AND 3 SUPPLY
G1
ENGINE 1
G2
ENGINE 2
G3
ENGINE 3
2Normal
SR-39
FlightSafety
international
XTK
BOOSTER
BOOSTER
LEVEL
LEGEND
BP1
BP3
GROUP 2 BOOST
LEVEL
X.BP
GROUP 3 BOOST
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
ENG 1
AUTO
OPEN
CLOSED
BP2
X.BP
ENG 2
ST-BY NORM
ENG 3
FUEL SYSTEM

* NOT
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
OFF
NORM
ON
OPEN
CLOSED
ENGINE 1
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
ENGINE 1
G2
ENGINE 2
X-BP
X-BP
ON
OFF
ENGINE 3
G3
BOOST PUMP 1 FAILURE OR G1/G3 LEVEL EQUALIZING

XTK
LEGEND
BOOSTER
BOOSTER
LEVEL
LEVEL
X.BP
BP1
BP3
GROUP 1 BOOST
GROUP 2 BOOST
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
ENGINE 2 ENGINE 3
NOT FEATURED ON AIRCRAFT WITHOUT

POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
NORM
OFF
CLOSED
OPEN
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
G1
ENGINE 1
ENGINE 2
X-BP
X-BP
OFF
ON
G2
ENGINE 3

2 and 3
Pump 1 or 3 Inoperative
SR-40
FlightSafety
international
XTK
BOOSTER
BOOSTER
LEVEL
LEGEND
BP3
BP1
GROUP 1 BOOST
LEVEL
X.BP
GROUP 3 BOOST
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
AUTO
OPEN
CLOSED
LEVEL
ENG 1
BP2
X.BP
ENG 2
ST-BY NORM
ENG 3
FUEL SYSTEM

* NOT
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
ON
OFF
ON
OPEN
CLOSED
ENGINE 2 ENGINE 3
ENGINE 1
ENGINE 1
G1
ENGINE 2
X-BP
X-BP
ON
OFF
ENGINE 3
G3
BOOST PUMPS 2 FAILUREENGINE 2 FED FROM PUMP 1

XTK
BP1
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
AUTO
OPEN
CLOSED
LEVEL
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ENGINE 2 ENGINE 3

ON
OFF
ON
CLOSED
OPEN
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
G1
ENGINE 1
ENGINE 2
X-BP
X-BP
OFF
ON
G3
ENGINE 3
BOOST PUMPS 2 FAILUREENGINE FED FROM PUMP 3

Pumps 2 Inoperative
2 and 3
SR-41
SR-42
MAINTENANCE PANEL
(COCKPIT, COPILOT SIDE)
BAG 1 COMP 1
BLEED AIR
ISOL
STABILIZER
RELAY TEST
ANTI-SKID
COOLING
FAN
CAUTION
SG3
SG1
EADI1
EASI1
FGC1
FMS1
MFD
SG 2
EADI2
EASI2
FGC 2
FMS 2
HEAT
ON
TEST
NORM
OFF
FUEL FLOW
TEST
GRAVITY
FUELING
DG IDIC
TEST
RESET
A/P TEST
FUEL TYPES: JET A - A1 - B - JP4 - JP5

FOR ADDITIVES SEE
AIRPLANE FLIGHT MANUAL
1 CHECK STOP FUELING LIGHT ILLUMINATED
2 PULL SAFETY LEVER AND REMOVE
COUPLING CAP
3 CONNECT GROUND TERMINAL
4 CONNECT COUPLING ONLY IF FUELING OK
LIGHT ILLUMINATED
FUELING
PRESSURE FUELING PANEL

ON
FULL
10
5
0
ON
ON
FULL
OFF
15
LBS
X 100
FULL
OFF
LEFT
20
OFF
CENTER
RIGHT
CLOSED
FULL
FUEL QTY
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
FUELING
ON
OFF
OPEN
GROUNDING
RECEPTACLE
GROUP 2
INDICATION
LEFT REFUELING
SWITCH
CENTER REFUELING
SWITCH
RIGHT REFUELING
SWITCH

ON
GROUP 1 INDICATION
15
STOP
FUELING LIGHT
LEFT
REFUELING MODE
SELECTOR
(OPTIONAL)
OFF
CENTER
RIGHT
CLOSED
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
FUELING
OK
GROUP 3
INDICATION
FULL
OPEN
OFF
VENT VALVE
TEST SOCKETS
DEFUELING
SWITCH
PARTIAL REFUELING
SELECTOR
FUELING
OK LIGHT
REFUELING
AUTOMATIC STOP
TEST PUSHBUTTON
VENT VALVE
TEST SOCKETS
Figure SR-31. Refueling System Controls and Indicators
international
LBS X 1000
ON
OFF
TEST
FULL
20
ON
FULL
OFF
FUEL QTY
FULL
FlightSafety
10
1 LEFT AND CENTER AND RIGHT SWITCHES ON

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
GRAVITY FUELING
SWITCH
PRESSURIZATION
INTERCONNECTION
CENTER WING
TANK
G2 END-OF-FUELING THERMISTOR
FRONT
TANK
G2
VENT VALVE
G3 END-OF-REFUELING
THERMISTOR
G1 END-OF-REFUELING
THERMISTOR
G3
REFUELING
VALVES
TO DEFUELING/
REFUELING
VALVE

ON
FULL
ON
ON
OFF
OFF
FULL
OFF
LEFT
FULL
FULL
CENTER
TEST
STOP
FUELING
FUELING
OK
REFUELING
MANIFOLD
RIGHT
CLOSED
OFF
DEFUELING
G2
REAR
TANK
international
LEGEND
PRESSURE REFUELING
SR-43
FlightSafety
OPEN
LEVER
COUPLING
PRESSURE
REFUELING
ON
VENT
VALVE TEST
PARTIAL
RESTRICTOR
G1
ELECTRICAL
Figure SR-32. Pressure Refueling
SR-44
VENT
VALVE
EL
U
JE
P4
,
FRONT
TANK
P5
: PRESSURIZE
ION
DT
UT
AN
, JET A1, JET B
CA
K
,J
TA
GRAVITY
FUELING
AL
RC
AI
I
AL
EL
TOT
FU
FOR
RA
FT
US
45
U
US
28
ABL
AN
IN
E QUANTITY
ST
GM
RUC
TIONS SEE OPER
AL
NG
G2 END-OF-REFUELING THERMISTOR
QUANTITY GAGE
G2
REFUELING
VALVES
DEFUELING/
REFUELING
VALVE
XTK
BOOSTER
CROSSFEED
MANIFOLD
CROSSFEED
VALVE
MAINTENANCE PANEL
STABILIZER
RELAY TEST
BAG 1 COMP 1
BLEED AIR
ANTI-SKID
COOLING
FAN
DRAIN
VALVE
BOOSTER
BOOSTER
LEVEL
REFUELING
MANIFOLD
XBP
LEVEL
C
XTK 2
ISOL
BOOSTER
NORM
ST-BY
OFF
HEAT
*
AUTO
OPEN
CLOSED
G3
G1
ON
G2
OFF
FUEL FLOW
TEST
GRAVITY
FUELING
ENG INDIC
TEST
REAR
TANK
RESET
ENG 1
ENG 2
FUEL SYSTEM

FULL
FULL
TEST
RIGHT
CLOSED
STOP
FUELING
ON
VENT
VALVE TEST

PARTIAL
Figure SR-33. Gravity Distribution
OFF
CENTER
FUELING
OK
OPEN
OFF
DEFUELING
X.BP
ENG 3
international
OFF
LEFT
FULL
FULL
OFF
GROUP 3 BOOST
ON
ON
ON
GROUP 1 BOOST
LEVEL
FlightSafety
LEGEND
ELECTRICAL
X.BP
AIR INTAKE
ANTI-ICING
NO. 3
ENGINE
MAIN HP
BLEED PORT
AUXILIARY HP
BLEED PORT
MAIN LP
BLEED PORT
MAIN LP
BLEED
PORT
FULL-OPENING
SOLENOID VALVE
OVERHEAT
TEMPERATURE PROBE
PRV3
AUXILIARY HP
BLEED PORT
MAIN HP
BLEED
PORT
WING ANTI-ICING SYSTEM

APU
CREW AIR-CONDITIONING
VALVE
FUEL TANK PRESSURIZATION SYSTEM
AIR
INTAKE
ANTIICING
NO. 2
ENGINE
APU
BLEED
VALVE
PRESSURIZATION JET PUMP

OVERHEAT TEMPERATURE PROBE
PASSENGER CABIN
AIR-CONDITIONING VALVE
LP1 BLEED-AIR
TEMPERATURE
PROBE
MAIN LP
BLEED
PORT
MAIN HP
BLEED PORT
NO. 1
ENGINE
HP1
BLEED VALVE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
PRV2
LEGEND
HP BLEED AIR
FULL-OPENING
SOLENOID VALVE
LP BLEED AIR
SR-45
AUXILIARY LP
BLEED PORT
Figure SR-34. Bleed-Air OperationAnti-icing Off
AUXILIARY HP PRESSURE
AMBIENT AIR
international
MIXED BLEED AIR

AUXILIARY HP
BLEED PORT
FlightSafety
AIR INTAKE
ANTI-ICING
ISOLATION VALVE
LP2
BLEED-AIR
TEMPERATURE
PROBE
OVERHEAT
TEMPERATURE
PROBE
AUXILIARY LP
BLEED PORT
LP3
BLEED-AIR
TEMPERATURE PROBE
SR-46
WARNING PANEL
OVERHEAD PANEL
HP1
MAIN HP
BLEED PORT
BLEED
OVHT
PRV2
PRV3
BLEED
APU
APU
ISOL
LP
NO. 3
ENGINE
AIR INTAKE
ANTI-ICING
LP
ISOLATION
AUTO
ON
OFF
PASSENGER
MAIN LP
BLEED PORT
NORM
CREW
HEAT
ISOL
BAG
MAIN LP
BLEED
PORT
BLEED AIR
OVERHEAT
TEMPERATURE PROBE
PRV3
LP3
BLEED-AIR
TEMPERATURE PROBE
FULL-OPENING
AUXILIARY HP SOLENOID VALVE
BLEED PORT
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED
PORT

APU
SYSTEM
PASSENGER
AIR-CONDITIONING SYSTEM
LP1 BLEED-AIR
TEMPERATURE
PROBE
MAIN HP
BLEED PORT
NO. 1
ENGINE
AUXILIARY HP
BLEED PORT
HP1
BLEED VALVE
LP2
BLEED-AIR
TEMPERATURE
PROBE
LEGEND
PRV2
FULL-OPENING
SOLENOID VALVE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
Figure SR-35. Bleed-Air OperationAnti-icing On
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AMBIENT AIR
international
AUXILIARY LP
BLEED PORT
ISOLATION
VALVE
OVERHEAT
TEMPERATURE
PROBE
OVERHEAT
TEMPERATURE
PROBE
FlightSafety
MAIN LP
BLEED
PORT
NO. 2
ENGINE
APU
BLEED
VALVE
AIR INTAKE
ANTI-ICING
AIR
INTAKE
ANTIICING
COPILOT
GASPER
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SNs 69)
CABIN
FLOOR
HEAT
TWO-WAY
MANIFOLDS
PILOT
FOOTWARMERS
PASSENGER
FLAPPER DOOR
HEATING
VALVE
PASSENGER TEMPERATURE
SENSOR/AMPLIFIER
CREW
CONDITIONED
AIR DUCT
CREW
THERMAL
SWITCH
INTERCONNECT
FLAP
(SNs PRIOR TO 163)
PASSENGER
GASPERS
CREW
DUCT
SENSOR
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
VENTURI
F
25
1
2
3
GASPER PICK-OFF
THIRD CREW MEMBER
NOSE
CONE
BLOWER
DEFOG
OUTLETS
EFIS VENTILATION
AIR OUTLETS
PASSENGER
VENTURI
MANUAL
DISTRIBUTOR
CONTROL
PILOT
GASPER
FLAPPER
VALVE
CREW
TEMPERATURE
SENSOR
TWO-WAY
DUCT
FRONT GROUND
CONDITIONING
FLAP
PASSENGER
CONDITIONED
AIR DUCT
LEGEND
HOT AIR
COOLED AIR
CONDITIONED AIR (HEATED)

RECIRCULATING AIR
AIR SOURCES:
1. COOLED AIR FROM TURBOCOOLER
2. BLEED AIR TO CREW JET PUMP
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
THERMAL
SWITCH
PASSENGER
DUCT
SENSOR
REAR GROUND
CONDITIONING
FLAP
3. RECIRCULATED AIR IN TWO-WAY DUCTS
4. BLEED AIR TO PASSENGER JET PUMP
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
international
SR-47
FlightSafety
EFIS
COLD AIR
AFT WINDOW
VENTILATION DUCT
(PRIOR TO SN 116)
EFIS
BLOWERS
Figure SR-36. Distribution System Normal OperationFlight (Heating)
SR-48
PILOT
FOOTWARMERS
CREW
CONDITIONED
AIR DUCT
TWO-WAY
MANIFOLDS
COPILOT
GASPER
PASSENGER
DOOR
FLAPPER
HEATING
VALVE
PASSENGER
GASPERS
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
THERMAL
SWITCH
CABIN
FLOOR
HEAT
CREW
VENTURI
F
25
EFIS
BLOWERS
1
2
NOSE
CONE
BLOWER
GASPER PICK-OFF
THIRD CREW MEMBER
3
4
DEFOG
OUTLETS
PASSENGER
VENTURI
EFIS VENTILATION
AIR OUTLETS
EFIS
COLD AIR
CREW
TEMPERATURE
SENSOR
AFT WINDOW
VENTILATION DUCT
(PRIOR TO SN 116)
FLAPPER
VALVE
LEGEND
CONDITIONED AIR (COOLED)
FRONT GROUND
CONDITIONING
FLAP
PASSENGER
CONDITIONED
AIR DUCT
AIR SOURCES:
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
THERMAL
SWITCH
REAR GROUND
CONDITIONING
FLAP
3. COLD AIR FROM GASPER PRESSURE REGULATOR

4. HOT AIR TO PASSENGER JET PUMP
Figure SR-37. Distribution System Normal OperationFlight (Cooling)
PASSENGER
DUCT
SENSOR
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
international
HOT AIR
COLD AIR
TWO-WAY
DUCT
FlightSafety
MANUAL
DISTRIBUTOR
CONTROL
PILOT
GASPER
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SN 69)
INTERCONNECT
FLAP
(SNs PRIOR TO 163)
CREW
DUCT
SENSOR
SENSOR/AMPLIFIER
MAIN HP
BLEED PORT
OVERHEAD PANEL
HP1
PRV2
AIR
INTAKE
ANTIICING
PRV3
APU
LP
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 3
AIR
INTAKE
ANTIICING
635F (335C)
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED PORT
LP
ISOLATION

AUTO
ON
OFF
PASSENGER
APU
NORM
CREW
CREW AIR-CONDITIONING SYSTEM

FUEL TANK
PRESSURIZATION SYSTEM
HEAT
ISOL
BAG
BLEED AIR
MAIN HP
BLEED PORT
MAIN HP
BLEED PORT
MAIN LP
BLEED PORT
BLEED
APU
ON IF:
APU BLEED VALVE OPEN IN FLIGHT
APU BLEED VALVE OPEN ON THE
GROUND AND POWER LEVER AT
A POSITION ABOVE 54 FCU
AIR
INTAKE
ANTIICING
635F
(335C)
MAIN LP
BLEED PORT
HP1
BLEED
VALVE
NO. 1
ENGINE
NO. 2
ENGINE
S-DUCT
ANTI-ICE
SYSTEM
PRESSUREREGULATING
VALVE 2
LEGEND
HP BLEED AIR
LP BLEED AIR
SR-49
Figure SR-38. Bleed-Air SystemPower Lever to Takeoff
international
FlightSafety
FLASHING IF
CORRESPONDING
SWITCH
OFF
635F
(335C)
PASSENGER
WARNING PANEL
BLEED
OVHT
NO. 2
ENGINE
ON IF
ISOLATION
VALVE
CLOSED
ISOL
NO. 3
ENGINE
NOTE:
CONDITIONS:
CREW AND PASSENGER AIR ALL BLEED SWITCHES ON
CONDITIONING VALVES CLOSE WHEN ONE APU OFF
OR MORE POWER LEVERS ARE ADVANCED POWER LEVER TO TAKEOFF
THROUGH 54 PLA AND AIRCRAFT IS ON
ANTI-ICE OFF
THE GROUND.
SR-50
Table SR-4. NO. 1 AND NO. 3 ENGINE NACELLE ANTI-ICING LOGIC SYSTEM
PT2TT2
SENSOR
AIR INTAKE
ANTI-ICING
PRV
Off
Not energized
Closed
On
On
Energized
Energized
Opening
Regulating
On
On
Energized
Energized
Off
Off
Not energized
Not energized
LOW
PRESSURE
HIGH
PRESSURE
ENG1/ENG 3
LIGHT
None
None
Out
Lower than 4 psi

Higher than 4 psi
Lower than 90 psi
Amber Steady
Green
Higher than 90 psi
Amber steady
Amber Flashing
Initial Status
Activation
Abnormal Conditions
Regulating
Lower than 4 psi
Fully open (no regulation)
Higher than 4 psi
Switch to Off
Closing
Closed
Higher than 4 psi

Lower than 4 psi
Amber
(single flash)
Out
ENG1/ENG 3
SWITCH
Abnormal Conditions
Not closed
Higher than 4 psi
Amber flashing
international
FlightSafety
Off
FlightSafety
international
ENG 1
ENG 2
WING
ENG 3
ANTI-ICE
PRINTED CIRCUIT
BOARD
PYLON
PT2 TT2
PROBE
NO. 3 ENGINE
FLOW
LIMITER
LP PRESSURE
SWITCH
HP PRESSURE
SWITCH
PRESSURE-REGULATING
VALVE
LEGEND
AUXILIARY HP BLEED AIR
ELECTRICAL POWER
Figure SR-39. No. 3 Nacelle Anti-icing Operation
SR-51
FlightSafety
international
ENG 1
ENG 2
ENG 3
WING
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
LP PRESSURE
SWITCH
HP PRESSURE
SWITCH
HP
BLEED
PORT
LEGEND
ELECTRICAL POWER
Figure SR-40. No. 1 Nacelle and Ram-Air Inlet Anti-icing Operation
SR-52
HP
HP11 PRV 2
LEGEND
HP BLEED AIR
LP BLEED AIR
INTAKE LIP
APU
HP/LP MIX
NO. 2
ENGINE
PRV 3
ENG 2
ISOL
ELECTRIC POWER
S-DUCT
AMBIENT
LP
LP
ENGINE
NACELLE
PRV
PRINTED
CIRCUIT
BOARD
ISOLATION
AUTO
ON
OFF
PASSENGER
CENTER
PEDESTAL
BLEED AIR
HP
PRESSURE
SWITCH
FLOW
LIMITER
S-DUCT
ANTI-ICE
VALVE
APU
NO. 2
ENGINE
PT2 TT2
PROBE
NO. 3 ENGINE
MANIFOLD
PICCOLO TUBE
LP PRESSURE
TO
SWITCHES
WING
NO. 1 ENGINE
CHECK
VALVE
LP 2
SENSOR
PRV
2
FULL OPENING
SOLENOID
international
SR-53
FlightSafety
TO PASSENGER
AIR CONDITIONING SYSTEM
ISOLATION
VALVE
NORM
HEAT
ISOL
CREW BAG
Figure SR-41. No. 2 Nacelle and S-Duct Anti-icing Operation
SR-54
LEGEND
WING
ANTI-ICE
PANEL
HP 1 PRV 2
PRV 3
HP BLEED AIR
MAIN
HP
BLEED
AIR
LP BLEED AIR
APU
HP/LP MIX
ISOL
ELECTRIC POWER
MANIFOLD
PRV3
FULL-OPENING
SOLENOID
VALVE
PRV3
MAIN LP
BLEED AIR
(LP3)
LP
ISOLATION
AUTO
ON
OFF
PASSENGER
CREW
BLEED AIR
WING
ANTI-ICING
VALVE
192.5C
POWER LEVER SWITCHES
FIXED
WING ROOT
LEADING EDGE
PEDESTAL
PRINTED
CIRCUIT
BOARD
ISOLATION
VALVE
CREW AIR
192.5C CONDITIONING
NORM
HEAT
ISOL
BAG
RIGHT WING
PRESSURE
SWITCH
LP
AMBIENT
NO. 3 ENGINE
APU AND
NO. 2 ENGINE
HP1 VALVE
MAIN HP
BLEED AIR
OUTBOARD SLAT
MANIFOLD
MAIN LP BLEED
AIR (LP1)
NO. 1 ENGINE
SKIN AND
SHROUD
GLASS WOOL
SLAT INNER CASING
Figure SR-42. Wing Leading-Edge Slats Anti-icing Operation
WING
STRUCTURE
international
TELESCOPIC
TUBES
FlightSafety
LEFT WING PRESSURE

SWITCH
LP WATER
SEPARATOR
HP WATER
SEPARATOR
ANTI-ICING
SENSOR
COMPRESSOR
TURBOCOOLER
TURBINE
CREW AIRCONDITIONING
DUCT
ECU
SNs PRIOR TO 96
OVERHEAT
SENSOR BATTERY
COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL
VALVE
(SB F900-125)
BAGGAGE
BAGGAGE
COMPARTMENT COMPARTMENT
VENTURI
HEAT VALVE
NO. 3 ENGINE
HP/LP
BLEED AIR
CREW
COLD AIR
CABIN
COLD AIR
OR
SUCTION
COLD AIR
PRESSUREREGULATING
VALVE
VALVE
FLOW
LIMITER
NO. 2 ENGINE S-DUCT

ANTI-ICING VALVE
PASSENGER AIRCONDITIONING
VALVE
COLD AIR
OR
SUCTION
LOWPRESSURE
AIR INLET
WATER
INJECTOR
CABIN
NO. 1 ENGINE PYLON

RAM AIR INLET
NO. 1 ENGINE
HP/LP
BLEED AIR
ANTI-ICING
TURBINE
BYPASS
VALVE
EMERGENCY
VALVE
ANTI-ICING
TURBOFAN
ELECTRIC VALVE
(SB F900-131)
COOLING UNIT
AIR OUTLET
SR-55
BLEED AIR
TURBOCOOLER
COMPRESSED AIR
CONDITIONED AIR
TEMPERED AIR
TURBOCOOLER
TURBINE AIR
RAM AIR
WATER
REGULATING DUAL
CONTROL VALVE
Figure SR-43. Normal OperationGround or Slow Flight (Cooling)
international
LEGEND
MAIN HEAT
EXCHANGER
PRIMARY HEAT
EXCHANGER
FlightSafety
DUCT
ISOLATION VALVE
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR
WING ANTI-ICING
VALVE
CREW TEMPERATUREREGULATING DUAL
CONTROL VALVE
OZONE
CATALYSER
SR-56
LP WATER
SEPARATOR
ANTI-ICING
DUCT SENSOR
HP WATER
SEPARATION
ECU OVERHEATING
TEMPERATURE
SENSOR
COMPRESSOR
TURBO-COOLER
TURBINE
CIRCUIT
SNs PRIOR TO 96
BATTERY
COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL
VALVE
(SB F900-125)
BAGGAGE
COMPARTMENT
VENTURI
BAGGAGE COMPARTMENT
HEATING ELECTRIC VALVE
NO. 3 ENGINE
HP/LP
BLEED AIR
COLD AIR
OR
SUCTION
OZONE
CATALYSER
COLD AIR
PRESSUREREGULATING
VALVE
VALVE
FLOW
LIMITER
VALVE
COLD AIR
OR
SUCTION
WATER
INJECTOR
LOW-PRESSURE
AIR INLET
MAIN HEAT
EXCHANGER
CABIN
ISOLATION VALVE
ANTI-ICING
VALVE
NO. 1 ENGINE PYLON

RAM AIR INLET
BLEED AIR
TEMPERED AIR
TURBOCOOLER
COMPRESSED AIR
TURBOCOOLER
TURBINE AIR
TURBINE
EMERGENCY
ANTI-ICING
ELECTRIC VALVE
(SB F900-131)
NO. 1 ENGINE
HP/LP
BLEED AIR
BYPASS
ELECTRIC VALVE
COOLING UNIT
AIR OUTLET
RECIRCULATED AIR
RAM AIR
WATER
Figure SR-44. Normal OperationFlight (Heating)
REGULATING DUAL
ELECTRIC VALVE
international
LEGEND
PRIMARY HEAT
EXCHANGER
TURBOFAN
FlightSafety
CIRCUIT
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR

ELECTRIC VALVE
CREW
COLD AIR
CABIN
FlightSafety
international
PC BOARD
55%
FULLY HOT
LIMITATION
INTERCONNECT
FLAP
MANUAL
THERMAL SWITCH
AUTO
SNs PRIOR TO 96
COCKPIT
CREW
SENSOR
AMPLIFIER
CABIN
CONTROLS
(OPTIONAL)
DUCT
SENSOR
RECYCLED
AIR
NO. 3
VALVE
ENGINE
(HP/LP)
BAGGAGE
COMPARTMENT
HEAT
VALVE
COLD
AIR
GENERATION
OZONE
CATALYSER
CREW TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
PASSENGER
SENSOR
THERMAL DUCT
SWITCH SENSOR
NO. 1
ENGINE
(HP/LP)
OZONE
CATALYSER
NO. 2
ENGINE
(HP/LP)
OR APU
PC BOARD
REMOTE
55%
OR AUTO
FULLY HOT
LIMITATION MANUAL
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-57
SR-58
LP WATER
SEPARATOR
ANTI-ICING
DUCT SENSOR
TURBOCOOLER
HP WATER
SEPARATION
BAGGAGE
BAGGAGE
COMPARTMENT COMPARTMENT
HEATING
VENTURI
ELECTRIC VALVE
COLD AIR SUPPLY
CREW TEMPERATURE
ELECTRICAL VALVE
REGULATING DUAL
(SB F-900-125)
ELECTRIC VALVE
SNs
PRIOR
TO 96
ANTI-ICING
NO. 3 ENGINE
VALVE
HP/LP BLEED AIR
ECU OVERHEATING
TEMPERATURE
BATTERY
SENSOR
COMPARTMENT
COMPRESSOR
TURBINE
CREW-AIR
CONDITIONING
CIRCUIT
OZONE
CATALYSER
CABIN
COLD AIR
CREW AIRCONDITIONING VALVE
COLD AIR
OR SUCTION
COLD AIR
PRESSUREREGULATING
VALVE
FLOW
LIMITER
CABIN
PRESSURIZED
PASSENGER AIRCONDITIONING VALVE
COLD AIR
OR SUCTION
ISOLATION VALVE
PASSENGER
COLD AIR
PASSENGER
AIR-CONDITIONING
CIRCUIT
LEGEND
BLEED AIR
RAM AIR
LOW-PRESSURE
AIR INLET
NO. 1 ENGINE
PYLON RAMAIR INLET
RECIRCULATED AIR
NO. 1 ENGINE
HP/LP BLEED AIR
COOLING UNIT
AIR OUTLET
TURBOFAN
REGULATING DUAL ELECTRIC
VALVE
MAIN HEAT
EXCHANGER
Figure SR-46. Air SourceEmergency Pressurization
international
PRIMARY HEAT
EXCHANGER
WATER
INJECTOR
BYPASS
ELECTRIC
VALVE
FlightSafety
TURBINE
EMERGENCY
ANTI-ICING
ELECTRIC
VALVE
NO. 2 ENGINE
HP/LP BLEED AIR
APU BLEED AIR
CREW COLD
AIR
STANDBY STATIC
STANDBY STATIC
RAM AIR
TEMPERATURE SENSOR
STANDBY PITOT
TRIPLE INDICATOR
(CABIN ALT, P, AND
RATE-OF-CLIMB)
PILOT PITOT
AILERON
ARTHUR Q UNIT
COPILOT PITOT
PILOT STATIC
COPILOT STATIC
ELEVATOR
ARTHUR
STANDBY
ALTIMETER
ELEVATOR
ARTHUR
UNIT
ADC 1
MACH SPEED
INDICATOR 1
(OPTION)
HOR STAB
CRUISE STOP
ID 802 ANNUNCIATOR 1
(TAT, SAT, TAS)
AILERON ARTHUR Q
MONITORING A/C SNs UP TO 178
AILERON ARTHUR CONTROL
A/C SNs 179 AND HIGHER
SLAT
MONITORING
COPILOT STATIC
ADC 2
MACH SPEED
INDICATOR 2
(OPTION)
CABIN
PRESSURIZATION
CONTROL
(TAT, SAT, TAS)
(OPTION)
ELECTRIC
ALTIMETER
1
EFIS 1
ELECTRIC
ALTIMETER
2
VERTICAL SPEED
INDICATOR 1
FMS 1
VERTICAL SPEED
INDICATOR 2
LEGEND
PILOT PITOT
COPILOT PITOT
PILOT STATIC
COPILOT STATIC
STANDBY PITOT
STANDBY STATIC
ELECTRICAL
LANDING GEAR
CONTACTS
IRS 1
VMO/MMO
WARNING
VMO/MMO
WARNING
EFIS 2
SLAT
CONTACTS
LANDING GEAR
CONTACT
FMS 2
IRS 2
ATC 1
CONTROL PANEL
TURBOFAN
CONTROL
SR-59
Figure SR-47. Pitot-Static System
ATC 2
CONTROL PANEL
international
ALTITUDE
WARNING
SLAT
MONITORING
AILERON ARTHUR Q MONITORING
A/C SNs BELOW 165,
AND 179 AND HIGHER
A/C SNs 165 TO 178
FlightSafety
SLAT
CONTACTS
STANDBY MACH
SPEED INDICATOR
PILOT STATIC
SR-60
LEFT CIRCUIT-BREAKER PANEL RIGHT CIRCUIT-BREAKER PANEL
PILOT ID 802 ANNUNCIATOR

BRT
20c SAT 25C TAT 175 KTAS

L AFCS FAIL
R AFCS MASTER
AP ENGAGED
RESET
L AFCS
COPILOT ID 802 ANNUNCIATOR

(OPTION 22.10.01)
R AFCS
XXX
2.5
XXX
2.5
ADC
1
ADC
2
NAVIGATION
RESET
L AFCS

L AFCS FAIL
R AFCS MASTER
AP ENGAGED
COPILOT EADI
ASEL
3000
20
VASL
180
160
120
ASEL
180
180
G
S
10
80
20
00
X
I
R
S
60
400
350
66
IAS
230
COPILOT
ALTIMETER
0
ALT
3
4
180
BARO
1 2
VERTICAL SPEED
UP
DOWN
ALT
1000 FT PER
MIN
3
4
PILOT VERTICAL
SPEED INDICATOR
5
1 2
STANDBY
MACH SPEED
INDICATOR
5
3
4
80
ADC 2
100
400
350
120
300
250 200
ADC 1
60
1 00
00 0
VMO/MMO
TEST
PUSHBUTTONS
140
160
180
-1 0 1 2
1
0
1
CABIN
40
COPILOT MACH
SPEED INDICATOR*
60
5
6
7
8
9
10
20
400
350
66
ADC 1
80
100
120
300
140
250
230
IAS
160
KT
200
180
* PILOT AND COPILOT ELECTRIC MACH SPEED INDICATORS ARE OPTION NO. 34.10.01.
Figure SR-48. Pitot-Static/Air Data Instruments Location
STANDBY
PITOT
PRESSURE
PROBE
international
DOWN
VERTICAL SPEED
UP
1000 FT PER
MIN
STANDBY
ALTIMETER
TRIPLE
INDICATOR
(ALT, P, AND
CABIN RATE-OF-CLIMB)
RAM-AIR
TEMPERATURE
SENSOR
LEFT
STANDBY
STATIC
PRESSURE
PORTS
FlightSafety
BARO
PILOT
PITOT
PRESSURE
PROBE
COPILOT VERTICAL
SPEED INDICATOR
PILOT
ALTIMETER
28 7 20
LEFT
STATIC
PRESSURE
PORTS
28 7 20
8
7
160
KT
200
FORWARD
PRESSURE
BULKHEAD
140
250
LEFT ANGLEOF-ATTACK
SENSOR
20
00
80
100
120
300
10
80
PILOT MACH
SPEED INDICATOR*
G
S
100
100
3000
20
10
10
LNAV HDG
VASL
180
160
120
R AFCS
SPERRY
LNAV HDG
BRT
NAVIGATION
PILOT EADI
SPERRY
ADC 2
BUS A1
FlightSafety
international
MASTER WARNING SYSTEM

TABLES
Table
MWS-1
MWS-2
MWS-3
MWS-4
MWS-5
MWS-6
MWS-7
MWS-8
MWS-9
MWS-10
MWS-11
Title
Page
Annunciator Illumination Causes ............................ MWS-1
Fire Panel Illumination Causes ................................ MWS-6
Hydraulic Control and Indicator Panel
Illumination Causes .................................................. MWS-7
Battery Temperature Indication
Illumination Causes .................................................. MWS-7
ENG 2 FAIL Illumination Causes ............................ MWS-8
ITT Light Illumination Causes ................................ MWS-8
Audio Warning Causes ............................................ MWS-9
Audio Warning Testing .......................................... MWS-13
Configuration Panel and Landing Gear
Control Handle Illumination Causes ...................... MWS-14
Thrust Reverser Indicator Lights
Illumination Causes................................................ MWS-15
Overhead Panel Light Illumination Causes............ MWS-16
MWS-i
FlightSafety
international
Table MWS-1. ANNUNCIATOR ILLUMINATION CAUSES

ANNUNCIATOR
CAUSE FOR ILLUMINATION
CMPTR 1
The control switch of the indicated computer is in the OFF

or MAN position.
CMPTR 2
The indicated computer has failed (electrical power supply

failure, internal failure, or incorrect data).
CMPTR 3
FWD
DOORS
The light comes on if: (Specific light to aircraft incorporating

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).
L. AOA
The indicated heating systems are not on.

Angle-of-attack heating has failed.
R. AOA
OIL 1
The oil pressure of the indicated engine is lower than 25 psi

(1.72 bar).
OIL 2
Chips are detected in the indicated engine oil system.
OIL 3
L. PITOT
Red light with M880A
The indicated heating systems are not on.

Pitot or static pressure probe heating has failed.
R. PITOT
ST BY
PITOT
The indicated heating system is not on.

Standby pitot pressure probe heating has failed.
GEN 1
The indicated generator is not tied to the power system (the

associated reverse current relay is open, or the start relay
remains closed at the end of a start sequence).
GEN 2
GEN 3
MWS-1
FlightSafety
international
Table MWS-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)

ANNUNCIATOR
L. WHL
OVHT

An overheat condition is detected in the left or right landing gear
wheel well.
R. WHL
OVHT
BAT 1
The indicated battery is not connected to the aircraft power

system through its make-and-break switch.
BAT 2
BUS TIED
HOT
BAT
The main left and right buses are tied or the battery 2 paralleling
contactor remains closed.
The temperature of one of the batteries exceeds 150F
(65.5C) for aircraft prior to SN 172 with SB-94 not applied.
The temperature of one of the batteries exceeds 160F
(71.1C) 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
SLATS
There is a discrepancy between the two slat control

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
ASYM
MWS-2
An asymmetry between the left and right flap position exists.
FlightSafety
international

ANNUNCIATOR
FUEL 1
The pressure switch located on the indicated engine fuel supply

LP line indicates a pressure drop (pressure less than or equal to
4.6 psi [approximately 320 mb]).
FUEL 2
FUEL 3
XTK 2
OPEN
The front-to-rear tank transfer valve is open when it should be

closed.
Aircraft with transfer valve XTK2.
XTK 2
CLOSED
The front-to-rear tank transfer valve is closed when it should be

open.
BAG
ACCESS
The cabin baggage compartment access door is not closed.
LO
FUEL 1
A fuel level below 200 pounds is detected in tank group G1

or G3.
LO
FUEL 3
LO
FUEL 2
For aircraft SNs 1 to 11A fuel level below 200 pounds is

detected in tank group G2 (or below 1,100 pounds if booster
pumps 2 are off).
For aircraft SNs 12 and subsequentA fuel level below
200 pounds is detected in tank group G2.
AIL
ZERO
The emergency aileron actuator is not in the neutral position.
AIL
FEEL
A discrepancy is detected between the IAS output of the air data

computer and the position information supplied by the linear
potentiometer on the aileron Arthur actuator.
PITCH
FEEL
There is a discrepancy between the position of the elevator

Arthur actuator and the position of the horizontal stabilizer, or
there is an elevator Arthur box malfunction.
MWS-3
FlightSafety
international

ANNUNCIATOR
AFT CABIN
ISOL
The light comes on if:

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
UNLOCK
The thrust reverser clamshell doors are not locked in the stowed
position.
NOTE
The light normally illuminates during the thrust reverser retraction
phase.
FUELING
One of the two fuel vents 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.
AP
The autopilot has failed or has automatically disengaged.

On aircraft incorporating M880C, when this light flashes, the
audio warning sounds.
MISTRIM
MWS-4
The AP trim coupler system has failed.
MACH
TRIM
The Mach trim system is disengaged or has failed.
BLEED
OVHT
An overheat of HP/LP bleed air is detected (temperature higher

than or equal to 635F [335C], or 545F [285C] if anti-icing has
been activated).
FlightSafety
international

ANNUNCIATOR
ECU
OVHT

An overheat (446F or 230C) is detected at the compressor
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.
CONDG
OVHT
Overheating is detected in one of the cabin or cockpit supply

ducts (air temperature higher than or equal to 203F [95C]).
NOSE
CONE OVHT
Overheat is detected in the nose cone (temperature higher than

or equal to 158F [70C]).
BLEED
APU
The APU bleed-air valve is not completely closed with the bleed
switch off or one of the power levers positioned to 54 or greater.
BAG ISOL
The baggage compartment electric isolation valve is not open. In

this condition the baggage compartment is not pressurized.
#2 P BK
Steady illumination: Hydraulic system No. 2 pressure is

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.
CABIN
With audio warning:

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
DOORS
The baggage compartment outside door is unlocked.

The rear compartment door is unlocked.
MWS-5
FlightSafety
international

ANNUNCIATOR
T/O
CONFIG
The light illuminates and the audio warning sounds if the aircraft
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

ANNUNCIATOR
FIRE 1

Fire is detected in the indicated engine compartment.
FIRE 2
FIRE 3
FIRE
BAG COMP
FIRE APU
Fire or smoke is detected in the baggage compartment.
Fire is detected in the APU compartment.
A fault is detected in the associated detection loop.
FAULT
FUEL
SHUT
OFF
During fuel shutoff valve transit or if there is a discrepancy

between the position of the valve and the position of the control
switch.
TRANS
MWS-6
FlightSafety
international
Table MWS-3. HYDRAULIC CONTROL AND INDICATOR

PANEL ILLUMINATION CAUSES
ANNUNCIATOR
PUMP 1

The pressure of the indicated pump is lower than 1,500 psi
(approximately 103 bars).
PUMP 2
PUMP 3
ST BY
PUMP
The standby pump selector located in the rear compartment

is not in the normal flight position.
The standby pump cycle time is longer than 60 seconds.
L R
Pressure supplying the left or right brake units becomes

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 120F
[48.9C]).
HOT
The No. 1 and/or No. 2 battery overheats. The light illuminates

when the battery internal temperature is:
Over 150F (65.5C) for aircraft prior to SN 172 with SB-94

not applied, or
Over 160F (71.7C) 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.
MWS-7
FlightSafety
international
Table MWS-5. ENG 2 FAIL ILLUMINATION CAUSES

ANNUNCIATOR
ENG 2 FAIL

The aircraft is on the ground and the No. 2 engine power
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.
ECU
A/I
On aircraft with SB-131, this pushbutton light is illuminated

when the turbine emergency anti-icing valve is closed.
Table MWS-6. ITT LIGHT ILLUMINATION CAUSES

ANNUNCIATOR

The light flashes if the associated engine ITT reaches 952C
on TFE-731-5AR-1C or 980C on TFE-731-5BR-1C.
If the power increase function is used, the light flashes at
974C on TFE-731-5AR-1C or 996C on TFE-731-5BR-1C.
PWR
INC
MWS-8
The light indicates the correct operation of power increase system

control relays for high altitude takeoff (approximately 5,000 feet)
and hot weather conditions (over 18.5C).
Table MWS-7. AUDIO WARNING CAUSES
WARNING
TYPE OF
SOUND
SIMULTANEOUS
WARNING OR
INDICATION
CAUSE
HORN
SIL
Continuous varying sound

with frequency varying
between 660 Hz and
3,330 Hz during a one-second
period
Readings on both EFISs
VMO/MMO exceeded
No
Cabin pressure
Warning voice CABIN
Red CABIN light on warning

panel and cabin altitude
reading higher than 10,000
feet on cabin altimeter
Cabin altitude higher than

10,000 feet
Yes
Fire
Continuous two-pitch audiblbe

500-Hz tone for 150 ms and
then 555 Hz for 150 ms
Illumination of at least one red

FIRE light on the fire panel
Fire is detected by:

Engines 1, 2, and 3 fire detectors
APU fire detector
Baggage compartment smoke
detector
Yes
Stall
Intermittent 1,660-Hz sound

(beep beep)on for 100 ms
and off for 100 ms
Illumination of the three IGN

lights on the overhead panel
Flashing of green slat light
Aircraft angle of attack is

greater than 11
No
international
MWS-9
FlightSafety
SLATS NOT EXTENDED
VMO/MMO
MWS-10
Table MWS-7. AUDIO WARNING CAUSES (Cont)
WARNING
TYPE OF
SOUND
SIMULTANEOUS
WARNING OR
INDICATION
CAUSE
HORN
SIL
Stall
Intermittent 1,660-Hz sound

(beep beep)on for 100 ms
and off for 100 ms
Illumination of the three IGN

lights on the overhead panel
Steady green slat light
Activation of stick-shaker on
aircraft with M889
Aircraft angle of attack is greater

than 16.5
Altitude deviation
Warning voice ALTITUDE
Illumination of the amber

altitude warning light on the
pilot and copilot altimeters
From a given altitude, the aircraft

flies to the altitude selected on the
control unit. When within 1,000 feet
of this altitude, the audio warning
sounds, and the light on each
altimeter illuminates.
The altitude selected on the

ASEL box of each EADI
changes color.
No
No
Continuous clacker sound

with pulse frequency at
12.5 Hz
Horizontal stabilizer position

indicator needle is in movement on the trim panel.
Movement of horizontal stabilizer,

whatever the operation mode.
No
international
Horizontal
Stabilizer
in movement
FlightSafety
Once the preset altitude is reached,

the audio warning sounds and the
altimeter lights illuminate if altitude
deviation exceeds 250 feet.
SLATS EXTENDED
WARNING
TYPE OF
SOUND
CAUSE
HORN
SIL
SLATS EXTENDED
Landing gear
Warning voice GEAR
Red light on landing gear

gear control handle
flashes.
The control handle is in the gear

downlocked or uplocked 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.
Yes
The control handle is in the downlocked or uplocked position, the

flaps are extended to 40, and at
least one of the three gears is not
downlocked.
No
Letters DH appear on both

EADIs.
Preset decision height is reached.
Yes
Autopilot (Aircraft
with M880C)
Warning voice AUTOPILOT
Illumination of the AP light on

the warning panel
Failure or disengagement of the

autopilot
No
MWS-11
international
Warning voice MINIMUM
FlightSafety
Decision height
SIMULTANEOUS
WARNING OR
INDICATION
MWS-12
WARNING
TYPE OF
SOUND
CAUSE
HORN
SIL
SLATS EXTENDED
Illumination of the T/O CONFIG
light on the fire panel
The aircraft is on the ground, at

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).
Yes
Red lights on warning

panel that do not have
their own audio
warnings and ENG 2
FAIL red lights
(aircraft with M880C).
770 Hz gong for 0.4s.
Illumination of one of
the red lights.
Check possible causes of warning

light concerned
No
international
Warning voice
NO TAKE-OFF
FlightSafety
Takeoff Configuration
SIMULTANEOUS
WARNING OR
INDICATION
FlightSafety
international
Table MWS-8. AUDIO WARNING TESTING

ANNUNCIATOR
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 LIGHTSTESTFIRE 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
stabilizer in
movement
Action on the pitch trim control
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
MWS-13
FlightSafety
international
Table MWS-9. CONFIGURATION PANEL AND LANDING GEAR

CONTROL HANDLE ILLUMINATION CAUSES
ANNUNCIATOR

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
BRAKE
Steady illumination
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.
MWS-14
FlightSafety
international
Table MWS-10. THRUST REVERSER INDICATOR

LIGHTS ILLUMINATION CAUSES
ANNUNCIATOR
TRANSIT
DEPLOYED

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
reached the fully deployed position.
MWS-15
FlightSafety
international
Table MWS-11. OVERHEAD PANEL LIGHT

ILLUMINATION CAUSES
ANNUNCIATOR

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
OIL
The light illumination indicates low oil pressure or high 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
XTK
X.BP
The side tank group interconnection valve is not closed.

One of the 13 or 31 crossfeed valves is not closed.
(CENTER AMBER
LIGHT)
LEVEL
(3 AMBER LIGHTS)
X.BP
The fuel level in the associated tank (left or right centerwing tank)
is lower than 1,000 pounds or the fuel level in the rear tank is
lower than 1,100 pounds.
One of the associated crossfeed valves (12 or 32) is not
closed.
(2 LH AND RH
AMBER LIGHTS)
BLEED-AIR PANEL
ISOL
MWS-16
The bleed-air isolation valve is closed.
FlightSafety
international

ILLUMINATION CAUSES (Cont)
ANNUNCIATOR

ANTI-ICING PANEL
ENG 1
ENG 2
ENG 3
Green light: The ENG 1, ENG 2 or ENG 3 switch is in the on

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.
WING
Green light: The WING switch is set to on and all the required
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
XFR
LDG
Either pilot or copilot regulation circuit is defective, and detection

and regulation is transferred to the opposite system (pilot or
copilot).
EXTERIOR LIGHTS PANEL
The LANDING switch is set to on.
MWS-17
FlightSafety
international

ILLUMINATION CAUSES (Cont)
ANNUNCIATOR

INTERIOR LIGHTS PANEL
FASTEN
BELTS
The FASTEN BELTS passenger ordinance sign is illuminated.
EMERG
LIGHTS
The EMERG LIGHTS selector is in the ON or OFF position, and

the aircraft is electrically powered.
The no smoking ordinance sign is illuminated.
LH
AVIONICS
RH
AVIONICS
OFF
OFF
MASTER
MASTER
AVIONIC MASTER SWITCHES
Switch illuminates when associated avionics is off.
MWS-18
FlightSafety
international
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.
APP-i
FlightSafety
FlightSafety
international
international
BRIGHT
TEST
LIGHTS
ENG 2 FAIL
FIRE
PWR
INC
DISCH
2
1
DIM
CMPTR 1
CMPTR 2
L AOA
CMPTR 3
OIL 1
OIL 2
OIL 3
L. PITOT
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
FUEL 1
FUEL 2
FUEL 3
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AOA
PROBE
HOT
BAT
XTK 2 *
OPEN
AIL
ZERO
ST BY
PITOT
L. WHL
OVHT
AUTO
SLATS
XTK 2 *
CLOSED
AIL
FEEL
REV
UNLOCK
ECU
OVHT
FUELING
AP
MISTRIM
BLEED
OVHT
COND'G
OVHT
#2 P BK
CABIN
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG
R. AOA
R. PITOT
R. WHL
OVHT
FLAP
ASYM
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
RESET
L AFCS
20c SAT 25c TAT 175KTAS

L AFCS FAIL
R AFCS MASTER
AP ENGAGED
BRT
R AFCS
400 600
ITT
C
400 600
800
200
ITT
C
FAULT
DISCH
2
1
FUEL
SHUT
OFF
FAULT
FIRE APU
0
TRANS
FAULT
FIRE 1
TRANS
FAULT
FIRE 2
FIRE 3
FIRE
BAG COMP
RH
AVIONICS
OFF
OFF
MASTER
MASTER
RESET
* ON AIRCRAFT WITHOUT ELECTRONIC TRANSFER VALVE XTK2,THESE LIGHTS ARE NOT FEATURED.
200
FUEL
SHUT
OFF
DISCH
2
1
TRANS
LH
AVIONICS
BAG ISOL
FUEL
SHUT
OFF
L AFCS

L AFCS FAIL
R AFCS MASTER
AP ENGAGED
BRT
R AFCS
400 600
800
200
ITT
C
800
AFT
CAB LAV
SMK SMK
BRT
IRS
IAS
M
SG
OFF
COMPOS
XFR
HSI
ADI
TGT
TGT
GCR
RCT
TEST
WX
50
100
STBY
200
GMAP 25
OFF
10
300
PRESET
GAIN
MODE
RANGE
TEST
L R
1/1
#2
ON
OFF
#1
OFF
1/2
BRAKE
PUMP 3
ST BY
PUMP
HYDR
ASKID
#1
PUMP 2
+15
TILT
_15
PASS ON
0
QTY PSI
4
3
2
1
0
X 1000
1/1
1/2
0
QTY PSI
HORN SIL
X 1000
TILT
_15
IAS
M
SG
OFF
COMPOS
HSI
ATC 1
E BAT 1
E BAT 2
OFF
ON OFF
ON OFF
ST-BY
PUMP
AUTO
AUTO
MAN
MAN
ON
IRS
XFR
E BAT
TONE
RESET
AUTO
4
3
2
1
0
+15
0
BRT
GALLEY
ON OFF
TRANSIT
HYDR
RCT
DEPLOYED
PUMP 1
GCR
TEST
WX
50
100
STBY
200
GMAP 25
OFF
10
300
PRESET
GAIN
MODE
RANGE
ADI
888
ATC 2
BATTERY 1
HOT
WARM
888
BATTERY 2
TEST
A/C 172
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AIR
BRAKE
FLIGHT
NORM
FLAPS
UP
SLATS
DN
40
0
120
20
100
20
N
%
800
NOSE
IRS 1
START
+ 100
100
GEN
+ 100
200
300
350
BAT 1
GEN 1
E BAT 2
TEST
XTK
P
U
L
L
CMPTR 2
MAN
LEVEL
APU
CMPTR 3
MAN
OFF
IGN 2
ISOL
IGN 3
AIR START
GRD
XTK 2
START
BOOSTER
NORM
ST-BY
OFF
MOTOR-START STOP
PRESS TO START
CABIN
CALL
SELCAL
FWD
AFT
VHF 1
VHF 2
X.BP
LP
LP
AUTO
OPEN
CLOSED
LEVEL
ISOLATION
X.BP
SPARE
HF 1
HF 2
VHF 3
AUTO
NORM
ON
HEAT
OFF
HOLD TO MOTOR
LAV
ATNDT
300
350
PRV 3
PRV 2
HP 1
X.BP
LEVEL
AUTO
OFF
IGN 1
200
100
BOOSTER
EXT POWER
AUTO
?0
_
GEN 3
GEN 2 BAT 2 APU
BOOSTER
CMPTR 1
GEN 2
DC SYSTEM
NORMAL
P
U
S
H
BAT 2
GEN 1 BAT 1 GEN 3
APU
U
N
L
O
C
K
25
BAT
GEN
V _ 30
HRZN IRS 2 IRS 3
?0
_
OIL
APU
RH
G
E
A
R
STOP
APU
TEST
V 30
200
400
600
MASTER
LANDING GEAR
T5
C
1000
40
80 60
20
BAT
GEN
MOVING
LH
25
20
0
7
ENG 1
FUEL SYSTEM
ENGINES
ISOL
PASSENGER
ENG 3
ENG 2
CREW
BAG
BLEED AIR
XFR
SPARE
PILOT
ST-BY
COPILOT
ENG 1
ENG 2
ENG 3
PILOT
WING
COPILOT
SIDE
MAX
NORM
OFF
WARM
OFF
OFF
180
180
160
160
140
140
120
F
120
F
BAT. TEMP.
A/C <172
ANTI-ICE
PITOT
LESS 50 F
HOT
PILOT
NAV
FAST
SLOW
OFF
ANTICOL
NAV
NAV-LOGO
OFF
TEST
WIPER
LDG
LANDING
ALL
RED
OFF
EXTERIOR LIGHTS
TAXI
WINDSHIELD
WING
FASTEN
BELTS
DOME
EMERG
LIGHTS
COPILOT
ARMED
ON
OFF
INTERIOR LIGHTS
FAST
SLOW
OFF
CABIN
ENTRANCE
OFF
WIPER
* *ON AIRCRAFT WITHOUT ELECTONIC TRANSFER VALUE XTK2,THE OVERHEAD PANEL DOES NOT FEATURE THE BLOCK DIAGRAM AND XTK2 SWITCH.
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COURSEWARE SUPPORTHURST
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 margin, 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. . .
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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 dAviation dAffaires
Bldg. 404, Aeroport du Bourget
93352 Le Bourget, CEDEX
FRANCE
Phone: +33 (1) 49-92-19-19
Fax: +33 (1) 49-92-18-92
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 manufacturers Airplane Flight Manual, Pilot Manual 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 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
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
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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
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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
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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
Revision 4.04
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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 manufacturers system
or operating manuals. The material presented has been prepared from the basic design
data. All subsequent changes in airplane appearance or system operation will be covered during academic training and subsequent revisions to this manual.
Chapter 1 covers the structural makeup of the airplane and gives an overview of the systems. 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
The Falcon 900 is manufactured by Avions
Marcel Dassault-Breguet Aviation. It is a
metal, low-wing, long-range, trijet monoplane with three Garrett TFE731-5AR or
-5BR turbofan engines. The No. 1 and No. 3
Revision 3
engines are pylon-mounted on the aft fuselage; the No. 2 engine is housed inside the aft
fuselage. The Falcon 900 is designed to accommodate up to 19 passengers. The airplane
features wing leading-edge slats which are
controlled from the cockpit or are controlled
automatically by the angle-of-attack sensors.
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The airplane is certificated in the transport

category for two-pilot operation and is approved for all-weather operation to a maximum
altitude of 51,000 feet. Extended overwater operations are authorized when the required
equipment is installed and operational.
STRUCTURES
GENERAL
The structural design of the airplane (Figure 11) conforms to the fail-safe structural concept.
The structure meets damage tolerance requirements and, therefore, as a whole, has no
life limit. The airplane is of all-metal semimonocoque construction, using sheet metal,
aluminum alloy, steel, glass fiber, plastics,
Kevlar, fabric, and other materials for secondary structure. The structure consists of
fuselage, wings, and empennage. The discussion on the fuselage includes the doors and
windows. The wings include integral (wet)
fuel tanks; fuselage tanks form a structural
part of the fuselage. General dimensions are
shown in Figure 1-2; Figure 1-3 shows the
areas of the airplane which use lightweight
structural materials.
Figure 1-1. Falcon 900
1-2
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63 FT 5 IN.
(19.33 m)
14 FT 7 IN.
(4.44 m)
24 FT 9 IN.
(7.55 m)
25 FT 2 IN.
(7.67 m)
WITHOUT SATCOM ANTENNA
25 FT 11 IN.
(7.90 m)
66 FT 4 IN.
(20.21 m)
WITH SATCOM ANTENNA
25 FT 11 IN.
(7.90 m)
66 FT 4 IN.
(20.21 m)
TECHNICAL CHARACTERISTICS
OVERALL LENGTH
OVERALL HEIGHT (EMPTY WEIGHT)
BEFORE SB F900-176
AFTER SB F900-176
SPAN
SWEEP AT QUARTERCHORD
GROSS WING AREA
EXTERNAL FUSELAGE DIAMETER
PASSENGER CABIN LENGTH
(WITH BAGGAGE COMPARTMENT)
CABIN WIDTH
CABIN FLOOR WIDTH
CABIN HEADROOM
20,21 m
66 FT 4 IN.
7,55 m
7,67 m
19,33 m
24 FT 9 IN.
25 FT 2 IN.
63 FT 5 IN.
29/2450'
49,00 m
2,50 m
11,90 m
2,34 m
1,86 m
1,87 m
527,44 SQ FT
98,4 IN.
468,0 IN.
92 IN.
73,1 IN.
74 IN.
PASSENGER CABIN VOLUME

COCKPIT VOLUME
MAIN ENTRANCE DOOR SIZE
FLOOR HEIGHT ABOVE GROUND
(MAXIMUM HEIGHT)
EMERGENCY EXIT SIZE
CABIN WINDOW SIZE
BAGGAGE COMPARTMENT DOOR SIZE
BAGGAGE COMPARTMENT VOLUME
WHEEL BASE
WHEEL TRACK
MINIMUM TURNING RADIUS
WITH NOSEWHEEL STEERING
36 m2
3,75 m2
0,8 M x 1,72 m
1271 CU FT
132,4 CU FT
31,50 IN. x 67,72 IN.
1,64 m
0,53 M x 0,91 m
0,38 M x 0,30 m
0,95 M x 0,75 m
3,6 m2
7,90 m
4,44 m
64.57 IN.
21 IN. x 36 IN.
15,08 IN. x 11,81 IN.
37,40 IN. x 29,53 IN.
127 CU FT
25 FT. 11 IN.
14 FT. 7 IN.
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
1-4
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FUSELAGE
Nose Cone
General
When unlatched by five latches, the pressurized nose cone can be slid forward and locked;
it can then be swung upwards for increased access and locked open by the action of the compensating rod (Figure 1-5). The nose cone
houses radar, avionics, and other equipment.
The fuselage is of all-metal, semi-monocoque

construction with circular bulkheads. It is divided into three major sections (Figure 1-4).
The nose section extends the length of the
radome to the forward cockpit bulkhead. The
center section extends from the forward cockpit bulkhead to the baggage compartment partition and includes the cockpit, passenger
cabin, lavatory, wing attach points, and front
and rear fuel tanks. The aft fuselage section
includes the baggage compartment and the
rear structure, which bears the empennage,
the aft equipment compartment, the APU, and
the three engines. The baggage compartment
is pressurized and accessible in flight.
Center Section
General
The center section is pressurized and includes
the cockpit, passenger cabin, and lavatory
(See Figure 1-4). The cockpit seats two pilots.
The main entry door is located on the left side
of the airplane immediately aft of the cockpit. 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
AFT
FUSELAGE
CENTER
SECTION
CONE
COCK-
PASSENGER
CABIN
PIT
LAV
BAG
EMPENNAGE
COMP
EMERGENCY
EXIT (RIGHT SIDE)
COMPENSATING
ROD
AFT
LEGEND
MAIN
ENTRY
DOOR
FUEL TANKS
BAGGAGE
DOOR
PRESSURIZED AREA
Revision 3
APU
EQUIP
COMP COMPARTMENT/
NO. 2 ENGINE
COMPARTMENT
WITH THRUST
REVERSER
NOSE CONE
IN OPEN
POSITION
SLIDE
Figure 1-4. Fuselage Sections
Figure 1-5. Nose Cone
1-5
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and passenger service units (oxygen masks,

gaspers, passenger ordinance signs and reading lights).
Cockpit
General
The cockpit is separated from the passenger
cabin by a partition and a sliding door. It is
sound-proofed and has thermal insulation.
Included is a coat closet on the left side and
either a second closet or a lavatory on the right
side. A jump seat is provided. The general layout
of the cockpit is shown in Figure 1-6. Some
instruments and equipment shown in the figure
are installed to meet customer requirements and
preferences and may vary from standard
configuration. A small door on the top of the
nose wheel well (Figure 1-7) allows
maintenance access to the instruments behind
the instrument panel.
Windshield and Windows

Cockpit windows include a three-part
windshield, a left sliding window, a right side
window, and two rear windows (Figure 1-8). The
windshield sections incorporate impact- and
shatter-resistant, electrically heated panels. The
side and rear windows are stretched acrylic. The
pilots forward side window may be opened on
the ground. If necessary, the window may be
opened in flight to aid in evacuation of smoke
and fumes or during landing if forward vision is
obscured. The window has a positive lock on the
inside of the window frame.
Seats
Two crew seats are easily adjusted for support
and comfort. The seats include quick-disconnect
combination lap belts and shoulder harnesses
with inertia reels, adjustable lumbar supports,
and vertical and horizontal adjustments. The seat
cushions are removable.
Cabin
Figure 1-6. Cockpit Layout (Typical)
1-6
General
The passenger cabin extends from the cockpit partition to the rear lavatory. It is thermally insulated and is equipped with side and
ceiling panels, consoles, window trim panels,
Interior seating arrangements (Figure 1-9) are

available for up to 19 passengers. Interior arrangements vary among airplanes because of
customer requirements and preferences. The
items which can be customized and tailored for
a customer include:
The arrangement of decorating elements
(furniture, partitions, seats, sofas, etc.)
The material used for trim paneling
Cabin equipment (galley, stereo, video,
refrigerator, bar, tables, etc.)
Cabin lighting
Location of front and/or rear lavatory
and the cabinetry
Main Entry Door

The main entry door is located on the left side of
the cabin immediately aft of the cockpit (Figure
1-10). It opens outward and down. Integral stairs
and handrail are provided. Door opening is
dampened by glass fiber leaf springs and two
telescopic rods which limit travel. The door may
be opened from either the inside or outside. A
key lock is provided on the exterior for security
when the airplane is unattended. The CABIN
light in the cockpit illuminates when the door is
not fully closed and locked.
Emergency Exit
An emergency exit is located on the right side
of the cabin at the eighth window aft (Figure 111). The exit is locked in a frame and includes
a quick-unlock mechanism which can be
operated from either inside or outside the
airplane. Unlocking is controlled from the
inside with a handle and from the outside by
means of a pushbutton which is in permanent
contact with the inside handle. The emergency
exit is not connected to the door (open)
warning system. A REMOVE BEFORE
FLIGHT pin can be installed for ground
security to prevent hatch opening.
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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
Twenty-four stretched acrylic windows are
installed in the cabin (Figure 1-12). The eighth
window aft on the right side is installed in the
emergency exit.
Lavatory
The rear lavatory is located immediately aft
of the passenger cabin. It includes a toilet
with outside drain (right side) and a vanity cabinet 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
1-8
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Aft Fuselage
General
The aft fuselage section (See Figures 1-4 and 113) includes the baggage compartment and the
rear structure which bears the empennage, the aft
equipment compartment, the APU, and the three
engines. The pressurized baggage compartment
is located in the forward part of the aft section
and is accessible in flight. The unpressurized aft
equipment compartment is located immediately
aft of the baggage compartment and houses the
No. 2 engine electronic fuel computer and
hydraulic and air-conditioning components.
Access to the aft equipment compartment is
through a door with an attached step ladder on
the underside of the airplane. The door is
connected to the REAR DOORS (open) warning
light. The auxiliary power unit is located in a
fire-proof compartment under the No. 2 engine
air intake.
Baggage Compartment
Access to the pressurized baggage compartment (Figure 1-14) is through the door located in the aft partition of the lavatory and the
exterior door on the left side of the airplane.
The exterior door closes electrically and has
an integral ladder which, when stowed, contacts a microswitch located under the third
step, allowing the door motor to be powered.
The door has a key lock for security. Door
opening is annunciated in the cockpit by the
REAR DOORS light.
The exterior door is closed using the UP switch
located inside the door control access panel left
of the door. Note the placard on the panel: BEFORE CLOSING DOOR STOW LOWER
STEP. The door handle must be manually rotated to unlock and lock the door.
NOTE
When the UP button is pushed, the
motor runs for 15 seconds. Power to
the motor can be interrupted by positioning the locking handle to
LOCKED or operating the DOWN
button located inside the door access panel. Power for the motor is directly from the battery bus.
EMPENNAGE
The empennage (Figure 1-15) consists of the horizontal and vertical stabilizers. The horizontal
Figure 1-13. Aft Fuselage

Revision 3.01
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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 vertical and horizontal stabilizers are metal, using
spars and stressed-skin construction. The leading edge of the horizontal stabilizer is moveable 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 double-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 leadingedge slat
Three airbrake panels on the top surface
Two flaps on the trailing edge
One aileron
The wing box structure forms one large integral (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 leading-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
Figure 1-14. Baggage Compartment
1-10
The airplane electrical system is a 28.5-VDC

(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 system backup power and a power source for internal engine starting. A ground receptacle
provides for electrical supply from an external DC ground power unit. Equipment which
requires stabilized 115-VAC, 400-Hz or 26VAC, 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, anticollision, wingtip strobe, landing and taxi
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 reading. Cabin lighting provides illumination for
warning signs and specific area illumination
for passenger safety and convenience.
TIP FAIRING
AILERON
OUTBOARD
SLAT

The Falcon 900 warning system provides warning to the crew of airplane equipment malfunctions, indications of unsafe operating
conditions which require immediate attention, and indications that a particular system
is in operation. Aural warning is also used to
draw attention to selected situations. The master warning panel is mounted in the left center instrument panel.
FUEL SYSTEM
Figure 1-15. Empennage
During normal operations, the Falcon 900 fuel

system consists of three separate subsystems:
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 airplane may
be pressure- or gravity-refueled.
Fuel storage consists of three tank groups: the
left wing and center wing, the forward and rear
fuselage, and the right wing and center wing
Revision 2
LOAD-CARRYING
UPPER PANELS
FLAPS
AIRBRAKES
AFT SPARS
INBOARD
SLAT
FORWARD SPAR
LOAD-CARRYING
LOWER PANELS
Figure 1-16. Wing
1-11
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tanks. Total usable fuel capacity is 19,065

pounds; an additional 119 pounds is unusable.
Low-pressure fuel is supplied to the enginedriven fuel pumps by combined pressurization
and boost pumps. In addition, the submerged
boost pumps supply fuel for crossfeed operations, tank-to-tank transfer, and motive-flow
fuel for fuel transfer. Fuel quantity is monitored
by a DC-operated capacitance system. Singlepoint pressure refueling may be accomplished
for full or partial tanks. Gravity refueling ports
are located in the left and right wings. Drain
valves are provided to check for fuel contamination. All tanks are automatically pressurized
by low-pressure bleed air as soon as either the
No. 1 or the No. 2 engine is started.

A Garrett auxiliary power unit is located in a
fire-proof compartment in the tail cone beneath
the No. 2 engine air intake. It is certificated for
ground use only. The APU provides DC electrical power when the engine generators are
not on the line, charges the airplane batteries
when the unit is operating, and may be used to
assist engine starting to prolong battery life. The
APU provides reduced starting time, starting
when the battery is low, and satisfactory cold
weather starting. In addition, the APU supplies
bleed air to the airplanes environmental system for ground heating and cooling.
POWERPLANT
Thrust is supplied by two aft-fuselage, pylonmounted engines and one centerline-mounted
engine inside the tail cone. The engines are
manufactured by Garrett Turbine Company at
Phoenix, Arizona, a division of the AlliedSignal Aerospace Company. The engines are
designated TFE731-5AR-1C or TFE731-5BR1C and are forward fan, two spool (low and
high pressure) engines which develop 4,500
pounds of static thrust at sea level at 73.4F
(23C) for the TFE731-5AR-1C and 4,750
pounds of static thrust at sea level at 77F
(25C) for the TFE731-5BR-1C. Each engine
includes a lubrication system, fuel and ignition systems, fire detection and extinguishing
systems, and engine anti-ice systems. Highly
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efficient fuel scheduling is accomplished by

an electrohydromechanical fuel control and a
digital engine electronic fuel computer. The
fuel computer automatically maintains an economical and precise fuel schedule throughout
the entire spectrum of atmospheric and thrust
requirements. High- and low-pressure bleed air
is extracted from the compressors for pressurization, air conditioning, anti-icing, and
other airplane systems. The No. 2 engine only
is equipped with a thrust reverser.
FIRE PROTECTION
Fire/overheat can be detected in the three engines, auxiliary power unit, and main landing
gear wheel wells. The baggage compartment
has an optical smoke alarm installed. Visual
warning is displayed on the cockpit fire extinguisher panel and master warning panel; an
audible warning is provided by a warning
horn. Wheel well overheat (from retraction
of a hot brake) is indicated by annunciator
lights only. Five fixed Freon (Halon 1301 in
the United States) fire extinguishers are controlled by the extinguisher control switches located on the cockpit fire extinguisher panel.
For the No. 1 and No. 3 engines, a single bottle is fired. For the No. 2 engine, two extinguisher bottles are fired simultaneously
because of the greater nacelle area. The fifth
bottle is for use in either the baggage compartment or APU area. Two portable fire extinguishers are located in the cockpit and
cabin, respectively.
PNEUMATICS
High- and low-pressure engine bleed air is
extracted from each engine compressor and is
used to maintain the desired cabin and cockpit temperature and pressurization. A single
engine is capable of furnishing bleed air to support the total conditioning and pressurization
system. APU bleed air is available when on the
ground. Bleed air is also used for wing leading-edge slat heating, engine air intake antiicing, and No. 2 engine S-duct anti-icing.
Low-pressure bleed air (from main or auxiliary source) is available as soon as an engine
is started. There are no low-pressure bleed-air
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shutoff valves. High-pressure bleed air is controlled by valves activated from the cockpit.
Bleed system operation is monitored
by sensors that cause illumination of lights on
the master warning panel.

The Falcon 900 is approved for flight into
known icing conditions when the required
equipment is installed and operational. The
wing leading-edge slats and the No. 2 engine
S-duct are anti-iced by engine bleed air supplied from the engine low-pressure and highpressure bleed ports. Each engine nacelle is
anti-iced from the related engine high-pressure
bleed-air port. An electropneumatic valve either isolates or supplies the system. The three
front windshield panels are heated by 28 VDC
from two separate buses: A3 for the pilots window and the left half of the center window
and B3 for the copilots window and the right
half of the center window. The side windows
are electrically heated by two bus systems
separate from the windshield heating: bus A2
supplies power to heat the forward side windows, and bus B1 supplies heating power for
both aft windows. The pitot-static, angle-ofattack, and temperature probes are electrically heated from buses A1 and B2. The pilots
and copilots windshield wipers are powered
from buses A2 and B2, respectively.
AIR CONDITIONING
Air supply for air conditioning is taken from
the low- and high-pressure bleeds of each engine. The air passes through a ram-air heat exchanger and then an environmental control
unit (ECU). Precooling of engine bleed air is
accomplished in the ram-air heat exchanger either by ram air when in flight or by the turbofan
when on the ground or during slow airspeeds.
The bleed air then flows to the turbocooler
where the conditioned air temperature is regulated by the amount of air allowed to pass
through the turbine. The more air that passes
through the turbocooler, the cooler the temperature of the conditioned air. The more air
that is allowed to bypass the turbocooler, the
warmer the temperature. The conditioned air
is then routed through a water separator to reRevision 3
move moisture. Any engine or APU bleed air

can be used for the air-conditioning system
when on the ground; only engine bleed air can
be used when airborne. Full-range manual
control of temperature is available in the event
of malfunction of automatic features.
PRESSURIZATION
The cabin is pressurized by engine bleed air
through the air-conditioning system. In automatic mode, the system ensures a maximum
cabin altitude of 8,000 feet at a pressure altitude of 51,000 feet. Zero cabin altitude can be
maintained up to 25,300 feet. Maximum differential pressure is 9.6 psi. Cabin pressure is
automatically controlled by two outflow/safety
valves installed in the rear partition of the lavatory above the baggage compartment door.
Both valves are pneumatically connected and
operate together by the difference between
cabin and ambient pressures. These valves
govern the exhausting of cabin air to the atmosphere. Safety devices completely shut off
the outflow when the cabin altitude reaches a
preset value. The nose cone has its own overpressure safety system. Full-range manual control of pressurization is available in the event
of malfunction of the automatic features.

The airplane has two independent hydraulic
systems which cannot be interconnected and
an auxiliary system. The systems use hyd 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
(NATO codes H515 or H520) or AIR 3520B.
Main hydraulic power is supplied by three
self-regulating pumps driven by the corresponding engine accessory gearbox. Each
pump delivers a regulated pressure output of
2,987 50 psi (200 3.5 bars). An electric
motor-driven standby pump is used to provide standby (auxiliary) pressure to the No.
2 system should the engine-driven pump fail.
It can also be used for testing either system
on the ground; selection of the test mode is
made with a selector located in the aft equipment compartment. External hydraulic cart
connections are provided for ground checks
and maintenance testing of each system. The
hydraulic power systems provide pressure for
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actuation of the landing gear, slats, flaps,

wheel brakes, emergency and parking brakes,
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 ,
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
Arthur Q unit and elevator Arthur unit, and
thrust reverser.

The Falcon 900 has retractable tricycle landing
gear consisting of a dual-wheel main gear and
a dual-wheel, steerable nose gear. The landing
gear, wheel brakes, and nosewheel steering are
all actuated by hydraulic pressure. When retracted, all gears are completely enclosed by
doors. The nose gear will turn 60 either side
of center and features an antishimmy system.
The nose gear is self-centering after lift-off.
The antiskid system is available with the normal braking system only; it modulates brake
pressure from touchdown to low speed to minimize braking distances. The hydraulic brakes
are used for normal and emergency braking and
for parking.
FLIGHT CONTROLS
Primary flight controls include ailerons, rudder, and elevators. All are hydraulically
boosted but can be manually actuated in the
event all hydraulic systems fail. Aileron and
rudder trim is hydraulic, initiated by electric
motors. All gust damping is hydraulic, but is
not dependent on hydraulic pressure, and will
operate automatically if a hydraulic system
fails. A hydraulically actuated, autopilot servocontrolled yaw damper dampens yaw oscillations. The movable horizontal stabilizer is
trimmed electrically. The secondary flight
controls consist of trailing-edge flaps, leading-edge slats, and airbrakes. They are electrically controlled and hydraulically actuated.
AVIONICS
The Falcon 900 avionics consists of the pitotstatic and air data systems, the automatic flight
guidance and control system, and other associated avionics and communications systems.
Many optional avionics are available for installation to satisfy special customer requirements and preferences in equipment.
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The pitot-static system includes three pitot

probes, six static air ports, and a ram-air temperature sensor, which serve the air data computers, selected airplane systems, and
associated pilot and copilot instruments.
The standard automatic flight guidance and
control system includes the air data system, the
autopilot and flight director, the inertial reference system, and the Sperry EFIS electronic
flight instrument system. The flight director
function can be used independently of the autopilot with the pilot steering the airplane to
satisfy the flight director commands as programmed, or the autopilot may be coupled to
automatically steer the airplane to satisfy
flight director commands as programmed. The
yaw damper system operates independently of
the autopilot and may be engaged with or without the autopilot engaged.
The Sperry flight management system is a
comprehensive computer which integrates the
use of multiple navigation systems and sensors
and blends them into a single integrated position, using the best characteristics of each
type of sensor.
Falcon 900 communications equipment includes interphone, public address, air-toground, and navigation systems.
OXYGEN SYSTEM
The Falcon 900 oxygen system provides oxygen for crew and passenger use from one highpressure steel cylinder located aft of the
entrance door under the left-side floor. In flight,
oxygen is available to each pilot at all times
through a quick-donning mask with a built-in
regulator and microphone. The passengers
oxygen is available automatically at high cabin
altitudes or manually any time at the pilots discretion. Passengers can receive two different
pressures, depending on the controller setting
on the copilots console. Oxygen for therapeutic purposes is available at all times at selected cabin outlets. The pressure gage is
installed on the copilots side panel and reads
cylinder high pressure. The gage is used as a
quantity gage and is scaled from 0 to 2,200 psi.
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Takeoff and accelerate-stop distance
LIMITATIONS
Brake energy
GENERAL
Climb gradients
The limitations presented in this chapter focus

primarily on the operational capabilities of
the airplane. Specific system limitations are
provided in the individual systems chapters
with the exception of instrument markings
and placards which are presented in this chapter. Refer to the FAA-approved AFM for complete limitations listings.
Landing
WEIGHT (STRUCTURAL)
General
Maximum ramp:
5AR .................... 45,700 lb (20,730 kg) or
46,700 lb (21,183 kg)
5BR ........................ 46,700 lb (21,183 kg)
The center-of-gravity limits are expressed in

percent of MAC (mean aerodynamic 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.
Maximum takeoff:
5AR .................... 45,500 lb (20,639 kg) or
46,500 lb (21,092 kg)
5BR ........................ 46,500 lb (21,092 kg)
Datum
Maximum landing .... 42,000 lb (19,051 kg)

Maximum zero fuel:
5AR .................... 28,200 lb (12,800 kg) or
30,870 lb (14,002 kg)
5BR ........................ 30,870 lb (14,002 kg)
Minimum
flight weight .............. 20,700 lb (9,390 kg)
WEIGHT (PERFORMANCE)
General
The approved maximum weights indicated
above may be reduced for compliance with
certification performance requirements, as
follows.
Takeoff
The landing weight, as limited by:

Approach and landing climb gradients
Available landing field length
CENTER OF GRAVITY
Datum is 25% of MAC; it is marked on the airplane exterior and coincides with fuselage
station (FS) 420.43 inches (10,679 mm). (FS)
0 is the forward end of the airplane nose cone.
Mean Aerodynamic Chord

Length is 113.69 inches (2,887.7 mm).z
Zero percent MAC is at FS +392 inches
(9,957 mm).
LOADING
The airplane must be loaded in compliance
with the Center-of-Gravity Limits chart in
the Limitations section of the AFM.
Information for control of the airplanes
weight and balance is included in Loading
Manual DTM9821.
The following baggage compartment values
must not be exceeded while loading the airplane: 2,866 lb (1,300 kg), not to exceed 123
lb/sq ft (600 kg/sq m).
The takeoff weight, as limited by the most restrictive of the following:
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OPERATING
Types of Operation
This airplane is certificated in the transport
category and is eligible for the following
kinds of operation when the appropriate
equipment and instruments required by the
airworthiness and/or operating regulations
are installed and approved and in operable
condition:
Day and night VFR if permitted by the
flight regulations of the country over
which the airplane is flying
IFR and automatic approaches to
Category I and II weather minimums
Extended overwater operation
Flight into icing conditions
Altitude
Maximum operating altitude is 51,000 feet.
Flight Maneuvering
Load Factors
Flaps retracted ..................... +2.53 to 1 g
Flaps extended ......................... +2.0 to 0 g
These load factors limit the permissible
bank angles in turns and the severity of pullup
maneuvers.
Enroute
Ambient temperature ............... Refer to the
Temperature and Altitude
Limitations chart in the
Limitations section of
the AFM.
One or two engines
inoperative ...... Refer to the Performance
section of the AFM.
Minimum Flight Crew

The minimum flight crew is one pilot and one
copilot.
AIRBRAKES
Airbrakes must not be extended in flight within
300 feet AGL.
Takeoff and Landing

Weights............. See Weight (Performance)
in Limitations, this chapter.
Airport pressure
altitude .................. 1,000 to +14,000 feet
Runway slope ................................. 2.5%
Tailwind component at takeoff:
Airplanes fitted with tires approved for
210 mph
Pressure altitude of airport from
1,00010,000 feet . . . . . . . .10 knots
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Pressure altitude of airport

>10,000 feet . . . . . . . . . . . . . 4 knots
Airplanes fitted with six tires
approved for 225 mph . . . . . . . 10 knots
Tailwind component at landing:
Airplanes 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
AIRSPEED
General
Unless otherwise specified, airspeed limits
are expressed in terms of indicated values.
Instrument error is assumed to be zero.
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Maximum Operating Speed

Limit (VMO/MMO)
V LO /M LO is the maximum speed at which it

is safe to extend or retract the landing gear.
Refer to the V MO /M MO Envelope chart in the

Limitations section of the AFM.
Maximum Landing Gear

Extended Speed (VLE/MLE)
V LE .......................................... 245 KIAS
CAUTION
M LE .............................................. 0.75 m
The maximum operating speed limit

(V MO /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 in compliance
with approved procedures.
V LE is the maximum speed at which the airplane can be safely flown with the landing
gear extended and locked.
Maneuvering Speed (VA)
Minimum Control Speed

(VMCA)
Maximum maneuvering
speed (VA ) ................................ 228 KIAS
CAUTION
Full application of rudder or
aileron controls, as well as maneuvers that involve angles of
attack near the stall, must be
confined to speeds below VA .
High-Lift Devices Operating or

Extended Speed (VFE)
VMCA with
TFE731-5AR-1C engines ............ 83 KCAS
VMCA with
TFE731-5BR-1C engines ......... 85.5 KCAS
Miscellaneous Limit Speeds

Windshield wiper operating ....... 215 KIAS
Direct vision
window opening ........................ 215 KIAS
Tire speed .............. 182 knots groundspeed
Flaps 7 + Slats ......................... 200 KIAS

Flaps 20 + Slats ....................... 190 KIAS
Flaps 40+ Slats ........................ 180 KIAS
With Type VI tires .. 195 knots groundspeed
Stall Speed
CAUTION
CAUTION
Above 20,000, feet do not establish or maintain a configuration

with the flaps or the slats extended.
Do not intentionally fly the airplane

slower than initial stall warning
onset.
Maximum Landing Gear

Operating Speed (VLO/MLO)
V LO .......................................... 190 KIAS
M LO .............................................. 0.70 m
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CHAPTER 2
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
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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
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TABLE
Table
2-1
2-iv
Title
Page
Electrical Power Sources .................................................................................... 2-26
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CHAPTER 2
G
EN PL
#1 IL
O
DC
#1 EN
G
FF
O
RV M
T
SE TE
#1 SYS
HO
T
T
BA
BA
ACEN
G
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 manufacturer, the certification agency of the country of origin, and the Federal Aviation Administration.
GENERAL
The Falcon 900 uses DC power for control,
operation, and indication of the various systems
installed in the airplane.
DC power is provided by conventional nicad or
optional lead-acid batteries and engine-driven
starter-generators. An APU-driven startergenerator and a GPU generator may be used to
power the DC system when the airplane is on the
ground.
Revision 3
The Falcon 900 is unique since it does not use

conventional inverters to provide the 115- and
26-volt requirements of the airplane. The equipment requiring AC power contains integral
inverters which produce the required power for
operation of this particular equipment. Solid state
inverters may be installed to satisfy various customer options.
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DC POWER SYSTEM
GENERAL
The DC power system of the Falcon 900 is a
conventional 24- to 28.5-volt system, which has
four power sourcesbatteries, engine-driven
starter-generators, and an APU-driven startergenerator for ground operation only. Provisions
are also incorporated to provide DC power from
a ground power unit (GPU).
The batteries provide the basic source of DC
power to the entire distribution system, surge
damping for the generators, as well as power
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
generators fail.
Any engine-driven generator is capable of powering the entire DC system, providing battery
charging, and, through a logic system, assisting engine starting.
The APU-driven starter-generator is also capable of powering the entire DC system, in addition to charging the batteries and assisting in
engine starting, while the airplane is on the
ground.
An approved GPU may be used for prolonged
periods to power the DC system to facilitate
maintenance and servicing. The GPU may also
be used for engine starting, but it cannot be used
to charge the batteries, unless a GPU aircraft
battery charging system option is installed on the
aircraft.
Figure 2-1 depicts the major electrical components
of the DC power system and their locations.
DISTRIBUTION BUSES
DC power distribution is achieved by a multiplebus system consisting of eight separate buses,
as follows: battery bus, starter bus, left main
bus, right main bus, bus A1, bus A2, bus B1,
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
RIGHT CABINET
ELECTRICAL CONNECTIONS
PRINTED CIRCUIT BOARDS
ELECTRICAL RELAYS
Figure 2-1.
2-2
LEFT CABINET
ELECTRICAL CONNECTIONS
PRINTED CIRCUIT BOARDS
ELECTRICAL RELAYS
DC Power System Components and Locations
Revision 3.01
SLATS
BATTERY BUS
RIGHT MAIN BUS
(SPARE) B4
COPILOT FRONT
WINDSHIELD B3
FIRE EXTINGUISHERS
POWER SUPPLY
71L1 (LIGHTS 1)
FUELING
ENG MONITOR
REAR COMPT LTS
FWD TOILET LIGHT
AFT TOILET LIGHT
AISLE LIGHTS
STEP LIGHTS
FR 5 STAIR LIGHTS
LH (RH) PYLON LT
FR 5 BAG LIGHT
FUEL COUPLING LT
FUEL PANEL CTL LT
71L2 (LIGHTS 2)
BAG COMP DOOR CONT
COCKPIT DOME LIGHTS
MECHANICS PANEL
AISLE LIGHT
BAG COMP DOME LIGHT
23CM
(71L2)
(71L1)
(1W)
130A
80A
80A
PILOT FRONT
WINDSHIELD A3
GALLEY 2 BAR
A6
GALLEY 1 BAR
A4
OFF
R AV
MASTER
L AV
MASTER
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AVIONIC
MASTER
AVIONIC
MASTER
DC Distribution Buses
2-3
Figure 2-2.
PANEL
CENTER
CIRCUITBREAKER
PANEL
LEFT CIRCUITBREAKER
PANEL
130A
R BUS
TIED
START BUS
STANDBY HYDRAULIC
PUMP A5
(4PA) BUS TIED
OFF
L BUS
TIED
130A
130A
80A
150A
150A
150A
TO EXT
POWER
CONTACTOR
BUS B2
BUS B1
BUS A2
BUS A1
FLIGHT
NORM
(14P)
25
25
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V 30
0
225A
LEFT MAIN BUS
V 30
BAT
GEN
20
MAIN BUS-TIE
ROTARY SELECTOR
BAT
GEN
20
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Circuit-Breaker Panels
Figure 2-3.
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The DC distribution system normally operates

as independent left and right systems. These two
systems may be interconnected, when and if
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
a GPU is connected and selected for operation.
This will be described in detail later in this
chapter.
PROTECTION
Circuit protection is provided by conventional
trip-free circuit breakers (Figure 2-3) located
above the overhead panel. Feeder cables are protected by current limiters. Special anticrush
sheathing is provided for the battery cables,

which can provide thermal protection up to a
temperature of 250C.
INDICATION AND WARNING

Voltmeters and ammeters on the overhead switch
panel (Figure 2-4) provide crew indication for
the DC power system. The voltmeters are
directly connected to their left or right main bus.
The ammeters are selective, and each is controlled by an associated three-position ammeter
selector switch located below the instrument.
Lights on the warning panel (Figure 2-5 and
Appendix B) alert the crew to malfunctions in
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.
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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.
2-6
Battery Installation and Ventilation
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BATTERIES
General
Two 26-volt, 23-ampere-hour, steel-cased,
nickel-cadmium batteries are mounted near the
main electrical box (Figure 2-6) in the rear compartment. Batteries with a capacity of 36 ampere
hours are also available as an option. Each
battery contains 20 cells. The batteries are
connected by standard quick-disconnect
adapters.
protrudes through the lower fuselage skin. The

protruding section is scarfed to create a low pressure in the vent duct during flight, resulting in
continuous ventilation.
On the ground the battery blower is operational
when the BAT 2 switch is on and the power
selector switch is at the NORMAL position.
Monitoring
Aircraft <172
Ventilation
The batteries are ventilated on the ground and
in flight. An electrical battery blower (Figure
2-6) provides ventilation on the ground. The
blower forces air through the battery cases,
which exhausts into a Y-shaped duct. The duct
Battery temperature is continuously monitored

by probes installed between battery cells. The
temperature signals are amplified and transmitted to a dual-scale, dual-needle gage (Figure 2-7)
located on the lower right side of the copilots
instrument panel. The scales are calibrated in
degrees up to 190F and are color-coded
A/C <172
ILLUMINATES
AT 120F
LIGHT
WARM
OFF
180
OFF
180
160
160
140
140
120
120
BAT.
LESS 50F
HOT
LIGHT ILLUMINATES AT
150F (SNs PRIOR TO 172 WITHOUT SB-94)
OR AT 160F (SNs 172 AND SUBSEQUENT)
2
TEMP.
TEST
Figure 2-7.
Revision 4
Battery Temperature Monitoring System
2-7
FlightSafety
international
green, amber, and red. The green range extends

from 100 to 120F, the amber range from 120 to
150F, (SNs 132 and subsequent to 160F) and the
red range from 150 to 190F (SNs 132 and subsequent from 160F to 190F). The dial face has two
lights, one amber and one red. The amber light
comes on when a battery temperature exceeds
120F. The red light comes on when a battery temperature exceeds 150F (SNs prior to 172 without
SB-94) or 160F (SNs 172 and subsequent).
This red light operates in conjunction with the
HOT BAT light on the warning panel (Appendix
B). The instrument may be tested by a pushbutton switch labeled TEST near the gage.
When this switch is pushed and held, the needles
move up scale, and the amber and red lights
come on as the needles pass through 120 and
150F, respectively.
The word OFF is printed at the top of each
scale. If the sensors on the battery are disconnected, the affected scale needle will go to
the OFF position. The battery-temperaturesensing system includes an extended-range
selector push-button switch, labeled LESS
50F, located near the gage. When battery temperature is low, pushing this button adds 50F to
the battery temperature indication, so subtract
50F from the indicated test reading to obtain
the actual battery temperature.
Aircraft 172
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 graduated from 32 to 200F.
A HOT light illuminates to indicate that the relevant battery temperature is 160F. This light is
coupled to the HOT BAT light on the warning
panel.
A TEST test button located next to the indicator
allows testing of the battery temperature indicator. If the test is correct, the indicator displays
TEST GOOD otherwise it displays TEST ERR.
In case of thermistor short-circuit or open circuit (thermistor disconnected), the indicator
displays ERR.
Control
The batteries are controlled by individual twoposition magnetic switches labeled BAT 1 and
BAT 2 on the overhead switch panel (Figure
2-4). These switches trip to the off (down)
position when the associated make-and-break
switch opens due to excessive current flow to the
batteries. The switches also act as reset switches
for the make-and-break switches when moved to
the on (up) position, provided that the cause of
the trip has cleared.
When both battery switches are off (down) and
both batteries are installed and connected, their
output is supplied directly and in parallel to the
battery bus through a circuit breaker and diode
for each battery. Battery power is now available
for certain essential services, which will be described later under DC power Distribution.
888
BATTERY 1
HOT
888
When the relevant battery temperature is <32F

(0C), the indicator displays COLD. When the
relevant battery temperature is >200F (93.3C),
the indicator displays HOT.
A WARM light illuminates to indicate that the
relevant battery temperature is 120F.
BATTERY 2
TEST BUTTON TESTS

THE BATTERY TEMPERATURE
INDICATOR
Figure 2-7A.
2-8
WARM
TEST
Battery Temperature
Indicator (A/C 172)
Revision 4
FlightSafety
FlightSafety
international
international
Revision 4
WINDOWS
B3
B2
REVERSE
CURRENT RELAY
BUS-TIE
ROTARY
SELECTOR
Figure 2-8.
GENERATOR 2
G2
START
CONTACTOR
TO
AMMETER
BATTERY 2
CONTACTOR
BATTERY
BUS
GPU RECEPTACLE
GPU CONTACTOR
TO
AMMETER
APU
BATTERY 1
CONTACTOR
G3
GENERATOR 3
TO AMMETER
START CONTACTOR
START
CONTACTOR
START
CONTACTOR
TO
AMMETER
G1
GENERATOR 1
DC SYSTEM
TO
AMMETER
BATTERY 2
COCKPIT
DOME LIGHT
TO
AMMETER
BATTERY 1
NORM
EXT POWER
GEN
GEN 1
BAT 1
GEN 3
STARTING
BUS
APU
BAT 2
GEN 3
GEN 2
GEN 2
BAT 2
BAT 1
GEN 1
STOP
Batteries Installed and Connected, All Switches Off
80A
130A
130A
B1
GROUND
BATTERY POWER
225A
RH
MAIN BUS
BUS-TIE
RELAY
LH MAIN BUS
150A
130A
LEGEND
GALLEY 2 BAR
A6
HYDRAULIC
STANDBY PUMP
A5
GALLEY 1 BAR
A4
WINDOWS
A3
150A
80A
REVERSE
CURRENT RELAY
REVERSE
CURRENT RELAY
GEN 2 BAT 2 APU
WARNING
PANEL
APU
OIL
Battery power is available directly to the singlepoint refueling panel, the fire extinguisher system,
the outboard slats, and the generator excitation circuits regardless of battery or generator switch
position. In addition, both batteries supply
power directly to the main electrical box in the
rear compartment; however, this power is not
APU
The battery bus is a hot bus since it is continuously

powered when either battery is installed and
connected.
START
Battery Bus Circuits
130A
150A
HOT
BAT
BAT 1
BAT 2
GEN 3
GEN 2
BUS TIED
GEN 1
DIM
NOTE
The battery power distribution as described
in Figures 2-9, 2-10, 2-11, and 2-12 is not
to be construed as procedural. Indiscriminate use of battery power produces
rapid depletion of the batteries. A charging source must be made available for the
batteries as soon as practical.
BUS A2
FIRE
TEST
LIGHTS
The left and right voltmeters indicate the voltage of battery 2.
FIRE
EXTINGUISHERS
When the airplane is on the ground and the BAT

2 switch is on, the battery ventilation blower is
operating. Unlike battery 1, battery 2 does not
connect directly to the start bus when the BAT 2
Figure 2-12 depicts that the power selector

switch is in the NORMAL position, the BAT
1 switch is off, and the BAT 2 switch is on. Battery 2 is connected to all DC buses except the
start bus. The bus tie in this case is closed; therefore, battery 2 is powering the entire DC system.
A
Figure 2-10 depicts that the BAT 2 switch is on,

the power selector switch is at NORMAL, and
all other switches are off. The battery 2 makeand-break RCR closes and connects battery 2
to the right main bus. Power from the right main
bus is supplied to bus B1 and bus B2 through
current limiters. The left main bus is not powered
since the bus tie is open. When the battery
2 make-and-break RCR closes, it removes a
ground from the BAT 2 light, which goes out,
indicating that battery 2 is connected to the right
main bus. The voltage of battery 2 is indicated
on the right voltmeter.
BRIGHT
Figure 2-9 depicts that the BAT 1 switch is on,

the power selector switch is at NORMAL and
all other switches are off. The battery 1 contactor and battery 1 make-and-break switch simultaneously close. The battery 1 contactor connects
battery 1 to the start bus, and the make-and-break
reverse current relay (RCR) connects the start
bus and battery 1 to the left main bus. The battery 1 contactor and the battery 1 make-andbreak RCR each remove a ground from the BAT
1 light, which goes out, indicating that battery
1 is powering the start bus and the left main bus.
The power from the left main bus is supplied
through current limiters and feeder cables to bus
A1 and bus A2 (Figure 2-2). The right main bus
is not powered since the bus tie is open. The left
DC voltmeter indicates the voltage of battery 1.
The power selector switch must be in the NORMAL position since the control power for both
the battery 1 contactor and the battery 1 makeand-break RCR is routed through the NORMAL
contacts of this switch.
Figure 2-11 depicts that both battery switches

are on, the power selector switch is at NORMAL
and the bus-tie switch is open. Battery 1 is powering
the left main bus and buses A1 and A2,
as previously described in Figure 2-9. Battery
2 is powering the right main bus and buses B1
and B2, as shown in Figure 2-10. Since the bus
tie is open, there is no connection between the
left and right bus systems.
FLIGHT NORM
Figure 2-8 depicts that the batteries are installed

and connected. They are supplying the battery
bus in parallel through a circuit breaker and
diode for each battery. Essential features such as
baggage door motor operation and lighting are
only available when any battery or engine generator switch is on.
switch is turned on. It does, however, supply the

start bus (through the battery 2 contactor) during
engine and APU starting. For information
on engine and APU starting, see Chapter 7,
Powerplant, or Chapter 6, Auxiliary Power
Unit in this training manual.
OVERHEAD PANEL
Operation
BUS A1
2-9
2-10
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
BAT 1
GEN 1
BAT 2
GEN 3
DC SYSTEM
GEN 3
GEN 2
APU
NORM
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
CONDITIONS:
BUS TIE OPEN, POWER
SELECTOR SWITCH
IN NORMAL
150A
BUS A1
G1
130A
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
BUS A2
G3
80A
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
TO
AMMETER
LH MAIN BUS
START
CONTACTOR
APU
GALLEY 2 BAR
A6
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
GPU CONTACTOR
TO
AMMETER
EXT POWER
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
GROUND
RH
MAIN BUS
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
BATTERY 2
130A
B1
TO
AMMETER
START
CONTACTOR
GENERATOR 2
130A
B2
TO
AMMETER
WINDOWS
B3
G2
Figure 2-9.
international
80A
Battery 1 Switch On, All Other Switches Off
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A

START
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
GEN 1 BAT 1 GEN 3
GEN 3
GEN 2 BAT 2 APU
DC SYSTEM
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
CONDITI0NS:
BUS TIE OPEN. POWER
SELECTOR SWITCH
IN NORMAL
G3
BUS A2
80A
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
START
CONTACTOR
APU
TO
AMMETER
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
GALLEY 2 BAR
A6
GPU CONTACTOR
EXT POWER
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
GROUND
STARTING
BUS
BATTERY 2
CONTACTOR
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
Figure 2-10.
Battery 2 Switch On, All Other Switches Off
WINDOWS
B3
international
Revision 4.01
80A
FlightSafety
BATTERY 2
Revision 4
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A

START
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
GEN 1 BAT 1 GEN 3
GEN 2 BAT 2 APU
GEN 3
DC SYSTEM
NORM
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
POWER SELECTOR SWITCH
IN NORMAL. ALL
GENERATORS OFF
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
BUS A2
G3
80A
WINDOWS
A3
150A
START CONTACTOR
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
TO
AMMETER
LH MAIN BUS
START
CONTACTOR
APU
GALLEY 2 BAR
A6
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
GPU CONTACTOR
TO
AMMETER
EXT POWER
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
GROUND
RH
MAIN BUS
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
BATTERY 2
130A
B1
TO
AMMETER
START
CONTACTOR
GENERATOR 2
130A
B2
TO
AMMETER
WINDOWS
B3
G2
Figure 2-11.
international
80A
Both Battery Switches On, Bus Tie Open
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A

START
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
GEN 1 BAT 1 GEN 3
GEN 3
GEN 2 BAT 2 APU
DC SYSTEM
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITION:
POWER SELECTOR
SWITCH IN NORMAL
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
GALLEY 1 BAR
A4
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
EXT POWER
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
GROUND
STARTING
BUS
BATTERY 2
CONTACTOR
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
2-11
Figure 2-12.
Battery 2 Switch On, Bus-Tie Switch Closed
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
FlightSafety
FlightSafety
international
international
2-12
GEN 2 EXCITATION
GEN 3 EXCITATION
MAIN DC BOX COMPONENTS
4. BUS-TIE RELAY
8. BAT 1 LINE CONTACTOR
11. GPU LINE CONTACTOR
13. GPU START RELAY
14. BAT 2 TO START BUS CONTACTOR
15. CURRENT LIMITERS
* GEN 1 AND GEN 3 LINE SWITCHES
** GEN 2 AND APU GEN LINE SWITCHES
BAT 2
GEN 1 EXCITATION
8
16
SLATS
FIRE EXTINGUISHING
10
9
3
2
1
Battery Bus Circuits (Typical)
OVERHEAD PANEL
12
11
5
4
Figure 2-13.
13
14
17
**
MAIN ELECTRICAL BOX 6-PA
FR 5 STAIR LIGHT
BAGGAGE
DOOR CONTROL
MECHANICS PANEL
AISLE LIGHTS
FWD AND AFT TOILET LIGHT
REAR
COMPT LIGHTS
ENGINE MONITOR
15
BAT 1
For APU starting, control, and operation, see

Chapter 6, Auxiliary Power Unit, in this
training manual.
The APU generator is rated at 30 volts, 300

amps and is regulated at 28.5 volts by an
associated generator control unit (GCU)
mounted in the rear compartment. The APU
generator is available for ground operation only
since the APU is not certificated for flight operation. The APU generator GCU provides a number of operations, including overvoltage and
overcurrent protection for the APU generator.
Rating
Following an APU start and acceleration to 97%

+ 4 seconds, the APU generator RCR closes
and connects the generator directly to the right
main bus and also supplies buses B1 and B2.
Since the bus tie is already closed (to enable
APU starting), the APU generator also supplies
the left main bus and buses A1 and A2. In addition, battery 1 is charged and the battery bus is
powered through the battery 1 make-and-break
switch and the battery 1 line contactor. The start
bus is also powered from the left main bus
through the battery 1 make-and-break switch.
Battery 2 is charged (and the battery bus receives
power) from the right main bus through the battery 2 make-and-break switch. In this configuration, battery 2 does not supply the start bus. The
APU generator may be paralleled with any or all
engine-driven generators.
15
A combination starter-generator is mounted on

the accessory drive section of the APU (Figure
2-14). The generator includes an integral fan
which induces cooling air through the generator from a flush intake on the left side of the rear
fuselage.
Unlatching the APU generator switch while the

APU is operating causes loss of the excitation
circuit; the APU generator drops off the line,
and the APU electronic control unit transmits
a stop signal to the APU causing it to shut down.
General
The switch must be in the latched position with

the switchlight on and the bus-tie switch must
be in the tied position before the APU can be
started. The APU generator switchlight goes out
when the GCU senses an overvoltage or overcurrent condition.
APU GENERATOR
The APU generator excitation and control is

achieved by a green switchlight labeled APU,
located on the DC SYSTEM section of the overhead switch panel. It has two positions: latched
(pushed in) with the green light illuminated and
unlatched (out) with the light extinguished.
Figure 2-13 depicts a typical installation for battery bus circuits. Other optional circuits may be
installed by the operator; if so, they will be listed
in the AFM supplements.
Control
NOSE CONE LIGHT

FUEL COUPLING
SINGLE-POINT
AND CONTROL
APU
CRASH
REFUELING
COCKPIT
BOX LIGHTING
LOGIC
DOME LIGHTS
(SNs 16 AND
STEPS
SUBSEQUENT) LIGHT
BAGGAGE COMPT
DOME LIGHT
LH PYLON
LIGHT
FR5 BAG LIGHT
available to all the installed circuitry unless at

least one battery switch or one generator switch
is on. In addition, if the GPU is connected and
operating and the GPU switch is in the EXT
POWER position, all of the installed circuits are
powered from the ground power source, including the battery bus.
Revision 4.01
FlightSafety
FlightSafety
international
international
Indication
FLIGHT
NORM
DISCH
2
1
0
FUEL
SHUT
OFF
1
0
0
120
FAULT
100
FIRE APU
FIRE 3
N
%
1000
40
800
T5
C
600
START
V 30
200
400
IRS 1
APU
V _ 30
APU
_
100
GEN
STOP
1
0
FIRE
BAG COMP
25
BAT
GEN
HRZN IRS 2 IRS 3
+ 100
OIL
20
BAT
GEN
20
80 60
MASTER
TRANS
FAULT
25
20
200
300
350
E BAT 2
TEST
GEN 1
BAT 1
20
BAT 2
GEN 2
GEN 3
GEN 1 BAT 1 GEN 3
25
BAT
GEN
V _ 30
GEN 2 BAT 2 APU
DC SYSTEM
APU
HP 1
PRV 3
PRV 2
APU
ISOL
TEST
BRIGHT
LP
LIGHTS
LP
FIRE
DIM
ISOLATION
AUTO
NORM
ON
HEAT
OFF
PASSENGER
BUS TIED
ISOL
CREW
BLEED AIR
FUEL 2
BAG
While the APU is operating, the green switchlight labeled MASTER APU is on, and the
amber lights labeled OIL and GEN are both
off. These lights are located on the APU control
section of the overhead switch panel. The green
excitation switchlight labeled APU, located
above the GEN 3 control switch, is also on. If
the APU generator disconnects from the line for
any reason, the GEN light comes on. This light
also comes on, in some cases, when the APU
generator is providing a start-assist for an engine
since the APU start relay is closed for the duration of the start; however, the APU generator
may disconnect from the distribution system.
The light, if on, must go out when the engine
start terminates; if it does not, the APU start
relay has failed to open and corrective action is
required. The APU load to the buses may be determined by moving the right ammeter selector
to the APU position. The left and right voltmeters indicate bus voltage.
NOTE
NO. 2
ENGINE
(REF)
APU
GEN
VENTILATION
AIR INLET
Revision 4
At the same time, the BAT 2 switch is also on,

closing the associated make-and-break switch
supplying APU power to the battery bus and to
battery 2 for charging. The GEN 1, GEN 2,
GEN 3, and BUS TIED lights on the warning
panel are all on.
GENERATORS
BLEED
APU
Figure 2-14.
in and illuminated. When the APU accelerates

to 97% + 4 seconds, the APU generator RCR
closes, connecting the generator to the right main
bus and the associated B1 and B2 buses. The amber GEN light on the APU control panel goes
out, indicating that the APU generator is on line.
Since the bus tie must be closed for APU starting, the left main bus and its associated A1 and
A2 buses are all powered from the right main
bus. The BAT 1 switch is on; therefore, the battery 1 contactor and its associated make-andbreak switch are both closed, allowing the APU
generator power to supply the start bus and battery bus and provide charging for battery 1.
APU Generator Installation
The amber APU generator RCR light is

armed for operation only when the green
APU MASTER switchlight is latched
in. It remains on during APU starting and
acceleration to 97% + 4 seconds. Then it
goes off and comes on again, only if the
APU generator disconnects from the line
for any reason or if the APU start relay
fails to open, either following an APU start
or after an APU generator-assisted start
of any engine.
APU generator amperage to the right main bus

may be selected on the right ammeter by moving
the selector switch located below the right
ammeter to the APU position. The charge or discharge rates of the batteries are indicated when
the ammeter selector switches are in the center
BAT positions.
Operation
Figure 2-15 depicts that the APU is operating,
the green APU MASTER switchlight is on, and
the APU (green) excitation switchlight is latched
General
A combination DC starter-generator is mounted
on and driven by the accessory gear of each engine. The generators are attached to the accessory case by a quick-disconnect adapter.
Cooling
The generators are cooled by air directed from
the fan duct. The air is circulated through the
generator case (Figure 2-16), the brush ring, and
brush housing, thus providing cooling and brush
dust elimination.
Rating
The generators are rated at 30 volts and 300
amps. A generator control unit (GCU) provides
regulation and protection for each generator. The
associated solid-state GCU regulates the generator at 28.5 volts and provides a field weakening system to maintain generator torque when
being used as an engine starter. The integral protection systems in the GCUs provide automatic
equalization for all three engine-driven generators
2-13
2-14
NORM

COCKPIT
DOME LIGHT
FIRE
EXTINGUISHERS
TO
AMMETER
BATTERY 2
TO
AMMETER
BATTERY 1
CONDITIONS:
BOTH BATTERY SWITCHES
ON, BUS TIE CLOSED.
BOTH BATTERIES
CHARGING
STOP
GEN
EXT POWER
OIL
APU
START
GEN 1
BAT 2
G3
GENERATOR 3
G1
GENERATOR 1
DC SYSTEM
BAT 1
TO
AMMETER
BATTERY 2
CONTACTOR
GPU CONTACTOR
GEN 2
BUS TIED
BAT 1
BUS-TIE
ROTARY
SELECTOR
REVERSE
CURRENT RELAY
DIM
BAT 2
GEN 3
BRIGHT
GEN 1
REVERSE
CURRENT RELAY
REVERSE
CURRENT RELAY
WARNING
PANEL
APU Generator Operation
START
CONTACTOR
STARTING
BUS
Figure 2-15.
G2
GENERATOR 2
GPU RECEPTACLE
TO
AMMETER
APU
BATTERY 1
CONTACTOR
GEN 2 BAT 2 APU
START
CONTACTOR
GEN 3
APU
START
CONTACTOR
GEN 2
START CONTACTOR
TO AMMETER
TO
AMMETER
BATTERY
BUS
GEN 1 BAT 1 GEN 3
FLIGHT NORM
OVERHEAD PANEL
150A
130A
150A
80A
130A
150A
TEST
GALLEY 2 BAR
A6
HYDRAULIC
STANDBY PUMP
A5
GALLEY 1 BAR
A4
WINDOWS
A3
BUS A2
BUS A1
FIRE
80A
130A
130A
RH
MAIN BUS
WINDOWS
B3
B2
B1
GROUND
APU GENERATOR POWER
BATTERY POWER
LEGEND
225A
BUS-TIE
RELAY
LH MAIN BUS
HOT
BAT
LIGHTS
FlightSafety
international
FlightSafety
international
Figure 2-16.
Generator Cooling Airflow

Revision 4
FlightSafety
international
and the APU generator if all four generators are

on and the bus tie is closed, or GEN 2 and the
APU generator are automatically paralleled on
the right main bus when on and the bus tie is
open. An overvoltage and overcurrent protection
system in the associated GCUs automatically trip
the affected generator whenever voltage is above
32 volts or if output current exceeds design limits.
Control
Each generator is controlled by a two-position
magnetic switch located on the DC SYSTEM
section of the overhead switch panel. The switch
positions are unlabeled. They must be on (up)
for all operation, including engine starting. Generator faults detected by the GCUs, such as overvoltage or overcurrent, cause these switches to
automatically trip to the off (down) position.
Physically moving a tripped generator switch to
the on (up) position will reset the generator, provided that the fault no longer exists. The generator switches should be turned off if an engine
is inoperative and windmilling in flight.
A guarded line disconnect control switch for
each generator is located on the main electrical
box in the rear compartment (Figure 2-13).
These switches provide the control circuits and
equalization for the generator line contactors
(RCRs) and are for maintenance use only.
The auto load-shed system is disabled through

the ground/flight relay circuit with the aircraft
on the ground.
Indication
The voltmeters located on the DC SYSTEM section of the overhead switch panel provide indication of voltage for the associated bus when the
bus tie is open or the highest bus voltage when the
bus tie is closed. The left and right ammeters are
selective through the three-position selector
switches located below the ammeters. The left
switch is labeled GEN 1BAT 1GEN 3, and
the right switch is labeled GEN 2BAT 2
APU. Moving a switch to any generator or
APU position facilitates reading the output of
the selected unit. When the switches are at the
BAT positions with a generator operating, the
ammeters indicate the charge rate of the associated battery. The switches are normally in the
BAT positions for all flight operations.
Three amber lights on the warning panel, labeled
GEN 1, GEN 2, and GEN 3, provide dual
indication for the associated generator. The
affected light comes on if the generator reverse
current relay opens, indicating that the generator
is off the line, or the affected start relay has failed
to open at the termination of the start cycle.
Operation
Automatic Cabin Electrical
Load-Shed System
In the event of the loss of one generators output, certain A6 bus items such as galley, lavatory, and cabin entertainment system operation
will automatically be load-shed.
After proper electrical load reduction by the
crew an AUTO LOAD SHED switch located on
the copilots side console may be placed in the
OVERRIDE position to allow power to be reapplied to the items previously shed.
In the event of a second generator failure, the
system will auto load-shed a second time with
no flight crew option to bring any of the loadshed items back on line.
Revision 4.01
Figure 2-17 depicts that the No. 3 engine has

been started, using the batteries. The start has
terminated and the generator 3 RCR is closed,
connecting generator 3 to the left main bus and
its associated A1 and A2 buses. Since the bus
tie is closed, generator 3 power is also transmitted to the right main bus and the associated
B1 and B2 buses. Battery 1 is being charged
through its make-and-break switch and the battery 1 contactor. Battery 2 is being charged
through its make-and-break switch. The warning panel shows that the BAT 1, BAT 2, and
GEN 3 lights are all off, while the GEN
1, GEN 2, and BUS TIED lights remain on.
2-15
2-16
NORM
STOP
GEN
COCKPIT
DOME LIGHT
FIRE
EXTINGUISHERS
TO
AMMETER
BATTERY 2
TO
AMMETER
BATTERY 1
G3
GENERATOR 3
G1
GENERATOR 1
TO
AMMETER
BATTERY 2
CONTACTOR
G2
GEN 2
BUS TIED
BAT 1
BUS-TIE
ROTARY
SELECTOR
REVERSE
CURRENT RELAY
DIM
BAT 2
GEN 3
BRIGHT
GEN 1
REVERSE
CURRENT RELAY
REVERSE
CURRENT RELAY
WARNING
PANEL
Generator 3 Operation
START
CONTACTOR
STARTING
BUS
Figure 2-17.
GENERATOR 2
GEN 2 BAT 2 APU
START
CONTACTOR
GEN 3
APU
START
CONTACTOR
GEN 2
GPU CONTACTOR
APU
BATTERY 1
CONTACTOR
TO
AMMETER
BATTERY
BUS
BAT 2
DC SYSTEM
BAT 1
START CONTACTOR
TO AMMETER
TO
AMMETER
GEN 1
GPU RECEPTACLE
GEN 1 BAT 1 GEN 3
CONDITIONS:
BUS TIE CLOSED. POWER SELECTOR
SWITCH IN NORMAL. BOTH BATTERY
SWITCHES ON. APU INOPERATIVE
EXT POWER
OIL
APU
START
FLIGHT NORM
OVERHEAD PANEL
150A
130A
150A
80A
130A
150A
TEST
80A
130A
130A
RH
MAIN BUS
225A
GALLEY 2 BAR
A6
HYDRAULIC
STANDBY PUMP
A5
GALLEY 1 BAR
A4
WINDOWS
A3
BUS A2
BUS A1
FIRE
WINDOWS
B3
B2
B1
GROUND
BATTERY POWER
GENERATOR POWER
LEGEND
BUS-TIE
RELAY
LH MAIN BUS
HOT
BAT
LIGHTS
FlightSafety
international
Revision 3.01
FlightSafety
international
Figure 2-18 depicts that the No. 2 engine has

been started. The start was assisted by generator 3, since the APU generator is not operating
(see Chapter 7, Powerplant, for starting
details). As the No. 2 engine start terminates, the
generator 2 RCR closes, connecting generator 2
to the right main bus; it automatically parallels
with generator 3 since the bus tie is closed. The
warning panel shows that the GEN 2, GEN 3,
BAT 1, and BAT 2 lights are all off while the
GEN 1 and BUS TIED lights remain on.
Generators 1 and 3 are operating in parallel on

the left main bus, which is also powering buses
A1 and A2, the start bus, and the battery bus
and charging battery 1. Generator 2 is powering the right main bus and the associated B1 and
B2 buses as a nonparalleled independent unit;
it is also powering the battery bus and charging
battery 2. The warning panel shows that all generator lights, both battery lights, and the BUS
TIED light are off, indicating a normal operating configuration.
Figure 2-19 depicts that all three engines are operating and all three engine-driven generators are
on line. The airplane is ready for takeoff; therefore, the bus-tie switch is in the FLIGHT NORM
position, separating the left and right distribution buses into separate and independent
systems.
If the No. 2 engine is shut down or if generator

2 fails, the bus tie must be closed to restore
power to the right main bus and the associated
B1 and B2 buses, and to provide charging for
battery 2.
Revision 4
2-17
2-18
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
GEN 1 BAT 1 GEN 3
GEN 2 BAT 2 APU
GEN 3
DC SYSTEM
NORM
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BUS TIE CLOSED. BOTH BATTERY
SWITCHES ON. POWER SELECTOR
SWITCH IN NORMAL
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
APU
TO
AMMETER
LH MAIN BUS
START
CONTACTOR
BUS-TIE
ROTARY
SELECTOR
G
TO
AMMETER
FIRE
EXTINGUISHERS
BUS-TIE
RELAY
GPU
CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 2 BAR
A6
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
GENERATOR POWER
BATTERY POWER
BATTERY
BUS
BATTERY 2
GROUND
RH
MAIN BUS
130A
B1
GENERATOR 2
START
CONTACTOR
130A
B2
G2
Revision 4
Figure 2-18.
Generator 2 and 3 Operation
WINDOWS
B3
international
80A
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
TO
AMMETER
TO
AMMETER
EXT POWER
Revision 4
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A

START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
GEN 1 BAT 1 GEN 3
GEN 2 BAT 2 APU
GEN 3
DC SYSTEM
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
GENERATORS 1, 2, AND 3 OPERATING. BOTH
BATTERY SWITCHES ON. BUS TIE OPEN,
POWER SELECTOR SWITCH IN NORMAL.
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
START
CONTACTOR
GALLEY 2 BAR
A6
BUS-TIE
ROTARY
SELECTOR
BUS-TIE
RELAY
GPU CONTACTOR
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
GENERATOR POWER
BATTERY POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
GROUND
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
2-19
Figure 2-19.
Normal Flight Configuration
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
HYDRAULIC
STANDBY PUMP
A5
LH MAIN BUS
225A
COCKPIT
DOME LIGHT
GALLEY 1 BAR
A4
G
TO
AMMETER
FIRE
EXTINGUISHERS
WINDOWS
A3
EXT POWER
FlightSafety
international
GROUND POWER UNIT

General
An approved external power unit (GPU) (generator or rectifier) may be connected to the standard three-pin receptacle (Figure 2-20) located
externally on the aft right side of the airplane.
The unit should be a constant-voltage unit capable of negligible droop when operating at maximum load. The maximum rating should not
exceed 1,200 amps, and the voltage should be
regulated at 28 VDC.
Protection
Overvoltage protection is provided by a magnetic coil controlled by a PCB (printed circuit
board). When output voltage reaches approximately 31 1 VDC volts, the PCB energizes the
magnetic coil and disconnects the GPU from the
distribution system. A reset pushbutton is
provided at the main electrical box (Figure
2-20); momentarily pushing this switch resets
the GPU, provided that the fault no longer exists.
Control
The GPU is controlled by a two-position power
selector switch located on the overhead switch
panel (Figure 2-4). The switch positions are
labeled NORMAL and EXT POWER.
When in the EXT POWER position, the battery 1 contactor and battery 2 make-and-break
switch open, isolating both batteries (BAT 1 and
BAT 2 lights come on).
Figure 2-21 illustrates operation of the GPU.
The bus tie automatically closes (even if the bustie switch is off), and the BUS TIED light comes
on. The generators, including the APU generator,
are inhibited whenever external power is operating and is connected to the airplane. The
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
2-20
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,
to the right main bus and buses B1 and B2. The
GPU may now be used to start one or all engines, or it may be used for servicing and/or
checking the airplanes systems. As long as this
condition prevails, GEN 1, GEN 2, and GEN
3 lights remain on.
The bus tie interconnects the main buses and is
grounded independently by the EXT POWER
position of the power selector switch.
The battery bus is powered from the GPU
through the start bus.
DC POWER
DISTRIBUTION
GENERAL
The distribution buses are installed in the circuitbreaker panels (Figure 2-3) on the cockpit headliner aft of the overhead switch panel. They are
divided among the left, center, and right panels.
Four feeder cables (protected by current limiters)
route power from the main electrical box in the
rear compartment (Figures 2-1 and 2-13) to the
circuit-breaker panels. Two of these feeder cables
are routed along the left side of the fuselage to
buses A1 and A2 in the left circuit-breaker panel
and in the left section of the center circuitbreaker panel. Similar feeders are routed along
the right side of the fuselage to buses B1 and B2
in the right circuit-breaker panel and in the right
section of the center circuit-breaker panel.
The circuit breakers are grouped by systems on
the associated circuit-breaker panel and are enclosed by colored lines for ease of identification.
Revision 4
FlightSafety
international
GPU RECEPTACLE
MAIN ELECTRICAL BOX
NO. 1 BATTERY
MAKE-AND-BREAK
GPU RESET BREAKER
Figure 2-20.
Revision 4
GPU CONTACTOR
GPU Components
2-21
2-22
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
A

START
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
GEN 1 BAT 1 GEN 3
GEN 3
GEN 2 BAT 2 APU
DC SYSTEM
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
IN EXT POWER.
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
TO
AMMETER
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
GALLEY 1 BAR
A4
LH MAIN BUS
START
CONTACTOR
APU
WINDOWS
A3
EXT POWER
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
EXTERNAL POWER
STARTING
BUS
BATTERY 2
CONTACTOR
RH
MAIN BUS
GROUND
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
Revision 4
TO
AMMETER
G2
Figure 2-21.
GPU Operation
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
FlightSafety
international
PRIORITY DISTRIBUTION
AVIONICS MASTERS
Certain circuits are given priority classification

and are normally powered from bus A1. If bus
A1 fails, these circuits are automatically powered from bus B1. The following systems are
included in this priority group:
Selective powering is available for the avionics

system, primarily to permit shutoff when on the
ground and the avionics system is not required.
Two latching push-on, push-off switches (Figures
2-2 and 2-3) labeled L/H AVIONICS
MASTER and R/H AVIONICS MASTER are
located, one each, on the lower side of the left
and right circuit-breaker panels. When either is
pushed in, two relays are energized, disconnecting power from the associated avionics system. A similar system installed as a customer
option provides for selective powering of the
respective flight management systems controlled by two FMS switches adjacent to the L/H
and R/H AVIONICS MASTER switches.
Warning lights
Lights and engine indicators test
Emergency lighting indicator light
Takeoff warnings
Fire panel
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 operating 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.
Revision 4
2-23
2-24
AIL FEEL
(31CW)
FAILURE B
WARN LIGHT B
(R1WW)
AILERON ARTHUR Q UNIT

MONITORING LIGHT (CONTROL CIRCUIT)
EMERGENCY
LIGHTING
AUDIO WARN B
(1WL2)
TAKEOFF WARNING
AUDIO
WARNING
FUELING
LIGHTS WARN A/B

(21WW)
28-VDC
POWER
SUPPLY
HORIZONTAL
STABILIZER
POSITION DETECTOR
EMERG
(1LW)
AUDIO SHUTOFF
EMERGENCY
LIGHTING
EMERGENCY
LIGHTING
BAGGAGE COMPARTMENT
DOOR DETECTOR
SLAT MONITORING
CENTER FUEL TANK
MONITORING
AUDIO WARN A
(1WL1)
ELEVATOR
ARTHUR MONITORING
WARN LIGHT A
(L1WW)
TEST WARN A/B

(31WW)
ENGINE
INDICATORS
TEST
FAILURE A
Figure 2-22.
Priority Circuits
international
Revision 4
NOTE:
AUDIO WARNING AND MAIN BUS
TYING ARE ALSO DUAL-POWER SUPPLIED.
FlightSafety
LIGHT
TEST
28-VDC
BUS
A1
FIRE PANEL
28-VDC
BUS
B1
FlightSafety
international
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 circuitbreaker panel and primary bus a system is powered 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................................. 120F (48.9C)
Red light (HOT)
at or above................................. 150F (65.5C)
SNs prior to 172........................ 150F (65.5C)
SNs 172 and subsequent ........... 160F (71.1C)
Revision 4
2-25
FlightSafety
international
Table 2-1. ELECTRICAL POWER SOURCES

PRIMARY BUS A1
FIRE
WARNING
DESIGNATION
UTILIZATION
AUDIO WARN A
Audio warning
WARN LIGHTS A
PANEL
Warning panel
WARN LIGHTS A
EX
Light test
D/N
EXTING 1
Fire
DETECT 1
Fire
LIGHTS WARN
A-B
NAVIGATION
IRS 1 BAT
IRS 1 battery
IRS 1
IRS 1
TEMP PROBE
Probe heating
HRZN ST BY
Standby
horizon
LH AV MASTER
Left avionics
DESIGNATION
RADIO
NAVIGATION
UTILIZATION
ATC1*
ATC 1
VOR1*
VOR-DME 1
DME1*
VOR-DME 1
ADF1*
ADF 1
DDRMI1*
Pilotcopilot RMI
ADC1*
Pilot ADC 1
SG1*
Pilot EFIS
EADI LH*
Pilot EFIS
EHSI LH*
EFIS CTL1*
Pilot EFIS
Pilot EFIS
2-26
Revision 4
FlightSafety
international
Table 2-1. ELECTRICAL POWER SOURCES (Cont)

LEFT CIRCUIT-BREAKER PANEL (Cont)
PRIMARY BUS A2
FIRE
WARNING
DESIGNATION
UTILIZATION
EXTING 3
Fire
DETECT 3
Fire
BAG COMP
Fire
BAT TEMP
Battery
temperature
BLOWER LH
Ventilation
TEST WARN A-B
NAVIGATION
RADIO
RADIO
NAVIGATION
DESIGNATION
UTILIZATION
HF 1
CONTROL*
HF 1
PHONE*
SAT COM*
Option
Option
AFCS 1
CMPTR*
Pilot FGC*
AFCS 1
ADVIS*
Servoactuator
RAD ALT 1*
Radioaltimeter
FMS 1*
Pilot FMS
CDU 1*
Pilot FMS
IRS 3
IRS 3
SG 3*
MFD
IRS 3 BAT (Option)
IRS 3 battery
MFD/WRD*
MFD
ANNUNC LH
Radio nav
lighting
R/T WR*
Radar
AFCS 1 AP
Pilot FGC
GPWS
Option
AFCS 1 YD
Pilot FGC
ICS LH
Intercom
VHF 1
VHF 1
HF 1 PWR
HF 1
Revision 4
2-27
FlightSafety
international

CENTER CIRCUIT-BREAKER PANEL
PRIMARY BUS A1
LIGHTS
MISC
ENGINES
FUEL
2-28
DESIGNATION
UTILIZATION
DESIGNATION
UTILIZATION
ANTICOL FIN
Anticollision
lights
L/G CONTROL
Landing gear
control
LH EXT
LIGHT
External
lighting
STBY PUMP
Standby
hydraulic pump
CKPT LH
READING
Lighting
HYDR 1 INDIC
Hydraulic
NAV
Navigation
lights
STROBE
Strobe
lights
WSHLD FRONT
LH
Windows
CENTER
Lighting
LH PITOT HEAT
Probe heat
INSTR LH
Instrument
lighting
LH STATIC
HEAT
Probe heat
INV (115V/60 Hz)

or 115-VAC master
Option
CONDG CREW
Conditioning
IGNTR AUTO
Starting
CABIN PRESS
Cabin
pressure
ENG FAIL 2
Takeoff
warning
LH AOA HEAT
Probe
heat
N2 1
N1 ITT 2
Indicators
Turbine temp
ENGINE 1
Anti-icing
AIR FR
Wing
anti-icing
HP BLEED 1
Wing
anti-icing
A/B CONTROL
PITCH FEEL
Airbrakes
Arthur
STAB EMERG
TRIM INDIC
SLAT INDIC
LH AUTO SLAT
Horiz stab
Trim
Slats
Slats
CMPTR
Engine
Computer
IGNTR 1
OIL 1
Start
Engine
control
BOOST 1
FUEL FLOW 1
XBP 2-3
GAGES LH
LO FUEL
Fuel BP
Flowmeter
Fuel
Qty indicators
Tank level
HYDR
ANTIICE
CONDG
FLT
CONTROL
Revision 4
FlightSafety
international

PRIMARY BUS A2
LIGHTS
MISC
ENGINES
FUEL
HYDR
Revision 4
DESIGNATION
UTILIZATION
BELTS NO
SMKG
Passenger
signs
DESIGNATION
ANTIICE
CONDG
UTILIZATION
ENGINE 3
Anti-icing
DV WINDOW
Window
ENTRY
Entrance
lighting
SHIELD
Glareshield
lighting
PRV 3
Wing
anti-icing
DRAIN HEAT
Drain
anti-icing
CAB TEMP
CONTROL
Temperature
control
LANDING LH
Lights
STBY PITOT
Probe heat
WIPER LH
Wipers
FLAP A/B
INDIC
Flaps
N2 3
Indicators
CMPTR 3
Engine
computer
IGNTR 3
Starting
TRIM AILERON
TRIM RUDDER
Trim
Trim
OIL 3
Engine
control
STICK SHAKER
Stick Shaker
M889
Incorporated
FUEL 2
SHUT OFF
Fire
STBY BOOST 2
Fuel
FUEL FLOW 3
Flowmeter
LEVEL
Tank level
ANTISKID
Brakes
L/G IND EMER
Landing gear
indication M1406
incorporated
FLT
CONTROL
2-29
FlightSafety
international

CENTER CIRCUIT-BREAKER
CIRCUIT-BREAKER PANEL
PANEL (Cont)
(Cont)
CENTER
PRIMARY BUS
BUS B1
B1
PRIMARY
FLT
FLT
CONTROL
CONTROL
ANTIANTIICE
ICE
CONDG
CONDG
DESIGNATION
DESIGNATION
UTILIZATION
UTILIZATION
STAB NORMAL
NORMAL
STAB
Horiz stab
stab
Horiz
AIL FEEL
FEEL
AIL
RH AUTO
AUTO SLAT
SLAT
RH
DESIGNATION
DESIGNATION
ENGINES
ENGINES
UTILIZATION
UTILIZATION
NN22 22
Indicators
Indicators
Arthur
Arthur
monitoring
monitoring
ITT 11
NN11ITT
Turbine
Turbine
temperature
temperature
Slats
Slats
CMPTR 22
CMPTR
Engine
Engine
computer
computer
IGNTR 22
IGNTR
Starting
Starting
Engine
Engine
control
control
Engine
Engine
computer
computer
ENGINE 22
ENGINE
Anti-icing
Anti-icing
OIL 22
OIL
AFT SIDE
SIDE
AFT
WINDOW
WINDOW
Window
Window
CMPTR 11
CMPTR
STBY PWR
PWR
STBY
WIPER RH
RH
WIPER
Wiper
Wiper
LIGHTS
LIGHTS
LAV MASTER
MASTER
LAV
28-VDC
28-VDC
system
system
MISC
MISC
HYDR
HYDR
FUEL
FUEL
2-30
CONDG CABIN
CABIN
CONDG
Conditioning
Conditioning
OVERHEAD
OVERHEAD
Lighting
Lighting
BOOTSTRAP
BOOTSTRAP
Bootstrap
Bootstrap
FWD CABIN
CABIN
FWD
INDIRECT
INDIRECT
Cabin
Cabin
lighting
lighting
RH AOA
AOA HEAT
HEAT
RH
Probe heat
heat
Probe
RH CABIN
CABIN
RH
READING
READING
Reading
Reading
lights
lights
L/G INDIC
INDIC
L/G
Landing gear
gear
Landing
CKPT RH
RH
CKPT
READING
READING
Lighting
Lighting
HYDR 22 INDIC
INDIC
HYDR
Hydraulic
Hydraulic
TAXI
TAXI
Lights
Lights
NORM BOOST
BOOST 22
NORM
Fuel
Fuel
FUEL FLOW
FLOW 22
FUEL
Flowmeter
Flowmeter
XBP 1-3
1-3
XBP
Fuel
Fuel
GAGES RH
RH
GAGES
Qty indicators
indicators
Qty
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PRIMARY BUS B2
LIGHTS
MISC
ENGINES
DESIGNATION
UTILIZATION
GALLEY MASTER
Galley
LANDING RH
Fuel
Lights
GAGES CENTER
Qty indicators
ANTICOL BELLY
Anticollision
lights
XBP1-2
Fuel
RH EXT LIGHT
Right external
lights
PRESSURE
FUELING
Refueling
INSTR RH
Instrument
lighting
PEDESTAL
Instrument
lighting
HYDR
NOSE WHL
Steering
ANTIICE
CONDG
CKPT TEMP
CONTROL
Temperature
control
BAG PRESS
Pressurization
VALANCE OR
AFT CABIN
INDIRECT
Cabin
lighting
LH CABIN
READING
Reading
lights
FUEL
UTILIZATION
BOOST 3
APU
APU
WSHLD FRONT
RH
Window
N1 ITT 3
Turbine
temperature
RH PITOT HEAT
Probe heat
FUEL 1
SHUT OFF
Fire
RH STATIC
HEAT
Probe heat
ROLL EMERG
Trim
FLAP CONTROL
Flaps
REVERSE
CONTROL
Engine 2
reverser
REVERSE WARN
FUEL 3
SHUT OFF
Revision 4
DESIGNATION
FLT
CONTROL
Fire
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PRIMARY BUS B1
FIRE
WARNING
DESIGNATION
UTILIZATION
AUDIO WARN B
Audio warning
WARN LIGHT B
PANEL
Warning panel
WARN LIGHTS B
EX
NAVIGATION
DESIGNATION
RADIO
Light testing
D/N
EXTING 2
Fire
DETECT 2
Fire
APU
Fire
NAVIGATION
UTILIZATION
VOR 2*
DME 2
DME 2*
VOR-DME 2
ADF 2*
ADF 2
ATC 2*
ATC 2*
VHF 3*
VHF 3
SG 2*
Copilot EFIS
EFIS CTL2*
Copilot EFIS
EHSI RH*
Copilot EFIS
EADI RH*
Copilot EFIS
IRS 2 BAT
IRS 2 battery
DDRMI 2*
Copilot and
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
DESIGNATION
UTILIZATION
NOSE FAN
Ventilation
BLOWER RH
DESIGNATION
RADIO
HF 2
CONTROL*
HF 2
Ventilation
VHF 2*
VHF 2
CREW SEATS
Crew seats
SELCAL*
Selcal
EMERG LIGHTS
Emergency
light
batteries
AFCS 2
CMPTR*
Copilot FGC
NAVIGATION
RADIO
NAVIGATION
UTILIZATION
HF 2 PWR
HF 2
AFCS 2
ADVIS*
Copilot FGC
PUBLIC
ADDRESS
Public
address
FMS 2*
Copilot FMS
ICS RH
Intercom
CDU 2*
Copilot FMS
OMEGA*
Omega
FLIGHT RECORDER*
Flight recorder
VOICE RECORDER*
Cockpit voicerecorder
Radio altimeter
AFCS 2 AP
Copilot FGC
AFCS 2 YD
Copilot FGC
ANNUNC RH
Radio nav
instrument
lighting
RAD ALT 2*
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QUESTIONS
1.
The majority of the DC electrical components are located in the:

A. Nose compartment
B. Cockpit headliner
C. Rear compartment
D. Underfloor area
6.
The line disconnect control switches for

the engine-driven generator are located:
A. In the nose cone compartment
B. On the main DC box
C. On the associated GCU
D. In the forward left cabinet
2.
The battery bus is a hot bus when:

A. The BAT 1 switch is on.
B. Either battery is installed and connected.
C. Any battery or generator switch is on.
D. The BAT 2 switch is on.
7.
3.
The DC voltmeters are directly connected to:

A. The battery shunts
B. A selector switch below each ammeter
C. Generator shunts
D. Their associated main bus
Ventilation for the nicad batteries during flight is provided by:

A. A line supplied by the bootstrap unit
B. A bleed-air-operated aspirator
C. A blower controlled by the landing
gear weight switches
D. Low-pressure ram air created at the vent
outlet
8.
The bus-tie control power source is

supplied:
A. From the hot battery bus
B. Directly from either battery
C. From the start bus
D. From the left or right main bus
The battery 2 contactor connects battery

2 to the:
A. Right main bus
B. Battery bus
C. Start bus
D. Associated make-and-break RCR
9.
If the batteries are fully charged, installed,

and properly connected, yet they will
not connect to the buses when the associated switches are turned on, a probable
cause is the:
A. Power selector switch is not at
NORMAL.
B. Power selector switch is not at EXT
POWER.
C. External power receptacle access door
is open.
D. Bus-tie switch is at FLIGHT NORM.
4.
5.
The AVIONICS MASTER switches are

located on the:
A. Main DC box
B. Center pedestal
C. Circuit-breaker panel
D. Pilots and copilots panels
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10. If both battery switches are on, the APU is

operating, and the APU GEN light comes
on when the No. 3 engine start switch is
pushed, the action required is:
A. Abort the start, and push in the APU
excitation switch.
B. None, since the APU GEN light
responds to the closed APU start relay
C. Rotate the bus-tie switch to the
horizontal position.
D. None, since the APU generator disconnects from the right main bus.
Revision 4
11. Generator output is limited to 260 amps

when:
A. Operating on the ground
B. Assisting during engine starting
C. Flying above 43,000 feet
D. Paralleled with the APU generator
12. If, during a battery start, the No. 2 engine
fails to crank when the No. 2 engine start
switch is pushed, a probable cause is:
A. The bus-tie switch is at FLIGHT NORM.
B. The No. 2 generator switch is off.
C. Weak batteries
D. Any one of the above
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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
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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
BRIGHTDIM 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
OFFONARMED Switch .................................................................................... 3-10
TABLE
Table
3-1
Revision 1
Title
Page
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 compartment, 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, baggage 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 lighting. Rheostat controlled, integrated lights are
located in the instrument panel, pedestal, console, overhead panel, and digital displays. A
rheostat also controls pilot and copilot map
lights. Two-way switches control the pilot
Revision 3
and copilot dome lights. Push-button switches

control circuit-breaker panel spotlights.
Lighting intensity for various cockpit panels, indicators, and buttons is controlled with
the BRIGHTDIM switch located on the warning panel.
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The passenger compartment lighting consists of fluorescent lighting controlled by

pushbuttons or toggle switches for the entrance, lavatory, and both sides of the compartment. Passenger reading lights and call
sign lights are controlled by switchlights.
and white on the vertical stabilizer tip

fairing)
Two landing lights, one located in each
wing/fuselage fillet
One taxi light located on the nose gear
The nose cone, baggage, and aft compartments

have individual lights.
Two red strobe anticollision lights, one

mounted on top of the vertical stabilizer
and one on the bottom of the fuselage
The emergency lighting system ensures illumination of the cockpit, emergency exit, and
passenger compartment entrance door in case
of total electrical power failure.
Two strobe lights, one in each wingtip,

adjacent to the navigation lights
The airplane exterior lighting system is

equipped with the following lights:
Two wing ice detection lights, located

on either side of the forward fuselage to
detect ice accumulation on the wing
leading edges
Three navigation lights (red on the left

wingtip, green on the right wingtip,
Two vertical stabilizer logo lights, installed on the upper surface of the horizontal stabilizer
Figure 3-1. Cockpit Lighting Controls
3-2
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INTERIOR LIGHTING
Interior lighting includes cockpit, passenger
compartment, baggage compartment, aft compartment, and nose compartment lighting.
COCKPIT LIGHTING
Cockpit lighting consists of dome, reading,
glareshield, circuit-breaker panel, overhead
panel, instrument, and indicator lights.
Lighting controls are located overhead on the
rheostat panels and the interior lights panel
(Figure 3-1).
Dome Lights
Two dome lights, one located on either side of
the overhead panel, are provided for general
illumination of the cockpit (Figure 3-2).
The dome lights are controlled with the DOME
switch located on the INTERIOR LIGHTS
control panel. Each dome light contains three
bulbs: one for normal operation and two for
emergency operation. The dome lights are operational on the ground, when the engines are
shut down and the electrical power supply is
cut off. They are supplied with 28 VDC from
the battery via the main electrical box located
in the rear compartment.
The lights are operational when the DOME
light push-button switch is on and one of the
generator or battery switches is turned on.
international
Glareshield Lighting
The glareshield is illuminated by two white fluorescent tubes (Figure 3-4) supplied by a
power inverter located in the nose cone. They
are controlled with the SHIELD on-off rheostat located on the left rheostat support plate
(left of the overhead panel).
Circuit-Breaker Panel Lighting

The circuit-breaker panel is illuminated with
two spotlights (Figure 3-5) located on the wall
behind the pilot and copilot. They are controlled with the CB PANEL LIGHT pushbutton located on the right circuit-breaker panel.
Figure 3-2. Cockpit Dome Lights
Overhead Panel Integral

Lighting
The overhead panel integral lighting is controlled with the OVERHEAD on-off rheostat
located on the right rheostat support plate
(right of the overhead panel). The rheostat
controls a power supply adjusting box that
varies the light intensity of the overhead panel
and the standby compass.
Instrument Integral Lighting

Integral lighting for the instrument panel, the
consoles, and the pedestal operates on 5 VDC
provided by power supply boxes using 28VDC inputs.
Figure 3-3. Cockpit Reading Lights
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
pilots and copilots seats. The associated onoff rheostats are located on the left and right
rheostat support plate.
Figure 3-5. Circuit-Breaker Panel
Lighting
Revision 1
Figure 3-4. Glareshield Lighting
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Pilot and Left Console Instrument

Lighting
This lighting is controlled with the PILOT onoff rheostat located on the left rheostat support
plate.
Copilot and Right Console

Instrument Lighting
This lighting is controlled with the COPILOT
on-off rheostat located on the right rheostat support plate.
PASSENGER CABIN LIGHTING

The passenger cabin is equipped with lighting
systems for the entrance, lavatory, individual
passenger lights, and passenger ordinance
signs. Passenger cabin lighting is controlled
with conveniently located groups of switchlights or switches located throughout the cabin
and on the cockpit interior lights panel. The
typical lighting controls are shown in Figures
3-1 and 3-7.
Center Instrument Panel Lighting

This lighting is controlled with the CENTER onoff 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
This lighting is controlled with a single
BRIGHTDIM switch (Figure 3-6) located
on the upper section of the warning panel.
The switch controls the day and night relays
for each system.
In BRIGHT (daylight operation), the lighting intensity is not reduced. In DIM (night lighting),
the lighting intensity is reduced. If the main
buses are not energized, set the switch to the
DIM position to restore night lighting.
Entrance Lighting
The cabin entrance is illuminated by two fluorescent tubes. They are controlled with the
entrance pushbutton located to the left of the
passenger door. Passenger doorstep lights are
controlled by an entry light pushbutton (Figure
3-8). A galley pushbutton (Figure 3-7) controls
the galley front fluorescent tube.
The entrance fluorescent tubes are supplied
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
Figure 3-6. BRIGHTDIM Switch
3-4
The lavatory lighting system consists of fluorescent 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
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Passenger Indirect Lights

This indirect ceiling lighting system is powered 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
Figure 3-8. ENTRANCE Pushbutton
source is the battery. Therefore, it is not affected by an electrical system power failure.
The six remaining tubes are supplied with 28
VDC from the normal electrical system via
115-VAC, 50-Hz inverters.
The passenger cabin is equipped with reading

lights and table spotlights located in the upper
part of the decor panels. This system is supplied with 28 VDC. Each reading light and
table lamp is separately controlled with a
nearby switch (Figure 3-11).
A light located on the lavatory door (Figure

3-9) indicates (when illuminated) that the toilet is occupied.
The front lavatory lighting system is controlled by a microswitch activated by the
door latch. The fluorescent tube is supplied with power via a 28-VDC-fed 115VAC, 50-Hz inverter.
Figure 3-9. OCCUPIED Light
Revision 1
Figure 3-10. Passenger Lighting

Control Switch
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PASSENGER ORDINANCE
SIGNS
The Fasten seat belts (Figure 3-12) instruction
and the no smoking symbols appear on two luminous passenger ordinance signs in the passenger cabin and are visible from any seat.
The fasten seat belts signs are controlled by
the FASTEN BELTS switchlight located on the
INTERIOR LIGHTS panel of the cockpit overhead panel. The switchlight has a built-in bulb
test circuit.
The no smoking sign lights are controlled with
the switchlight engraved with the international no smoking symbol. The switchlight is located on the overhead cockpit interior lights
panel and has a built-in bulb test circuit.
BAGGAGE COMPARTMENT,
REAR COMPARTMENT, AND
NOSE CONE LIGHTING
This lighting consists of:
An inspection light for the nose cone
A dome light for the baggage compartment
Dome lights for the rear compartment
The system components are shown in Figure
3-13.
These systems have the same power supply as
the cockpit dome lights and are directly supplied
by the batteries through the main electrical box.
The nose cone inspection light is controlled
with a built-in switch. The rear compartment and
baggage compartment dome lights are controlled 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
Figure 3-11. Typical Reading and
Table Lamp Switch
There are three navigation lights (Figure 3-l5):

a red light on the left wingtip, a green light on
the right wingtip, and a white light on the
vertical stabilizer stub. These lights are controlled with the NAV switch located on the EXTERIOR 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
OFFNAVLOGONAV switch, located on
the overhead panel. These lights illuminate the
vertical stabilizer surfaces located above the
horizontal stabilizer.
Figure 3-12. Passenger Ordinance Signs
3-6
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ANTICOLLISION LIGHTS
(RED)
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75
STROBE LIGHT
(WHITE)
NAVIGATION LIGHT
(RIGHT LIGHT IDENTICAL)
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120
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RIGHT WING STROBE
LIGHT (WHITE)
(LEFT WING LIGHT
IDENTICAL)
REAR NAVIGATION
LIGHT
70
70
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REAR STROBE LIGHT

(WHITE) 180
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110
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LEFT WING TIP

LIGHT (RED)
(RIGHT WING TIP
LIGHT [GREEN]
IDENTICAL)
Figure 3-13. Nose Cone, Baggage Compartment, and

Rear Compartment Lighting Components
RIGHT LANDING
LIGHT
LEFT LANDING
LIGHT
TAXI
LIGHT
ICE DETECTION
LIGHT
RIGHT LANDING
LIGHT
REAR STROBE
LIGHT (WHITE)
ICE DETECTION
LIGHT
LANDING
LIGHT
10
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TAXI LIGHT
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75
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ICE DETECTION
LIGHT
LEFT LANDING
LIGHT
12
40
FUSELAGE ANTICOLLISION
LIGHT (RED)
Figure 3-15. Navigation Lights and NAV Switch
Figure 3-14. Exterior Light Locations
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ANTICOLLISION LIGHTS
There are two red anticollision strobe lights
(Figure 3-16): one centered on the fin fairing
and the other on the underside of the fuselage.
international
Each light has an intensity rating of 100 candle power. The vertical fin and belly anticollision lights are supplied by power supply boxes
that deliver pulsating high-voltage current. The
two power supply boxes are synchronized so
that the two lights function simultaneously.
The lights are controlled with the threeposition ANTICOL switch that is also used
for the strobe lights. In OFF the anticollision
and strobe lights are extinguished. In RED
only the anticollision lights function. In ALL
both anticollision and strobe lights function.
STROBE LIGHTS
One white high-intensity light (400 candle
power) is mounted on each wingtip (Figure 317) in a common enclosure with the navigation
light. The lights are supplied by power supply
boxes that deliver high-voltage current in triggered pulses. The two power supply boxes are
synchronized to create simultaneous flashes.
The lights are controlled with the ANTICOL
switch (Figure 3-16) whose functions are described in the Anticollision Lights section.
LANDING LIGHTS
Two 600-watt white lights (Figure 3-18) are located in housings in either wing-to-fuselage
fairing. Each one is provided with a clear cover.
The lights are controlled with the LANDING
switch on the overhead panel.
TAXI LIGHT
The 150-watt white taxi light (Figure 3-19) is
mounted on the nose gear strut and illuminates
the area in front of the airplane during taxiing.
Control is accomplished with the taxi switch
located on the EXTERIOR LIGHTS panel.
This switch also controls a relay that enables
the taxi light power supply when the nose gear
is downlocked. Therefore, if the nose gear is
not downlocked, the taxi light is extinguished
regardless of switch position.
Figure 3-16. Anticollision Strobe Lights and ANTICOL Switch
STROBE LIGHT
3-8
Figure 3-17. Strobe Lights
Figure 3-18. Landing Lights and LANDING Switch
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EMERGENCY LIGHTING
In case of total electrical power supply failure, the emergency lighting system ensures
illumination of the cockpit, emergency exit,
and main entrance door. This system is supplied by three power supply boxes, each containing a three-element nickel-cadmium
battery normally charged by the onboard electrical system. In case of electrical power failure, these batteries provide lighting for
approximately ten minutes. An emergency
lighting power supply assembly is shown in
Figure 3-21.
The power supply located behind the pilot
furnishes power to the:
Pilot dome light
Passenger door EXIT sign
Main entrance door spotlights
Table 3-1. LIGHTING BUS DEPENDENCY

PRIMARY BUS A1
PRIMARY BUS A2
Fin anticollision light
Radio navigation systems lighting
Left external lights
Passenger signs
Left cockpit reading light
Entrance lights
Navigation lights
Glareshield lights
Strobe lights
Left landing light
Center instrument lights

Left instrument and console lights
PRIMARY BUS B1
PRIMARY BUS B2
Lavatory lights
Radio navigation systems lighting
Overhead panel lights
Galley lights
Forward indirect cabin lights
Right landing light
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 located on the EXTERIOR LIGHTS panel.
LIGHTING BUS
DEPENDENCY
Table 3-1 lists the lights and buses that supply the electrical power.
Figure 3-20. Ice Detection Lights

and Control Switch
Figure 3-21. Emergency Lighting Power Supply Assembly
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The power supply located behind the copilot

furnishes power to the:
Copilot dome light
Passenger door ordinance sign
The power supply located on the right side to
the rear of the emergency exit furnishes power
to the:
In the OFF position, no power is furnished to

the emergency lighting system. In this condition, if the airplane electrical system is energized, the EMERG LIGHTS annunciator
illuminates.
In ON, the emergency lighting system is energized, and the EMERG LIGHTS annunciator illuminates. This position is used for
testing.
Emergency exit handle light

Emergency EXIT sign
Airplane evacuation light located on the
wings lower surface
Outside spotlight near the emergency
exit for wing lighting
In case of fuselage rupture, each power supply continues to supply the corresponding
lights.
In armed, the emergency lights remain off as

long as the airplanes electrical system is energized. The lights illuminate automatically in
the event of a total electrical system failure.
The EMERG LIGHTS annunciator is not illuminated in this condition. For normal inflight conditions the switch should be placed
to ARMED.
The emergency lighting system is controlled

with the OFFONARMED switch (Figure
3-22) located below the EMERG LIGHTS indicator on the interior lights panel.
Figure 3-22. OFFONARMED Switch
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QUESTIONS
1.
The cockpit dome lights are turned on

by:
A. A switch on the overhead panel or a
switch at the passenger entrance
B. A switch at the passenger entrance
C. A switch on the overhead panel
D. A rheostat on the copilots side console
4.
The emergency lights automatically illuminate when power to both primary

buses is lost and the emergency lighting switch is in the:
A. ON position
B. OFF position
C. ACTIVE position
D. ARMED position
2.
The emergency lighting switch positions are:

A. OFF, ON, ARMED
B. OFF, STANDBY
C. OFF, CHARGE
D. OFF, ARMED, STANDBY
5.
The wingtip strobe lights are turned on

with the:
A. Anticollision lights switch
B. Light switch labeled WING on
the overhead panel
C. Navigation lights switch
D. Strobe light switch
3.
After a total electrical failure, the emergency lights have battery power for approximately:
6.
The battery bus feeds power directly to

the:
A.
B.
C.
D.
Revision 3
5 to 10 minutes
10 to 20 minutes
25 to 35 minutes
40 to 45 minutes
A.
B.
C.
D.
Circuit-breaker panel lights

Emergency lights
Dome lights
Reading lights
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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
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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 presentation and testing of warning and indication circuits for the various airplane systems.
Included in the warning group are the warning panel, hydraulic control and indicator
panel, overhead panel, thrust reverser lights,
and interstage temperature lights.
Revision 1
A panel with 52 annunciator lights is mounted

in the center instrument panel in front of the
pilot. These annunciators and the ones on
associated panels, along with some aural tones,
are designed to alert the pilot to abnormal or
undesirable system conditions. The panel is
known as the warning panel, and the tones are
generated by the aural warning system.
4-1
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WARNING PANEL
The warning panel (Figure 4-1 and Appendix
B) provides a means of alerting the pilot to
certain system conditions or malfunctions. The
annunciators are either red or amber and illuminate for the causes listed in Table 4-1. Each
annunciator contains two bulbs and an engraved
legend identifying the corresponding system.
A TEST switch is provided to illuminate all annunciator lights and to verify bulb integrity.
Electric power is normally provided from the
A1 bus through circuit breaker EX WARN
LIGHTS A. In the event of a normal electric system failure, power is automatically transferred
to the B1 bus and fed through circuit breaker
EX WARN LIGHTS B. A BRIGHTDIM
switch is provided to dim some of the annunciators 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.
4-2
Warning Panel
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Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES

Annunciator
Cause for Illumination
CMPTR 1
The control switch of the

indicated computer is in the OFF
or MAN position.
CMPTR 2
The indicated computer has

failed (electrical power supply
failure, internal failure, or
incorrect data).
CMPTR 3
FWD
DOORS

(Specific light to aircraft
incorporating 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).
L. AOA
The indicated heating systems

are not on.
R. AOA
Angle-of-attack heating has

failed.
OIL 1
The oil pressure of the indicated

engine is lower than 25 psi
(1.72 bar).
OIL 2
Chips are detected in the

indicated engine oil system.
OIL 3
Annunciator
L. WHL
OVHT

An overheat condition is detected in
the left or right landing gear wheel
well.
R. WHL
OVHT
BAT 1
BAT 2
BUS TIED
HOT
BAT
The indicated battery is not

connected to the airplane power
system through its make-and-break
switch.
The main left and right buses are tied,

or the battery 2 paralleling contactor
remains closed.
The temperature of one of the
batteries exceeds 150 F
(65.5 C) for aircraft prior to
SN 172 with SB-94 not applied.
The temperature of one of the
batteries exceeds 160F (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
SLATS
There is a discrepancy between

the two slat control flight/ground
contacts.
L. PITOT
The indicated heating systems

are not on.
R. PITOT
Pitot or static pressure probe

heating has failed.
There is a discrepancy between

these two contacts and the nose
and left landing gear flight/
ground contacts, inhibiting gear
retraction.
The indicated heating system is

not on.
The discrepancy between the

two angle-of-attack sensors
exceeds +5 (in-flight
configuration only).
ST BY
PITOT
Standby pitot pressure probe

heating has failed.
GEN 1
GEN 2
GEN 3
Revision 4
The indicated generator is not tied to

the power system (the associated
reverse current relay is open, or the
start relay remains closed at the end
of a start sequence).
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
ASYM
An asymmetry between the left and

right flap position exists.
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Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)

Annunciator
FUEL 1
FUEL 2

The pressure switch located on the
indicated engine fuel supply LP line
indicates a pressure drop (pressure
less than or equal to 4.6 psi
[approximately 320 mb]).
AFT CABIN
ISOL
(option 25-21-01)
REV
UNLOCK
FUEL 3
XTK 2
OPEN
Annunciator
The front-to-rear tank transfer valve

is closed when it should be open.
The light normally illuminates

during the thrust reverser retraction
phase.
FUELING
BAG
ACCESS
The cabin baggage compartment

access door is not closed.
LO
FUEL 1
A fuel level below 200 pounds is

detected in tank group G1 or G3.
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.
For airplanes SNs 1 to 11A

fuel level below 200 pounds is
detected in tank group G2 (or
below 1,100 lb if booster pumps
2 are off).
Bus B-2 has failed.
For airplanes SNs 12 and subsequentA fuel level below 200

pounds is detected in tank
group G2.
The vent valve control lever is

raised.
The DEFUELING switch is set

to ON.
AP
AIL
ZERO
The emergency aileron actuator is

not in the neutral position.
AIL
FEEL
A discrepancy is detected between

the IAS output of the air data
computer and the position
information supplied by the linear
potentiometer on the aileron Arthur
actuator.
PITCH
FEEL
There is a discrepancy between the

position of the elevator Arthur
actuator and the position of the
horizontal stabilizer, or there is an
elevator Arthur box malfunction.
4-4
One of the two fuel vents is

not closed.
The defueling/refueling valve is
not closed.
LO
FUEL 3
LO
FUEL 2
The thrust reverser clamshell doors

are not locked in the stowed
position.
NOTE
The front-to-rear tank transfer valve

is open when it should be closed.
XTK 2
CLOSED

The foldable door of the partition at
frame 16 is not latched open when
the No smoking passenger call
sign is activated.
The autopilot has failed or has

automatically disengaged.
On aircraft incorporating M880C,
when this light flashes, the audio
warning sounds.
MISTRIM
The AP trim coupler system has

failed.
MACH
TRIM
The MACH trim system is disengaged or has failed.
BLEED
OVHT
An overheat of HP/LP bleed air is

detected (temperature higher than
or equal to 635 F [335 C], or 545
F [285 C] if anti-icing has been
activated).
Revision 4
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Table 4-1. ANNUNCIATOR ILLUMINATION CAUSES (Cont)

Annunciator
ECU
OVHT

An overheat (446 F or 230 C)
is detected at the compressor
outlet of the turbocooling unit.
Annunciator
CABIN
NOSE
CONE OVHT
BLEED
APU
BAG ISOL
#2 P BK
The front lavatory compartment service panel door is

not closed (if this option is
installed).
Overheating is detected in one of

the cabin or cockpit supply ducts (air
temperature higher than or equal to
203 F [95 C]).
Overheat is detected in the nose
cone (temperature higher than or
equal to 158 F [70C]).
Light on only with audio warning on

aircraft with M880A
REAR
DOORS
The APU bleed-air valve is not

completely closed with the bleed
switch off or one of the power levers
positioned to 54 or greater.
The baggage compartment electric
isolation valve is not open. In this
condition the baggage compartment
is not pressurized.
Steady illumination: Hydraulic
system No. 2 pressure is 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 altitude is greater than
or equal to 10,000 feet.
Without audio warning:
The main entrance door is
not locked.
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
OVHT
T/O
CONFIG
LIGHTSCauses illumination of all

lights on the warning, hydraulic control and indicator, and overhead panels,
as well as the thrust reverser and interstage turbine temperature lights on each
ITT indicator
Center positionIs the normal off position of the switch
FIRECauses illumination of all FIRE
lights on the fire panel
The BRIGHTDIM switch is spring-loaded
to an unmarked center off position.
Figure 4-2. Fire Panel
The baggage compartment

outside door is unlocked.
BRIGHTMomentarily positioning
provides normal indicator lighting.
The rear compartment door

is unlocked.
CenterIs the normal inactive position

of the switch
Table 4-2. FIRE PANEL ILLUMINATION

CAUSES
DIMMomentarily positioning pro-
Annunciator
The light illuminates and the audio

warning sounds if the aircraft 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.
Revision 4
The TEST switch is spring-loaded to an unmarked center position and has positions labeled LIGHTS and FIRE.
vides dimming of the indicator lights

through a self-locking relay.
NOTE
Another self-locking relay enables
dimming of the indicator lights and
buttons in the cockpit.
FIRE PANEL
FIRE 1
With the exception of the FAULT lights,

which have only one bulb, the fire panel lights
have two bulbs. The fire panel FIRE lights can
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
used to test the fire detection and extinguishing systems.
Fire is detected in the indicated

engine compartment.
FIRE 2
FIRE 3
FIRE
BAG COMP
The fire panel (Figure 4-2 and the Appendix

B) includes twelve lights: five red and seven
amber. When any of the five red lights illuminates, an audio warning sounds simultaneously. The audio sound can be silenced by
pressing the horn silence pushbutton located
on the pedestal. The annunciators illuminate
for the causes given in Table 4-2.
FIRE APU
FAULT
FUEL
SHUT
OFF
Fire or smoke is detected in the

baggage compartment.
Fire is detected in the APU

compartment.
A fault is detected in the associated

detection loop.
During fuel shutoff valve transit or if

there is a discrepancy between the
position of the valve and the position
of the control switch.
TRANS
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The fire panel lights cannot be dimmed, except for the three FUEL SHUT OFF valve
lights and the FAULT lights.
HYDRAULIC CONTROL
AND INDICATOR PANEL
The hydraulic control and indicator panel (Figure 4-3 and Appendix B) centralizes the display of hydraulic system malfunctions. The
panel includes four amber and two green lights.
Each light includes two bulbs. An engraved
label serves as identification of the associated system. The hydraulic control and indicator panel lights illuminate for the reasons
given in Table 4-3.
The lights on the hydraulic control and
indicator panel can be tested by positioning
the TEST switch located on the warning panel
to LIGHTS.
Table 4-3. HYDRAULIC CONTROL AND

INDICATOR PANEL
ILLUMINATION CAUSES
Annunciator
PUMP 1
international
The causes for illumination are given in

Table 4-4.
Table 4-4. BATTERY TEMPERATURE

INDICATOR ILLUMINATION
CAUSES
Annunciator

The pressure of the indicated pump
is lower than 1,500 psi
(approximately 103 bars).
WARM
PUMP 2
HOT
PUMP 3
ST BY
PUMP
The standby pump selector

located in the rear compartment
is not in the normal flight position.
L R
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).
The No. 1 and/or No. 2 battery

overheats. (The light illuminates
when the battery internal
temperature is higher than 120F
[48.9C]).
The No. 1 and/or No. 2 battery
overheats. The light illuminates
when the battery internal
temperature is:
Over 150 F (65.5C) for aircraft
prior to SN 172 with SB-94 not
applied, or
The standby pump cycle time is

longer than 60 seconds.
Pressure supplying the left or
right brake units becomes higher
than or equal to 232 psi
(approximately 16 bar)
increasing in system No. 1.
Over 160 F (71.7C) 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.
Figure 4-4. Battery Temperature

Indicator Aircraft <172
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
BATTERY TEMPERATURE
INDICATOR
The battery temperature indicator (Figure
4-4, 4-4A, and Appendix B) displays the temperature of each battery. It includes:
888
BATTERY 1
HOT
A red HOT light connected in parallel

with the HOT BAT light located on
the warning panel
Figure 4-3. Hydraulic Control and
Indicator Panel
4-6
An amber WARM light

A test pushbutton which causes
illumination of the indicator WARM
and HOT lights and the warning panel
HOT BAT light and indicator pointers
displacement
WARM
888
BATTERY 2
TEST
TEST BUTTON TESTS
THE BATTERY TEMPERATURE
INDICATOR
Figure 4-4A. Battery Temperature Indicator Aircraft 172
Revision 4
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MISCELLANEOUS
VISUAL WARNINGS
ENG 2 FAIL WARNING LIGHT
THE ENG 2 FAIL warning light (Figure 4-5 and
Appendix B) illuminates steady. The light and
causes for illumination are shown in Table 45.
INTERSTAGE TURBINE
TEMPERATURE INDICATORS
The three ITT indicators (Figure 4-6 and the
Appendix B) each include a graduated circular dial, a three-digit counter, and a red
engine overheat warning light. The lights
and their causes for illumination are shown
in Table 4-6.
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
Annunciator
ENG 2 FAIL

The airplane is on the ground and
the No. 2 engine power lever is at
the 84 setting and the No. 2 engine power is less than 85% N1.
Table 4-6. ITT LIGHT

ILLUMINATION CAUSES
Annunciator
The light flashes if the associated

engine ITT reaches 952 C on
TFE-731-5AR-1C or 980 C on
TFE-731-5BR-1C.
The No. 2 engine S-duct access

door is not properly closed.
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.
A second light is installed on the

copilot instrument panel on
aircraft with M880B incorporated.
ECU
A/I
Revision 4
On aircraft with SB-131, this

pushbutton light is illuminated
when the turbine emergency antiicing valve is closed
PWR
INC
The light indicates the correct

operation of power increase system
control relays for high altitude
takeoff (approximately 5,000 feet)
and hot weather conditions (over
18.5 C).
4-7
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AUDIO WARNINGS
sound can be silenced are listed in Table 4-7.
PRIORITY WARNINGS
GENERAL
The audio warning system alerts the crew to configuration anomalies or certain operational conditions. The unit is located in the pedestal and
issues warning sounds through the cockpit loudspeaker or the pilot and copilot headsets.
The sounds are generated by a transistorized
audio warning unit which includes four
potentiometers. The potentiometers are designated for:
The stall and VMO /M MO warnings have priority over all others. They cannot be triggered
simultaneously with the other warnings, with
the exception of the horizontal stabilizer in
movement warning (rattle noise).
Next in priority is the fire warning. It cannot
be triggered simultaneously with other warnings, with the exception of the horizontal stabilizer-in-movement warning.
Loudspeaker output
WARNING VOICE
Pilot headset audio output
Single Warning
Copilot headset audio output
A single voice advisory is repeated every two

seconds until the corresponding signal disappears or the HORN SIL pushbutton is pressed.
Rattle noise output

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, associated warnings, causes of warning, and if the
Figure 4-7.
4-8
HORN SIL Pushbutton
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Table 4-7. AUDIO WARNING CAUSES

WARNING
SIMULTANEOUS
WARNING OR
INDICATION
TYPE OF
SOUND
CAUSE
HORN
SIL
VMO/MMO
Continuous varying
sound with frequency
varying between 660
Hz and 3,330 Hz
during a one-second
period
Readings on both
EFISs
VMO/MMO exceeded
No
Cabin pressure
Warning voice CABIN
Red CABIN light on

warning panel and
cabin altitude reading
higher than 10,000
feet on cabin altimeter
Cabin altitude higher than

10,000 feet
Yes
Fire
Continuous two-pitch
audible 500-Hz tone
for 150 ms and then
555 Hz for 150 ms
Illumination of at least
one red FIRE light on
the fire panel
Fire is detected by:

Engines 1, 2, and 3
fire detectors
APU fire detector
Baggage compartment smoke detector
Yes
Stall
Intermittent 1,660-Hz
sound (beep beep)
on for 100 ms and off
for 100 ms
SLATS NOT EXTENDED

Illumination of the
three IGN lights on
the overhead panel
Flashing of green
slat light
Airplane angle-of-attack is
greater than 11
No
No
SLATS EXTENDED
Stall
Intermittent 1,660-Hz
sound (beep beep)
on for 100 ms and off
for 100 ms
Illumination of the
three IGN lights on
the overhead panel
Steady green
slat light
Activation of stick
shaker on aircraft with
M889
Airplane angle of attack is

greater than 16.5
Altitude deviation
Warning voice ALTITUDE
Illumination of the
amber altitude warning light on the pilot
and copilot altimeters
From a given altitude, the

airplane flies to the altitude
selected on the control
unit. When within 1,000
feet of this altitude, the
audio warning sounds,
and the light on each
altimeter illuminates.
The altitude selected

on the ASEL box of
each EADI changes
color.
No
Once the preset altitude is

reached, the audio warning
sounds and the altimeter
lights illuminate if altitude
deviation exceeds 250 feet.
Horizontal
Stabilizer
in movement
Revision 4
Continuous clacker
sound with pulse
frequency at 12.5 Hz
Horizontal stabilizer
position indicator needle
is in movement on the
trim panel.
Movement of horizontal
stabilizer, whatever the
operation mode
No
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Table 4-7. AUDIO WARNING CAUSES (Cont)

WARNING
Landing gear
TYPE OF
SOUND
Warning voice GEAR
SIMULTANEOUS
WARNING OR
INDICATION
Red light on landing
gear control handle
flashes.
CAUSE
The control handle is in the
gear downlocked or uplocked 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
downlocked or uplocked
position, the flaps are
extended to 40, and at
least one of the three gears
is not downlocked.
HORN
SIL
Yes
No
Decision height
Warning voice
MINIMUM
Letters DH appear on
both EADIs.
Preset decision height is

reached.
Yes
Autopilot
(Aircraft with
M880C)
Warning voice
AUTOPILOT
Illumination of the AP
light on the warning
panel
Failure or disengagement
of the autopilot
No
Takeoff
Configuration
Warning voice
NO TAKE-OFF
Illumination of the T/O

CONFIG light on the
the fire panel
The airplane is on the

ground, at 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 panel
which do not have
their own audio
warnings and ENG
2 FAIL red lights
(Aircraft with
M880C).
770 Hz
gong for
0.4 s.
Illumination of one of
the red lights.
Check possible causes

of warning light
concerned.
4-10
Yes
No
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Multiple Warnings
A maximum of three voices can be heard at
one time. If a fourth signal is received, it is
stored until one of the three active causes
has terminated.
B) red light are tested on the ground using the

configuration panel TEST pushbutton.
The warning panel BRIGHTDIM switch may
be used to dim these lights. Table 4-9 shows
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
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

LIGHTSTESTFIRE 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
stabilizer in
movement
Action on the pitch trim

control
Landing gear
Depressing the landing gear

test pushbutton on the
slat/flap landing gear
configuration panel
Takeoff
configuration
On the ground reproducing

the conditions which cause
the warning panel T/O
CONFIG light to illuminate
Revision 4
Figure 4-8. Configuration Panel and

Landing Gear Control Handle
4-11
FlightSafety
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Table 4-9. CONFIGURATION PANEL

AND LANDING GEAR
CONTROL HANDLE
ILLUMINATION CAUSES
Annunciator

The control handle is in the gearup position, and the three gears
are not yet uplocked.
THRUST REVERSER
INDICATOR LIGHTS
The thrust reverser indicator lights (Figure 49 and the Appendix B) are located on the lower
center instrument panel. The lights and their
causes for illumination are shown in Table 410.
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
BRAKE
Steady illumination
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.
4-12
Figure 4-9. Thrust Reverser

Indicator Lights
Table 4-10. THRUST REVERSER
INDICATOR LIGHTS
ILLUMINATION CAUSES
Annunciator
TRANSIT
The clamshell doors are in

movement or are not locked or
reverser lock latches are released.
DEPLOYED
The synchronizing bell crank

controlling the clamshell doors has
reached the fully deployed position.
Revision 4
FlightSafety
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OVERHEAD PANEL
INDICATOR LIGHTS
The BRIGHTDIM switch can be positioned

to DIM to reduce the intensity of the overhead
panel lights.
The overhead panel lights (Figure 4-10 and Appendix B) are tested by setting the warning
panel TEST switch to LIGHTS.
The overhead panel lights and their causes

for illumination are given in Table 4-11.
Figure 4-10. Overhead Panel Lights
Revision 3
4-13
FlightSafety
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Table 4-11. OVERHEAD PANEL LIGHT ILLUMINATION CAUSES

Annunciator
MASTER
APU
Annunciator
APU PANEL
Steady illumination: It is
depressed to on.
ANTI-ICING PANEL
ENG 1
ENG 2
ENG 3
Flashing: In the event of

automatic shutdown of the APU
by flight/ground contact, ECU
overheat, faulty generator
regulation, or starting faults
OIL
GEN
The light illumination indicates low

oil pressure or high oil temperature.
The APU generator is off the line.

Overpressure is detected in the
No. 1 or No. 3 engine, or
overtemperature or overpressure
is detected in the No. 2 engine.
The APU generator has excitation

voltage. The APU generator switch
is on.
ENGINES PANEL
IGN 1 IGN 2 IGN 3
WING
The igniter unit of the indicated

engine is energized.
The side tank group interconnection

valve is not closed.
X.BP
One of the 13 or 31 crossfeed

valves is not closed.
(CENTER AMBER
LIGHT)
LEVEL
(3 AMBER LIGHTS)
X.BP
(2 LH AND RH
AMBER LIGHTS)

Overtemperature is detected in
the system.
The fuel level in the associated tank

(left or right centerwing tank) is
lower than 1,000 pounds or the fuel
level in the rear tank is lower than
1,100 pounds.
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.
One of the associated crossfeed

valves (12 or 32) is not closed.
WINDSHIELD PANEL
BLEED-AIR PANEL
ISOL
Green light: The WING switch is

set to on and all the required
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.
FUEL SYSTEM PANEL
XTK
Green light: The ENG 1, ENG 2,

or ENG 3 switch is in the on
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.
DC SYSTEM PANEL
APU
XFR
The bleed-air isolation valve is

closed.
Either pilot or copilot regulation

circuit is defective, and detection
and regulation is transferred to the
opposite system (pilot or copilot).
EXTERIOR LIGHTS PANEL
LDG
4-14
The LANDING switch is set to on.
Revision 4
FlightSafety
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Table 4-11. OVERHEAD PANEL LIGHT ILLUMINATION CAUSES

Annunciator

INTERIOR LIGHTS PANEL
FASTEN
BELTS
The FASTEN BELTS passenger

ordinance sign is illuminated.
EMERG
LIGHTS
The EMERG LIGHTS selector is in

the ON or OFF position, and the
aircraft is electrically powered.
Annunciator
LH
AVIONICS
RH
AVIONICS
OFF
OFF
MASTER
MASTER

AVIONIC MASTER SWITCHES
Switch illuminates when associated
avionics is off.
The no smoking ordinance sign is

illuminated.
OPERATION
When airplane power is turned on, the master
warning and annunciator lights circuit is energized with 28 volts. Illumination of one of
the annunciators occurs when its corresponding system experiences a failure, is turned
off, or has not been actuated. The annunciator extinguishes only when the illuminating
malfunction and/or circumstance has been
cleared.
Intensity of most annunciators may be decreased by means of the BRIGHTDIM switch.
When placed in the DIM position, each annunciators intensity is reduced by approximately 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.
Revision 3
4-15
FlightSafety
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QUESTIONS
1.
The warning panel can be checked by positioning the control switch to:
A.
B.
C.
D.
2.
4.
BRIGHT
LIGHTS
FIRE
DIM
A.
B.
C.
D.
When the warning panel CABIN light illuminates, the accompanying sound is:
The audible word minimum indicates

that:
A.
B.
C.
D.
4-16
Fuel level is low.

Cabin pressure is low.
Preset decision height is reached.
Angle of attack is negative.
Fire
VMO /M MO
Stall
Altitude deviation
5.
The TEST pushbutton for the battery

temperature indicator is located on the:
A. Warning panel
B. Overhead panel
C. Copilots side panel
D. Indicator
6.
When more than one voice warning is active, they may:
A. The word cabin

B. A continuous variable 6603,330-Hz
tone
C. An intermittent 1,660-Hz tone
D. A high-pitched siren
3.
The HORN SIL button can be used to silence the audible warning for:
A.
B.
C.
D.
Be silenced one at a time

Not be silenced
Be silenced all at once
Be silenced only by correcting the
cause
Revision 3
FlightSafety
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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
Revision 3
5-i
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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
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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 LogicAircraft without SB F900-48................................. 5-9
5-5A
Manual Control of Transfer ValveAircraft without SB F900-48 ....................... 5-10
5-6
Jet Pump (Typical).................................................................................................. 5-11
5-7
Crossfeed X-BP 1 3Normal Configuration.............................................. 5-14
5-8
Crossfeed X-BP 1 3Pump 1 Inoperative.................................................. 5-15
5-9
Crossfeed X-BP 1 3Pump 3 Inoperative.................................................. 5-16
5-10
Crossfeed X-BP 1 2 and 3 2Normal Configuration ...................... 5-17
5-11
Crossfeed X-BP 1 2 and 3 2Pumps 1 or 3 Inoperative.................. 5-18
5-12
Crossfeed X-BP 1 2 and 3 2Pump 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
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TABLES
Table
Title
Page
5-1
Fuel Tank Capacities ................................................................................................ 5-2
5-2
Fuel Specifications ................................................................................................. 5-29
5-iv
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CHAPTER 5
FUEL SYSTEM
FUEL FLOW
4
MAIN
FUEL
2
LBS X 100
0
10
INTRODUCTION
During normal operations, the Falcon 900 fuel system consists of three separate subsystems: 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 airplane may be pressure- or gravity-refueled or defueled.
GENERAL
Fuel storage consists of three tank groups: the
left wing and center wing, the forward and
rear fuselage, and the right wing and center
wing tanks. Total usable fuel capacity is 19,065
100 pounds; an additional 119 pounds is unusable. Weights are calculated for a fuel density of 6.7 pounds per gallon. Low-pressure
fuel is supplied to the engine-driven fuel
pumps by combined pressurization and boost
pumps. In addition, the submerged boost
pumps supply fuel for crossfeed operations,
Revision 3
tank-to-tank transfer, and motive-flow fuel

for fuel transfer. Fuel quantity is monitored by
a DC-operated capacitance system. Singlepoint pressure refueling may be accomplished
for full or partial tanks. Gravity refueling
ports are located in the left and right wings.
Drain valves are provided to check for fuel
contamination. All tanks are automatically
pressurized by low-pressure bleed air as soon
as either No.1 or No. 2 engine is started.
5-1
FlightSafety
international
Throughout this chapter a color code is used to

designate tank group fuel or tank group function. Amber designates group 1, green designates group 2, and yellow is used for group 3.
FUEL STORAGE
GENERAL
Three fuel tank groups comprise the Falcon
900 fuel storage. Group 1 consists of the left
wing and the left center wing tanks. Group 2
consists of the forward and rear fuselage tanks.
Group 3 consists of the right wing and right
center wing sections. All tanks are part of the
airplane structure. Table 5-1 lists the fuel tank
capacities.
WING AND CENTER

WING TANKS
Group 1 and group 3 integral tanks normally supply the No. 1 and No. 3 engines, respectively.
The tanks (Figure 5-1) are divided into
Table 5-1.
TANK GROUP
compartments with flapper valves to allow fuel

flow inboard and into the No. 1 and No. 3 boost
pump compartments. Fuel in the outboard portions 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.
The tanks are confined chordwise between
the front and rear wing spars and spanwise between the center wing partition and the wing
end rib. Each wing is divided into two sections, outboard and inboard, which are separated by a rib with interconnection holes and
flapper valves. The wing skin forms the top
and bottom surfaces of the Group 1 and Group
3 tanks. As shown in Figure 5-1, the boost
pump compartments are located in the aft part
of each center wing section, and each contains
one electrical, submerged, centrifugal boost
pump for its respective tank group. The outboard end of each wing has a negative
pressure-relief valve to ensure that internal
tank pressures do not fall below atmospheric
pressure. The internal surfaces of the tanks
are covered with a special coating to minimize
bacterial growth and corrosion. Each left and
right wing has sump drains and a gravity
filler port, covered later in this chapter.
FUEL TANK CAPACITIES
LITERS
KILOGRAMS
(SPECIFIC
GRAVITY =
0.803)
U.S.
GALLONS
POUNDS
1
Group
Left wing and center wing
3,433.0
2,756.5
907.0
6,077.0
3
Group
Right wing and center wing
3,433.0
2,756.5
907.0
6,077.0
Front
2,061.0
1,655.0
544.6
3,649.0
Rear
1,899.0
1,525.0
501.8
3,362.0
10,826.0
8,693 45
2,860.4
2
Group
Front and rear tanks
Airplane total capacity
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).
5-2
Revision 3.01
Revision 3.01
SIDE
CENTER WING
TANK
NO. 1 PUMP COMPARTMENT

BAFFLE
NO. 2 BOOST
PUMP COMPARTMENT
REAR
SPAR
SEALED
WALL
REAR TANK
PARTITION
PRESSURIZATION
INTERCONNECTION
NO. 1 BOOST
PUMP COMPARTMENT
LEGEND
FRONT
SPAR
GROUP 1
GROUP 2
GROUP 3
PARTITION
INBOARD
WING TANK
NO. 3 BOOST PUMP

COMPARTMENT
NEGATIVE PRESSURE
RELIEF VALVE
CENTER WING
FEEDER
NO. 3 PUMP
COMPARTMENT
BAFFLE
FILLER
PORT
JUNCTION
PLATE
OUTBOARD
WING TANK
international
FlightSafety
FRONT
TANK
FLAPPER
VALVES
5-3
Figure 5-1.
Fuel Tanks
FlightSafety
international
FRONT AND REAR FUSELAGE

TANKS
The front and rear fuselage tanks comprise
the group 2 tanks, which normally supply the
No. 2 engine and auxiliary power unit (APU).
These tanks form a structural part of the fuselage. As shown in Figure 5-1, the front tank
is located immediately forward of the wing
center section. The rear tank is aft of the main
landing gear wheel wells. Two electric, submerged, centrifugal boost pumps are located
in the forward compartment of the rear tank.
The front and rear tanks are interconnected by
two pipes which allow air and, if necessary,
fuel circulation between the tanks. Two fuel
transfer pipes also connect the two tanks.
Sump drains are provided. No gravity filler
port is provided for the group 2 tanks; when
the airplane is gravity-refueled, the transfer
system must be used to fill the tanks.
FUEL SYSTEM
CONTROLS
Fuel system controls are located on the
overhead panel and the center instrument panel.
The overhead panel is arranged schematically,
representing the basic fuel system configuration.
Controls located on the overhead panel include:
Two BOOSTER switches (one for each
wing tank)These are two-position
toggle switches which are used to turn
the group 1 or group 3 boost pump on or
off.
A single BOOSTER switch (for group
2)This is a three-position switch with
positions marked OFFST-BYNORM.
It controls the two group 2 boost pumps
as follows:
OFFWhen in the OFF position, both
boost pumps are off.
ST-BYWhen positioned to ST-BY,
only the standby boost pump is
energized.
NORMWhen in the NORM posi-
5-4
tion, only the normal boost pump is

energized. If either the 1 2 or
2 3 crossfeed valves are opened
by selection of a rotary X-BP crossfeed switch to crossfeed while the
switch is in NORM, the standby boost
pump will then operate automatically,
in conjunction with the normal pump.
Three rotary crossfeed selector switches
labeled X-BPThese switches allow
crossfeed from any tank group to any engine when circumstances dictate.
A three-position XTK (tank interconnect) toggle switchWhen in the left or
right position (center is off), the XTK
solenoid valve will open, allowing fuel
pressure to then open the interconnection valve between group 1 and group
3 tanks. This switch, when selected to
the left or right position, controls
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
switch and XTK valve will function
only when the rotary X-BP
1 3 interconnect switch is open.
A switch identified XTK 2 for aircraft
equipped with electric transfer valve
XTK 2 (aircraft without SB F900-48).
This three-position switch marked
CLOSEDOPENAUTO allows positive manual control (OPEN or
CLOSED) or automatic operation of the
front/rear tank electric isolation (transfer solenoid) valve.
Controls located on the center instrument
panel include:
Three guarded FUEL SHUT OFF toggle

switchesWhen positioned off, the switch
closes the respective fuel shutoff valve,
located in the belly fuel well between the
main landing gear.
A pushbutton marked TOT REARIn normal operation the group 2 fuel quantity gage
reads total fuel in the front and rear tanks.
When the button is depressed, the gage reads
rear tank fuel quantity only.
Revision 3
FlightSafety
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GROUP
1
3
INTERCONNECTION
SWITCH
BOOSTER
PUMP 1
SWITCH
BOOSTER
PUMP 3
SWITCH
XTK
BOOSTER
BOOSTER
LEVEL
FUEL
TEMPERATURE
INDICATOR
(OPTION)
LEVEL
X.BP
FUEL SHUTOFF VALVE CONTROLS

X-BP 1
3
ROTARY
INTERCONNECT
SWITCH
DISCH
2
X.BP
ENG 1
FIRE 1
TRANS
FAULT
FIRE 2
FIRE 3
RESET
PUSHBUTTON
FIRE
BAG COMP
FUEL USED
INDICATOR
AUTO
OPEN
CLOSED
10
LEVEL
X.BP
ENG 2
FUEL SYSTEM
10
20
30
ENG 3
X-BP
30
40
40
20
60
LBS
X 100
80
20
30
20
60
LBS
X 100
FUEL QTY
1
2
2
3
CROSSFEED CROSSFEED
ROTARY
ROTARY
SWITCH
SWITCH
10
20
40
20
0
X-BP
FAULT
BOOSTER
PUMP 2
SWITCH
FIRE APU
TRANS
FAULT
XTK 2*
TRANS
FAULT
FUEL
SHUT
OFF
DISCH
2
*
BOOSTER
NORM
ST-BY
OFF
FUEL
SHUT
OFF
DISCH
2
FORWARD/REAR TANK
TRANSFER SWITCH
FUEL
SHUT
OFF
80
FUEL QTY
60
LBS
X 100
80
FUEL QTY
TOT
REAR
FUEL FLOW AND QUANTITY

INDICATORS

* NOT
FUEL 1
FUEL 2
FUEL 3
LO
FUEL 1
LO
FUEL 2
REV
UNLOCK
ECU
OVHT
LO
FUEL 3
XTK 2
OPEN
AIL
ZERO
FUELING
AP
MISTRIM
COND G
OVHT
-2P BK
CABIN
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG
BLEED
OVHT
XTK 2
CLOSED
AIL
FEEL
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
BAG 1 COMP 1
BLEED AIR
ISOL
COOLING
FAN
S4 1
S4 1
ACM
DISM
OC 1
OC 1
MFD
S4 2
ADC 2
CNSL2
FOC 2
FIG 2
ON
TEST
NORM
OFF
GRAVITY
FUELING
DG IDIC
TEST
RESET
A/P TEST
MAINTENANCE PANEL
Figure 5-2.
Revision 4
ANTI-SKID
HEAT
FUEL FLOW
TEST
WARNING PANEL
STABILIZER
RELAY TEST
Fuel System Controls and Indications
5-5
FlightSafety
international
A maintenance panel is located on the

copilots right side wall. Figure 5-2 shows the
locations of the fuel system controls and the
annunciator indications, which are discussed
later in this chapter.
A water trap
A pressure gage
During refueling, venting is through two electrically controlled valves located forward of
the wing roots.
FUEL DISTRIBUTION
FUEL TRANSFER SYSTEM
GENERAL
Front-to-Rear Tank Transfer

Aircraft Fitted with Fuel
Transfer Valve XTK 2, Aircraft
without SB F900-48
Distribution of fuel from the wing and fuselage

tanks is aided by the tank air pressurization system. Fuel transfer by jet pump or via gravity
is possible from the front fuselage tank to the
rear tank. Transfer is also possible between
any two lateral tank groups for fuel leveling,
if necessary. Jet pumps transfer fuel internally
in all tank groups. Boost pumps are the primary
means of supplying fuel to the engines.
For operators with an approved Minimum
Equipment List, dispatch with a boost pump
inoperative is possible, provided that the wing
tanks are pressurized. An air pressure gage is
located in the rear equipment compartment to
confirm tank pressurization.
FUEL TANK
PRESSURIZATION SYSTEM
The fuel tanks are automatically pressurized by
low-pressure bleed air from No. 1 and No. 2 engines as soon as either engine is started (Figure
5-3). The system is completely automatic. The
pressure is regulated by the following:
A pressure-reducing valve downstream
from the engine bleed
Two valve boxes which include pressure-relief and negative pressure-relief
valves
A negative pressure-relief valve in each
wingtip
Description
In addition to the two air/fuel pressurization
interconnect pipes which link the front and
rear fuselage tanks, two fuel transfer pipes are
installed (Figure 5-4). The right pipe is positioned for gravity transfer of fuel from front
to rear only until the fuel level reaches onethird of its capacity. The left pipe can be used
for gravity transfer, or fuel can be transferred
normally using a jet pump installed in the
rear tank. This pipe is installed to draw fuel
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 consumption of fuel from the front tank. The
valve closes to conserve one-third of the front
tank capacity while the contents of the rear
tank are consumed.
The logic control circuit includes:
A fuel level detector located in the front
tank at a level approximately 100 pounds
higher than the right (gravity flow) pipe
fuel flow cutoff level (1,200 pounds)
Two level detectors located in the rear
tank at the 1,100- and 1,400-pound levels
An electric transfer solenoid valve installed in the left transfer pipe
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
5-6
Revision 3
FlightSafety
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LEVEL LESS
THAN 1,000 LB
XTK

BOOSTER
LEVEL LESS THAN 200 LB
BOOSTER
LEVEL
FUEL 1
FUEL 2
FUEL 3
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
REV
UNLOCK
FUELING
ECU
OVHT
COND G
OVHT
-2P BK
CABIN
BLEED
OVHT
FRONT TANK
LEVEL
X.BP
XTK 2
CENTER WING
TANK
BOOSTER
NORM
ST-BY
OFF
VENT VALVE
SUMP DRAIN
X.BP
AUTO
OPEN
CLOSED
LEVEL
X.BP
PROBE
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
GRAVITY FUELING
G2
G1
159
NO. 1 ENGINE LP AIR
PRESSURE
GAGE
VALVE BOXES
REAR TANK
LEGEND
TANK PRESSURIZATION
ELECTRICAL CONNECTION
Figure 5-3.
Revision 3.01
FLAPPER
VALVE
G2
WING NEGATIVE
PRESSURE RELIEF
VALVE
AUTOMATIC
DRAIN
G3
HOT AIR
FILTER
DRAIN
BOWL
PRESSURE REDUCER
AUTOMATIC DRAIN
CHECK
VALVE
NO. 2 ENGINE LP AIR
Tank Pressurization and Quantity Indication
5-7
FlightSafety
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international
PROBE
FRONT TANK
CENTER
WING TANKS
JET
PUMP
G2
FILLER
PORT
FILLER
PORT
INTERCONNECTION
VALVE
(NORMALLY CLOSED)
;;;;
FLAPPER
VALVE
G1
G3
;;;;
;;;;
y
;
y;
R3 CROSSFEED
VALVE
DRAIN VALVE
(AIRCRAFT
PRIOR TO SN 96)
R1 CROSSFEED
VALVE
;
;
FUEL
GROUP 1
CROSSFEED SHUTOFF
VALVE
VALVE
FUEL
SHUTOFF
VALVE
GROUP 1
CROSSFEED
MANIFOLD
;;
GROUP 2
FUEL
MANIFOLD

FUEL SHUTOFF VALVE

CROSSFEED VALVE
LEGEND
GROUP 1 FUEL
GROUP 2 FUEL
DEFUELING/
REFUELING
VALVE
DRAIN
VALVE
yyyy ;;;;

@@@@
;;;;
yyyy

@@@@
NEGATIVE
PRESSURE
RELIEF
VALVE
MANIFOLD
;;
;
MANIFOLD
TRANSFER VALVE
(ON SOME AIRCRAFT)
FUEL
TEMPERATURE
PROBE
(IF INSTALLED)
ONE-THIRD
TANK LEVEL
PIPE
GROUP 3 FUEL
MOTIVE FLOW
TRANSFER FUEL
GROUP 2
CROSSFEED
MANIFOLD
G2
REAR
TANK

SUMP DRAIN
;
;;;
;
;
;
;
;;;;;; ;
;
;
;;
NEGATIVE
PRESSURE
RELIEF
VALVE
A/C 159
;;
FUEL PROBE
FILTER
BOOST
PUMPS
NO. 1 ENGINE
NO. 2 ENGINE
AND APU
Figure 5-4.
5-8
NO. 3 ENGINE
Fuel Distribution
Revision 3.01
FlightSafety
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Figure 5-5 illustrates the fuselage tanks transfer

valve control logic.
The transfer valve is open when:
The front tank contains

more than 1,200 pounds.
or
Operation
Front
tank
consumption
The transfer valve remains open any time the

front tank level is more than 1,200 pounds regardless of the fuel level in the rear tank. The
transfer valve opens when the rear tank level is
less than 1,100 pounds and closes at a level of
1,400 pounds. This ensures a staggered transfer from the front to the rear tank to avoid a backward shift of the airplane center of gravity.
The rear tank contains

less than 1,100 pounds.
The transfer valve is closed when:
The front tank contains

less than 1,200 pounds.
Rear
tank
consumption
or
In the event that the automatic transfer function malfunctions, the monitoring logic circuit
causes the XTK 2 CLOSED or XTK 2 OPEN
The rear tank contains

more than 1,400 pounds.
TRANSIT BETWEEN 1,400 AND 1,100 LB

4
DECR FROM
1,400 LB
1,200
LB
OPEN
FRONT TANK
ANY TANK
LEVEL
REMAIN
CLOSED
1,200
LB
REAR TANK
FRONT TANK
1,200
LB
FRONT TANK
REAR TANK
5
INCR FROM
1,100 LB
1,400
OR MORE
1,200
LB
LB
CLOSED
REAR TANK
1,400
LB
1,100
LB
FRONT TANK
1,400
LB
1,100
LB
REAR TANK
1,200
LB
LESS THAN
1,100 LB
OPEN
FRONT TANK
REAR TANK

Figure 5-5.
Revision 4
VALVE
POSITION
FRONT
TANK
REAR
TANK
OPEN
MORE THAN
1,200 LB
CLOSED
OPEN
REMAIN
CLOSED
REMAIN
OPEN
ANY
AMOUNT
OVER
1,400 LB
LESS THAN
1,100 LB
DECR TO
1,100 LB
INCR TO
1,400
LESS
THAN
1,200 LB
Transfer Valve Control LogicAircraft without SB F900-48
5-9
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warning panel light to illuminate. When illuminated, the lights have the following meanings:
XTK 2 CLOSEDThis indicates that
the transfer valve is closed when it
should be open.
XTK 2 OPENThis indicates that the
transfer valve is open when it should be
closed.
The CLOSEDOPENAUTO switch on the
overhead panel can directly control opening
and closing of the valve, overriding the control logic. The XTK lights will indicate the
control switch positions until the valve position agrees with the switch position.
The transfer valve has a clutch-release actuator installed which can be used to open the
valve manually from inside the pressurized
cabin. The control is built into the cabin floor,
even with the left No. 11 window. It consists
of a retractable handle (see Figure 5-5A) to
which access is gained by lifting up the car-
pet and padding and removing the transparent

tape covering the handle. An adjacent placard
explains operation.
The following two configurations require the
use of the manual control to reposition the
transfer valve:
The valve has failed in the closed position, and the 1,200 pounds of fuel
trapped in the front tank must be used.
The valve has failed in the open position,
and the rear center-of-gravity limit may
be affected.
NOTE
In the second configuration, the rear
limit is reached only if the airplane
balance is greater than 29% MAC,
and if the remaining fuel capacity in
each tank group is between 2,500
and 1,500 pounds. Even in this case,
however, use of the manual control
can be avoided if group 2 fuel is
FORWARD
CONTROL
LEVER
Figure 5-5A.
5-10
NORM
XTK2
OPEN
CLOSED
Manual Control of Transfer ValveAircraft without SB F900-48
Revision 3
FlightSafety
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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 transfer 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 consumption 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 limitation for the zero fuel weight.
Internal Tank Transfer

Internal tank transfer is accomplished by jet
pumps using motive flow fuel from the respective 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
Revision 4
5-11
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The group 2 distribution system includes the

following components:
Two boost pumps
Bus A1Group 1 boost

Bus A2Group 2 standby boost
Bus B1Group 2 normal boost
One fuel manifold
Bus B2Group 3 boost
One boost crossfeed manifold
Refer to Fuel System Controls, this chapter,

for additional information.
Three jet pumps

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 pressure to their respective interconnection and
crossfeed manifolds and then to their respective engines. Group 2 pumps deliver fuel
to the group 2 manifold and crossfeed manifold, then to the No. 2 engine. Pump discharge 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 located on the overhead panel. Electrical power
is supplied to the fuel boost pumps from the
following primary buses:
HIGH VOLUME,
LOWER PRESSURE
THAN MOTIVEFLOW FUEL
LOW VOLUME,
LOW-PRESSURE
FUEL FROM
BOOST PUMP
LEGEND
MOTIVE FLOW
FUEL SUPPLY
TRANSFER FUEL
FUEL SUPPLY
Figure 5-6.
5-12
Jet Pump (Typical)
Revision 4
FlightSafety
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Jet Pumps
Fuel system jet pumps use motive-flow fuel
(see Figure 5-4) delivered from the fuel boost
pumps. The jet pumps are identical in the three
tank groups and operate on the venturi
principle (Figure 5-6).
In each tank group 1 and 3, four jet pumps siphon fuel from the outboard, inboard, and
center wing tanks and deliver it to the respective boost pump compartment. In tank
group 2, three jet pumps are installed in the
rear tank. One pump is used to siphon fuel
from the front tank when the transfer valve is
open; the other two pumps siphon fuel from
the aft part of the rear tank and deliver it to the
boost pump compartment. The jet pumps ensure that the boost pumps stay submerged in
the boost pump compartments. The jet pump
circuit is equipped with a filter and a check
valve with a clogging indicator for system
protection (clogging indicators are only on
aircraft prior to SN 96).
Groups 1 and 3
Interconnection Manifolds
The groups 1 and 3 interconnection manifolds
are mounted in a dry bay outside the center
wing tank on the rear spar. They receive fuel
from the respective boost pumps. An electrically
driven spherical core valve (R1 and R3 crossfeed interconnect valves on Figure 5-4) on each
manifold supplies motive-flow fuel to the jet
pumps in normal operation. Both valves are
controlled by an X-BP interconnect rotary
switch and are normally positioned closed;
when selected to open, fuel is directed to the
X-BP crossfeed interconnect system. Included
in each manifold is a filter for the motive-flow
fuel and a clogging bypass valve with an indicator. An outlet enables a direct connection
with the valve outlet of the other manifold.
Groups 1 and 3
Crossfeed Manifolds
The groups 1 and 3 crossfeed manifolds are
mounted on the forward baffle of the rear tank,
and each contains three valves:
Revision 4
Fuel shutoff valveWhen closed, fuel

is shut off from the respective engine.
It is controlled with the FUEL SHUT
OFF switch on the fire panel on the center instrument panel. This valve has dual
motors powered from buses A and B.
An electrically powered crossfeed
valveWhen opened, fuel is crossfed as
required. The valve is controlled by the
1 2 or 3 2 rotary crossfeed
switch (see Figure 5-2).
A manually controlled two-positioned
(normal/drain) drain valveWhen in
the normal position, the fuel feed line
from the boost pump is connected to the
respective crossfeed and fuel shutoff
valves.
Group 2 Fuel Pump Manifold

The manifold is attached inside the rear tank
and connects the two boosts pumps to:
The group 2 crossfeed manifold and engine supply line
Groups 1 and 3 crossfeed manifolds
In addition, the fuel manifold, via the groups
1 and 3 crossfeed manifolds, connects:
Group 2 boost pumps with No. 1 or
No. 3 engine
Group 1 or 3 boost pump with No. 2
engine
Group 2 Crossfeed Manifold

The group 2 crossfeed manifold is mounted on
the forward baffle of the rear tank and contains
three valves:
Fuel shutoff valveWhen closed, fuel is
shut off to the No. 2 engine and the APU.
It is controlled with the FUEL SHUT
OFF switch on the fire panel on the center instrument panel. This valve has dual
motors powered from buses A and B.
An electrically powered defueling valve,
which can also be used for gravity
refueling
A manually controlled two-position
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XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
G1
LEGEND
AUTO
OPEN
CLOSED
XTK
GROUP 1
BOOST
GROUP 3
BOOST
X.BP
R1
ENG 1
ENG 2
ENG 3
ENGINE 1
FUEL SYSTEM
ENGINE 3

POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
NEUTRAL
CLOSED
ON
ON
Figure 5-7.
G1
LIGHTS
XTK
X-BP
OUT
OUT
TANK
INTERCONNECTION
G3
NO
INTERCONNECTION
ENGINES 1 AND 3
SUPPLY
G1
ENGINE 1
G3
ENGINE 3
Crossfeed X-BP 1 3Normal Configuration
(normal/drain) drain valveWhen in

the normal position, the fuel feed line
from the boost pumps is connected to the
No. 2 engine via the fuel shutoff valve.
Indicating Pressure Switches

Located in the nacelles, each engine feed system has a pressure switch installed which illuminates annunciator lights FUEL 1, FUEL
2, and FUEL 3 when the corresponding fuel
pressure is below acceptable limits (4.6 psi).
CROSSFEED SYSTEM
General
Interconnections among the three fuel groups
allow any operable boost pump to supply fuel
to any engine. Crossfeed is possible between:
Groups 1 and 3X-BP 1 3
Groups 1 and 2 or 3 and 2X-BP
5-14
R3
1 2 or 3 2
X-BP 1 3 Crossfeed
Description
The crossfeed system allows fuel in one wing
group to be consumed by use of the boost
pump from the opposite wing group. As shown
in Figure 5-4, the items which comprise the
system are:
Two booster crossfeed interconnect valves

(R1 and R3 in Figure 5-4) which are located
in the side-engine interconnection manifolds and controlled by the X-BP 1
3 rotary switch on the overhead panel (See
Figure 5-2)
An interconnection valve between tank

groups 1 and 3
An XTK (crosstank) solenoid valve
Revision 3.01
FlightSafety
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XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
XTK
AUTO
OPEN
CLOSED
LEVEL
LEGEND
X.BP
GROUP 3 R1
BOOST
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
R3
LIGHTS
XTK
X-BP
NEUTRAL
OPEN
OFF
ON
G1
TANK
INTERCONNECTION
OUT
ON
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
NO
INTERCONNECTION
ENGINE 3
G3
ENGINE 1
FLOW
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R3
R1
ENG 1
ENG 2
FUEL SYSTEM
ENG 3
ENGINE 1
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
RIGHT
OPEN
OFF
ON
LIGHTS
XTK
X-BP
ON
ON
G1
TANK
INTERCONNECTION
G1
G3
G3
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
ENGINE 3
ENGINE 1
LEVEL EQUALIZATION
* NOT
Figure 5-8.
Revision 4
Crossfeed X-BP 1 3Pump 1 Inoperative
5-15
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XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
XTK
AUTO
OPEN
CLOSED
LEVEL
X.BP
LEGEND
ENG 1
ENG 2
FUEL SYSTEM
LIGHTS
NEUTRAL
OPEN
ON
OFF
XTK
X-BP
BP1
BP3
GROUP 1
BOOST
ENG 3
POSITION OF
THE CONTROLS
XTK
X-BP
R3
R1
G1
OUT
ON
ENGINE 1
TANK
INTERCONNECTION
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G3
NO
INTERCONNECTION
ENGINE 1
G1
ENGINE 3
FLOW
XTK
G3
BOOSTER
BP3
BOOSTER
LEVEL
LEVEL
X.BP
BP1
C
G1
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
XTK
AUTO
OPEN
CLOSED
X.BP
R1
ENG 1
ENG 2
ENG 3
ENGINE 1
FUEL SYSTEM
POSITION OF
THE CONTROLS
XTK
X-BP
BP1
BP3
LEFT
OPEN
ON
OFF
R3
LIGHTS
XTK
X-BP
ON
ON
G1
TANK
INTERCONNECTION
G1
G3
G3
ENGINE 3
ENGINES 1 AND 3
SUPPLY
G1
ENGINE 1
ENGINE 3
LEVEL EQUALIZATION
*NOT
Figure 5-9.
5-16
Crossfeed X-BP 1 3Pump 3 Inoperative
Revision 4
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XTK
BOOSTER
BOOSTER
LEVEL
LEGEND
LEVEL
X.BP
BP1
BP3
GROUP 1 BOOST
GROUP 2 BOOST
GROUP 3 BOOST
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
ENG 3
FUEL SYSTEM
ENGINE 1

POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
NORM
ON
CLOSED
CLOSED
Figure 5-10.
G1
TANK
INTERCONNECTION
LIGHTS
G2 G3
NO
INTERCONNECTION
X-BP
X-BP
OFF
OFF
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
G1
ENGINE 1
G2
ENGINE 2
G3
ENGINE 3
Crossfeed X-BP 1 2 and 3 2Normal Configuration
located in the group 1 interconnection

manifold
The two crossfeed interconnect valves have
two functions:
To interconnect the fuel feed systems of
No. 1 and No. 3 engines
To cut off the fuel supply to the jet pumps
on the side with the inoperative boost
pump
The amber X-BP light on the overhead panel illuminates when the associated crossfeed valve has
failed to fully close.
Interconnection Valve
The interconnection valve (see Figure 5-4) connects tank groups 1 and 3. The valve is opened by
fuel pressure. A microswitch in the interconnection valve causes the XTK light on the
overhead panel to remain illuminated as long as
the valve is not fully closed.
XTK Solenoid Valve

The XTK solenoid valve is located in the group
1 interconnection manifold (see Figure 5-4).
When opened, fuel pressure is directed to the
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 independently feed the No. 1 and No. 3 engines, re-
Revision 3.01
5-17
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XTK
BOOSTER
BOOSTER
LEVEL
X.BP
LEGEND
BP1
BP3
GROUP 2 BOOST
LEVEL
GROUP 3 BOOST
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
ENG 1
AUTO
OPEN
CLOSED
LEVEL
BP2
X.BP
ENG 2
FUEL SYSTEM
ST-BY NORM
ENG 3
ENGINE 1
FEATURED ON AIRCRAFT
* NOT
WITHOUT ELECTRIC TRANSFER
POSITION OF
THE CONTROLS
VALVE XTK 2
BP1
BP2
BP3
X-BP 12
X-BP 23
OFF
NORM
ON
OPEN
CLOSED
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
ENGINE 1
G2
ENGINE 2
X-BP
X-BP
ON
OFF
ENGINE 3
G3

XTK
LEGEND
BOOSTER
BOOSTER
LEVEL
LEVEL
X.BP
BP1
BP3
GROUP 1 BOOST
GROUP 2 BOOST
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
ENG 3
FUEL SYSTEM
* NOT
VALVE XTK 2
ENGINE 1
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
NORM
OFF
CLOSED
OPEN
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
G1
ENGINE 1
ENGINE 2
X-BP
X-BP
OFF
ON
G2
ENGINE 3
Figure 5-11.
5-18
Crossfeed X-BP 1 2 and 3 2Pumps 1 or 3 Inoperative
Revision 3.01
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XTK
BOOSTER
BOOSTER
LEVEL
X.BP
LEGEND
BP1
BP3
GROUP 1 BOOST
LEVEL
GROUP 3 BOOST
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
ENG 1
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ENG 2
FUEL SYSTEM
ST-BY NORM
ENG 3
ENGINE 1
* NOT
POSITION OF
THE CONTROLS
VALVE XTK 2
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
OFF
ON
OPEN
CLOSED
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
ENGINE 1
G1
ENGINE 2
X-BP
X-BP
ON
OFF
ENGINE 3
G3
BOOST PUMPS 2 FAILUREENGINE 2 FED FROM PUMP 1

XTK
BP1
BOOSTER
BP3
BOOSTER
LEVEL
X.BP
LEVEL
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
LEVEL
AUTO
OPEN
CLOSED
BP2
X.BP
ST-BY NORM
ENG 1
ENG 2
ENG 3
FUEL SYSTEM
*NOT
VALVE XTK 2
ENGINE 1
POSITION OF
THE CONTROLS
BP1
BP2
BP3
X-BP 12
X-BP 23
ON
OFF
ON
CLOSED
OPEN
ENGINE 2 ENGINE 3
ENGINES 1, 2,
AND 3 SUPPLY
LIGHTS
G1
ENGINE 1
ENGINE 2
X-BP
X-BP
OFF
ON
G3
ENGINE 3
BOOST PUMPS 2 FAILUREENGINE FED FROM PUMP 3
Figure 5-12.
Revision 3.01
Crossfeed X-BP 1 2 and 3 2Pumps Inoperative
5-19
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spectively. Note that both the XTK and the interconnection 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 (leftcenter offright)
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 selection 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 cutting off motive-flow fuel to the jet pumps on
the same side (which are off anyway because
the boost pump is not operating).
Figure 5-13 Fuel Quantity Indicator

(Typical)
Figure 5-8 shows configuration of the fuel

panel switches and the valve positions required 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 explanation 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 XBP 1 or 3 crossfeed valve, interconnection is established 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
by illumination of the corresponding X-BP light
on the overhead panel.
Bus B2 supplies electrical power to X-BP
1 2 crossfeed; bus A1 supplies power for
X-BP 3 2 crossfeed. In the event of an
5-20
Figure 5-14. Fuel Flow/Fuel Used

Indicator (Typical)
electrical bus failure, either booster 1 or booster

3 will remain operational.
When the group 2 BOOSTER pump switch is
Revision 3
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set to normal, opening either X-BP 1 2 or

3 2 crossfeed valve causes the standby
group 2 boost pump to be energized. Thus, consumption of the fuel in the front and rear tanks
takes precedence over the corresponding wing
tanks group without need to cut out the corresponding side pump. In this way, the quantities
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
pumps.
tank.
Green arc ............ 4,300 to 4,500 pounds

This indicates a front-to-rear transfer regulation level (1,200 and 3,300 pounds)
(on aircraft with front to rear tank transfer valve only, without SB F900-48).
FUEL FLOW/FUEL
USED INDICATORS
Figure 5-10 shows the normal configuration of

the group 2 fuel system. It normally supplies only
the No. 2 engine. Figures 5-11 and 5-12 show
failed boost pump configurations and level
equalizing. Tabular data also shows switch and
light configurations as well as engine feed.
The fuel flow/fuel used indicators (Figure 514) serve dual functions. The fuel flow indication is instantaneous and reads in pounds per
hour by a needle over a dial gradated in pounds
from 0 to 30 (x 100). A four-digit display window on the face of the instrument indicates the
quantity of fuel consumed by the engine.
FUEL INDICATING
SYSTEMS
A button is located on the lower edge of the

instrument face. When pulled out, it resets
the fuel-used counter. When pushed in, it allows display of instantaneous fuel flow for 30
seconds duration.
FUEL QUANTITY INDICATORS

The three fuel quantity gages (Figure 5-13) are
identical. They have a round dial with a single needle and are gradated from 0 to 8,000
pounds. Refer to Instrument Markings in
Chapter 1, Aircraft General, of this manual,
for color pictures of the instrument markings.
Following are the fuel quantity indicator instrument markings.
Tank groups 1 and 3:
Yellow arc ................. 0 to 1,000 pounds

Tank group 2:
Yellow arc ................. 0 to 1,000 pounds

Yellow arc ....... 2,200 to 2,400 pounds
This indicates the total quantity at which
the front-to-rear transfer valve opens
and cycles between 1,100 and 1,400
pounds in the rear tank (on aircraft with
front to rear tank transfer valve only,
without SB F900-48).
Green arc ............ 3,100 to 3,500 pounds

This indicates complete filling of the rear
Revision 4
A FUEL FLOW TEST button is located on

the cockpit maintenance panel. When held
depressed, the fuel flow instrument needles
slew to 1,200 pounds per hour.
FUEL TEMPERATURE
INDICATORAIRCRAFT
LOWER THAN SN 70 OR WITH
OPTION 28-40-01
A digital display (installed as an option on
some aircraft) on the overhead panel (See Figure
5-2) indicates fuel temperature in the No. 1
fuel tank. The indicator range is 60 to +60C.
FUEL INDICATOR LIGHTS

General
Fuel light indications are shown in Figure
5-2 and Appendix B.
Low Pressure Warning

The FUEL 1, FUEL 2, and FUEL 3 lights warn
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that fuel pressure is low in the respective

engine supply line.
The access door to either the refueling

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
boost pump compartment is below 200 pounds.
The lever near the refueling connector

which controls the vent valves is still
raised.
NOTE
B2 bus is not powered.
For airplanes SNs 1 to 11A fuel

level below 200 pounds is detected
in tank group G2 (or below 1,100
pounds if booster pumps 2 are off).
X-BP Warning/Advisory
For airplanes SNs 12 and subsequentA fuel level below 200

pounds is detected in tank group
G2.
These lights are located on the overhead panel

and illuminate to warn that the corresponding
crossfeed valves have not closed. The X-BP
13 light indicates the position of the two
X-BP 13 crossfeed interconnect valves.
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

WarningsAircraft Fitted with
Fuel Transfer Valve XTK 2
(Aircraft without SB F900-48)
These lights signal malfunction of the transfer 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.
5-22
Revision 3
FlightSafety
FlightSafety
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international
MAINTENANCE PANEL
(COCKPIT, COPILOTS SIDE)
;
;; ;
;
;
STABILIZER
RELAY TEST
ANTI-SKID
COOLING
FAN
SG3
;;
;
;
;;
BAG 1 COMP 1
BLEED AIR
ISOL
SG1
EADI1
EASI1
FGC1
FMS1
SG 2
EADI2
EASI2
FGC 2
FMS 2
HEAT
MFD
ON
OFF
FUEL FLOW
TEST
GRAVITY
FUELING
DG IDIC
TEST
RESET
TEST
NORM
A/P TEST
GRAVITY FUELING
SWITCH
CAUTION
FUEL TYPES: JET A - A1 - B - JP4 - JP5
FOR ADDITIVES SEE
AIRPLANE FLIGHT MANUAL
1 CHECK STOP FUELING LIGHT ILLUMINATED
2 PULL SAFETY LEVER AND REMOVE
COUPLING CAP
3 CONNECT GROUND TERMINAL
4 CONNECT COUPLING ONLY IF FUELING OK
LIGHT ILLUMINATED

ON
ON
FULL
10
5
0
LBS
X 100
ON
FULL
OFF
15
20
FULL
OFF
LEFT
OFF
CENTER
RIGHT
CLOSED
FULL
FUEL QTY
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
FUELING
ON
OPEN
OFF
FUELING
GROUNDING
RECEPTACLE
1 LEFT AND CENTER AND RIGHT SWITCHES ON

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
SWITCH
GROUP 2
INDICATION
CENTER REFUELING
SWITCH
RIGHT REFUELING
SWITCH

ON
10
GROUP 1 INDICATION
FUEL QTY
STOP
FUELING LIGHT
LEFT
20
REFUELING MODE
SELECTOR
(OPTIONAL)
ON
OFF
OFF
CENTER
RIGHT
CLOSED
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
FUELING
OK
GROUP 3 INDICATION
FULL
TEST
FULL
LBS X 1000
ON
FULL
OFF
15
0
FULL
OFF
VENT VALVE
TEST SOCKETS
DEFUELING SWITCH
OPEN
PARTIAL REFUELING
SELECTOR
FUELING
OK LIGHT
REFUELING
AUTOMATIC STOP
TEST PUSHBUTTON
VENT VALVE
TEST SOCKETS
Figure 5-15.
Revision 3
Refueling System Controls and Indicators
5-23
FlightSafety
FlightSafety
international
international
PRESSURIZATION
INTERCONNECTION
CENTER WING
TANK
G2 END-OF-FUELING THERMISTOR
FRONT
TANK
G2
VENT VALVE
G3 END-OF-REFUELING
THERMISTOR
G1 END-OF-REFUELING
THERMISTOR
G1
G3
REFUELING
VALVES
TO DEFUELING/
REFUELING
VALVE

ON
FULL
ON
ON
OFF
OFF
FULL
OFF
LEFT
FULL
CENTER
TEST
FUELING
OK
PRESSURE
REFUELING
ON
VENT
VALVE TEST
PARTIAL
LEVER
COUPLING
RIGHT
CLOSED
STOP
FUELING
FULL
RESTRICTOR
REFUELING
MANIFOLD
OPEN
OFF
DEFUELING
G2
LEGEND
PRESSURE REFUELING
REAR
TANK
ELECTRICAL
Figure 5-16.
5-24
Pressure Refueling
Revision 3.01
FlightSafety
international
A green FUELING OK light which illuminates to indicate that the vent valves
are open and fueling may take place
A FULLPARTIAL toggle switch which
is used in conjunction with the partial refueling selector (when installed)
A partial refueling selector which is used

when only partial refueling of the airplane
is desired
The amber FULL lights should illuminate.

If the STOP FUELING light illuminates during the refueling operation, manually stop refueling immediately by turning all three
refueling switches off.
After completion of refueling, turn the refueling switches off, and install the coupling cap.
Partial Refueling (Optional)

Normal Operation
The red STOP FUELING light should illuminate
when the refueling control panel door is opened
in conjunction with a previously opened connector panel door. This indicates that the vent
valves are closed. The FUELING light on the
cockpit warning panel also illuminates if power
is turned on. On airplanes SNs 16 and subsequent, a light is located in the upper part of the
refueling control compartment.
After opening the connector panel door, the vent
valve control lever must be moved before the refueling coupling (nozzle) can be connected.
Moving the lever causes the vent valves to open.
After the vent valves open, the red STOP FUELING light should go out and the green FUELING OK light illuminate. Ensure that the nozzle
is grounded to the airplane and the fuel truck and
that both the truck and the airplane are properly
grounded. The coupling cap may then be removed
and the nozzle connected.
After the nozzle is connected, place the three refueling toggle switches to ON. This opens the refueling solenoid valves (Figure 5-16), which will
be powered only if the vent valves are fully open.
Check that the fuel truck pressure available is
3050 psi, and then start refueling.
After refueling is started, push the TEST button to test the automatic refueling stop system,
and check for the following:
Fueling should stop within five seconds.
To refuel to partial tanks, turn the partial

refueling selector to the total fuel load desired. Place the FULLPARTIAL switch to
PARTIAL. The system is entirely automatic;
the quantity selected on the dial will be divided
up equally between the three tank groups and
can be checked on the cockpit fuel quantity indicators. Each tank refueling valve will automatically close as soon as the respective tank
group probes signal that that group has received a quantity equal to 1/3 of the quantity
selected. The quantity indicator amplifiers
and the refueling mode selector are energized
from the battery bus; thus no action is required
in the cockpit.
GRAVITY REFUELING
The airplane may be refueled through a gravity filler port (Figure 5-17) located on each
wings upper surface. Electrical power on the
airplane is required for gravity refueling.
Refueling progress can be monitored on the
quantity indicators.
Refueling the group 2 tanks (Figure 5-18) requires pressurization of the fuel system by
the following steps:
Open the X-BP 1 2 and 3 2

crossfeed switches.
NOTE
If fueling does not stop, manually stop
refueling.
Revision 3
To prepare for partial refueling, use the same

procedure as for full-tanks refueling listed
under Normal Operation, this chapter.
Turn on the No. 1 and No. 3 boost pumps.
5-25
FlightSafety
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When opened, the defueling/refueling valve

interconnects the group 2 system with the refueling 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
Figure 5-17.
Fuel Filler Port
NOTE
If gravity-refueling the airplane
through only one wing filler port,
open the crossfeed valve and turn on
the boost pump for that side only.
Place the GRAVITY FUELING switch on

the cockpit maintenance panel to ON.
This opens the defueling/refueling valve
in the Group 2 manifold (Figure 5-18) and
the vents.
The CENTER refueling switch in the
pressure-refueling panel can now be
placed to the ON position to open the
center tanks pressure-refueling valve.
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 before and after refueling; a more accurate fuel
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
located under the wings and fuselage on aircraft with SN 158 and lower. Aircraft SN 159
and subsequent have one additional fuselage
drain valve.
ANTI-ICING BLENDING
APPARATUS
Figure 5-20 shows the apparatus which is typical for adding fuel anti-icing additive over
the wing through the gravity filler ports, when
necessary. The fuel flow should start before
adding the additive and stop after the additive
has been added.
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 pressurerefueling connector. For this function, the
valve is controlled by the DEFUELING switch
on the refueling panel.
Figure 5-19.
5-26
Fuel Sump Drain Valve
Revision 3
FlightSafety
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UT
:
ION
VENT
VALVE
PRESSURIZ
ED
TA
A
A, JET 1, JET B
N
,J
ET
P4
LJ
,
UE
CA
5
JP
FRONT
TANK
GRAVITY
FUELING
RF
R
AI
AL
FO
UE
RA
S
G
AL A L
TOT
IN
G
U
45 U
28
N
US
ABLE Q U A N TITY
MA
TR U
RG
CTIONS SEE OPE
FT
IN S
G2
yyy
@@@

;;;
@@@

;;;
yyy
G1
DEFUELING/
REFUELING
VALVE
BOOSTER
CROSSFEED
MANIFOLD
;
;;;;
;
;
;
;
;;;
MAINTENANCE PANEL
BAG 1 COMP 1
BLEED AIR
STABILIZER
RELAY TEST
ANTI-SKID
COOLING
FAN
;;;
;
;;
;;
ISOL
HEAT
ON
OFF
FUEL FLOW
TEST
GRAVITY
FUELING
ENG INDIC
TEST
CROSSFEED
VALVE
RESET
LEGEND
;;;;;;
;;;;;;
;
;
;;;;;
;;;;;;
;
;
;; ; ;
;
;
y
;
;
y
;
;
;
;
;
;
;
;
y;;y;y;;;;;y;;;;;y;;;y;;;;;y;;;;;
;
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;
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;
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yyy
@@@

;;;
@@@

;;;
yyy
;yy;
y;y;
y;;y
international
yyyy ;;;

@@@@
;;;;
yyy

@@@
G2 END-OF-REFUELING THERMISTOR
QUANTITY GAGE
y
;
;
y
y
;
y
;
y
;
y
;
;
;
;
y
;
;
y
;
y
y
;
y
;
y
;
y
;
;
;
;
y;y;y;y;y;;y;y;; y;y;y;y;y;y;
y; y;
FlightSafety
G2
G3
REFUELING
VALVES
XTK
DRAIN
VALVE
BOOSTER
BOOSTER
LEVEL
REFUELING
MANIFOLD
XBP
LEVEL
C
XTK 2
BOOSTER
NORM
ST-BY
OFF
X.BP
REAR
TANK
LEVEL
*
AUTO
OPEN
CLOSED
X.BP

ENG 2
FUEL SYSTEM
ENG 1
ENG 3
GROUP 1 BOOST
GROUP 3 BOOST
ELECTRICAL
ON
ON
ON
OFF
OFF
FULL
FULL
FULL
OFF
FULL
RIGHT
CENTER
LEFT
TEST
CLOSED
STOP
FUELING
ON
VENT
VALVE TEST
PARTIAL
Figure 5-18.
Revision 3
FUELING
OK
OPEN
OFF
DEFUELING
Gravity Refueling
5-27
FlightSafety
international
procedure as for full-tanks refueling listed

under Normal Operation, this chapter.
To refuel to partial tanks, turn the partial
refueling selector to the total fuel load desired. Place the FULLPARTIAL switch to
PARTIAL. The system is entirely automatic;
the quantity selected on the dial will be divided
up equally between the three tank groups and
can be checked on the cockpit fuel quantity indicators. Each tank refueling valve will automatically close as soon as the respective tank
group probes signal that that group has received a quantity equal to 1/3 of the quantity
selected. The quantity indicator amplifiers
and the refueling mode selector are energized
from the battery bus; thus no action is required
in the cockpit.
wings upper surface. Electrical power on the

airplane is required for gravity refueling.
Refueling progress can be monitored on the
quantity indicators.
Refueling the group 2 tanks (Figure 5-18) requires pressurization of the fuel system by
the following steps:
GRAVITY REFUELING
The airplane may be refueled through a gravity filler port (Figure 5-17) located on each
Open the X-BP 1 2 and 3 2

crossfeed switches.
Turn on the No. 1 and No. 3 boost pumps.

NOTE
If gravity-refueling the airplane
through only one wing filler port,
open the crossfeed valve and turn on
the boost pump for that side only.
Place the GRAVITY FUELING switch on

the cockpit maintenance panel to ON.
FUEL ADDITIVE
BLENDER HOSE
AIR 2
5
36 R
O -IL
MI 686
27
HANDLE
RING
TRIGGER
FUEL NOZZLE
Figure 5-20.
5-28
Anti-icing Blending Apparatus
FlightSafety
international
Fuel used must conform to the following specifications. Table 5-2 is representative of the
fuel definition as of December 1987.
Table 5-2.
FUEL SPECIFICATIONS
SPECIFICATION
DESIGNATION
GARRETT
EMS 53111
EMS 53112
KEROSENE
EMS 53113
WIDE-CUTTYPE FUEL
EMS 53116
HIGH-FLASH
POINT-TYPE
FUEL
CIS
FUELS
GOST
10227-86
EQUIVALENCE
FREEZING
POINT
( C)
ADDITIVES
ANTIICE
*
*
*
*
ANTISTATIC
NATO
CODE
ASTM D 1655
CAN 2-3.23
Jet A
Jet A
40
ASTM D 1655
CAN 2-3.23
DERD 2494
DERD 2453
Jet A1
Jet A1
AVTUR
AVTUR/FSii
47
MIL-T-83133
AIR 3405C
AIR 3405C
JP8
-
50
With
Without
With
ASTM D 1655
CAN 2-3.22
Jet B
Jet B
50
*
*
MIL-T5624
AIR 3407B
DERD 2486
DERD 2454
CAN 2-3.22
JP4
AVTAG
AVTAG/FSii
-
58
With
With
With
*
Without
*
With
Without
With
With
F40
F40
F40
F40
AIR 3404C
AIR 3404C
DERD 2498
MIL-T-5624
DERD 2452
CAN 3GP24
CAN 3GP24
AVCAT
JP5
AVCAT/FSii
-
46
*
Without
With
*
Without Without
With
Without
With
Without
Without
*
With
*
F43
F44
F43
F44
F44
F43
F44
60
60
60
60
55
Without
Without
Without
Without
Without
T1
TS1 REGULAR
TS1 PREMIUM
T2
RT
Without
With
With
*
With
With
With
*
*
*
*
With
Without
Without
Without
Without
Without
F35
F34
F34
F35
F34
* Check information with the fuel supplier.
Revision 3
5-29
FlightSafety
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QUESTIONS
1.
The groups 1 and 3 tanks are described as:

A. Integral tanks
B. Bladder tanks
C. Strap-in metal tanks
D. Isolated tanks
2.
Group 2 tanks are described as:

A. Integral tanks
B. Bladder tanks
C. Strap-in metal tanks
D. A structural part of the airplane
3.
4.
5.
The Minimum Equipment List allows dispatch with:

A. Two boost pumps inoperative, provided that they are not in the same
tank group
B. One boost pump inoperative, provided that it is in group 2 tanks
C. One boost pump inoperative, provided that the wing tanks are
pressurized
D. Two boost pumps inoperative, provided that the fuselage tanks are
pressurized
Group 2 fuel is normally used as follows:
A. 1,000 pounds from wing tanks, then
the rear tank fuel
B. Front and rear tank fuel, sequentially
C. All rear tank fuel, then the front
tank fuel
D. Not until the wing tank fuel is
depleted
The front-to-rear transfer valve manual
control handle access, on aircraft so
equipped, is gained through the:
A. Left wheel well
B. Right wheel well
C. Cockpit floor panel aft of the center
pedestal
D. Cabin floor, even with the left No.
11 window
5-30
6.
Internal tank fuel transfer is

accomplished by:
A. Bleed-air pressurization
B. Jet pumps using motive-flow fuel
from the engine-driven high-pressure
fuel pumps
C. Jet pumps using motive-flow fuel
from the boost pumps
D. DC-powered transfer pumps
7.
The number of fuel boost pumps installed in the Falcon 900 fuel system is:
A. Two
B. Three
C. Four
D. Five
8.
Motive flow for the jet pumps is provided

by the:
A. Engine-driven fuel pumps
B. Transfer pumps
C. Boost pumps
D. Scavenge pumps
9.
The jet pumps ensure that:

A. All fuel is scavenged from the boost
pump compartments.
B. Low-pressure fuel is available to the
engine fuel pumps.
C. The boost pumps stay submerged.
D. A and B
10. During normal operation with the group 2

BOOSTER switch in the NORM position:
A. Neither boost pump is energized.
B. The standby boost pump is
energized.
C. Both boost pumps are energized.
D. One boost pump is energized.
Revision 3
FlightSafety
international
11. Groups 1 and 3 crossfeed manifold

crossfeed valves are controlled by the:
A. X-BP 1 3 interconnect switch
B. XTK interconnection switch
C. Both A and B
D. None of the above
12. The valve which is not included in the
group 2 crossfeed manifold is the:
A. Fuel shutoff valve
B. Defueling/refueling valve
C. Drain valve
D. Crossfeed valve
13. The interconnection valve connects:
A. Tank groups 1 and 3
B. Tank groups 1 and 2
C. Tank groups 3 and 2
D. The group 2 standby pumps to the
groups 1 and 3 engine feed systems
14. The interconnection v alve is actuated by:
A. DC power
B. AC power
C. Fuel pressure
D. Mechanical linkage through the manual control handle
15. The XTK transfer valve is actuated by:
A. DC power
B. AC power
C. Fuel pressure
D. Mechanical linkage through the manual control handle
16. Opening the X-BP 12 or
32 crossfeed valves causes:
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
turned off with standby selected
B. The standby group 2 boost pump
t o b e e n e rg i z e d w i t h n o r m a l
selected
C. T h e g r o u p 1 o r 3 b o o s t p u m p t o
be energized
D. Both A and C
Revision 4
17. Illumination of FUEL 1, FUEL 2, or

FUEL 3 lights indicates that the
respective tank group:
A. Fuel quantity is down to
1,000/1,100 pounds.
B. Fuel quantity is down to 200
pounds.
C. Fuel pressure is low.
D. Crossfeed valve is open when it
should be closed.
18. Illumination of the TRANS light indicates that the:
A. Interconnection valve is in transit.
B. XTK valve is in transit or is not in
the position indicated by the switch
position.
C. Respective crossfeed valve is in
transit or is not in the position indicated by the switch position.
D. Respective fuel shutoff valve is in
transit or is not in the position corresponding to the switch selection.
19. Pressure refueling circuits are energized from:
A. Bus A1
B. Bus A2
C. Buses B1 and B2
D. The battery bus
20. The refueling toggle switches cause
opening or closing of the:
A. Defueling/refueling valves
B. Refueling solenoid valves
C. Vent valves
D. Negative pressure-relief valves
21. When the TEST button on the refueling
control panel is depressed during
pressure refueling:
A. Fueling should stop within five
seconds.
B. The amber FULL lights should
illuminate.
C. The STOP FUELING light should
illuminate.
D. A and B
5-31
FlightSafety
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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
5-32
Revision 2
FlightSafety
international
CHAPTER 6
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
6-i
FlightSafety
international
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 StartAPU (RPM Less than 50% N1) ................................................... 6-13
6-10
GPU StartAPU (RPM Less than 50% N1) ...................................................... 6-14
Revision 3
6-iii
FlightSafety
international
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 airplanes 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.
6-1
FlightSafety
international
GENERATOR
COOLING AIR
INLET
APU COMPARTMENT
VENTILATION
AIR INLET
GENERATOR
COOLING AIR
OUTLET
LEFT
RIGHT
APU
AIR INLET
Figure 6-1. APU Installation
6-2
Revision 3
FlightSafety
international
AIR INTAKE
GENERAL
The APU air intake forms the waist of the

unit; the opening is screened to prevent entry
of foreign material. Air is induced through
the intake from a flush screened inlet (Figure
6-3) located externally on the lower right side
of the aft fuselage.
The Falcon 900 incorporates an APU manufactured by Garrett Turbine Engine Company; it
is designated GTCP36-150 (F). The unit is
transversely mounted in the rear fuselage
(Figure 6-1), under the No. 2 engine, and is enclosed in a carbon and titanium container. The
APU is certificated only for ground operation; the control circuits are wired through
the landing gear ground contact switches, thus
preventing in-flight operation or starting.
COMPRESSOR
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,
which converts the velocity energy to pressure
energy. This airflow is used for cooling and
combustion and also provides a bleed-air supply for ground heating and cooling of the occupied areas of the airplane.
MAJOR SECTIONS
For descriptive purposes the APU engine is divided into six major sections (Figure 6-2):
Air intake
Compressor
Combustor
Turbine
Exhaust
Accessory
LEGEND
ACCESSORY GEAR
ACCESSORY GEAR
COMBUSTOR
The combustor includes a reverse-flow annular combustion chamber located inside a turbine
plenum. Air is directed to the combustor from
the compressor. A precise volume enters the
COMPRESSOR
AIR INTAKE
COMBUSTOR
TURBINE
EXHAUST
AIR INTAKE
COMPRESSOR AIR
TURBINE
COMBUSTOR
EXHAUST
Figure 6-2. Major Sections

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6-3
FlightSafety
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APU
BLEED
VALVE
THERMAL
PROTECTION
THERMAL
EXPANSION
CONNECTOR
NO. 2 ENGINE
AIR INTAKE
EXHAUST
DUCT
NO. 2 ENGINE
BLEED-AIR
LINE
TAPING
APU
COMPARTMENT
GENERATOR
VENTILATION
AIR INLET
PRIMARY
DIFFUSER
APU
APU
AIR INLET
APU COMPARTMENT
VENTILATION
AIR INLET
LEGEND
APU INLET AIR
GENERATOR
VENTILATION
AIR OUTLET
VENTING AIR
DRAIN MANIFOLD
SB-900-109
AIR INLET
SCREEN
EXHAUST
Figure 6-3. APU Layout
6-4
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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
designed holes of varying sizes. Fuel is added
to the air by six simplex fuel nozzles or atomizers which are circumferentially mounted in
the combustion chamber. This gas mixture is ignited by a single high-energy igniter plug. A
large portion of the remaining airflow is used
for combustion chamber liner insulation, dilution in the combustion chamber, and cooling in
the combustor area. When the engine reaches
self-sustaining rpm, the starter and ignition are
automatically turned off.
TURBINE
The accessory gear is enclosed in a case

attached to the air intake housing. It consists
of a planetary assembly, driven by the main
rotor shaft. Its function is to reduce the low
torque, high rpm of the engine to the values
required for the accessories, which consist of
the following:
Fuel control unit (FCU) and fuel pump

Oil pump assembly
Starter-generator
The turbine consists of a single-stage, radial

inflow wheel, surrounded by a turbine nozzle shroud. The turbine wheel is rigidly
mounted to the rotor shaft and with the compressor forms the rotating group of the engine.
The expanding gases leaving the combustor
are angled by the turbine nozzle vanes onto
the turbine. The convergent principle of the
turbine nozzles converts the pneumatic energy
to mechanical energy. The engine design is
such that all of the energy extracted by the turbine is used to drive the compressor and the
accessories.
EXHAUST
The exhaust consists of an exhaust pipe and
an aspirator duct which directs the spent gases
to the atmosphere through a flush outlet
(Figure 6-3) located externally on the upper
right side of the rear fuselage. The airplanes
skin is protected by a stainless steel protective
plate attached to the structure in the area of the
exhaust outlet.
The exhaust gas velocity entering the exhaust
duct creates a low pressure in the APU shroud,
inducing a large volume of ambient air to enter
the shroud through a flush screened opening
(Figure 6-3) located externally on the left side
of the rear fuselage, under the generator ventilation air inlet.
The aspirator duct is lagged with a thermal
blanket to prevent heat transfer to the equipment
in the rear compartment.
Revision 3
ACCESSORY
OPERATING PRINCIPLE
The GTCP36-150 APU (Figure 6-4) is a small
gas turbine engine which operates at a constant
rpm. When the engine is rotated by the starter,
the compressor induces air through the intake
and imparts high velocity to the airflow. The
diffusion process occurring through the twostage diffuser converts the velocity energy to
pressure energy and directs the airflow to the
reverse-flow combustor. The air is turned 180,
and a precise volume enters the combustion
chamber, where fuel is initially added by three
primary atomizers and ignited by the highenergy igniter plug. As the engine continues
to accelerate, the flow divider introduces additional fuel through the three secondary atomizers, thus providing the required-to-run
fuel. The airflow is again turned 180 and is
expanded through the turbine, which extracts
all of the energy and uses it to drive the compressor and the accessories. The spent gases
are directed from the primary diffuser into
the exhaust duct and to the atmosphere through
the exhaust outlet. The aspiration principle
induces cooling air through the APU shroud
to remove fumes and provide additional cooling. As the APU reaches self-sustaining rpm,
the starter and ignition operation is automatically terminated. The engine will then opera 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 ,
compression, combustion, and exhaust at a
constant rpm.
6-5
FlightSafety
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LEGEND
AIR INTAKE
COMPRESSOR AIR
COMBUSTION
EXPANSION
EXHAUST
Figure 6-4. Operating Principle
APU SYSTEMS
The APU systems consist of the following:
Oil
Fuel
Ignition
Instrumentation
Control and starting
Electrical power supply
Bleed-air supply
OIL SYSTEM
The oil system (Figure 6-5) provides for cooling and lubrication for the rotor bearings and
the bearings and gears of the accessory gear.
The oil is contained in a sump attached to
the accessory gearcase. The sump contains
approximately 2.0 U.S. quarts and houses a
filler cap and dipstick, magnetic drain plug,
and oil thermostat.
6-6
A gear pump, driven by the accessory gear,

provides the pressure necessary for efficient
lubrication. The pump outlet pressure is controlled by a pressure regulator. System pressure is sensed by a pressure switch that turns
on an amber light labeled OIL on the APU
control panel (Annunciator Panel section)
when oil pressure decreases below 31 psi and
APU N 1 is greater than 97%. The APU will
automatically shut down after ten seconds. Oil
temperature greater than 163C will also
illuminate the OIL light and automatically
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 pressure line removes solid particles from the
oil. Ferrous metal or fuzz is attracted to the
magnetic drain plug to facilitate maintenance
inspection.
A gravity scavenge system returns all oil to the
sump. An atmospheric vent limits gearcase
pressure to design value.
Revision 4.01
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COOLING FINS
DRIVE PAD
(NOT USED FOR FALCON 900)
VENT
MAIN SHAFT
BALL BEARING
MAINSHAFT
BALL BEARING
STARTERGENERATOR
LOW
OIL PRESSURE SWITCH
LEGEND
FUEL CONTROL UNIT
PLANETARY
GEARBOX
OIL
THERMOSTAT
MAGNETIC
DRAIN PLUG
SUPPLY
PRESSURE
SCAVENGE
SENSORS
SUCTION
GEARTYPE PUMP
OIL
SUMP
FILTER
PRESSURE-REGULATING
VALVE
BYPASS
Figure 6-5. Oil System Operation

at a constant volume for efficient operation of
the FCU.
FUEL SYSTEM
The fuel system consists of an electronically
controlled fuel control unit (FCU), a fuel pump,
a bypass fuel filter, a torque motor, an ultimate
relief valve, a differential pressure regulator, a
fuel solenoid shutoff valve, a flow divider, and
two fuel manifolds terminating in six simplex
atomizers (three primary and three secondary),
located in the combustion chamber. The FCU
is controlled by an electronic control unit (ECU)
remotely installed in the rear compartment. The
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
accessory gear.
Ultimate Relief Valve

The ultimate relief valve limits the maximum
pressure of the pump to protect the FCU, especially at shutdown.
Fuel Supply
The fuel for operation of the APU is supplied
from the No. 2 engine feed line through a
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

a constant differential across the metering
valve since flow is proportional to metering
valve position. Fuel in excess of the metered volume is returned to the pump inlet
by a bypass line. The metered fuel for starting, acceleration, steady-state operation,
and deceleration is a sole function of the
ECU.
The solid-state ECU contains all of the logic

for starting, speed governing, and protection
for the APU. The ECU receives input signals representing APU rpm from a monopole
mounted on the accessory case. This function
is backed up by a closed loop temperature
topping circuit during the transition period
from light-off to self-sustaining rpm. This
signal is received from the single thermocouple probe in the APU exhaust duct.
APU RPM
MAX CURRENT SCHED
APU EGT
EGT TOPPING SCHED
TIMED ACCEL
CURRENT (MA)
TEMPERATURE (F)
1,600
0
0
25
50
75
100
25 TO 95%
1,500
1,400
1,300
1,200
1,100
1,000
0
16 SEC
TURBINE SPEED (%)
25
50
75
100
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
6-8
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Speed Governing
The speed governing system is a solid-state
timed-acceleration control, which operates
on the principle of governor reset acceleration.
The governor is initially preset at 25% of maximum design rpm. Following light-off, the
governor set point increases as a function of
time, and the resulting signal is transmitted to
the torque motor on the FCU metering valve,
which responds by adding or subtracting fuel
to maintain the rpm at the governor reference.
This reference increases as a function of time
until the 100% reference is attained. This value
will now be held constant throughout the entire operating range.
The T 5 loop has no function during APU starting unless T 5 temperature exceeds the design
value.
If the APU meets any resistance to acceleration between light-off and self-sustaining rpm,
the closed loop temperature topping circuit will
assume precedence, signaling the torque motor
to reduce fuel flow.
In summary, the electronic speed governing
loop is constantly monitoring rpm and modulating fuel flow by comparing the monopole
inputs to the ECUs 100% reference rpm, generating the required error signal to vary the current to the torque motor, and repositioning
the fuel metering valve accordingly.
Figure 6-6 depicts the start and speed governing logic of the APUs ECU.
Protection
The APU incorporates a comprehensive protection system which will automatically shut
the unit down when any of the following conditions exists:
Overspeed (primary)108 1% (tested

using stop button)
Overspeed (secondary)109 1% (not

tested)
T 5 overtemperature (starting)
Power microcuts in excess of 50 milli-
T 5 open circuit
N 1 monopole open circuit
Overcurrent in APU electrical components
Low oil pressure
High oil temperature
Takeoff with APU operating
Faulty APU generator excitation
All battery and engine generator
switches off
APU fire
Environmental control unit overheat
When an APU shutdown occurs for any of the
listed conditions, a restart is inhibited until the
system is reset by momentarily moving the
APU MASTER pushbutton off. This will be
explained in more detail later in this chapter.
Operation
As shown in Figure 6-7, the HP pump receives
fuel at boost pump pressure through a bypass
filter from the No. 2 engine fuel feed line.
The HP pump increases the fuel pressure to the
required value and directs the fuel through a
screen to the fuel metering valve. The position
of the fuel metering valve is determined by a
torque motor, which in turn responds only to
signals from the ECU. These signals are normally the computed resultant of APU rpm signals supplied to the ECU from the monopole
on the accessory case. In addition, if starting
temperature tends to exceed the design maximum, the T 5 input to the computer will result
in an output signal to the torque motor to cut
back fuel. The start logic and speed governing system, being electronic, will almost instantaneously adjust fuel flow (during varying
loads) and maintain a constant rpm.
IGNITION SYSTEM
The APU incorporates a high-energy ignition
system consisting of an exciter box, a hightension cable, and a single igniter plug in the
combustion chamber.
seconds
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APU MASTER
PUSHBUTTON
DC POWER
SAFETY
CIRCUITS
FROM
NO. 2 ENGINE
FUEL SUPPLY
FUEL
SUPPLY
SOV
COMBUSTION
CHAMBER
RPM
ECU
EGT
FILTER BYPASS
HP FUEL PUMP
TORQUE MOTOR
SECONDARY
SCREEN
FLOW DIVIDER
ULTIMATE RELIEF
PRIMARY
FILTER
LEGEND
/P
REGULATOR
TANK BOOST PRESSURE
SOLENOID
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

the ECU. The ignition is turned on at 10%
rpm and continues until rpm reaches 97% +4
seconds, at which time it is turned off by a
signal from the ECU.
WARNING
The ignition system installed on the
APU is a high-energy type capable of
inducing an output voltage of between 5,000 and 6,000 volts. Even
though a dissipating circuit is incorporated in the exciter box, extreme care must be exercised when
in the proximity of the ignition components. Accidental contact may
cause severe injury or death.
6-10
INSTRUMENTATION
The APU incorporates an N 1 and a T 5 indicator located on the APU section of the
overhead switch panel (Figure 6-8) and an
hourmeter located in the APU enclosure.
The N 1 indicator is calibrated in percent from
0 to 120. The dial face is color-coded green, amber, and red. The green range extends from 95
to 105%, the amber range extends from 105 to
110%, and the red radial line is located at 110%.
The gage is a sweep-needle type and requires
electrical power from the ECU through the
latched-in position of the APU MASTER pushbutton. When power is off, the needle will go
to a position below zero. The input signals are
supplied from a single-wound monopole on
the accessory case, which supplies rpm information to the ECU as well as to the rpm gage.
Revision 3
FlightSafety
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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 description of APU starting. It must
not be construed as a procedure. The
APU must be started using the approved checklist.
Battery StartAPU
(RPM Less than 50%)
Figure 6-8. Overhead Switch Panel
The T 5 indicator is graduated in degrees Celsius from 0 to 1,000. The dial face is colorcoded green, amber, and red. The green range
extends from 150 to 679C, the amber range
extends from 679 to 732C, and the red radial
marker is located at 732C. Operating power
is provided from the ECU through the latchedin (on) position of the APU MASTER pushbutton. When power is turned off, the needle
drops to an ambient temperature indication.
An hourmeter is mounted in the APU enclosure
and is accessible by opening the No. 2 engine
cowl. An option will allow installation of the
hourmeter in the rear compartment. The unit
receives power from the ECU when engine
rpm is 97% +4 seconds. When the APU is shut
down, power is removed from the hourmeter
by the ECU when rpm decays below 97%.
CONTROL AND STARTING

Prior to starting the APU, a safety check must
be performed. This should include an oil level
check as well as a security check of the APU
area.
The APU may be started using the airplane batteries or an external power unit. When using the
airplane batteries, the bus tie must be closed (rotary switch horizontal), and the BUS TIED
light (Appendix B) must be on. When using the
GPU, the bus tie will automatically close when
Revision 3
Select the No. 2 engine boost pump switch to

STBY (Figure 6-8), and check that the FUEL
2 light on the warning panel (Appendix B)
goes off. Rotate the bus-tie switch to the horizontal position, and check that the BUS TIED
light on the warning panel comes on. Push the
green APU (generator) excitation pushbutton
to the latched-in position, and then push the
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
latched-in position. The switchlights will come
on in the MASTER and APU pushbuttons, DC
power is supplied to the ECU, the APU fuel
supply shutoff valve opens, the APU OIL and
APU GEN amber lights come on, and the APU
rpm gage needle goes to 0. (The APU EGT
gage indicates the ambient temperature in the
combustion chamber.)
NOTE
If the APU is to be restarted following a shutdown, the start must be
delayed until the EGT decays to at
least 200C; otherwise, a hotter than
normal start may occur.
Momentarily pushing the APU START pushbutton initiates the automatic start sequence, and
the starter-generator cranks the APU. At 10%
rpm the fuel solenoid on the APU opens, and
the ignition is turned on. When equipped with
a surge valve circuit, it will be energized at
10%. The EGT gage indicates light-off almost
immediately, and rpm increases rapidly and
smoothly. At 50% rpm starter operation is
6-11
FlightSafety
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terminated; the APU OIL light must go off before 50% rpm. On some installations, at approximately 60% rpm compressor discharge
pressure opens the surge valve. RPM must continue to increase rapidly and smoothly; at 97%
+4 seconds ignition is terminated, and the
hourmeter begins to record operating time. The
APU GEN light goes out, indicating that the
generator is on line and battery charging is taking place. The APU continues to accelerate to
approximately 101.6%. APU bleed air is available for ground heating or cooling if and when
selected.
APU generator voltage is indicated on both DC
voltmeters. APU line load may be checked by
moving the selector switch under the right
ammeter to the APU position. When either
ammeter selector switch is at the BAT
position, the ammeters indicate recharging of
the associated battery with the bus tie closed.
GPU StartAPU
(RPM Less than 50%)
CAUTION
If the APU GEN light remains on

above 97%, the APU start relay may
have failed to open. Push to unlatch
the APU excitation pushbutton; the
green light should go out, and the
APU automatically shuts down. Have
maintenance investigate and correct
the problem.
Figure 6-9 depicts a battery start of the APU.
Prior to initiating the start, both battery switches
and the bus-tie switch are on, BAT 1 and BAT
2 lights are out, and the BUS TIED light is on.
The APU excitation pushbutton is latched in, and
its green light is on. The APU MASTER pushbutton is latched in, and its green light is also
on. The amber APU OIL and GEN lights are both
on. The No. 2 engine standby boost pump is on,
the APU fuel supply shutoff valve is open, and
fuel at boost pump pressure is available to the
closed APU fuel solenoid shutoff valve.
Momentarily pushing the APU START switch
simultaneously energizes the No. 2 contactor
(paralleling the No. 2 battery with the No. 1battery on the start bus) and the APU start contactor.
Engine rotation begins, and at 10% ignition
begins and the surge valve circuit, when
6-12
incorporated, is energized. The APU fuel solenoid valve opens, fuel is supplied to the combustion chamber through the three primary spray
nozzles, and combustion occurs. Rapid and
smooth acceleration begins. When fuel pressure
at the flow divider reaches 30 psig, the divider
valve opens, and fuel is delivered to the three
secondary spray nozzles. At 50% rpm the ECU
shuts down starter operation, acceleration continues, and before 50% the OIL light goes out.
When a surge valve is incorporated, compressor discharge pressure will open it at 60% rpm.
At 97% +4 seconds the ECU turns off the ignition, the generator goes on line, and the GEN
light goes out. If the APU BLEED AIR control
switch is on, the APU supplies the occupied
areas for ground cooling or heating, as selected.
The APU rpm stabilizes and remains relatively
constant at approximately 100%, and T 5 stabilizes at approximately 220 to 500C.
Figure 6-11 depicts an APU start using a GPU

as the power source. Prior to the initiation of
the APU start cycle, the GPU is plugged in and
operating. When the power selector switch is
moved to EXT POWER, the following occur
simultaneously: the No. 1 battery contactor
and No. 2 battery make-and-break switch open,
BAT 1 and BAT 2 lights come on, the No. 1 battery make-and-break switch remains closed
because DC power is supplied by the EXT
POWER position of the power selector switch,
all generators including the APU generator are
inhibited, and the GPU contactor closes. The
GPU output is routed to the start bus, through
a diode to the battery bus, and finally through
the No. 1 battery make-and-break switch to the
left main bus and buses A1 and A2.
Note that in this configuration, even if the bustie switch is open (vertical), the bus tie closes
since a ground is applied by the EXT POWER
contactor in a closed position. The BUS TIED
light is on, along with the GEN 1, GEN 2, and
GEN 3 lights. Also the APU GEN and OIL
lights are on since the APU MASTER pushbutton is latched in. This is the power configuration which prevails prior to initiating
an APU start.
Revision 3
Revision 3
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
IRS 1
HRZN
IRS 2
WARNING
PANEL
IRS 3
START
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
BAT 1
GEN 1
GEN 3
GEN 3
DC SYSTEM
BAT 2
GEN 2
APU
NORM
EXT POWER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
APU
TO
AMMETER
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
LEGEND
REVERSE
CURRENT RELAY
GPU RECEPTACLE
TO
AMMETER
BATTERY POWER
BATTERY
BUS
BATTERY 2
GROUND
STARTING
BUS
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
6-13
Figure 6-9. Battery StartAPU (RPM Less than 50% N1)
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
CONTACTOR
6-14
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
IRS 1
HRZN
IRS 2
WARNING
PANEL
IRS 3
START
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
BAT 1
GEN 1
GEN 3
GEN 3
DC SYSTEM
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
BUS-TIE
RELAY
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 1 BAR
A4
G
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
GPU POWER
BATTERY
BUS
BATTERY 2
GROUND
RH
MAIN BUS
130A
B1
GENERATOR 2
START
CONTACTOR
130A
B2
G2
Revision 3
Figure 6-10. GPU StartAPU (RPM Less than 50% N1)
WINDOWS
B3
international
80A
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
TO
AMMETER
TO
AMMETER
EXT POWER
FlightSafety
international
When using a GPU to start the APU, the start

cycle differs from the previously described battery start of the APU because the batteries are
completely isolated, even from the battery bus,
and the No. 2 battery contactor remains open.
Therefore, when the APU START switch is momentarily pushed, the only contactor which responds is the APU start contactor; it closes and
remains closed until the APU start is terminated by the ECU at 50%. When the APU accelerates above 97% rpm, the APU GEN light
remains on since all generator operation is inhibited as long as the GPU generator continues
to power the distribution system.
ELECTRICAL POWER SUPPLY

The electrical power supply from the APU
generator is described in detail in Chapter 2,
Electrical Power Systems.
BLEED-AIR SUPPLY
unlatched position and check that its green

light goes out. The rpm gage needle drops
below 0, and the OIL and GEN lights go out.
NOTE
When the APU is shut down with the
STOP pushbutton, or when an automatic shutdown occurs, the APU cannot be restarted unless the MASTER
pushbutton is momentarily unlatched
and relatched (pushed twice).
If the APU fails to shut down when the STOP

pushbutton is pushed, an alternate method is
available. Momentarily pushing the APU
MASTER pushbutton turns off the light, closes
the APU fuel shutoff valve, and removes power
from the ECU, causing the APU fuel solenoid
shutoff valve to close. This condition should
be written up for maintenance action since
the problem may be associated with the ECUs
automatic overspeed shutdown logic.
The bleed-air supply from the APU is described

in detail in Chapter 11, Air Conditioning.
LIMITATIONS
APU SHUTDOWN
SYSTEMS
The APU incorporates automatic and selective
shutdown systems. The automatic shutdown
system is a function of the ECU and is described in detail under Electronic Control Unit
(ECU) in this chapter.
The normal means of shutting down the APU
is by momentarily pushing the STOP pushbutton (Figure 6-8). The STOP pushbutton transmits an input to the ECU which it interprets as
an overspeed (114%) signal. The overspeed
logic shuts down the APU by closing the APU
fuel solenoid shutoff valve, and the APU MASTER pushbutton light will be flashing. The
rpm gage drops smoothly to 0, and the EGT decreases to approximately 200C. The APU
GEN and OIL lights come on. When these conditions are indicated, the final step is to push
the APU MASTER flashing pushbutton to the
Revision 3
The APU must be operated on the ground only.

Operation of the APU with passengers in the
cabin and no crewmember monitoring is not
authorized.
Maximum N 1 rpm ............................ 110%
Exhaust gas temperature limit (T 5 ):
NOTE
If no ITT increase is observed within
10 seconds, discontinue start (push
STOP pushbutton) and wait 5 minutes before attempting a second start.
Starting ...... Between 870 and 988C

(1,600 and 1,810F)
maximum less than ten seconds
Stabilized .............. 732C (1,350F)

(at Governed Speed)
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FlightSafety
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NOTE
The duration of operation on amber
range 679 to 732C (1,255 to 1,350F)
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.
6-16
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QUESTIONS
1. Fume extraction and cooling in the APU
compartment is achieved by:
A. A fan driven by the starter-generator
B. Ram air
C. An exhaust gas venturi effect
D. A bleed-air-driven ground blower
2. The APU pushbutton must be latched
(green light on) initially:
A. After the APU rpm reaches 97% +4
seconds
B. At 10%, to turn on the ignition
C. To open the fuel supply valve
D. To excite the starter-generator, before pushing the START switch
3. Automatic APU shutdown occurs if:
A. The battery and engine generator
switches are turned off.
B. Light-off does not occur within ten
seconds.
C. The OIL light is on at 20% rpm.
D. EGT hangs at 25% rpm.
4. Pushing the APU MASTER pushbutton
(green light on):
A. Turns on the OIL and GEN lights
B. Supplies power to the ECU
C. Opens the fuel supply valve
D. All the above
5. At 97% +4 seconds rpm the ECU:
A. Terminates the start cycle
B. Turns off the OIL light
C. Terminates ignition
D. Opens the bus tie
6. The T 5 input to the ECU:

A. Provides overtemperature control
during starting
B. Modulates the APU airflow control
valve
C. Maintains rpm constant by limiting
fuel flow
D. Controls fuel flow in the entire operating range
7. The GTCP36-150 APU is defined as a:
A. Variable-rpm engine
B. Constant-rpm engine
C. Twin-spool, free-turbine engine
D. Single-spool, axial engine
8. When the APU START pushbutton is
momentarily pushed for a battery start
of the APU:
A. Both battery make-and-break
switches open.
B. The APU reverse current relay
closes.
C. The No. 2 battery contactor and the
APU start contactor close.
D. The No. 2 battery contactor opens.
9. During an APU start using a GPU:
A. Both batteries are isolated from the
main bus system.
B. The bus tie remains open for the duration of the start.
C. Both batteries continue to power the
start bus.
D. Both batteries assist the GPU during the start cycle.
10. During the initial part of the APU start
cycle, fuel is supplied to the combustion 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
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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
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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
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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 ValveOpen.............................................................. 7-6
7-7
LP Compressor Surge Bleed ValveClosed ........................................................... 7-7
7-8
LP Compressor Surge Bleed Valve1/3 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
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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 StartNo. 3 Engine (RPM < 50% N2) .................................................... 7-33
7-30
Battery/APU Generator-Assisted StartNo. 2 Engine

(RPM < 50% N2) ................................................................................................... 7-34
7-31

(RPM < 50% N2) (No. 2 Generator On) ................................................................ 7-35
7-32

(RPM < 50% N2) (No. 2 and No. 3 Generators On).............................................. 7-37
7-33
GPU StartNo. 2 Engine (RPM < 50% N2)......................................................... 7-38
7-34
Airstart Envelope.................................................................................................... 7-39
7-35
Thrust ReverserStowed ...................................................................................... 7-41
7-36
Thrust ReverserDeployed................................................................................... 7-41
7-37
Thrust ReverserHydraulic 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
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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 reverser, 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 applicable manufacturer, the Federal Aviation Administration, and the certification agency
of the country of origin.
GENERAL
The Falcon 900 is powered by three turbofan engines. Each engine incorporates an integral, fully
automatic lubrication system, fuel and ignition
systems, and fire/overheat detection systems; they

share a common fire/overheat detection test system and a fire-extinguishing system.
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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
the TFE731-5BR-1C.
ENGINES
GENERAL
The engines (Figure 7-1) are installed in a conventional trijet configuration. The No. 1 and
No. 3 engines are pylon-mounted on the left
and right sides of the rear fuselage. The No. 2
engine is mounted internally in the tail cone.
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
Engine and System Division. They are designated TFE731-5AR-1C or TFE731-5BR-1C,
if SB F900-100 is incorporated.
CHARACTERISTICS
The major characteristic of this engine is its
modular design concept, which facilitates
engine maintenance and reduces airplane
downtime.
MAJOR SECTIONS
General
For descriptive purposes, the engine is divided
into 10 major sections (Figure 7-3) as follows:
RATINGS
The rated static thrust at sea level and 23C
(73.4F) is 4,500 pounds of thrust for the
TFE731-5AR-1C or 4,750 pounds of thrust
for the TFE731-5BR-1C at sea level and
25C (77F).
Air inlet
Fan
Planetary gear
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 divided into two flow paths. One flow path enters 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 inherent icing problems. An armored ring on
the inlet duct provides for fan blade containment should fan disintegration occur. The fan
Figure 7-1. Engine Installation
7-2
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OIL FILLER TUBE
FAN INLET HOUSING
LOW-PRESSURE BLEED PORT COVER

IGNITION UNIT
FAN ROTOR ASSEMBLY
FUEL HEATER AND INTEGRAL

BYPASS VALVE
FAN SPINNER
FUEL FILTER AND COVER
FUEL CONTROL
REAR TURBINE
BEARING OIL
LINE
ACCESSORY DRIVE GEARBOX

TRANSFER SHAFT
COVER TUBE
FUEL PUMP AND

INTEGRAL FUEL
FILTER BYPASS
INDICATOR VALVE
COMBUSTION CHAMBER
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 conical inlet spinner. The fan blades have integral
part-span shrouds which butt each other to
form a continuous part-span ring.
by the 731 engine. Fan rotation as viewed

from the rear is counterclockwise. Fan rpm is
10,416 for TFE731-5AR-1C and 10,666 for the
TFE731-5BR-1C.
The fan performs a twofold function: its outer

diameter accelerates a moderately large air
mass at a relatively low velocity into the fulllength bypass duct; its inner diameter
accelerates a relatively low air mass into the
core engine. The bypass air mass is greater than
three times that of the core engine air mass.
The bypass ratio of the TFE731-5AR-1C is approximately 3.15:1 or 3.20:1 for theTFE7315BR-1C; consequently, the fan contributes
the major portion of the direct thrust developed
Planetary Gear
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The planetary gear assembly, located immediately aft of the fan, interconnects it to the LP
turbine and provides the necessary gear reduction ratio for the fan, as well as producing its
counterclockwise rotation. The planetary gear
converts the high-rpm, low-torque input from
the LP turbine to low-rpm, high-torque output
to the single-stage fan.
7-3
7-4
FAN REDUCTION
GEAR
FAN
LOW-PRESSURE
COMPRESSOR
FUEL
NOZZLE
LOW-PRESSURE
TURBINE
CORE MIXER
BYPASS DUCT
BYPASS AIR
INLET
PRIMARY
EXHAUST
EXHAUST DUCT
EXHAUST CONE
CORE AIR
INLET
TRANSFER GEAR
HIGH-PRESSURE
COMPRESSOR
ANNULAR
COMBUSTOR
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Figure 7-3. Major Sections
HIGH-PRESSURE
TURBINE
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AIR INLET
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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 diffusion process increases air pressure and velocity 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
increase and its air mass. Under certain
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,
such as during acceleration, combustion pressure
may exceed compressor outlet pressure,
compressor airflow slows down, and compressor
blade stall occurs, resulting in a pileup of air
followed by a surge.
Figure 7-4. LP Compressor Surge

Bleed Valve
SURGE BLEED VALVE

CONTROL SOLENOIDS
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 electropneumatic surge valve (Figure 7-4) mounted at
the 3-oclock position on the engine. The surge
bleed valve is controlled by two pneumatically
operated, electrically controlled solenoid valves
mounted on the fan duct at the 3-oclock position (Figure 7-5).
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ON
FR
Figure 7-5. Surge Bleed Control

Solenoid Valves
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The solenoids in turn are alternately controlled

by outputs from the digital electronic fuel computer (to be described in the Fuel Computer
section).
The surge bleed valve has three positions: open,
1/3 open, and closed. The solenoid valves are
called A and B and they control P 3 (HP compressor discharge) air for operation of the surge
bleed valve.
In Figure 7-6 the surge bleed valve is open since
solenoid B is energized, venting chamber B
POPPET
and permitting the spring to open the valve,

spilling LP air into the fan bypass duct.
In Figure 7-7 the surge bleed valve is closed
since P 3 air is shut off by the energized solenoid A, while the deenergized solenoid B admits P 3 air, overcoming the spring and closing
the valve.
In Figure 7-8 the surge bleed valve is in the
1/3-open position because both solenoids are deenergized, permitting P 3 air and the spring to
ORIFICE
LP COMPRESSOR AIR
SPILL TO BYPASS DUCT
FLOW
PORT A
PORT B
FLOW
CHAMBER B
LEGEND
P3 AIR (HP
COMPRESSOR
DISCHARGE)
SPRING
LP COMPRESSOR
SPILL
VENTED AIR
CHAMBER A
AMBIENT AIR
DC POWER
SOLENOID A
SOLENOID B
P3 SUPPLY PRESSURE
DEENERGIZED
VENT
ENERGIZED
VENT
Figure 7-6. LP Compressor Surge Bleed ValveOpen
7-6
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POPPET
ORIFICE
PORT A
PORT B
LEGEND
P3 AIR (HP
COMPRESSOR
DISCHARGE)
FLOW
LP COMPRESSOR
SPILL
CHAMBER B
VENTED AIR
AMBIENT AIR
SPRING
DC POWER
CHAMBER A
SOLENOID A
ENERGIZED
SOLENOID B
P3 SUPPLY PRESSURE
VENT
VENT
DEENERGIZED
Figure 7-7. LP Compressor Surge Bleed ValveClosed
POPPET
ORIFICE
LP COMPRESSOR AIR
SPILL TO BYPASS DUCT
PORT A
PORT B
LEGEND
P3 AIR (HP
COMPRESSOR
DISCHARGE)
FLOW
LP COMPRESSOR
SPILL
CHAMBER B
AMBIENT AIR
SPRING
CHAMBER A
SOLENOID A
DEENERGIZED
VENT
SOLENOID B
P3 SUPPLY PRESSURE
DEENERGIZED
VENT
Figure 7-8. LP Compressor Surge Bleed Valve1/3 Open
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produce a balance which will allow the valve

to move to, and remain in, a 1/3-open position.
This position is called the fail-safe position because the valve will assume it when electrical
power fails or if the fuel computer is turned
off. (See Fuel Computer later in this chapter.)
The computer controls the surge bleed valve
and maintains the safe surge margin based on
N 1 and N 2 mismatch and the ratios of fuel
operating schedule.
HP Compressor
The HP compressor is a single-stage centrifugal compressor. It is located aft of the LP compressor. A face shroud on the compressor disc
directs all airflow through the disc blades.
The velocity energy leaving the compressor is
converted to high-pressure energy by a divergent duct. It is then directed rearward to the
combustor.
The HP compressor is driven by the HP turbine. The direction of rotation, as viewed from
the rear, is clockwise.
The LP and HP compressors provide air
for cooling, combustion, and the airplanes
pneumatic services.
Combustor
chamber and form a passage for a portion of

the fan bypass air to provide additional cooling for the hot section. This cooling airflow
reenters the bypass air duct downstream of
the combustor.
HP Turbine
The single-stage, axial-flow HP turbine is rigidly connected to the HP compressor by the
high-pressure rotor shaft. The HP turbine extracts sufficient energy from the expanding
combustion gases to drive the HP compressor
and the accessory gear.
The HP turbine nozzle, blades and disc, are
cooled by compressor air directed through
cored passages.
The HP turbine and the HP compressor rotating assemblies constitute the HP spool of the
engine. The direction of rotation is clockwise.
The rpm of the HP spool is 29,692 at 100% for
the TFE731-5AR-1C or 30,300 at 100% for the
TFE731-5BR-1C and is designated N 2 .
LP Turbine
The three-stage axial-flow LP turbine is rigidly
connected to the four-stage LP compressor by
the LP rotor shaft. This shaft is coaxially located within the HP rotor shaft. The direction
of rotation is clockwise.
The combustor consists of a reverse-flow comb 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 ,

surrounding the turbine. The combustion
chamber includes 12 equally spaced duplex
fuel-spray nozzles and two high-energy igniter plugs. The function of the combustion
chamber is to control the mixing of fuel and
air and, following ignition of the mixture by
the two igniter plugs, to contain the combustion gases and direct them for expansion
through the turbine.
The LP turbine discs progressively increase in

diameter from front to rear. Each disc, therefore, extracts an equal amount of energy from
the expanding gases, which is sufficient to
drive the four-stage LP compressor and the
single-stage fan through the reduction gear.
Being a reverse-flow combustor, the air mass

from the compressor enters the combustion
chamber at the aft end by making a 180 turn
and then flows forward through the combustion chamber. The combustion gases are again
turned 180 and flow aft to the turbine. Two
annular skin sections surround the combustion
Exhaust and Core Mixer
7-8
The LP turbine, the LP compressor, and the fan

form the LP spool of the engine. The rpm of
the LP spool is 21,000 at 100% and is designated N 1 .
The exhaust consists of the core engine or primary exhaust, the bypass air or secondary exhaust, an exhaust cone, a core mixer, and an
exhaust duct.
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The combustion gases from the core engine are

directed into a 14-petal, daisy-shaped core
mixer, which directs the combustion gases to
mix with fan bypass air in the bypass duct. This
principle increases direct thrust and also reduces gas-velocity-generated noise. The mixed
gases are directed to the atmosphere through
the exhaust duct and provide the propulsive
force for the airplane.
Accessory Gear
The accessory gear (housed in two separate
gearboxes) is mounted on the lower forward
side of the engine. It consists of a transfer
gear and an accessory drive gear. The transfer gear is driven by a towershaft through
bevel gears on the HP rotor shaft, which in turn
drives the accessory gear through an interconnecting horizontal drive shaft.
The following accessories are driven by the accessory gear:
Fuel pump assembly and fuel control

unit (FCU)
Lubricating pump
Hydraulic pump
DC combination starter-generator
A dual-wound monopole is installed in the
transfer gearbox to provide rpm input signals to
the analog N 2 gage in the cockpit and to the
digital electronic fuel computer.
pressure of the core airflow is increased by the

LP compressor and is then directed to the HP
compressor, where the air pressure is further increased by a diffusion process and is ducted aft
to the combustor.
A precise amount of this air enters the reverseflow combustion chamber, where fuel is injected by the 12 duplex spray nozzles.
The mixture is initially ignited by the two highenergy igniter plugs and is then expanded
through the turbine. The HP turbine extracts
enough energy to drive the HP compressor
through the main rotor shaft and the accessory
gear through bevel gears on the main rotor
shaft, which drives a towershaft connected to
the transfer gear.
The LP turbine extracts sufficient energy to
drive the LP compressor through the LP rotor
shaft, which extends forward to drive the planetary gear and the single-stage fan.
The remaining gas energy continues to accelerate through the exhaust mixer and joins the bypass airflow in the exhaust duct, which directs
it to the atmosphere to provide the direct thrust
for the airplane.
When the engine reaches self-sustaining rpm,
the ignition system is automatically turned off.
ENGINE SYSTEMS
GENERAL
The engine systems include the following:
OPERATING
PRINCIPLES
Oil
Fuel
When the engine is operating, the single-stage

fan (Figure 7-9) draws air in through the nacelle inlet duct. The outer diameter of the fan
accelerates a moderately large air mass at a low
velocity into the full-length bypass duct. At
the same time, the inner diameter of the fan accelerates an air mass into the core engine. The
Revision 3
Ignition
Instrumentation
Engine controls
Starting
Thrust reverser
CORE ENGINE
BYPASS DUCT
CORE MIXER
(REF)
143 LB/SEC
TOTAL
32 LB/SEC
CORE ENGINE EXHAUST
COMBUSTION
LP COMPRESSION
MIXED EXHAUST
BYPASS EXHAUST
HP COMPRESSION
7-9
Figure 7-9. Operating Principles (Gas Flow)
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INLET AIR (CORE AND BYPASS)
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LEGEND
111 LB/SEC
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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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The oil is contained in a 1.65-gallon tank

(Figure 7-10) mounted on the lower right side
of the fan inlet casing. The tank contains a
filler, dipstick, and sight gage. The right
engine is serviced through the tank filler while
the left engine may be serviced through a
crossover tube. The center engine may be
serviced through the tank filler or the crossover
tube. In all cases the appropriate engine
cowling must be opened.
OIL SYSTEM
General
The oil system is a self-contained, pressurescavenge system, which provides for cooling
and lubrication of the main engine bearings,
the planetary gear system, and the accessory
gears and bearings.
SEGMENTED OIL-TO-AIR
HEAT EXCHANGER
OIL SERVICING
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.
BATTERY BUS
REAR DOOR
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
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A panel (Figure 7-10) in the rear compartment

facilitates checking of the oil level. The panel
contains a quantity gage powered from a transmitter in each engines oil tank. Operating and
control power is supplied to the panel from the
battery bus through a circuit breaker, crash logic
PC, and a microswitch, which closes when the
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
controlled by an ONOFF switch. Tank
selection is made with a three-position
momentary contact switch labeled ENG
3ENG 2ENG 1. When the gage power
switch is turned off, the sweep needle will go
to a position labeled OFF. The oil quantity
should be checked within 10-60 minutes after
engine shutdown and serviced with the type
and brand specified in the AFM.
Pump
The oil pump (Figure 7-11) contains one pressure element and four scavenge elements. It
is installed on the aft face of the accessory
gearbox and is driven by the accessory gear.
Regulator and Relief Valve

A combination regulator and relief valve (Figure 7-11) controls and limits the pressure of
the oil system. The regulator controls pressure
at 42 +4 psi when N 2 rpm is 68% or greater.
If the pressure threshold is exceeded, the relief valve opens and limits pressure to the design limit.
Filter
A filter (Figure 7-11) with a P bypass is installed in the pump pressure line. When the differential across the filter increases to between
30 and 40 psi, the bypass will open and permit unfiltered fluid to enter the system.
A magnetic indicator for each engine is located
on the indicator panel (Figure 7-10) in the
rear compartment; a filter differential will trip
the associated indicator. In the normal position they show white; when tripped, they show
Revision 4.01
red. These indicators must be checked during

postflight and preflight inspections. If tripped,
they must be reset (following filter element
change) by using the switch labeled RESET
located below the indicators. This switch is a
momentary switch and will return to the normal (down) position when released.
Fuel Heater
An oil-to-fuel heat exchanger (fuel heater)
(Figure 7-11) is incorporated to transfer the
heat of the oil to the fuel and prevent ice formation on the fuel filter. (For more information, see Fuel System later in this chapter.)
Oil Cooling
Oil cooling is achieved by an oil-to-air heat
exchanger and an oil-to-fuel heat exchanger
(oil cooler).
The oil-to-air system consists of a threesegmented heat exchanger (Figure 7-11) located in the fan bypass duct. The unit
incorporates a temperature control and pressure bypass valve which modulates between
65 and 77C and at about 18 and 22 psi.The
oil which passes through or bypasses the cooler
segments is used to lubricate No. 4, 5, and 6
engine rotor bearings, the transfer gear and
bearings, and the accessory gear and bearings.
The cooling medium for the segmented heat
exchanger is fan bypass air.
The lubricating oil for the planetary gear bearings and gears and for the No. 1, 2, and 3 main
bearings requires additional cooling; therefore,
it is directed through an oil-to-fuel heat exchanger (Figure 711) located on the right
side of the engine above the oil pump assembly. This cooler maintains an outlet fluid temperature of approximately 127C.
Venting
The oil tank, the planetary gearcase, and the
main bearing cavities are all vented to the accessory gearcase and then to the atmosphere
through a normally open, breather-pressurizing
7-11
FlightSafety
international
valve (Figure 7-11). This valve begins to close

between approximately 27,000 and 30,000
feet to maintain an absolute engine case pressure of approximately 4 psi. This prevents oil
pump cavitation at higher altitudes.
Oil Scavenging
A positive scavenge system is provided by the
four scavenge elements of the oil pump. The
scavenged oil is returned to the tank by a common scavenge line. An indicating chip detector,
capable of attracting ferrous metal and fuzz,
is installed on the accessory gearcase; all scavenge oil passes over the chip detector. The
circuitry of the chip detector is in parallel
with the low oil pressure indicating system of
the associated engine. It is described later
under Indication.
Indication
Engine oil pressure is sensed at the outlet of
the oil-to-fuel heat exchanger and transmitted
to dual-scale, dual-needle pressure/temperature gages on the engine instrument panel
(Figure 7-12). The pressure scales are calibrated in psi, and they require 28 VDC for
operation.
Oil pressure is also sensed by pressure switches
in each engines oil pressure line to provide
warning of abnormally low pressure during operation. When oil system pressure is 25 psi or
less, the appropriate OIL 1, OIL 2, or OIL 3
light on the warning panel (See Appendix B)
illuminates.
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
ferrous metal or fuzz occurs at a chip detector, the appropriate low oil pressure warning
light will come on.
The appropriate oil pressure scale may be used
to differentiate between a low oil pressure
condition and contaminated oil.
in the oil outlet line from the oil-to-fuel heat

exchanger and is transmitted to the temperature scale on the appropriate pressure/temperature gage on the engine instrument panel
(Figure 7-12). The temperature scale is calibrated in degrees Celsius and requires 28 VDC
for operation.
Operation
The engine oil supply is contained in the oil
tank (Figure 7-13), and oil is drawn from the
oil tank by the pressure element of the lube and
scavenge oil pump. The pressure is regulated
and limited by a regulator valve. The oil is
transmitted through a filter to the fuel heater.
The oil from the heater is directed through the
segmented oil-to-air heat exchanger. A portion
of this oil is directed for lubrication of the
rotor bearings and for lubrication of the transfer gear and the accessory gear. The remaining oil is further cooled by passing through the
fuel-to-oil heat exchanger and is directed for
lubrication of the planetary gear. All oil is
scavenged by the four-element scavenge pump
and returned to the oil tank by a common
scavenge line. An absolute pressure is maintained in the lubricating system by a breather
pressurizing valve which prevents cavitation
of the pumps at high operating altitudes.
FUEL SYSTEM
General
Basically, the TFE731 engine uses a
hydromechanical flow control unit to meter
fuel to the combustor to meet all operational
requirements.
The hydromechanical control unit is capable of
acting alone or, normally, in conjunction
with a digital electronic fuel computer.
When acting alone, the engine fuel system is
deemed to be in a manual mode of operation.
When acting in conjunction with the
electronic fuel computer, the system is
deemed to be in an automatic mode.
Oil temperature is sensed by a resistance bulb
7-12
Revision 1
Revision 3
28 VDC
28 VDC
OIL 1
OIL 3

LIGHTING
(5 V)
OIL PRESSURE/
TEMPERATURE GAGE
INDICATING PANEL
(REAR COMPARTMENT)
CRASH LOGIC:
AT LEAST ONE OF THE
GENERATOR OR BATTERY
SWITCHES MUST BE ON.
RESET
SWITCH
CRASH LOGIC
CIRCUIT
OIL TEMPERATURE
PROBE
PRESSURE
OIL PRESSURE
TRANSMITTER
26/28 VDC
BATTERY BUS
SWITCH CLOSES WHEN REAR

COMPARTMENT DOOR IS OPENED.
REAR DOOR
MICROSWITCH
LOW-PRESSURE
SWITCH
CHIP
DETECTOR
Figure 7-12. Indication and Warning Systems
TEMPERATURE
ON AIRCRAFT WITHOUT TRANSFER

VALVE XTK2, THE WARNING PANEL
DOES NOT FEATURE XTK2 OPEN
OR CLOSED LIGHTS.
OIL 2
WARNING PANEL
FlightSafety
international
VENT
BREATHER
PRESSURIZING
VALVE
NO. 4 AND NO. 5 BEARINGS
ACCESSORY DRIVE
GEARBOX ASSEMBLY
TRANSFER GEARBOX
ASSEMBLY SCAVENGE
PLANETARY GEAR
AND BEARINGS 1, 2, AND 3
NO. 6 BEARING
SUMP
LUBE AND
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
ANTISYPHON
ORIFICE
OIL TANK
TRANSFER GEARBOX
ASSEMBLY
BYPASS VALVE
TEMP AND
PRESSURE
BYPASS VALVE
LEGEND
SUPPLY
FUEL IN
SCAVENGE
VENTING
FUEL HEATER
FUEL
FUEL OUT
OIL TEMPERATURE SENSING PORT
OIL PRESSURE SENSING PORT
OIL/FUEL COOLER
7-13
SEGMENTED AIR/OIL COOLER
Figure 7-13. Oil System Operation
international
AMBIENT AIR
FlightSafety
PRESSURE
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The automatic mode is the desired mode under

all operational conditions. When in the automatic mode, the hydromechanical fuel control
responds to commands from the electronic fuel
computer and, in response to these commands,
automatically provides engine start control,
rpm governing, temperature limiting, acceleration and deceleration control, steady-state operation, and surge bleed valve operation.
In addition, the digital fuel computer incorporates a full-time parameter monitoring system which will automatically produce reversion
to manual control if spurious signals exist.
the high pressure developed when the fuel is

shut off by the power lever.
Anti-ice Sensor and Anti-ice Valve

Fuel temperature is sensed at the outlet of the
filter. The sensor mechanically opens an anti-ice
valve in the FCU bypass line when fuel
temperature decreases below 34F. The bypass
fuel is then directed through the oil-to-fuel heat
exchanger to the inlet of the filter. The sensor
will close the anti-ice valve when fuel
temperature increases to approximately 60F.
Fuel Heater
Components
General
The engine fuel system components (Figure 714) include a two-stage pump, a relief valve, a
bypass filter, anti-ice valve and sensor, fuel
heater, fuel control unit (FCU), flow divider, fuel
manifolds, duplex spray nozzles or atomizers,
and a digital fuel computer.
Fuel Pump
The two-stage fuel pump consists of a certrifugal
low-pressure (LP) stage and a positive
displacement high-pressure (HP) stage. The LP
stage receives inlet fuel at fuel tank boost pump
pressure. The inlet pressure is increased by the
LP pump to between 30 and 40 psi.
Filter
A micronic filter (Figure 7-15) with a bypass
removes solid particles from the fuel. A P of
between 9 and 12 psi will open the bypass and
permit unfiltered fuel to enter the system. A
bypassing fuel filter is identified by its associated magnetic indicator. Filter outlet fuel is directed to the HP pump, which develops a
pressure sufficient for operation of the fuel control unit (FCU). The fuel pump assembly is
mounted on the aft face of the accessory gearcase and is driven by the accessory gear.
Relief Valve
A fuel heater provides oil to fuel heat exchanging to prevent ice formation in the fuel
system from clogging the fuel filter and other
components. Fuel flow through the fuel filter
is thermostatically controlled by the anti-valve
of the fuel pump. An oil pressure bypass valve
prevents excessive pressure loss with cold oil.
FCU
The FCU is clamped to the fuel pump assembly
and driven by the pump through a coupling
shaft. The FCU includes a metering valve,
mechanical N2 governor, fuel shutoff valve, and
ultimate overspeed solenoid valve. The metering
valve determines the precise metered fuel
(relative to P3) to meet the power requirements
(in the manual mode of operation only). In the
automatic mode, a bypass valve determines the
metered fuel to meet the power requirements, in
response to signals from a torque motor
commanded by the fuel computer.
Mechanical Governor
The mechanical governor is a conventional
flyweight-speeder spring unit. In manual mode
it controls N2 rpm directly. The spring force is
varied by power lever position. The flyweight
force is a function of N2 rpm; consequently, in
manual mode N2 rpm is relative to power lever
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
governor.
The HP pump outlet pressure is limited to 1,450

by a relief valve. This is to protect the FCU from
7-14
Revision 4
Revision 3
T
FUEL MANIFOLDS
ON
FR
FUEL
HEATER
FUEL CONTROL
UNIT
11
FUEL
HEATER
9
7
RIGHT SIDE
7 3 1
10
5
=
DIGITAL FUEL COMPUTER
FUELPUMP
FUEL MANIFOLD
SECONDARY
SYSTEM
FLOW DIVIDER
LEFT SIDE
FUEL CONTROL UNIT/PUMP ASSEMBLY
FILTER
FUEL CONTROL
UNIT
PRIMARY
SYSTEM
FUEL
CONTROL
FLOW DIVIDER
UNIT
FILTER
TIGHTENING
CLAMP
7-15
Figure 7-14. Fuel System Components
GRADUATED SECTOR
SIGHT GLASS
international
PUMP
ASSEMBLY
HP PUMP
FlightSafety
OIL/FUEL
HEAT EXCHANGER
FUEL FILTER
ASSEMBLY
7-16
LEGEND
LOW-PRESSURE FUEL
METERED FUEL
HIGH-PRESSURE FUEL
PRIMARY MANIFOLD FUEL
FUEL HEATER
PUMP
SECONDARY MANIFOLD FUEL
AIR
ELECTRICAL HARNESS
FUEL/OIL COOLER
FIL
TE
CO
FUEL FROM
TANK
UP
LIN
DU
NO PLE
ZZ X F
LE UE
S( L
12
)
SCREEN
FUEL MANIFOLDS
SECONDARY
FUNCTION
SELECTOR
SWITCH
PT2TT2
(INLET AIR SENSOR)
TORQUE MOTOR
INPUT/OUTPUT
AIR FILTER
7 3 1
10
8
6
00-0K
01-T2
02-BA
03-BB
04-TM
05-PL
96-T5
07-MS
08-OS
IGNITERS
FLOW DIVIDER
+
PRIMARY
28 VAC
09-N1
10-N2
11-CC
Revision 3
HIGH VOLTAGE
CABLES
Figure 7-15. Fuel System Layout
international
IGNITION
FlightSafety
INPUT
28 VDC
TEST
11
ENGINE OIL
FUEL CONTROL
FlightSafety
international
The fuel system components just described may

be identified in Figures 7-14, 7-15, and 7-21.
Fuel Shutoff Valve

A fuel shutoff valve consists of a rotary valve
and a hydraulically (fuel pressure) operated
valve. The rotary valve is operated by the power
lever and opens when the power lever is moved
5 or more from the off position.
Fuel Computer
General
In normal operating conditions (from engine
start to shutdown), each engine is controlled
by an associated digital electronic fuel computer (Figure 7-16). The computers for engines No. 1 and No. 3 are located in the
baggage compartment. The No. 2 engine computer is located in the rear compartment. The
operating power for the computers is supplied
from the 28-VDC system. The No. 1 computer
has a dual power supply through two circuit
breakers each capable of maintaining full
power for operation.
Ultimate Overspeed Solenoid Valve

This electrovalve is computer-controlled and is
normally closed. When energized open, it bypasses the high-pressure fuel from the piston of
the fuel shutoff valve, allowing the spring to
close the valve, and the engine flames out. Its
operation is described later under Fuel Computer.
Flow Divider
The flow divider functions to direct metered fuel,
initially to the primary fuel manifold and to the
12 primary outlets in the duplex fuel nozzles in
the combustion chamber. When fuel flow demand
reaches approximately 150 pounds per hour, fuel
is also directed into the secondary manifold, and
secondary ports in the duplex fuel nozzles.
Characteristics
Computer operation is based on sensing certain engine parameters and comparing them to
programmed values in the computers memory.
PT2 PORT
TEST
CONNECTOR
AIR FILTER
11
7 3 1
10
INPUT/OUTPUT
CONNECTOR
8
7
00-0K
01-T2
02-BA
03-BB
04-TM
05-PL
06-T5
07-MS
08-OS
09-N1
10-N2
11-CC
=
FUNCTION
SELECT
SWITCH
DISPLAY
LRU
FAULTS
DECAL
CALIBRATION
SWITCH
Figure 7-16. Digital Electronic Fuel Computer (Typical)
Revision 3
7-17
FlightSafety
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Computed outputs are determined and

transmitted to a torque motor in the FCU to
produce the precise metered fuel to meet the
power requirement under all operating conditions. In addition the computer maintains the
design safe surge margin by controlling the LP
compressor surge bleed valve.
The following parameters are sensed by the
computer:
Power lever angle (PLA)

P T2 T T2
N 1 (LP spool rpm)
N 2 (HP spool rpm)
ITT (interturbine temperature)
AB (LP compressor surge bleed area)
Flight/ground signal
Power increase signal
PLA is transmitted to the computer by a potentiometer on the FCU.

Total engine inlet pressure and total engine inlet temperature are sensed by the P T2T T2 probe
(Figure 7-17) mounted in the nacelle inlet
duct and transmitted to the computer.
N 1 is sensed by a dual-wound monopole

located at the aft end of the LP spool rotor
shaft. One winding of the monopole supplies
inputs to the computer representing N1 spool
rpm. The other winding supplies inputs to the
N1 indicator.
N2 is sensed by a similar monopole mounted on
the transfer gearcase. One winding of this
monopole transmits inputs to the fuel computer
representing N2 spool rpm. The other winding
supplies inputs to the N2 indicator.
ITT is sensed by ten parallel-wired thermocouples located between the HP and LP turbines.
The parallel circuits transmit inputs to the
computer representing interturbine temperature (ITT). The computer carefully monitors
the engines safe-surge margin and prevents
compressor stall and surge.
Figure 7-18 shows operation of the surge
bleed valve. Since the A and B solenoids are
deenergized, the surge bleed valve is pressurebalanced in a 1/3-open position.
The computer is programmed for idle rpm control as a function of N 2/P T2T T2 relationship.
The ground idle program is based on a 6.8second N 2 acceleration rate to 100%. The
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 increased 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 TFE7315AR-1C or 4,750 pounds on the TFE7315BR-1C

Maintain N 2 without droop.
Figure 7-17. PT2TT2 Probe
7-18
Revision 3
FlightSafety
international
FR
ON
LEGEND
P3 AIR
(HP COMPRESSOR DISCHARGE)
SURGE BLEED VALVE

CONTROL SOLENOIDS
AMBIENT AIR
DC POWER
LP COMPRESSOR SPILL
SOLENOID A
SOLENOID B
FAN
OUTPUT
PRESSURE
;
;
;
;; ;;;
;;
;;
SURGE BLEED
FLOW
VALVE
CONDITION:
SOLENOIDS DEENERGIZED,
VALVE 1/3 OPEN
28 VDC
FROM
AIRPLANE
SYSTEM
;
11
7 3 1
10
TT2
P3
PT2
T T5
00-0K
01-T2
02-BA
03-BB
04-TM
05-PL
96-T5
07-MS
08-OS
09-N1
10-N2
11-CC
N1
N2
;;
;;
;;;;
;
;
;
;
SURGE BLEED
VALVE
ENGINE
Figure 7-18. Surge Bleed Valve Operation
Determine an acceleration schedule to

maintain the present surge margin or to
prevent excessive ITT.
Determine a deceleration rate to prevent blowout, or control the deceleration
rate to prevent excessive HP/LP rpm
mismatch.
Provide an ultimate overspeed switching function for N 1 and N 2 .

Provide N 1 limiting at 100%.
Provide ITT limiting during all operations.
Terminate start and ignition at 50% N 2 .
Control opening of the surge bleed valve

to prevent compressor stalls and surges.
Provide automatic fuel enrichment during starting.
Determine flight/ground idle rpm relative to P T2 T T2 .
Provide increased power at high-altitude and hot weather takeoff.
Provide a topping governor for N 1 .
Revision 3
7-19
FlightSafety
international
Monitor all computer functions, and initiate fail-down to manual if voltages are
out of range.
Alternate overspeed (N 1 and N 2) protection in manual mode.
Automatic transfer to N 2 loop if T 5 loop
fails at maximum or cruise thrust.
Open the surge bleed valve when the
power lever is at idle.
Control
Each engine fuel computer is controlled by an
associated three-position switch located on
the ENGINES section of the overhead switch
panel (Figure 7-19). The switches are labeled
CMPTR 1, CMPTR 2, CMPTR 3, and
have positions labeled AUTO, MAN, and
OFF. When the switches are at AUTO, the
engines are controlled by the associated computer throughout the complete operating range.
7-20
FlightSafety
international
INTENTIONALLY LEFT BLANK
7-20A
7-20B
POWER
INCREASE
PUSH-BUTTON
LIGHT
PWR
INC
PWR INC
NO. 2 ENGINE
COMPUTER
WARNING
PANEL
+28 VDC
NO. 3 ENGINE
GROUND TEST
NO. 1 ENGINE
+28 VDC
CMPTR
CONTROL AND
SIGNAL RELAYS
NO. 2 ENGINE
INDICATOR
200
800
NOTE:
THE SIGNAL RELAYS OF EACH RELAY
CONFIRM THE CORRECT OPERATION
OF THE CONTROL STAGES.
Figure 7-20A. Power Increase System
international
ITT
C
OVERHEATING
LIGHT
(RED)
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When the switches are at MAN, all computer

functions, except N 1 and N 2 alternate ultimate
overspeed, are disabled. When the switches
are at OFF all computer functions are disabled.
The power increase system comprises an amber

control push-button light labeled PWR INC
(See Appendix B), which is common to all three
engines, and control and indication relays which
indicate mode changes to each computer.
NOTE
Depressing the PWR INC push-button light effects a mode change in the computer, allowing a discrete maximum N 2 and ITT program
modification in the 3,000 to 7,000 feet/18.5 to
23C operating range. A maximum of 210 rpm
(0.7 percent N 2 ) is allowed for temperatures
above 23C and in a pressure range between
11.34 and 13.17 psia. Advancement of the
power lever to maximum PLA will provide a
proportional increase in RPR from the idle
position to takeoff. Extension of the ITT overheat indicator thresholds from 952 to 974C
for the TFE731-5AR-1C or 978 to 996C for
the TFE731-5BR-1C will also be affected.
The computer switch must be positioned to MAN when it is established

that a computer malfunction is
adversely affecting engine operation
o r p e r f o r m a n c e , eve n w h e n t h e
associated computer fail light is not on.
CAUTION
When computer failure or electrical

power failure occurs, the fuel system
automatically reverts to manual mode.
Acceleration time will increase to approximately 10 to 25 seconds. Fuel
consumption will increase by approximately 5% for any given power
setting and idle rpm will be higher.
Indication
Three lights on the warning panel (Appendix B)
are lableled CMPTR 1, CMPTR 2, and
CMPTR 3. The appropriate light will be on
when a computer switch is at the MAN or OFF
positions or if the computer switch is at the
AUTO position and the computer has failed. If
the failure results from transient conditions, the
computer may be reset by moving the affected
switch from AUTO to OFF and then back to
AUTO. If the light persists, the switch must be
moved to the MAN position. This position provides alternate ultimate overspeed control for the
N1 spool at 107%, and at 109% for the N2 spool.
Figure 7-20 shows the interface between the
fuel computer and the engine.
Power Increase System

The engine incorporates a power increase system (restricted performance reserve) to imp 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
performance (Figure 7-20A). System operation
is available for the pilot at full throttle settings,
altitudes of 3,000 to 7,000 feet, and temperatures greater than 18.5C (65F).
Revision 4
Since the use of the power increase system is to

the detriment of engine life, the computer totalizes
on a digital counter the number of times increased
power is used. One use of the power increase
system is equivalent to four engine cycles.
Monitoring
The digital electronic fuel computer has an integral monitoring and test system called BITE
(built-in test equipment).
The monitoring system detects computer malfunctions, such as loss of input parameters, and
responds by reverting to manual mode.
The BITE system automatically provides for
self-testing of the computer circuitry, fault
identification, and storage of faults in a builtin nonerasable memory. The faults in memory
may be recalled later by maintenance personnel when troubleshooting the system.
Computer faults are categorized as critical,
noncritical, and intermittent.
The ultimate overspeed protection provided by
the computer for N1 and N2 can be maintained
even after a critical fault reverts the computer
to manual mode unless the reversion is caused
by monopole failure.
If a computer fails to reset following a reversion to manual mode, as previously described,
PT2
TT2
AB
PT2TT2
28 VDC
ITT
P3
WF
AUTO
MAN
OFF
MAX 120
20
N2
PLA
TM
OS
IDLE
PLA
0
POWER LEVER
FUEL
IN
11
7 3 1
10
8
7
00-0K
01-T2
02-BA
03-BB
04-TM
05-PL
96-T5
07-MS
08-OS
09-N1
10-N2
11-CC
=
MM
FUEL CONTROL
ELECTRONIC
FUEL COMPUTER
FLT
IDLE CONTROL
GRND
N1
LEGEND
AMBIENT AIR
AB = SURGE BLEED AREA
PLA = POWER LEVER ANGLE
N1 = LOW-PRESSURE SPOOL SPEED
TM = DC TORQUE MOTOR
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
BYPASS/CORE INLET AIR
international
7-21
Figure 7-20. Engine-Computer Interface
FlightSafety
MECHANICAL
FlightSafety
international
Table 7-1. COMPUTER MALFUNCTION ANALYSIS

READOUT
POSITION/FUNCTION SWITCH
1Normal run position
Stores adjustmentno display.
2Self-test
Checks display lamps, check LRUs, displays.

detected faults
Displays detected fault codes.
3Fault diaplay
4Idle adjust
Display indicates idle rpm % N2 rpm.
5Specific gravity
Display indicates specific gravity setting number

from 1-11.
Display indicates flat rate temperature in C.
6Engine flat rate

7FR/MN
Display indicates % N2 rpm.

Display indicates limiter setting in C.
8T5 limiter
9T5 bias CL/CR
Display indicates T5 in C sensed by computer.
10Fault erase
Displays 88, cal switches to increasedisplay

flashes, displays 00, and then blanks (erasure
completed).
Table 7-2.
CODE
7-22
CODE, AFFECTED PARAMETER, AND TYPE OF FAULT

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

MAN position will provide an alternate overspeed protection for N 1 at 107% and for N 2 at
109%. The mechanical governor is still effective, and if operational, it will limit N 2 to 105%
in both automatic and manual operating modes.
Computer Interrogation
The computer may be interrogated for identification of stored faults or for testing and adjustment. When the rotary switch is placed in any
position from 1 to 10, an LCD (liquid crystal display) on the face of the computer (Figure 7-16)
will display a digital code relative to the selection.
Table 7-1 shows computer malfunction analysis, relative to the function selector switch
position. This switch must be returned to
Position 1; if not, the affected computer fail
light will continue to flash on and off regardless of computer switch position.
Table 7-2 shows the code, the affected parameter, and the type of fault relative to each position of the function selector switch.
NOTE
Position 11 is an unused position on
Falcon 900 airplanes.
Fuel Enrichment
The computer is programmed to provide automatic fuel enrichment during engine starting. This
assists engine acceleration and also enhances the
nozzle spray pattern for more efficient combustion.
The automatic fuel enrichment increases metered fuel volume by approximately five ratios.
It is modulated by T 5 and automatically terminated when ITT reaches 200C. As the engine continues to accelerate toward idle rpm,
turbine temperature is monitored by the T 5
loop, which reduces metered fuel if ITT
reaches 732C.
Fuel System Operation

Figure 7-21 shows the fuel system operation
in the automatic mode.
The engine is assumed to be operating at a

cruise power setting. The fuel computer switch
is at the AUTO position. The manual mode
valve (1) is energized open, resetting the
mechanical N2 governor to 105% N2.
The power lever is advanced and the rotary valve
(2) is open, directing HP fuel to open the fuel
shutoff valve (3). The pressure supplied from the
pressure regulator fully opens the metering valve
(4). The computer output signals to the torque
motor (5) determine the differential across the bypass valve (6) relative to P3 pressure (7), thus establishing the metered fuel through the open
metering valve (4) to the open fuel shutoff valve (3),
from there through the fuel-to-oil cooler (8) to the
primary fuel manifold (9), and through the flow divider to the secondary fuel manifold (10). The fuel
manifolds supply the duplex fuel-spray nozzles in
the combustion chamber. The fuel temperature is
automatically maintained at a value which will
prevent fuel filter icing by the operation of the antiice sensor (11) and the anti-ice valve (12).
When an N2 overspeed occurs during operation
and the mechanical governor fails to limit N2
to the governor reset value of 105%, the
computer will energize the ultimate overspeed
solenoid (13); at either 107% N1 or 109% N2,
the fuel shutoff valve will close, and the engine
will flame out.
Figure 7-22 shows the fuel system operation
in the manual mode.
It is assumed that the engine is operating at cruise
power. The associated fuel computer switch is either at MAN or OFF positions. The manual mode
valve (1) is deenergized and closed; therefore, the
N2 governor will control N2 rpm relative to power
lever position by varying the P 3 bleed to the
atmosphere (2). The metering valve (3) is positioned relative to pressure regulator and P3 differential to meter fuel to meet the power
requirement. The excess fuel is directed back to
the inlet of the HP pump by the bypass valve,
which responds to the changing P3 and the constant pressure determined by the inlet pressurizing valve (5). All other aspects of the fuel control
operation are similar to those described for automatic operation, except that if the computer
switch is at MAN instead of OFF position, an N1
and N2 alternate ultimate overspeed protection is
operational, provided that the monopole inputs
Revision 4
Revision 3
ANTI-ICE
SENSOR
FROM TANK
BOOST PUMP
11
13
OUTLET
PRESSURIZING
VALVE
185 PSID
P
BELLOWS
INLET
FILTER
ULTIMATE
OVERSPEED
SOLENOID (NC)
107% N1
109% N2
FUEL
SHUTOFF
VALVE
FUEL/OIL COOLER
OIL FLOW
METERING
VALVE
FILTER
40-MICRON
METAL
VISCOSITY
ORIFICE
RELIEF
1,450 PSIG
TORQUE
MOTOR
LP
PUMP
3540
PSID
28 VDC
12
CMPTR
10
ACCEL
BELLOWS
EVAC BELLOWS
FLOW DIVIDER (OPENS AT 150 PPH)

TO
SECONDARY
NOZZLES
ANTI-ICE
VALVE
AUTO
MAN
OFF
PT2TT2
BYPASS
VALVE
FUEL/OIL
HEATER
OIL FLOW
FLT
OVERBOARD
DRAIN
SPEED
GOVERNOR
(105% AUTO)
PCD
LIMITER
IDLE
TEST
11
GRND
1
2
10
7 3 1
DRIVE SHAFT
MANUAL MODE
SOLENOID (NC
ENERGIZED OPEN)
8
7
5
=
TO
PRIMARY
NOZZLES
MANUAL MODE
PISTON
TO
POWER LEVER
POTENTIOMETER
MANUAL MODE
ADJUSTMENT
POWER
LEVER
OFF
MAX
HP
PUMP
BYPASS
6.5 PSID
ROTARY
VALVE
PRESSURE
REGULATOR
205 5 PSI
PLA POT
P3 AIR
POWER LEVER
TO
SHAFT
COMPUTER
LEGEND
REGULATED PRESSURE
P3 AIR PRESSURE
ATMOSPHERIC PRESSURE
BYPASS FUEL
ENGINE OIL
MECHANICAL
ELECTRICAL
international
7-23
FlightSafety
BOOST PUMP PRESSURE

LP PUMP PRESSURE
HP PUMP PRESSURE
Figure 7-21. Fuel System Operation (Automatic Mode)
7-24
ANTI-ICE
SENSOR
FROM TANK
BOOST PUMP
P
BELLOWS
INLET
FILTER
FUEL
SHUTOFF
VALVE
OUTLET
PRESSURIZING
VALVE
185 PSID
FUEL/OIL COOLER
OIL FLOW
METERING
VALVE
FILTER
40-MICRON
METAL
TO
PRIMARY
NOZZLES
VISCOSITY
ORIFICE
RELIEF
1,450 PSIG
28 VDC
TORQUE
MOTOR
LP
PUMP
3540
PSID
FUEL/OIL
HEATER
CMPTR
EVAC BELLOWS
FLOW DIVIDER (OPENS AT 150 PPH)

TO
SECONDARY
NOZZLES
ANTI-ICE
VALVE
AUTO
MAN
OFF
PT2TT2
ACCEL
BELLOWS
BYPASS
VALVE
OIL FLOW
FLT
OVERBOARD
DRAIN
SPEED
GOVERNOR
(105% AUTO)
6
PCD LIMITER
IDLE
TEST
11
GRND
1
2
10
7 3 1
DRIVE SHAFT
MANUAL MODE
SOLENOID (NC
ENERGIZED OPEN)
8
7
5
=
MANUAL MODE
PISTON
TO
POWER LEVER
POTENTIOMETER
LEGEND
MANUAL MODE
ADJUSTMENT
OFF
POWER
LEVER
HP
PUMP
BYPASS
6.5 PSID
ULTIMATE
OVERSPEED
SOLENOID (NC)
107% N1
109% N2
ROTARY
VALVE
PRESSURE
REGULATOR
205 5 PSI
MAX
PLA POT
P3 AIR
POWER LEVER
TO
SHAFT
COMPUTER
REGULATED PRESSURE
ATMOSPHERIC PRESSURE
MECHANICAL
LP PUMP PRESSURE
HP PUMP PRESSURE

P3 AIR PRESSURE
BYPASS FUEL
ENGINE OIL
ELECTRICAL
international
Revision 3
FlightSafety
BOOST PUMP PRESSURE
Figure 7-22. Fuel System Operation (Manual Mode)
FlightSafety
international
are valid. Normally the mechanical governor

should limit N2 rpm relative to power lever position or to 105% N2 when an overspeed occurs.
The P 3 limiter (6) functions in all operating
modes to limit the ultimate value of P3, thereby
affording structural protection to the
compressor casing.
IGNITION SYSTEM
General
The Falcon 900 uses a high-energy ignition
system consisting of a dual-ignition exciter,
two high-tension cables, and two igniter plugs.
Figure 7-23 shows the locations of the components of the ignition system.
The ignition system is divided into three

modes: ground start, airstart, and stall.
Control
The ignition system is controlled by start selector switches on the ENGINES section of the
overhead switch panel (Figure 7-23). The
switches are labeled AIR START, GRD
START, MOTOR-START STOP. The power
for the switches is controlled by the twoposition power selector switch labeled NORMAL and EXT POWER. When in the
NORMAL position, the power source may be
batteries, APU, engine-driven generators, or a
combination of all. When in the EXT POWER
position, the power is supplied from the GPU.
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

Revision 4
7-25
FlightSafety
international
START. When in this position, the ignition operates when the associated power lever is
moved from the stop to the idle position.
Ignition will continue until terminated by an
electronic speed switch in the fuel computer
at approximately 50% N 2 . Ignition may be terminated up to 50% at any time by moving the
switch to the MOTORSTART STOP position.
The AIR START position bypasses the power
lever microswitch and provides continuous ignition on the ground or in flight. Normally this
position is used only for airstarts or ground
checks, (or at other times as outlined in the AFM).
The MOTORSTART STOP position is
pr imarily used to dry motor the engine
without fuel and ignition, for maintenance
purposes, or for clearing the engine following
an aborted ground start. This position may also
be used to terminate a ground start prior to
reaching 50% N2. It must be used to terminate
starting and ignition whenever manual mode
starts are made.
The stall ignition system is an automatic antiflameout system, which is armed for operation whenever the switch is in the GRD START
position. For more information on the stall
ignition system, see the Flight Controls
chapter in this training manual.
Indication
Amber rectangular lights labeled IGN 1,
IGN 2, and IGN 3, are below the start selector switches (Appendix B and Figure 7-23).
The associated light will be on whenever power
is available to the ignition exciter. These lights
are not an indication that the ignition exciter
or the igniter plugs are operational.
Operation
Figure 7-24 shows the operation of the ignition system during a ground start mode. The
switch is in the GRD START position, the
start is in progress, and the power lever is
moved from the stop to the idle position.
Ignition will continue until terminated by the
50% electronic speed switch in the fuel computer at 50% N2. The schematic also shows that
7-26
when the switch is in the AIR START position,

the power lever microswitch and the fuel computer are bypassed, resulting in continuous
ignition. The stall ignition is activated when
the autoignition relay is energized. For more
information on stall ignition, see the Flight
Controls chapter in this training manual.
INSTRUMENTATION
General
The engine-related instruments are mounted
in three vertical rows on the engine instrument panel (Figure 7-25). From top to bottom,
a typical layout consists of the following:
N 1 (LP spool rpm)

ITT (interturbine temperature)
N 2 (HP spool rpm)
Fuel flow
Fuel quantity
Oil pressure/temperature
N1 (LP Spool RPM)

The N1 gage is analog/digital. The analog scale
is calibrated in percent of design maximum N1,
from 0 to 110%. A sweep needle indicates selected rpm. A three-digit window with a fixed
decimal place is located on the N1 dial face.
The digital indication is also calibrated in
percent. The N 1 gage is the primary thrust
indicator and is used to set takeoff thrust. The
N 1 gage receives inputs from a dual-wound
monopole located at the aft end of the LP
spool shaft. One coil of the monopole
supplies the N1 inputs to the gage through a
preset compensator. The other coil supplies
N1 inputs to the fuel computer. The N 1 gage
has a compensating resistor specifically
calibrated for the associated engine. DC
power is required for operation; when power is
removed or fails the sweep needle will go to a
position below the 0% position, and the digital
display will go blank.
Revision 4
FlightSafety
international
ITT sensing is provided by dual parallel circuits, connected to ten thermocouples, circumferentially located between the HP and
LP turbines. One of the circuits supplies ITT
information to the cockpit gage, and the second circuit supplies identical information to the
fuel computer. The ITT gage requires DC
power for operation. When power is removed
or fails, the sweep needle will go to a position
below 0C and the digital display will go blank.
ITT (Interturbine Temperature)

The ITT gage is analog/digital. The analog
scale is calibrated in degrees Celsius from 0 to
1,000, and a sweep needle indicates the set
value. A four-digit display provides instantaneous ITT indication. The digital indicator is
located on the dial face. A red light on the dial
face will flash on and off when ITT indication exceeds 952C (or 974C when the power
increase system is used for the TFE731-5AR1C) and 980C (or 996 C when the power increase system is used for the TFE731-5BR-1C).
IGNITER PLUGS
CMPTR
50% N2
IGNITION
EXCITER
START RELAY
TO
STARTER
IGNITION
RELAY
MOTOR
START
STOP
LOGIC
GATE
GCU
CUTOFF
IGN
GRD
START
CONDITIONS:
GRD START SELECTED,
START SWITCH PUSHED
(MOMENTARILY),
POWER LEVER IDLE,
N2 < 50%
AIRSTART
AUTOIGNITION
LEGEND
GEN
SW
IDLE
THROTTLE
SW
28 VDC
HIGH VOLTAGE
START SWITCH
28-VDC BUS
Figure 7-24. Ignition System Operation
Revision 3
7-27
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 maintenance test panel (Figure 7-27) on the copilots
sidewall.
Figure 7-25. Engine Instrument Panel
Figure 7-26 depicts the operation of the ITT

thermocouple system.
N2 (HP Spool RPM)

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
the N 2 gage are supplied by a dual-wound
monopole mounted on the transfer gearcase. One
coil supplies rpm information to the N2 gage. The
second coil supplies identical information to the
fuel computer. The N2 gage requires DC power
7-28
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
1,000C for the TFE731-5AR-1C or 1,040C
for the TFE731-5BR-1C. The digital indicator
will show 8888 and then 1,000 or 1,040, and the
red light on the dial face will flash on and off.
The N2 sweep needle will move to a blue dot
position at 106% and hold steady.
ENGINE POWER CONTROL

General
Each engine is controlled by a power lever
operating in a quadrant on the center pedestal
Revision 3
FlightSafety
international
TO ITT
GAGE
10
TO FUEL
COMPUTER
LEGEND
CIRCUIT 1
CIRCUIT 2
Figure 7-26.
JUNCTIONS
THERMOCOUPLE
ITT Thermocouple System Operation
Figure 7-27. Maintenance Test Panel
7-29
FlightSafety
international
(Figure 7-28). The power lever is mechanically

connected to the input power lever on the Fuel
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
mechanically sets the FCU governor (primarily for manual mode operation) to maintain N 2
relative to power lever position, and simultaneously positions a wiper on the FCU
potentiometer, which transmits PLA information to the fuel computer for automatic mode
operation. The power lever has three detented

positions: stop, idle, and full power. A finger
latch on the power lever must be raised before
the lever can be moved between the stop and idle
positions. An adjustable hard stop is provided
at the full power position.
Figure 7-28. Center Pedestal
7-30
Revision 3
FlightSafety
international
Reverser Lever
Ground Starts
A thrust reverser control lever is piggybackmounted on the No. 2 power lever.
Engine cranking for ground starts is achieved by

the starter-generator on the accessory gearcase.
Friction Control
There is no mandatory sequence for engine

starting, but the recommended sequence is
231 with APU generator or GPU power
available. With only battery power available,
the recommended sequence is 321.
Power lever friction is preset by maintenance.

There is no crew adjustment.
Quadrant Proximity Switches

and Solenoids
Proximity switches are mounted in the power
lever quadrant to perform a variety of functions
during power lever travel. These proximity
switches are identified as follows:
Thrust reverser arming (No. 2 engine)
Engine fail warning (No. 2 engine)
Thrust reverser control (No. 2 engine)
Air-conditioning cutoff
Stop/start
Landing gear warning
Engine warnings (T/O CONFIG)
In addition, the power lever quadrant contains
two electromagnetic lock solenoids. One solenoid locks the reverser lever at the deploy
position until the reverser doors reach the
fully deployed position, and the other solenoid
locks the power lever in the idle position when
the reverser is out of the stow position.
ENGINE STARTING
General
Engine starting is divided into two general
categories: ground start and airstart.
Ground starting includes battery starts, battery/generator-assisted starts, battery/APU
generator-assisted starts, and GPU starts.
Airstarts consist of starter-assisted airstarts and
windmilling airstarts.
Revision 2
Control
All switches associated with engine starting are
located on the overhead switch panel (See Figure
7-19). Electrical power control and distribution is
described in the Electrical Power Systems
chapter. Engine starting must not be attempted
until all safety checks are completed and discrepancies are corrected. Engine start procedures
are outlined in a checklist contained in the AFM.
Under all normal conditions the fuel computer
must be in the automatic mode for engine starting.
The following are not procedures; they are simplified descriptions of engine starting, using the
various power sources and the phases of the start
cycle. It is assumed that all switches and controls
are positioned as called for in the checklist.
Battery StartNo. 3 Engine

Push and momentarily hold the No. 3 engine start
switch; check for engine rotation on the N 2
gage to a minimum of 12% and indication of N1
rotation. Then move the No. 3 power lever to the
idle position, and check that the ignition light
comes on. Check for fuel flow and light-off, and
monitor ITT and N 2 rpm. Monitor N 2 to 50%,
and check that the ignition light goes out. Monitor all engine-related instruments until stabilized
idle is achieved.
Figure 7-29 depicts the DC power system during
a battery start of the No. 3 engine. Both battery
switches are on, and the BAT 1 and BAT 2
lights are off. The power selector switch is at
NORMAL, the bus tie is closed (rotary switch
horizontal), and the BUS TIED light is on. Pushing the No. 3 start switch will close the battery 2
7-31
FlightSafety
international
contactor, paralleling battery 2 with battery 1

on the start bus; simultaneously the No. 3 start
contactor will close and connect the start bus to
the No. 3 starter-generator. Engine cranking
will occur, and ignition will begin when the
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
continue until ignition and cranking are
automatically terminated at 50% N 2 rpm by
the associated electronic fuel computer. At the
same time the battery 2 contactor and the No. 3
start contactor will open. The No. 3 engine
generator will automatically assume bus load,
the GEN 3 light will go out, and battery
charging will begin.
Battery/APU GeneratorAssisted StartNo. 2 Engine

Normally the APU is started first and its generator is available to assist the start of all engines as long as the APU generator is on line.
For APU starting and operation, see the APU
chapter in this training manual.
Figure 7-30 depicts a battery/APU generatorassisted start of the No. 2 engine. Both battery
switches are on, the power selector switch is
at the NORMAL position, the APU generator
is on, and the bus-tie relay is closed. The
amber RCR generator lights and the BUS
TIED light are on. Pushing the No. 2 engine
start switch will open battery 1 and 2 makeand-break switches, BAT 1 and BAT 2 lights
will come on. Simultaneously, the battery 2
contactor will close and parallel battery 2 with
battery 1 on the start bus; the APU start contactor will close, connecting the APU
generator to the start bus; the generator 2 start
contactor will close, connecting the start bus
power to the windings of generator 2, initiating
the starting cycle. From here on the start
sequence is identical to that described for
battery starting.
7-32
When the start of the No. 2 engine terminates,

both generator 2 and the APU generator will
go on line. Both will parallel on the right main
bus; the BAT 1, BAT 2, GEN 2, and APU GEN
lights will all be out.

(No. 2 Generator On)
Figure 7-31 depicts a battery/APU generatorassisted start of the No. 3 engine with generator 2 on line.
Pushing the No. 3 start switch will simultaneously open the battery 1 and battery 2 makeand-break switches, (the BAT 1 and BAT 2
lights will come on). The APU generator reverse current relay will also open, (the amber
APU GEN light will come on) disconnecting
the APU generator from the line. At the same
time the battery 2 start contactor will close and
parallel battery 2 with battery 1 on the start bus.
The APU start contactor will also close and
connect the APU generator to the start bus.
Finally the generator 3 start contactor will
close, connecting the APU generator and battery power (on the start bus) to generator 3 and
initiating the start of the No. 3 engine.
Generator 2 will continue to power the distribution buses. The BAT 1, BAT 2 , GEN 1,
GEN 3, BUS TIED lights, and the APU GEN
light will all be on.

(No. 2 and No. 3
Generators On)
As the No. 3 engine start terminates, generator 3 will go on line to the left main bus (the
GEN 3 light will go out). The APU generator
will also go on line to the right main bus, and
Revision 2
Revision 4
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
BAT 1
GEN 1
GEN 3
DC SYSTEM
GEN 3
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BUS-TIE CLOSED,
POWER SELECTOR NORMAL,
BOTH BATTERY SWITCHES ON,
START BUTTON 3 PUSHED
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
GALLEY 1 BAR
A4
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
GPU CONTACTOR
EXT POWER
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
GROUND
RH
MAIN BUS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
7-33
Figure 7-29. Battery StartNo. 3 Engine (RPM < 50% N2)
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
7-34
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
START
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
BAT 1
GEN 1
GEN 3
DC SYSTEM
GEN 3
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
REVERSE
CURRENT RELAY
CONDITIONS:
BUS-TIE CLOSED,
POWER SELECTOR SWITCH NORMAL,
APU GENERATOR ON,
NO. 2 ENGINE START
TO AMMETER
130A
BUS A2
GENERATOR 3
G3
80A
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
APU
TO
AMMETER
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 2 BAR
A6
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
APU GENERATOR
POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
RH
MAIN BUS
GROUND CIRCUITS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
Revision 3
TO
AMMETER
G2
WINDOWS
B3
Figure 7-30. Battery/APU Generator-Assisted StartNo. 2 Engine (RPM < 50% N2)
international
80A
FlightSafety
BATTERY 2
EXT POWER
Revision 4.02
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
BAT 1
GEN 1
BAT 2
GEN 3
DC SYSTEM
GEN 3
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BUS-TIE CLOSED,
POWER SELECTOR SWITCH NORMAL,
APU OPERATING,
NO. 2 GENERATOR ON,
NO. 3 START
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
BUS A2
G3
80A
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
BUS-TIE
RELAY
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 1 BAR
A4
G
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
LEGEND
REVERSE
CURRENT RELAY
GPU RECEPTACLE
BATTERY POWER
APU GENERATOR
POWER
BATTERY
BUS
BATTERY 2
ENGINE GENERATOR
POWER
RH
MAIN BUS
GROUND CIRCUITS
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
G2
7-35
Figure 7-31. Battery/APU Generator-Assisted StartNo. 3 Engine

(RPM < 50% N2) (No. 2 Generator On)
WINDOWS
B3
international
80A
FlightSafety
STARTING
BUS
BATTERY 2
CONTACTOR
130A
TO
AMMETER
EXT POWER
FlightSafety
international
its GEN light will go out. All three generators

will operate in parallel since the bus tie is
closed. Battery 1 and battery 2 will reconnect
to their associated main buses, the battery
lights will go off, and charging will recur until
a start is initiated on the No. 1 engine.
Figure 7-32 depicts what occurs when the No.
1 engine START switch is pushed. The battery
1 and battery 2 make-and-break switches will
open (the BAT 1 and BAT 2 lights will come on).
Simultaneously the APU generator reverse
current relay will open, (the amber APU GEN
light will come on) and disconnect the APU
generator from the distribution buses. The battery 2 contactor will close and parallel battery
2 with battery 1 on the start bus. The APU start
contactor will close and connect the APU
generator to the start bus. Finally, the No. 1 engine start contactor will close, connecting the
start bus to the windings of generator 1, and
initiate the start cycle. Generators 2 and 3 in parallel will supply the distribution buses. From
here on, the start cycle is identical with that described for a battery start of the No. 2 engine.
NOTE
When a generator-off light remains on
after the start terminates, it may indicate that the associated start contactor
failed to open, and the appropriate action must be taken by the crew.
When the No. 1 engine start terminates, generator 1 will connect to the left main bus, and the
GEN 1 light will go off. The APU generator will
reconnect to the right main bus, and the APU GEN
light will go off. Battery 1 and battery 2 will reconnect to their respective buses, and the BAT 1
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.
NOTE
The bus-tie switch must be in the on
position (horizontal) for APU starting and for all engine starts except
when using a GPU. When the power
selector switch is moved to the EXT
POWER position, it will provide a
7-36
ground for the bus-tie relay, automatically closing it.
GPU Start No. 2 Engine

An approved GPU may be used to start an engine when required. The voltage and rating of
the unit must be checked before connecting and
operating. For more information on the GPU, its
control and protection, see the Electrical Power
Systems chapter in this training manual.
Figure 7-33 shows that the GPU is connected
and operating. Moving the power selector
switch from NORMAL to EXT POWER will
close the GPU contactor and simultaneously
open the battery 1 contactor and battery 2 makeand-break switch, disconnecting the batteries
from the main and start buses. The associated
battery-off lights will be on. DC power is
supplied to the bus-tie relay, closing it even if
the bus-tie switch is in the FLIGHT NORM
position. The GPU, when on, inhibits on-line
operation of all engine generators and the APU
generator to prevent them from being
paralleled with the GPU generator. The GPU
connects to the start bus through the GPU
contactor, to the left main buses through the
battery 1 make-and-break switch and to the
right main bus through the closed bus tie.
Pushing the No. 2 engine start switch closes
the No. 2 start contactor connecting the output
of the GPU to the windings of the No. 2
starter-generator. From here on, the starting
sequence is identical to that described for a
battery start of the No. 2 engine.
All generator, battery, and BUS TIED lights
will remain on as long as the GPU is connected and operating.
Engine Start Logic System

A built-in solid-state engine start logic system is provided to ensure a battery/generator-assisted start of any engine regardless of
the starting sequence. This logic system is
such that it does not require any special selections on the part of the crew other than following theapproved checklist. The system
applies to the APU as well as to all three
engine generators.
Revision 1
Revision 3
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
START
WARNING
PANEL
APU
APU
STOP
GEN 1
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
OIL
BAT 1
GEN 1
GEN 3
DC SYSTEM
GEN 3
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BUS-TIE CLOSED,
POWER SELECTOR NORMAL,
APU OPERATING,
NO. 2 GENERATOR ON,
NO. 3 START
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
BUS A2
G3
80A
START CONTACTOR
150A
BATTERY 1
BATTERY 1
CONTACTOR
130A
150A
APU
TO
AMMETER
HYDRAULIC
STANDBY PUMP
A5
GALLEY 2 BAR
A6
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
BUS-TIE
RELAY
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
GALLEY 1 BAR
A4
G
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
WINDOWS
A3
LEGEND
REVERSE
CURRENT RELAY
GPU RECEPTACLE
BATTERY POWER
APU GENERATOR
POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
ENGINE GENERATOR
POWER
RH
MAIN BUS
GROUND CIRCUITS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
B2
TO
AMMETER
G2
7-37
Figure 7-32. Battery/APU Generator-Assisted StartNo.1 Engine

(RPM < 50% N2) (No. 2 and No. 3 Generators On)
WINDOWS
B3
international
80A
FlightSafety
BATTERY 2
EXT POWER
7-38
OVERHEAD PANEL
TEST
BRIGHT
FLIGHT NORM
LIGHTS
FIRE
DIM
START
WARNING
PANEL
APU
APU
STOP
GEN 1
OIL
BAT 1
BAT 2
GEN 2
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
HOT
BAT
GEN
BAT 1
GEN 1
GEN 3
DC SYSTEM
GEN 3
BAT 2
GEN 2
APU
NORM
TO
AMMETER
REVERSE
CURRENT RELAY
GENERATOR 1
START
CONTACTOR
150A
BUS A1
G1
130A
CONDITIONS:
BATTERY AND GENERATOR SWITCHES ON,
APU INOPERATIVE,
BUS-TIE SWITCHFLIGHT NORMAL,
POWER SELECTOR SWITCH EXT POWER
TO AMMETER
REVERSE
CURRENT RELAY
GENERATOR 3
G3
BUS A2
80A
START CONTACTOR
WINDOWS
A3
150A
GALLEY 1 BAR
A4
BATTERY 1
BATTERY 1
CONTACTOR
130A
HYDRAULIC
STANDBY PUMP
A5
150A
APU
TO
AMMETER
LH MAIN BUS
BUS-TIE
ROTARY
SELECTOR
G
BUS-TIE
RELAY
TO
AMMETER
FIRE
EXTINGUISHERS
START
CONTACTOR
GALLEY 2 BAR
A6
EXT POWER
GPU CONTACTOR
225A
COCKPIT
DOME LIGHT
REVERSE
CURRENT RELAY
GPU RECEPTACLE
LEGEND
BATTERY POWER
BATTERY
BUS
STARTING
BUS
BATTERY 2
CONTACTOR
GPU POWER
RH
MAIN BUS
GROUND CIRCUITS
130A
B1
TO
AMMETER
GENERATOR 2
START
CONTACTOR
130A
Revision 3
TO
AMMETER
G2
Figure 7-33. GPU StartNo. 2 Engine (RPM < 50% N2)
WINDOWS
B3
international
B2
80A
FlightSafety
BATTERY 2
FlightSafety
international
It does not apply to the GPU generator, since

the selection of EXT POWER by the power
selector switch inhibits the APU generator
and all engine generators until the switch is
returned to the NORMAL position.
Starter-Assisted Airstarts
Starter-assisted airstarts must be performed
whenever the windmilling N2 is 15% or less
and N 1 rotation is observed. The starting
checklist must be used as for a ground start.
The procedure and the starting phases are
identical with those already described for
battery starts and generator-assisted starts.
Airstarts
Airstarts consist of starter-assisted starts and
windmilling starts. All airstarts must be performed within the airstart envelope (Figure 73 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
Procedures, of the AFM.
Windmilling Airstarts (Immediate)

An immediate airstart (defined as flameout
and high-speed airstart) may be performed at
any altitude, including altitudes above that
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
computer is operational.
WARNING
An engine must not be airstarted unless the cause of flameout or the

reason for shutdown is determined as
n o t b e i n g c a u s e d b y fi r e o r m e chanical failure.
To perform a high-speed airstart, move the

power lever to idle immediately; then move the
start selector switch to AIR START, and check
that the IGN light is on. ITT should indicate
within 10 seconds. Monitor all engine-related
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=0
.80
20
VMO
10
VM
100
150
200
250
300
350
400
Figure 7-34. Airstart Envelope
Revision 2
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instruments until the engine stabilizes at idle.

Turn the start selector switch back to GRD
START, and set power on the engine as required.
Windmilling Airstart (N2 15% or

Greater and N1 Greater Than 10%)
To perform an airstart when windmilling rpm
is 15% or greater is identical to the procedure
for a high speed airstart, except that when N2
reaches 50%, the start selector switch is moved
back to the GRD START position.
NOTE
Wait 10 seconds between two consecutive airstarts and do not perform
more than three unsuccessful
airstarts.
door in the engine air inlet duct (S-duct) is

not closed.
This engine-fail monitoring system is operational only when the airplane is on the ground.
A failure sensing unit receives inputs from the
nose gear proximity switches. A signal is generated when No. 2 engine PLA is at 84 setting
or higher and No. 2 engine N 1 is less than 85%.
The No. 2 engine fail light will also come on
in flight if the engine air inlet duct access is
not closed.
Indication
A light labeled ENG 2 FAIL (Appendix B)
located on the pilots instrument panel will
come on when any of the previously described conditions exist.
Aborting Airstarts
An airstart must be aborted when any of the
following conditions are present:
No oil pressure within 10 seconds of
light-off
No ITT within 10 seconds after moving
the power lever to idle
Rapid ITT increase (approaching 952C for
the TFE731-5AR-1C, or 978C for the
TFE731-5BR-1C)
N1 remaining close to zero when
N 2 = 20%
N 2 not increasing rapidly and smoothly
after light-off
If the IGN light remains on after moving the start
selector switch to GRD START, move the switch
to MOTORSTART STOP, and check that the
light goes off.
THRUST REVERSER
General
A hydraulically operated clamshell thrust reverser is mounted to the aft side of the fan
duct of the No. 2 engine. The two clamshells
fair with the aft end of the nacelle when the
reverser is in the stowed position (Figure 735). When deployed, the clamshells open on
a vertical axis (Figure 7-36), blanking the No.
2 engine exhaust and deflecting the applied
thrust outward and forward to assist ground deceleration of the airplane.
The reverser control circuitry is wired through
the main landing gear relays, which are controlled by the touchdown proximity switches;
consequently, the thrust reverser is operational only with weight on both main gear.
Locking
ENGINE FAILURE
(NO. 2 ENGINE)
The thrust reverser is locked in the stowed position by two S-shaped latches. The latches are
automatically unlocked by deploy pressure. They
are held in the locked position by spring force.
General
The No. 2 engine has a failure monitoring system which alerts the crew that the engine is not
developing takeoff thrust or that an access
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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 reverse thrust only, until the clamshells reach the
fully deployed position.
Figure 7-37 depicts operating components and
hydraulic deployment of the thrust reverser.

Stowed

Deployed
Revision 3
When the reverser lever is moved to the deploy

position, a microswitch is operated and completes a circuit to the locking solenoid in the
reverser selector valve and to an isolation
solenoid, which in turn directs pressure to the
locking actuator and to the stow side of the reverser 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 hydraulic pressure to the reverser actuator to deploy 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 position 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 reverser 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
will deenergize, and hydraulic pressure is isolated from the reverser system.
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Pressure Source
Indication
The thrust reverser is powered from the No. 2

hydraulic system. The thrust reverser subsystem includes a pressure storage accumulator,
charged through a check valve. The accumulator stores fluid under nitrogen pressure and
is capable of one complete reverser cycle when
No. 2 system pressure is not available.
Two lights (see Annunciator section and Figure

7-25) provide indication of normal reverser
operation. One light (amber), labeled TRANSIT, will illuminate when any of the reverser
lock or clamshell door latches release during
deployment and remain on until a synchronizing bellcrank controlling the clamshells reaches
the fully deployed position.
NO. 2 SYSTEM
CHECK VALVE
ACCUMULATOR
THERMAL
EXPANSION
VALVE
ISOLATION VALVE
SOLENOID SELECTOR VALVE
LEGEND
ISOLATION/STOWING
SOLENOID
NITROGEN
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.
7-42
Thrust ReverserHydraulic Operation
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FlightSafety
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The second light (green), labeled DEPLOYED, will come on when a synchronizing bellcrank controlling the clamshells
reaches the fully deployed position and remains on. The operating sequence of these
two lights indicates normal operation of the reverser. During a stow cycle the DEPLOYED
light will go out when the clamshells leave the
deployed position, and the TRANSIT light
will come on. The TRANSIT light will go off
when the clamshells are stowed and locked. A
light labeled REV UNLOCK on the warning panel will come on only during a retraction cycle and go off when the retraction cycle
is complete. This light will also come on during
flight if either one of the clamshell lock latches
is not in the locked position.
NOTE
There is no minimum groundspeed
during thrust reverser operation. It
may be used to a full stop since there
is no danger of foreign object
ingestion.
CAUTION
Any cycle of operation, initiated on
the ground with the engine shutd ow n , m u s t b e c o m p l e t e d u n t i l
clamshell doors are stowed as indicated by the TRANSIT and REV
UNLOCK lights going out.
LIMITATIONS
Automatic Stowing
The thrust reverser incorporates an automatic
stow feature which will automatically apply
and maintain hydraulic pressure on the stow
side of the reverser actuator when any one of
the clamshell door latches moves from the
locked position.
This airplane must be operated in compliance

with the limitations contained in Section 1 of
the AFM, regardless of the type of operation.
Emergency Stow
THRUST RATING
(UNINSTALLED, SEA
LEVEL, ISA)
An emergency stow system is controlled by a

guarded two-position switch on the engine instrument panel (Figure 7-25). The switch is lab e l e d S T OW a n d N O R M A L a n d i s
guarded in the NORMAL position. When the
switch is moved to the STOW position, the circuit will bypass all normal sequencing and
apply and maintain hydraulic pressure to the
stow side of the reverser actuator.
The following limitations are extracted from

the AFM.
Takeoff
TFE731-5AR-1C . . . . . . . . . . . . . . . 4,500 pounds
TFE731-5BR-1C . . . . . . . . . . . . . . . 4,750 pounds
Maximum Continuous
Inoperative Reverser
TFE731-5AR-1C . . . . . . . . . . . . . . . 4,500 pounds
Flight is authorized with an inoperative reverser, 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.
TFE731-5BR-1C . . . . . . . . . . . . . . . 4,634 pounds
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THRUST SETTING
The engine low-pressure rotor speed N 1 is
used as the thrust setting parameter.
The takeoff and maximum continuous thrust
must be based on the N1 values in Section 5 of
the AFM:
Takeoff thrust (5-minute
time limit) ............ Refer to Section 5

of the AFM
Maximum
continuous ............ Refer to Section 5
of the AFM
MAXIMUM ENGINE ROTOR

SPEED (N1 AND N2)
CONDITION OF USE
Takeoff and maximum
continuous ........................
N1
N2
100%
100%
N1
N2
Takeoff (With increased

thrust)...................................... 100%
100.8%
Transient (5-second maximum allowable) ...................... 103%
103%
TakeoffWith increased thrust

(5 minutes maximum)
TFE731-5AR-1C ........................................ 974C
TFE731-5BR-1C ........................................ 996C
STARTING TIME
Windmilling airstart (from windmilling
N 2 to 60% N 2 ) .......... 45 seconds maximum
Ground start (from light-off
to idle) ..................... 60 seconds maximum
FUEL COMPUTERS
The fuel computers must be operative for takeoff. Flight with one computer in manual mode
may be permitted if all requirements of the
Annex section of the AFM are complied with.
THRUST REVERSER
The thrust reverser is approved for ground
use only.
APPROVED OILS
100% N 1
= 21,000 rpmTFE731-5AR-1C
TFE731-5BR-1C
Type II oils: Aeroshell 500, Castrol 5,000,

Exxon 2380, Mobil Jet II, and Mobil 254, in
acccordance with Garrett Turbine Engine
Company: EMS 53110 type II.
100% N 2
= 29,692 rpmTFE731-5AR-1C
These brands may be mixed.
100% N 2
= 30,300 rpmTFE731-5BR-1C
With increased thrust

100.8% N 2 = 29,989 rpmTFE731-5AR-1C
OIL PRESSURE
100.8% N 2 = 30,540 rpmTFE731-5BR-1C
THRUST
SETTING
MAXIMUM INTERSTAGE
TURBINE TEMPERATURE (ITT)
Takeoff or
maximum
continuous .......... 38 psi ........... 46 psi
Starting, ground/airNormal
TFE731-5AR-1C ........................................ 952C
TFE731-5BR-1C ........................................ 978C
MINIMUM
PRESSURE
MAXIMUM
PRESSURE
Idle..................... 25 psi ........... 46 psi

Transient ............................... 55 psi less
than 3 minutes
TakeoffNormal (5 minutes maximum)

TFE731-5AR-1C ........................................ 952C
TFE731-5BR-1C ........................................ 978C
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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 ........................ 127C maximum
Above 30,000 feet ................. 140C maximum
Transient at any
altitude .................................. 149C maximum
..............................................
(2 minutes)
Minimum
(for exceeding idle power) ................... 30C
PLACARDS
AND INSTRUMENTS
All placards and instrument markings required by
FAR 25 are contained in the Operating Manual.
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QUESTIONS
1.
The TFE731 engine is defined as a:

A. Twin-spool aft fan
B. Twin-spool turbofan
C. Free-spool turbofan
D. Single-spool turbofan
2.
N 1 or N 2 transients of 103% are acceptable for:

A. Continuous operation
B. Five minutes
C. One minute
D. Five seconds
3.
4.
5.
If the No. 2 engine fuel computer fails

when lined up for takeoff:
A. Do not take off and have the
problem corrected.
B. Match N 1 to that of the highest
engine.
C. Match ITT to that of the lowest
engine.
D. Set takeoff power to the N 1 or ITT
limit.
The minimum oil pressure to sustain
flight is:
A. 55 psi
B. 25 psi
C. 38 psi
D. 46 psi
The maximum oil temperature to sustain flight above 30,000 feet is:
A. 140C
B. 149C for one hour
C. 127C
D. 30C
A. Fuel computer switch is at the MAN

position
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
failed
C. Engine power is low or the S-duct
door is not locked
D. Fuel computer has failed
7. The takeoff thrust setting parameter for
the TFE731 engine is:
A. Fuel flow
B. N 1
C. ITT
D. N 2
8. The maximum acceleration time from
10% N 2 to light-off is:
A. 60 seconds
B. 20 seconds
C. 45 seconds
D. 10 seconds
9. The fuel computer will automatically
reset if it trips to the manual mode for:
A. Input voltage droop
B. N 2 input failure
C. P T2 T T2 inputs out of range
D. Momentary transients in flat-rated
thrust
10. When the fuel computer switch is in the
MAN position, the parameter monitored is:
A. T 5
B. N 1 and N 2 ultimate overspeed
C. Surge bleed valve
D. Acceleration and deceleration fuel
schedule
6. An ENG 2 FAIL light during takeoff indicates that the:
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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
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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
8-1
Title
Page
Fire Detector Characteristics .................................................................................. 8-5
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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 sections 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,
overheating, or smoke (in the baggage compartment) by detection units. For each zone the
fire panel or warning lights illuminate. An
audio warning sounds when overheat, fire, or
smoke exists in a monitored area other than the
wheel wells.
The airplane has two types of detection systems: continuous loop and smoke detection.
Fire protection is provided in the engine nacelles of all engines, in the APU area, and in
the baggage compartment. Each engine fuel
Revision 3
supply line incorporates an electrically operated shutoff valve.

The distribution tubing in the systems is supplied by fixed extinguisher bottles located in
the rear compartment. There are also two
portable extinguishers: one in the left cabinet
behind the pilots seat and the other at the rear
of the cabin.
On aircraft incorporating the appropriate option, two automatic fire extinguishers are installed in the front and rear lavatory trash cans.
8-1
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Each of the main landing gear wheel wells is

provided with an overheat detection system.
The brakes are a potential source of heat which
may lead to excessively high temperatures
when the gear is retracted and the doors locked
closed. The gear wells are not equipped with
an extinguishing system.
A test circuit provides for detection and extinguishing system monitoring.
FIRE DETECTION
PANEL
The fire panel (Figure 8-1) is equipped with
extinguisher discharge control switches, located above the corresponding fire warning
light (FIRE 1, FIRE 2, and FIRE 3, FIRE APU,
and FIRE BAG COMP) (all colored lights are
shown in Appendix B).
The three engine extinguisher DISCH
switches have three positions, labeled 0,
1, and 2. The APU and baggage compartment discharge switches have two positions, labeled 0 and 1.
Normally, all of the DISCH switches are safetied with break-away wire to the 0 position.
The 1 position of the engine DISCH switches
is powered by the main bus as follows: No. 1
engine, bus A1; No. 2 engine, bus B1; No. 3
engine, bus A2. The 2 position is powered by
the battery bus. The switches must be pulled
out prior to upward movement to position 2.
The baggage compartment discharge switch is
powered by bus A2 and the battery bus; the
APU discharge switch is powered by bus B1
and the battery bus.
The APU discharge switch, when moved to
position 1, discharges a single bottle into the
APU area. If the baggage compartment discharge switch is placed in the 1 position, the
same bottle, if not previously selected, is discharged into the baggage compartment area.
8-2
There are five red fire warning lights on the

fire warning panel. The applicable light illuminates if a fire is detected in an engine or in
the area of the APU or smoke is detected in the
baggage compartment. The lights will remain
illuminated until the detected condition is
past. Light illumination is accompanied by
an aural warning, which can be silenced with
the HORN SIL pushbutton on the pedestal.
The applicable FAULT light illuminates if a
fault occurs in the corresponding detection
circuit. The FUEL SHUT OFF switches (one
for each engine) control fuel shutoff valves in
each engine feed line. Shutoff valve opening
or closing is verified by the amber TRANS
light going out when travel in either direction is completed. It should be noted that the
amber FAULT light is the only means of monitoring the loop. If this light is illuminated, a
fault is indicated in the associated loop.
FIRE DETECTION
SYSTEMS
ENGINE FIRE AND OVERHEAT
DETECTION
The continuous-loop fire detectors consist of
fine-bore capillary tubes of different lengths,
depending on where they are installed. These
detectors are permanently connected to a responder, and the complete assembly is hermetically sealed. The capillary tube encloses a
metal core saturated with an inert gas which
maintains pressure in the detector. This tube
is the sensitive element of the detector, and it
functions in two modes:
General overheat (ambient temperature detection)If the temperature in
the general area around the detector
increases, the resulting expansion of
the inert gas, when it reaches a predetermined level, triggers the warning
pressure switch incorporated in the detector unit.
Revision 3
FlightSafety
international
APU
DISCHARGE
SWITCH
FUEL SHUTOFF
LIGHTS (3)
DISCH
2
1
0
FUEL
SHUT
OFF
DISCH
2
1
0
TRANS
FUEL
SHUT
OFF
TRANS
FAULT
FAULT
FIRE 1
DISCH
2
1
0
FIRE 2
FUEL
SHUT
OFF
1
0
FAULT
FIRE APU
TRANS
FAULT
FIRE 3
1
0
BAGGAGE
COMPARTMENT
SWITCH
FIRE
BAG COMP
WARNING PANEL
TEST
LIGHTS
L PITOT
HOT
BAT
FIRE
L AOA
R AOA
ST BY
PITOT
L. WHL
OVHT
AUTO
SLATS
R PITOT
R. WHL
OVHT
FLAP
ASYM
HORN SIL
PUSHBUTTON
Figure 8-1.
Revision 1
Fire Panel and Warning Lights
8-3
FlightSafety
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Local overheating (pinpoint detection)

If a sudden local temperature rise occurs (actual flames), the metallic core
releases a high quantity of gas to immediately activate the pressure switch. This
process is reversible, allowing the detectors to function repeatedly. As the
temperature returns to normal, the gas is
reabsorbed by the metallic core, and the
detector returns to its initial state of
readiness.
Figure 8-2 shows the location of engine and
APU fire detectors.
The detector unit is a sealed responder containing two pressure switches:
Integrity pressure switchThe contacts

are normally closed by the inert gas
pressure in the tube.
When the detector unit preset temperature is
detected, the applicable FIRE light on the fire
panel illuminates, and the aural warning
sounds.
If the detector unit is not perfectly sealed, the
contacts are open. Illumination of the FAULT
light of the corresponding engine, or the APU,
reveals such a defect. The detectors are all
the same type and differ only in length and in
the valves for which their pressure switches
are preset (Table 8-1).
Pressure warning switchThe contacts

close at the occurrence of its preset general or localized overheating conditions.
NO. 3 ENGINE
APU
NO. 2 ENGINE
NO. 1 ENGINE
Figure 8-2.
8-4
Continuous-Loop Fire Detectors
Revision 3
FlightSafety
international
Table 8-1.
LOCATION
ENGINE
FIRE ZONE
NUMBER OF
DETECTORS
FIRE DETECTOR CHARACTERISTICS

AMBIENT
DETECTION THRESHOLD
PINPOINT
DETECTION THRESHOLD
LENGTH
One per engine
400F (204C)
900F (482C)
Engines 1 and 3
13 ft (3.96 m)
(Engine 215 ft
(455 m)
One
400F (204C)
900F (482C)
9 ft (2.73 m)
LANDING GEAR
WHEEL WELLS
(SNs 001095)
One per
wheel well
270F (132C)
800F (427C)
3 ft (0.97 m)
LANDING GEAR
WHEEL WELLS
(SNs 096999)
One per
wheel well
320F (160C)
Detector
APU
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
local overheat detection. Detection of an overheat condition illuminates the red FIRE APU
light and sounds the aural warning.
LANDING GEAR WHEEL WELL

OVERHEAT DETECTION
BAGGAGE COMPARTMENT
FIRE DETECTION
Fire protection in the baggage compartment is
provided by an optical smoke detector utilizing light reflection from smoke to excite a
photosensitive element.
When a smoke concentration of 15 to 30% penetrates the optical detector, the illumination of
a photoelectric cell is modified, triggering a
warning signal on an electronic circuit. The
FIRE BAG COMP warning light will illuminate
with a response time of less than four seconds.
To ensure that the warning signal is provided
without delay, the smoke detector is positioned
in the pressurization and conditioning airflow
the smoke is likely to follow.
The smoke detection system is tested by a lightemitting diode (LED) that directly illuminates
the photoelectric cell. As the cell is energized
in series with the light source, the cell, the
Revision 2
Continuous-loop detectors similar to those used

in the engine nacelles and the APU compartment
or overheat detectors supply an illuminating
signal for overtemperature in the main gear
wheel wells. The signal illuminates the respective red L. or R. WHL OVHT light on the
warning panel. There is no audible warning or
extinguishing system in the wheel wells. The
lights are tested by placing the TEST switch
on the warning panel to the LIGHTS position.
A block diagram of the entire fire detection
system is presented in Figure 8-3.
FIRE TEST
The various fire protection systems are tested
with the TEST switch on the top of the warning panel (Figure 8-4).
Placing the switch in the FIRE position tests the
detection and warning systems of the engines,
the APU, and the baggage compartment. The following are checked during the test:
Application of battery power and airplane

28 VDC
8-5
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Continuity of bottle cartridge
FIRE EXTINGUISHING
Operation of the fire detection units

warning function
GENERAL
Integrity of the detector heads

Operation of the red warning lights
Operation of the aural warning system
Placing the switch in the LIGHTS position tests
the wheel well detector units, the associated
warning lights and, on aircraft SNs 096 through
999, the associated PCBs.
All of the fixed fire extinguisher bottles contain

the same extinguishing agent, bromotrifluoromethane (CF 3Br), known in France as Freon
13B1 and in the United States as Halon 1301.
Each of the extinguishers has two differently
colored, electrically actuated pyrotechnic
FIRE PANEL
ENGINE 1
FIRE
DETECTOR
ENGINE 1
DETECTION
MONITORING UNIT
FIRE 1
ENGINE 2
FIRE
DETECTOR
ENGINE 2
DETECTION
MONITORING UNIT
FIRE 2
ENGINE 3
FIRE
DETECTOR
ENGINE 3
DETECTION
MONITORING UNIT
FIRE 3
APU
FIRE
DETECTOR
APU
DETECTION
MONITORING UNIT
FIRE APU
SMOKE
DETECTOR
FIRE
BAG COMP
WARNING PANEL
LEFT GEAR
WELL
DETECTOR
PCB
L WHL
OVHT
(SNs 096 AND SUBSEQUENT)

RIGHT GEAR
WELL
DETECTOR
PCB
R WHL
OVHT
(SNs 096 AND SUBSEQUENT)
Figure 8-3.
8-6
Fire Detection System Block Diagram
Revision 2
FlightSafety
international
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 simultaneously because of the greater area of the
engine nacelle. Interconnection of the engine extinguishers enables successive use of two bottles 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
LIGHTS
FIRE
L. PITOT
L. AOA
R. ADA
ST BY
PITOT
L. WHL
OVHT
R.PITOT
ENGINE 1
EXTINGUISHERS
FIRE 1
AUDIO
WARNING
R. WHL
OVHT
FAULT
ENGINE 2
DETECTOR
ENGINE 2
EXTINGUISHERS
FIRE 2
FAULT
ENGINE 3
DETECTOR
ENGINE 3
EXTINGUISHERS
FIRE 3
FAULT
APU
DETECTOR
APU
EXTINGUISHER
SMOKE
DETECTOR
FIRE
APU
FIRE
BAG COMP
WARNING PANEL
LEFT GEAR
WELL DETECTOR
RIGHT GEAR
WELL DETECTOR
Figure 8-4.
Revision 1
L. WHL
OVHT
R.WHL
OVHT
Fire Test Circuit Block Diagram
8-7
8-8
SMOKE
DETECTOR
SELF-TEST
UNIT (2)
APU
BAGGAGE
COMPARTMENT
PORTABLE HALON
FIRE EXTINGUISHER
WHEEL
WELL
NO. 2 ENGINE
SHUTTLE
VALVE
(7)
PORTABLE
HALON FIRE
EXTINGUISHER
LANDING GEAR WELL

LOCALIZED DETECTOR
(AIRCRAFT SNs 96 AND SUBSEQUENT)
NO. 3 ENGINE
NO. 1 ENGINE
APU EXTINGUISHING
ENGINE BOTTLES
BAGGAGE COMPARTMENT EXTINGUISHING
ENGINE EXTINGUISHING
OVERPRESSURE DISCHARGE
Revision 4
ELECTRICAL
Figure 8-6.
Fire-Extinguishing System
international
FIRE DETECTORS
FlightSafety
APU AND BAGGAGE COMPARTMENT BOTTLE
LEGEND
FlightSafety
international
The bottles have pressure gages and a correction table for checking nitrogen charge at varying ambient temperatures. A pressurerelief valve dumps extinguishing agent in the
event of overpressurization. The exhausted
agent is vented overboard through the general
drain mast in the rear compartment.
Figure 8-6 shows the location of fire bottles,

detector units, and distribution lines. Figure
8-7 illustrates the extinguishing system controls and system operation. Figure 8-8 identifies discharge head connections.
ENGINE 1 FIRE
ENGINE 1 FIRE
DISCH
2
1
0
FUEL
SHUTOFF
SWITCH
2
1
0
ENGINE
1
FIRE
PANEL
FAULT
FIRE 1
DISCH
2
1
0
FIRE
PANEL
2
1
0
FAULT
FIRE 1
FIRST SHOT
SECOND SHOT
NORMAL
BACKUP
ENGINE 2 FIRE
DISCH
2
1
0
ENGINE 2 FIRE
FIRE
PANEL
2
1
0
ENGINE
2
FAULT
FIRE 2
DISCH
2
1
0
FIRE
PANEL
SECOND
SHOT (LEFT)
FAULT
FIRE 2
SECOND
SHOT (RIGHT)
FIRST SHOT (LEFT)

FIRST SHOT (RIGHT)
NORMAL
BACKUP
ENGINE 3 FIRE
DISCH
2
1
0
2
1
0
2
1
0
ENGINE 3 FIRE
FIRE
PANEL
ENGINE
3
FAULT
FIRE
PANEL
DISCH
2
1
0
2
1
0
FAULT
FIRE 3
SECOND
SHOT
FIRST SHOT
FIRE 3
NORMAL
BACKUP
APU FIRE
1
0
FAULT
FIRE APU
FIRE
PANEL
FAULT
BAGGAGE
COMPARTMENT
1
APU
FIRE
PANEL
FIRE
BAG COMP
1
0
FIRE
BAG COMP
Figure 8-7.
Revision 3
FIRE APU
Extinguishing System Controls and Operation
8-9
FlightSafety
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(22WB-A)
(22WB-B)
A1
(22WB)
B12
A12
(3WB1)
BAGGAGE
COMPARTMENT
B1
B3
(L3WB2)
A22
B22
(R3WB2)
A3
(3WB3)
APU
NO. 1 ENGINE
NO. 3 ENGINE
NO. 2 ENGINE
A1
FIRST SHOT, NO. 1 ENGINE
A12 FIRST SHOT, NO. 2 ENGINE
B12 SECOND SHOT, NO. 2 ENGINE B1
SECOND SHOT, NO. 3 ENGINE A3
SECOND SHOT, NO. 1 ENGINE A22 FIRST SHOT, NO. 2 ENGINE
Figure 8-8.
FIRST SHOT, NO. 3 ENGINE
B22 SECOND SHOT, NO. 2 ENGINE
Identification of Discharge Head Connections
ENGINE FIRE EXTINGUISHING

When an engine fire is indicated by illumination of a FIRE light, the fuel valve to that engine should be closed by raising the guard and
actuating the FUEL SHUT OFF switch (Figure
8-1). With the valve in transit, the amber TRANS
light illuminates, going out as the valve closes.
Referring to Figure 8-7, note that moving the
DISCH switch above the FIRE 1 light to the 1
position discharges the No. 2 bottle into the
No. 1 engine nacelle. If the fire persists, advancing the switch to the 2 position fires the No.
3 bottle into the same nacelle.
When a fire occurs in the No. 3 engine, positioning 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
to the 2 position discharges the No. 4 bottle
into the same area.
Since the nacelle of the No. 2 engine is larger,
the No. 3 and No. 4 bottles are released into the
8-10
B3
nacelle when the DISCH switch is in position.

Moving the switch to the 2 position discharges
the No. 2 and No. 5 bottles into the nacelle.
APU AND BAGGAGE

COMPARTMENT FIRE
EXTINGUISHING
The No. 1 bottle (Figure 8-7) is dedicated to
the APU and the baggage compartment. If
the FIRE APU or the FIRE BAG COMP light
illuminates, actuation of the discharge switch
above the illuminated light fires the bottle
into the designated area.
PORTABLE FIRE
EXTINGUISHERS
Two portable fire extinguishers are installed
in the airplane. One is positioned vertically in
the pilots closet, the other is located at the rear
Revision 1
FlightSafety
international
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 electrical). 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 automatically discharged when the ambient temperature reaches 76C (170F).
Revision 3
8-11
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QUESTIONS
1.
Placing the TEST switch in the FIRE position tests the:

A. Continuity of the red warning lights
B. Continuity of cartridge circuitry
C. Integrity of the detector heads
D. All of the above
2.
If the FIRE 1 light illuminates:

A. The No. 2 bottle automatically discharges into the No. 1 engine nacelle.
B. Crew action must be taken; bottle discharge does not automatically occur.
C. The No. 3 bottle automatically discharges into the No. 1 engine nacelle.
D. The No. 1 and No. 3 bottles automatically discharge into the No. 1 engine nacelle.
3.
4.
Illumination of an L. or R. WHL OVHT

light:
A. Automatically discharges a bottle into
the related wheel well
B. Triggers the aural gear warning from
the audio control box
C. Warns of an overheat condition in the
wheel well, but no provision is made for
fire extinguishing in that area
D. A and B
If the discharge of one bottle into the No.
1 or No. 3 engine nacelle does not extinguish a fire:
A. A second bottle can be discharged into
the nacelle.
B. Two more bottles can be discharged
into the nacelle.
C. There is no provision for discharging
another bottle into the nacelle.
8-12
5.
When an engine fire is indicated:

A. Use the applicable DISCH switch to
release the contents of a bottle into
that nacelle.
B. Wait until smoke is visible from the
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
switch to Position 2 to discharge the
backup bottle.
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
to that engine; then position the
DISCH switch to Position 1.
6.
Actuating the discharge switch above the

FIRE APU warning light:
A. Discharges one-half of the contents
of the No. 1 bottle into the APU area
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
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
switch must be recycled to discharge
its contents
D. Discharges one-half of the contents
of two bottles into the APU area
7.
The portable Halon fire extinguishers are

effective against:
A. Liquid and electrical fires
B. Liquid, electrical, and solid-material
fires
C. Liquid fires only
D. Electrical fires only
FlightSafety
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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
9-i
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ILLUSTRATIONS
Figure
Title
Page
9-1
Bleed-Air SystemOff............................................................................................ 9-3
9-2
BLEED AIR Panel ................................................................................................... 9-2
9-3
Bleed Air SystemPower Level at Idle .................................................................. 9-4
9-4
Bleed-Air SystemPower Lever at Takeoff ........................................................... 9-8
9-5
Bleed-Air SystemAnti-ice Systems On................................................................ 9-9
9-6
Bleed-Air SystemAPU 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
9-iii
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CHAPTER 9
PNEUMATICS
BLEED AIR CO
R
AIR
15
20
LV
VA E
INTRODUCTION
The pneumatic system on the Falcon 900 uses engine and APU bleed air as input to the airconditioning, 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 divided into two categories, engine bleed air and
APU bleed air. The engine bleed air is supplied
from the compressors of the three engines. The
APU bleed is supplied from a plenum
surrounding the APU combustor. It is available
only when the airplane is on the ground.
GENERAL
Revision 1
The compressed air required for some airplane

systems or equipment is provided by the engine
through bleed ports. Each engine provides lowpressure (LP) bleed air from the last stage of the
low-pressure compressor and high-pressure (HP)
bleed air from the high-pressure compressor
9-1
FlightSafety
international
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 engine. The outboard bleed port of the No. 3 engine is not used.
HP BLEED AIR
The main bleed-air source for HP bleed air is
through interconnected bleed ports on each engine. 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 action 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
ISA CONDITIONS
HP AIR
Pressure
(absolute)
Temperature
Pressure
(absolute)
Temperature
Idle:
Altitude = 0 ft
Flow rate = 0 ppm
14.80 psi
(1,021 mbar)
86 F
(30 C)
29.87 psi
(2,060 mbar)
212 F
(100 C)
Takeoff:
Altitude = 0 ft
Flow rate = 0 ppm
89.9 psi
(6,200 mbar)
518 F
(270 C)
217.5 psi
(15,000 mbar)
806 F
(430 C)
9-2
Revision 2
FlightSafety
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MAIN HP
BLEED PORT
AIR
INTAKE
ANTIICING
NO. 3
ENGINE
MAIN LP
BLEED PORT
OVERHEAT
TEMPERATURE PROBE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
AUXILIARY HP
BLEED PORT
FULL-OPENING
SOLENOID VALVE
PRESSUREREGULATING VALVE 3
AUXILIARY LP
BLEED PORT
LP 3 BLEED-AIR
TEMPERATURE PROBE
AUXILIARY HP
BLEED PORT

APU
AIR
INTAKE
ANTIICING

NO. 2
ENGINE

PASSENGER AIRCONDITIONING SYSTEM
MAIN HP
BLEED
PORT
LP1 BLEED-AIR
TEMPERATURE PROBE
MAIN LP
BLEED
PORT
MAIN HP
BLEED PORT
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
HP1
BLEED VALVE
NO. 1
ENGINE
ELECTRIC
MOTOR-OPERATED
ISOLATION VALVE
OVERHEAT
TEMPERATURE
PROBE
PRESSUREREGULATING
VALVE 2
AUXILIARY LP
BLEED PORT
Revision 3
LP 2
BLEED-AIR
TEMPERATURE
PROBE
FULL-OPENING
SOLENOID VALVE
AUXILIARY HP
BLEED PORT
Figure 9-1.
OVERHEAT
TEMPERATURE PROBE
Bleed-Air SystemOff
9-3
FlightSafety
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international
MAIN HP
BLEED PORT
OVERHEAD PANEL
HP1
PRV2
AIR
INTAKE
ANTIICING
PRV3
NO. 3
ENGINE
CONDITIONS:
ALL BLEED SWITCHES ON
APU OFF
POWER LEVER AT IDLE
ANTI-ICE OFF
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
APU
ON IF
ISOLATION
VALVE
CLOSED
ISOL
LP
MAIN LP
BLEED PORT
AMBIENT AIR
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
PRESSUREREGULATING
VALVE 3
635 F (335 C)
AUXILIARY LP
BLEED PORT
LP
MAIN HP
BLEED PORT
ISOLATION
APU
AUTO
ON
OFF
NORM
PASSENGER
CREW
NO. 2
ENGINE
;;;
;
HEAT
ISOL
BAG

635 F
(335 C)
BLEED AIR
PASSENGER AIR-CONDITIONING SYSTEM
WARNING PANEL
MAIN HP
BLEED PORT
BLEED
OVHT
BLEED
APU
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
FLASHING IF
CORRESPONDING
SWITCH
OFF
HP1
BLEED
VALVE
MAIN HP
BLEED PORT
NO. 1
ENGINE
ON IF:
Figure 9-3.
9-4
635 F
(335 C)
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 2
AIR INTAKE
ANTI-ICING
Bleed-Air SystemPower Lever at Idle
Revision 3
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Table 9-2. FLIGHT CONDITIONS

LP
FLIGHT
CONDITIONS
HP
Pressure
(absolute)
Temperature
% per
engine
Pressure
(absolute)
Temperature
Takeoff with
anti-icing:
TS = 0 C
N1 = 94%
85.55 psi
(5,900 mbar)
Cruise without
anti-icing:
M = 0.75
Z = 41,000 ft
TS = 56.5 C
N1 = 98.8%
25.81 psi
(1,780 mbar)
455 F
(235 C)
2.4
188.5 psi
(13,000 mbar)
752 F
(400 C)
4.4
401 F
(205 C)
1.0
70 psi
(4,830 mbar)
707 F
(375 C)
The three airflows are then mixed and supply

a single air system, which can be divided into
two separate subsystems by means of an electric motor-operated isolation valve. The valve
is normally selected open as long as no fault
(leakage, smoke, etc.) is detected in either of
the subsystems.
One side of the isolation valve, connected to
the No. 1 and No. 3 engines, supplies compressed air to the cockpit air-conditioning and
the wing anti-icing systems. The other side
supplies the passenger cabin air-conditioning
and the No. 2 engine air intake and S-duct
anti-icing systems.
The auxiliary HP bleed-air systems are completely independent. Each supplies the air intake anti-icing of the corresponding engine.
The auxiliary LP bleed-air systems of the No.
1 and No. 2 engines are interconnected and
supply the fuel tank pressurization system.
Backflow from a running engine into an inoperative engine, or an engine at a lower power
setting, or injection of HP bleed air into the LP
bleed-air system is prevented by check valves.
Table 9-3.
Altitude = 0 ft
Temperature = 59 F
(15 C)
Revision 2
% per
engine
LP bleed air (from the main or auxiliary source)

is available as soon as one of the engines is
started. There are no LP bleed-air shutoff
valves.
HP bleed air is controlled with valves activated
by switches in the cockpit, excluding the pressurization jet pump and waste water system.
APU BLEED AIR

When the airplane is on the ground, bleed air
from the APU can be fed to the main engine
bleed-air manifold and used to operate the
cabin air-conditioning system. APU bleed air
is also supplied to the pressurization jet pump
controlling the cabin outflow valves and water
tank pressurization. General characteristics
of APU bleed air are listed in Table 9-3.
DISTRIBUTION
GENERAL
A main distribution circuit supplies a mixture
APU BLEED AIR
PRESSURE
TEMPERATURE
FLOW RATE
52.2 psi
(3,600 mbar)
428 F
(220 C)
60 ppm
(27 kg/min)
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of HP and LP air to the pilot and passenger

air-conditioning systems as well as to the wing
and No. 2 engine S-duct anti-icing systems. An
LP air circuit feeds the fuel tank pressurization
system. Three separate HP circuits feed the antiicing systems of the No. 1, No. 2, and No. 3
engine air intakes. A pressurization jet pump
and waste water circuit is supplied HP air from
Table 9-4.
the No. 1 and No. 2 engines and the APU.

In the main circuit, HP bleed air provides
additional pressure to the LP bleed-air system.
Table 9-4 lists bleed-air distribution relative to
source and engine power setting.
BLEED-AIR DISTRIBUTION
LP
HP
AIRPLANE SYSTEMS
MAIN
(3 ENGINES)
AUXILIARY
(NO. 1 AND
NO. 2 ENGINES)
Fuel tank pressurization
MAIN
(3 ENGINES)
AUXILIARY
(3 ENGINES)
(SEPARATE
PORTS)
1-2
Pressurization jet pump

1
Waste water system
2
(APU)
No. 1 engine air intake and heat

exchanger inlet anti-icing
No. 2 engine air intake anti-icing
Low power setting
1-2-3
High power setting
1-2-3
Low power setting
1-2-3
High power setting
1-2-3
1-2-3
Wing
anti-icing
No. 2
engine
S-duct
anti-icing
Low power setting

Air
Medium power setting
Conditioning
High power setting
1-2-3
2-3
1-2-3
2-3
1-2-3
NOTE:
1= NO. 1 ENGINE, 2= NO. 2 ENGINE, 3= NO. 3 ENGINE
9-6
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The No. 1 engine HP bleed valve is an on-off

device and opens only when the wing anti-icing
system is in operation.
As soon as the No. 2 engine and S-duct air intake anti-icing systems are switched on:
The No. 2 and No. 3 engine bleed valves are

pressure-regulating valves (PRV 2 and PRV 3).
They normally operate as regulating valves but
are commanded to fully open when the wing and
No. 2 engine S-duct air intake anti-icing systems
have been activated.
perature of LP 2 bleed air is less than

378.5 F (192.5 C).
This order is given by a solenoid valve located

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
revert to the regulating mode of operation if
the associated LP temperature, as sensed by
the temperature probe, reaches a preset
threshold.
ANTI-ICING SYSTEMS NOT

ACTIVATED
For operation with anti-icing systems not activated (Figure 9-4), since engine power settings
are high, the circuit is supplied only with LP
bleed air:
The HP 1 valve is closed.

The pressure in the LP circuit holds PRV
The PRV 2 valve fully opens if the tem-
If the engine power setting is increased to more than 82, the No. 1
HP valve and No. 2 and No. 3 PRV automatically close for 18 seconds to
avoid bleed-air overheating.
OPERATION
ELECTRIC MOTOR-OPERATED
ISOLATION VALVE
This valve is controlled by the ISOLATION
switch located on the BLEED AIR panel.
When the isolation valve is closed, the main
bleed-air system is divided into two separate
subsystems:
One subsystem receives bleed air from

the No. 1 and No. 3 engines.
The other subsystem receives bleed air

from the No. 2 engine (or from the APU
when the airplane is on the ground).
2 and PRV 3 valves closed.
If the engine power setting is reduced

and the LP air becomes insufficient,
PRV 2 and PRV 3 open to compensate
for the low-pressure air supply.
ANTI-ICING SYSTEMS
ACTIVATED
As soon as the wing anti-icing systems are
switched on (Figure 9-5):
The HP 1 valve opens if the temperature of LP 1 bleed air is less than

378.5 F (192.5 C).
The PRV 3 valve fully opens if the temperature of LP 3 bleed air is less than
378.5 F (192.5 C).
Revision 2
APU BLEED VALVE

The APU bleed valve is controlled by:
The BLEED AIR APU switch

Three power lever angle proximity
switches
The APU electronic control unit

When the BLEED AIR APU switch is off, the
APU bleed valve closes regardless of engine
speed or the electrical signals received from the
APU electronic control unit.
When the BLEED AIR APU switch is on (Figure 9-6), the bleed valve opens (except when
one of the three power levers is set to a position
corresponding to a power setting greater than
9-7
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MAIN HP
BLEED PORT
OVERHEAD PANEL
HP1
PRV2
AIR
INTAKE
ANTIICING
PRV3
APU
ON IF
ISOLATION
VALVE
CLOSED
ISOL
LP
NO. 3
ENGINE
NOTE:
CREW AND PASSENGER AIRCONDITIONING VALVES CLOSE WHEN ONE
OR MORE POWER LEVERS ARE ADVANCED
THROUGH 54 PLA AND AIRCRAFT IS ON
THE GROUND.
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 3
CONDITIONS:
APU OFF
POWER LEVER TO TAKEOFF
ANTI-ICE OFF
AUXILIARY LP
BLEED PORT
AIR
INTAKE
ANTIICING
635 F (335 C)
MAIN HP
BLEED PORT
LP
ISOLATION
AUTO
ON
OFF
APU
NORM
;;;
;
HEAT
ISOL
BAG
PASSENGER
CREW
NO. 2
ENGINE

635 F
(335 C)
BLEED AIR
WARNING PANEL
BLEED
OVHT
BLEED
APU
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
FLASHING IF
CORRESPONDING
SWITCH
OFF
MAIN HP
BLEED PORT
MAIN HP
BLEED PORT
635 F
(335 C)
HP1
BLEED
VALVE
NO. 1
ENGINE
ON IF:
MAIN LP
BLEED PORT
NO. 2
ENGINE
S-DUCT
ANTI-ICE
SYSTEM
PRESSUREREGULATING
VALVE 2
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AMBIENT AIR
Figure 9-4.
9-8
Bleed-Air SystemPower Lever to Takeoff
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MAIN HP
BLEED PORT
XFR
PILOT
ST-BY
COPILOT
ENG 1
ENG 2
ENG 3
WING
OVERHEAD PANEL
HP1
PRV2
AIR
INTAKE
ANTIICING
PRV3
APU
MAIN LP
BLEED PORT
ON IF
ISOLATION
VALVE
CLOSED
ISOL
LP
NO. 3
ENGINE
PITOT
ANTI-ICE
PILOT COPILOT SIDE

MAN
NORM
OFF
WINDSHIELD
PILOT
FAST
SLOW
OFF
WIPER
PRESSUREREGULATING
VALVE 3
COPILOT
FAST
SLOW
OFF
WIPER
545 F (285 C)
NO. 2 ENGINE S-DUCT

ANTI-ICE SYSTEM
AIR INTAKE
ANTI-ICING
AUXILIARY LP
BLEED PORT
LP
MAIN HP
BLEED PORT
ISOLATION
APU
AUTO
ON
OFF
PASSENGER
NORM
CREW
HEAT
ISOL
BAG
NO. 2
ENGINE

545 F
(285 C)
BLEED AIR
WARNING PANEL
BLEED
OVHT
BLEED
APU
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
FLASHING IF
CORRESPONDING
SWITCH
OFF
MAIN HP
BLEED PORT
MAIN HP
BLEED PORT
545 F
(285 C)
HP 1
BLEED VALVE
NO. 1
ENGINE
ON IF:
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 2
CONDITIONS:
APU OFF
POWER LEVER TO HIGH SETTING
ANTI-ICE ON
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
NOTE:
HP1, PRV2, AND PRV3 WILL AUTOMATICALLY
CLOSE FOR 18 SECONDS WHEN ANTI-ICING
OPERATION AND HIGH POWER SETTINGS ARE
SELECTED.
AMBIENT AIR
Figure 9-5.
Revision 3
Bleed-Air SystemAnti-ice Systems On
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MAIN HP
BLEED PORT
OVERHEAD PANEL
HP1
PRV2
PRV3
APU
ON IF
ISOLATION
VALVE
CLOSED
ISOL
LP
AIR INTAKE
ANTI-ICING
AIR
INTAKE
ANTIICING
NO. 3
ENGINE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
AUXILIARY LP
BLEED PORT
MAIN LP
BLEED PORT
PRESSUREREGULATING
VALVE 3
635 F (335 C)
MAIN HP
BLEED PORT
LP
ISOLATION
APU
AUTO
ON
OFF
NORM
PASSENGER
CREW
NO. 2
ENGINE
;;;
;
HEAT
ISOL
BAG

635 F
(335 C)
BLEED AIR
WARNING PANEL
MAIN HP
BLEED PORT
BLEED
OVHT
BLEED
APU
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
FLASHING IF
CORRESPONDING
SWITCH
OFF
MAIN HP
BLEED PORT
635 F
(335 C)
HP1
BLEED
VALVE
NO. 1
ENGINE
ON IF:
MAIN LP
BLEED PORT
LEGEND
HP BLEED AIR
LP BLEED AIR
PRESSUREREGULATING
VALVE 2
MIXED BLEED AIR

APU BLEED AIR
AMBIENT AIR
CONDITIONS:
APU ON
ANTI-ICE OFF
Figure 9-6. Bleed-Air SystemAPU On
9-10
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54 PLA), and the degree of valve opening is

monitored by the APU electronic control unit so
that the APU T5 limit is not exceeded (the APU
bleed valve is fully open as long as the T5 limit
is not reached).
INDICATION
Indication of bleed-air system operation is accomplished with BLEED OVHT and BLEED
APU lights on the annunciator panel (Appendix
B) and an ISOL light on the BLEED AIR panel
(Figure 9-2).
The monitoring system consists of three temperature probes and an overheat detection box.
The three probes are located on the bleed-air
ducts downstream of the LP/HP air mixing
venturi of each engine.
The overheat detection box receives the temperature signal from the temperature probes
and compares it with a preset value of 635 F
(335 C) with anti-icing off or 545 F (285 C)
with anti-icing on. When the detected temperature exceeds this threshold, the detection box
Revision 2
causes illumination of the BLEED OVHT light.

The BLEED OVHT light flashes when the
switch (HP 1, PRV 2, or PRV 3) corresponding to the overheat circuit is placed in the off
position.
If the BLEED OVHT light illuminates, the crew
can easily determine which circuit is
overheating (and, therefore, what corrective
action to take) by setting the three switches to
off one at a time and noting which switch is off
when the light is flashing.
The ISOL light is normally extinguished and the
valve open, interconnecting all the bleed-air
sources. The ISOL light illuminates as soon as
the isolation valve is closed.
The BLEED APU light is extinguished as long
as the APU bleed-air valve is closed. The light
illuminates:
When the APU bleed-air valve is open
and at least one of the power levers is set
to a position corresponding to an engine power setting greater than 54 PLA
When the APU bleed-air valve is open
and the control switch is off
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QUESTIONS
1. The pneumatic system uses bleed air
from the:
A. No. 1 and No. 3 engines
B. No. 2 engine
C. APU
D. All the above
2. The engines supply the pneumatic system with:
A. HP bleed air
B. Mixed bleed air
C. LP bleed air
D. All the above
3. The switches for bleed-air control are
located on the:
A. Overhead panel
B. Center console
C. Pilots side panel
D. Lower instrument panel
4. The main bleed-air source for LP bleed
air is:
A. An inboard port on the No. 2 engine
B. An inboard port on the No. 1 and
No. 3 engines
C. T h e l e f t s i d e p o r t o n t h e N o . 2
engine
D. Both B and C
5. Mixed bleed-air pressure is:
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
7. The No. 1 engine HP bleed valve is open

only when the:
A. Airplane is in flight.
B. APU is inoperative.
C. Wing anti-ice switch is on.
D. Air-conditioning system is operating.
8. As soon as the No. 2 engine and S-duct
air intake anti-icing systems are
switched on and LP 2 bleed air is less
than 378.5 F (192.5 C), the:
A. PRV 2 valve fully opens.
B. PRV 2 valve operates as a pressureregulating valve.
C. PRV 2 valve closes.
D. PRV 2 valve modulates with airflow.
9. The APU bleed valve is controlled by:
A. The BLEED AIR APU switch
B. Three power lever angle proximity
switches
C. The APU electronic control unit
D. All the above
10. The crew can determine which bleed-air
circuit is overheating by setting the HP
1, PRV 2, and PRV 3 switches to:
A. Off
B. AUTO
C. Off one at a time
D. NORM one at a time
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.
9-12
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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
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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
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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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CHAPTER 10
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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 manuals and publications issued with the airplane.
GENERAL
The anti-iced areas of the Falcon 900 include
the nacelle inlet lips, the No. 2 engine S-duct,
the P T2T T2 probes in the nacelle intake, the
ECU heat exchanger ram-air inlet, the wing
leading-edge slats, the fixed leading-edge sections on the inboard side of each wing panel,
the main windshields, the cockpit side and aft

windows, the air data systems, and the water
drains. In addition, a rain removal system is provided for the main windshields, as well as internal defogging. An antifogging system is also
provided for the cabin windows.
10-1
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NACELLE INTAKE
ANTI-ICING
GENERAL
The nacelle intakes (Figure 10-1) are antiiced by hot bleed air from the associated engines 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 discharged overboard through louvered outlets.
Figure 10-2. No. 1 Nacelle Air Inlet
and Ram-Air Inlet
switch also controls the electrical power supply to the PT2TT2 probe located in the air intake.
Figure 10-1. Nacelle Air Intakes
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 pressureoperated, engine pressure-regulating, antiicing 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
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 conjunction 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
10-2
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Indication and Warning

A dual light above the ENG 1 switch provides
indication and warning for the No. 1 engine
nacelle anti-icing. The light has a green and
an amber lens. The indication and warning
system is operated by a low-pressure switch
and a high-pressure switch controlled by a
PCB. The low-pressure switch controls the
green light, which comes on and remains on
when the ENG 1 switch is on and the pressure
in the anti-icing line is at least 4 psi. The
amber light provides dual indication; if it is
on steadily when the ENG 1 anti-icing switch
is on and the green light is off, it indicates that
line pressure is less than 4 psi or that the antiicing valve failed to open. If the amber light
is flashing when the ENG 1 switch is on, it indicates that line pressure is greater than 90 psi,
possibly caused by failure of the regulating feature of the anti-icing valve. The amber light
comes on momentarily when the ENG 1 switch
is turned on; it should go off when the green
light comes on. The amber light also comes on
flashing when the ENG 1 switch is turned off
and the anti-icing valve fails to close. There
is no indication or warning of operation or
malfunction of the P T2 T T2 probe anti-icing
system.
Operation
Figure 10-4 in conjunction with Table 10-1
depicts the operation of the No. 1 nacelle and
ram-air inlet anti-icing. The pressure-regulating
valve is modulating the supply of HP bleed air
to maintain a constant pressure in the anti-icing
line and limits that pressure to 65.2 psi. The HP
air supply is applied directly to the ram-air inlet
lip and through a flow limiter to the piccolo tube
in the nacelle intake lip. The anti-icing air is exhausted to the atmosphere through louvers on the
nacelle and through drilled holes on the pylon.
NO. 2 NACELLE AND S-DUCT

ANTI-ICING
General
ENG 1
ENG 2
Two separate areas of the No. 2 nacelle require

anti-icing: the nacelle air intake lip and the intake S-duct.
The air source for the intake lip is supplied
from the No. 2 engine HP compressor. The air
source for S-duct anti-icing is LP air supplemented by HP air, based on LP duct temperature, as described in Chapter 9, Pneumatics,
and Chapter 11, Air Conditioning.
Normally, the air supply for the S-duct antiicing is an HP/LP mix from the bleed-air manifold interconnecting all three engines; however,
if the ISOLATION switch on the BLEED AIR
panel (Figure 10-3) is off (stripe vertical), the
No. 2 engine continues to supply air directly to
the bleed-air manifold, providing for S-duct
anti-icing and cabin air-conditioning operation.
WING
ANTI-ICE
LEGEND
PRINTED CIRCUIT
BOARD

ELECTRICAL POWER
ECU HEAT
EXCHANGER
RAM-AIR INLET
ANTI-ICING
PRESSURE-REGULATING
VALVE
PYLON
PT2 TT2
PROBE
NO. 1 ENGINE
The anti-icing air distribution for the No. 2 nacelle intake lip is identical to that for the No.
1 nacelle intake lip. The hot air distribution for
the S-duct consists of four perforated lines
which distribute the air to transverse ducts
forming the double skin of the S-duct.
FLOW
LIMITER
LP PRESSURE
SWITCH
HP PRESSURE
SWITCH
HP
BLEED
PORT
Figure 10-4. No. 1 Nacelle and Ram-Air inlet Anti-icing Operation
Control
The No. 2 nacelle air intake and the S-duct antiicing systems are controlled by a PCB in conjunction with a two-position lever-lock switch
labeled ENG 2 located on the ANTI-ICE section of the overhead panel, in conjunction with
the PRV 2 switch on the BLEED AIR section
of the overhead panel. In addition, the ENG 2
ENG 3
Table 10-1. NO. 1 AND NO. 3 ENGINE NACELLE ANTI-ICING LOGIC SYSTEM
ENG1/ENG 3
SWITCH
PT2TT2
SENSOR
AIR INTAKE
ANTI-ICING
PRV
Off
Not energized
Closed
LOW
PRESSURE
HIGH
PRESSURE
ENG1/ENG 3
LIGHT
None
None
Out
Lower than 4 psi

Higher than 4 psi
Lower than 90 psi
Amber Steady
Green
Higher than 90 psi
Amber steady
Amber Flashing
Initial Status
Activation
On
On
Energized
Energized
On
On
Energized
Energized
Off
Off
Not energized
Not energized
Opening
Regulating
Abnormal Conditions
Regulating
Lower than 4 psi
Fully open (no regulation)
Higher than 4 psi
Switch to Off
Closing
Closed
Higher than 4 psi

Lower than 4 psi
Amber
(single flash)
Out
Abnormal Conditions
Off
Revision 3
Not closed
Higher than 4 psi
Amber flashing
10-3
10-4
FLOW
LIMITER
CENTER
PEDESTAL
PRINTED
CIRCUIT
BOARD
NO. 2
ENGINE
FULL OPENING
SOLENOID
APU
PT2 TT2
PROBE
ENGINE
NACELLE
PRV
ENG 2
Closed
Opening
Open
Open
Not energized
Energized
Energized
Energized
Off
On
On
On
Open
Open
Open
Open
Open
Open
Closing
Closed
Partial
closing
Partial
closing
Closed
Energized
Energized
Energized
Energized
Energized
Energized
Energized
Not energized
Not energized
Not energized
Not energized
Not energized
On
On
On
On
On
On
On
Off
Off
Off
Off
Off
< 4 psi
> 4 psi
< 4 psi
> 4 psi
< 4 psi
> 4 psi
> 4 psi
> 4 psi
> 4 psi
> 4 psi
< 4 psi
> 4 psi
> 4 psi
Normal
Normal
Normal
Abnormal Conditions
Normal
Normal
Normal
LP2 <180C
PRV regulating
LP2 >200C
PRV fully open
Normal
Engine 2 shutdown
No. 1 + 3 Eng. operating
Switch Set to Off
Normal
Normal
Abnormal Conditions
Between 180 + 200 C/Any
>200 C/Regulating
<180 C/Open
<180 C/Opening
Activation
Normal
T LP 2/PRV 2
BLEED AIR
Initial Status
Partial Closing
Closed
Closed
Closing
Closed
> 4 psi
> 4 psi
< 4 psi
< 4 psi
> 4 psi
< 4 psi
> 4 psi
Fully open
No regulation
Closed
> 4 psi
< 4 psi
> 4 psi
> 4 psi
> 4 psi
> 4 psi
> 4 psi
< 4 psi
< 4 psi
AIR INTAKE
LOW
PRESSURE
Regulating
Regulating
Regulating
Regulating
Regulating
Regulating
Regulating
Regulating
Opening
Closed
AIR INTAKE
ANTI-ICING
PRV
< 90 psi
< 90 psi
< 90 psi
< 90 psi
> 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
< 90 psi
Amber
flashing
Amber
flashing
Amber
flashing
Amber
flashing
Out
Amber
flashing
Amber
flashing
Amber steady
Amber steady
Amber steady
Amber steady
Amber steady
Green
Green
Green
Amber steady
Out
ENG 2
SWITCH
international
NOTE:
1. Air bleeding is normal in the following conditions:
LP 2 is less than 180C, and PRV 2 is fully open.
If LP 2 is between 180 and 200C, PRV 2 can be regulating for fully open.
LP 2 is greater than 200C, and PRV 2 is regulating.
Partial opening
Energized
On
> 4 psi
> 4 psi
< 4 psi
< 4 psi
S-DUCT
PRESSURE
NO. 2
ENGINE
Open
S-DUCT
ANTI-ICING
VALVE
PT2TT2
SENSOR
ENG 2
LIGHT
LP 2
SENSOR
BLEED AIR
Table 10-2. NO. 2 NACELLE AND S-DUCT ANTI-ICING LOGIC SYSTEM
PRV
2
LP
PRV 3
NORM
HEAT
ISOL
CREW BAG
AUTO
ON
OFF
ISOLATION
PASSENGER
LP
ISOL
APU
HP
HP11 PRV 2
Figure 10-5. No. 2 Nacelle and S-Duct Anti-icing Operation
ISOLATION
VALVE
TO PASSENGER
AIR CONDITIONING SYSTEM
CHECK
VALVE
NO. 3 ENGINE
S-DUCT
ANTI-ICE
VALVE
HP
PRESSURE
SWITCH
AMBIENT
MANIFOLD
PICCOLO TUBE
LP PRESSURE
TO
SWITCHES
WING
NO. 1 ENGINE
S-DUCT
ENG 2
SWITCH
INTAKE LIP
;
;
;
;;;
ELECTRIC POWER
HP/LP MIX
LP BLEED AIR
HP BLEED AIR
LEGEND
FlightSafety
FlightSafety
international
Revision 4
FlightSafety
international
switch also controls the electrical power supply to the P T2 T T2 probe in the No. 2 nacelle air
intake.
provided as well; therefore, it is not possible

to determine whether the indication applies to
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
power to the engine nacelle air intake pressureregulating valve, which operates the same as
the No. 1 nacelle air intake pressureregulating valve. The engine nacelle air intake
pressure-regulating valve opens and supplies
HP air from the No. 2 engine HP compressor
through a flow limiter to the piccolo tube in
the nacelle intake lip. This valve modulates to
control pressure exactly as described for the
No. 1 nacelle.
Operation
Simultaneously, a circuit is completed to the

S-duct anti-icing valve, which opens to supply bleed air through a flow limiter to the Sduct distribution system, as determined by LP
2 duct temperature. If LP 2 duct temperature
is less than 192.5C, a circuit is completed to
the full opening solenoid of PRV 2, and PRV
2 opens fully and supplies HP 2 air to mix
with LP 2 air. If LP 2 duct temperature is
higher than 192.5C, PRV 2 operates as a pressure-regulating valve, allowing LP air to maintain a specific duct pressure.

The indication and warning systems associated
with the No. 2 nacelle and S-duct anti-icing
system consist of a PCB, a high-pressure
switch, two low-pressure switches, S-duct and
air intake PRV valve position, PRV position,
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
operation corresponding to the ENG 2 switch
on the overhead panel. Light illumination is
controlled according to data from the position of the air intake PRV, the S-duct anti icing
valve, the low-pressure switches, the highpressure switch, and the position of PRV 2
according to temperature. These indications
are identical to those for the No. 1 nacelle
pressure monitoring, as explained earlier.
Temperature monitoring for the S-duct is
Revision 2
Figure 10-5 in conjunction with Table 10-2 depicts the operation of the No. 2 nacelle and Sduct anti-icing systems. The HP air for the
nacelle lip is supplied from the HP compressor
of the No. 2 engine through a pressure-regulating
valve which modulates to maintain a relatively
constant pressure in the anti-icing line and in
addition limits the pressure to less than 65.2 psi.
This air is circulated through the intake lip and
then discharged to the atmosphere through louvered outlets on the nacelle.
At the same time S-duct anti-icing valve opens
and supplies an HP/LP mix of engine bleed air.
The mix ratio is determined by PRV 2, which
will modulate based on the temperature in the
LP 2 duct. For more information on the operational characteristics of PRV 2, see Chapter
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
Conditioning, in this training manual.
NO. 3 NACELLE ANTI-ICING

General
The No. 3 nacelle intake lip is anti-iced by hot
bleed air from the No. 3 engine HP compressor. The air is supplied to the nacelle lip
through a flow limiter. Following circulation,
the air is discharged to the atmosphere through
louvered outlets.
Control
The system is controlled by the ENG 3 leverlock switch on the ANTI-ICE section of the
overhead panel. In addition to controlling the
intake lip anti-icing, the switch also controls
the power supply for the P T2 T T2 probe antiicing. The control is identical to that described
for the No. 1 nacelle.
10-5
FlightSafety
international
Operation
The indication and warning systems include

a PCB, high-pressure switch, low-pressure
switch, and dual-lens light located above the
control switch. The green light, when on, indicates operation, and the amber light indicates
malfunctions. Operation and malfunction indication is identical to the description give
earlier for the No. 1 nacelle.
Figure 10-6 in conjunction with Table 10-1 depicts the operation of the No. 3 nacelle antiicing system. HP bleed air from the No. 3
engine HP compressor is directed through the
pressure-regulating anti-icing valve and
through a flow limiter to the piccolo tube in
the nacelle lip. Following circulation in the Dduct, the air is discharged to the atmosphere
through louvered outlets on the nacelle.
ENG 1
ENG 2
ENG 3
WING
ANTI-ICE
PRINTED CIRCUIT
BOARD
PYLON
PT2 TT2
PROBE
NO. 3 ENGINE
LEGEND
FLOW
LIMITER
LP PRESSURE
SWITCH
HP PRESSURE
SWITCH
PRESSURE-REGULATING
VALVE

ELECTRICAL POWER
Figure 10-6. No. 3 Nacelle Anti-icing Operation
10-6
Revision 4
FlightSafety
international
The pressure-regulating anti-icing valve modulates to maintain a relatively constant pressure in the anti-icing duct and limits the
pressure to 65.2 psi.
WING LEADING-EDGE
SLATS ANTI-ICING
GENERAL
The sectional leading-edge slats and the fixed
inboard leading-edge sections of each wing
panel are anti-iced by hot engine bleed-air.
Though system efficiency is predicated on
bleed-air supplies from the No. 1 and No. 3 engines, the No. 2 engine bleed-air supply is also
normally available to the wing slats and the inboard wing root fixed leading-edge sections of
the wing unless the isolation valve is closed.
The slats and the fixed wing root leading-edge
sections are double-skinned and form a duct.
A manifold is installed in each leading-edge
slat. Hot air is supplied directly to the fixed
inboard wing root sections and through telescoping tubes to the movable slat section manifolds on each wing.
CONTROL
The wing leading-edge slat anti-icing is controlled by a PCB in conjunction with a twoposition lever-lock switch labeled WING
on the ANTI-ICE section of the overhead
panel, and also in conjunction with the HP 1
and PRV 3 switches on the BLEED AIR section of the overhead panel. When the switch
is on (up), power is supplied to open the wing
anti-ice valve. The HP 1 valve opens if the LP
1 bleed-air temperature is less than180C;
otherwise it remains closed. PRV 3 opens fully
Revision 2
if the temperature of LP 3 is less than 180C;

otherwise, it operates as a pressure-regulating
valve, providing a mix of HP/LP air from the
No. 3 engine. For more information on the
operation of HP 1 and PRV 3, see Chapter 9,
Air Conditioning, in this training manual.

Indication and warning is provided by a duallens light located above the switch (Figure 103). The green light provides indication of normal
operation. The amber lens provides steady and
flashing indications of system malfunctions.
OPERATION
Figure 10-7 and Table 10-3 depict the operation, indication, and warning of the wing leading-edge slat anti-icing system. With the WING
switch selected on, the wing anti-ice valve
opens. HP 1 will fully open, as will PRV 3
through its energized full-opening solenoid,
when the temperature of the corresponding LP
bleed air is less than 192.5C. Exceeding this
temperature will allow HP 1 to close and PRV
3 to resume a regulating mode of operation.
HP/LP bleed-air mix is directed through two
ducts to the left and right wing panels. The antiicing air is supplied by rigid ducts to the fixed
sections of the inboard leading edges and to left
and right manifolds along each wing panel,
where it is directed to the manifolds in the respective movable slat sections by telescoping
tubes which compensate for slat travel. The airflow through the slats is depicted in the slat section inset in Figure 10-7, and Table 10-3 depicts
the operation and the logic system of control,
indication, and warning, associated with the
wing slats anti-icing system.
10-7
10-8
LEGEND
HP 1 PRV 2
HP BLEED AIR
WING
ANTI-ICE
PANEL
PRV 3
LP BLEED AIR
MAIN
HP
BLEED
AIR
HP/LP MIX
APU
ELECTRIC POWER
ISOL
AMBIENT
MANIFOLD
LP
NO. 3 ENGINE
ISOLATION
PRV3
FULL-OPENING
SOLENOID
VALVE
PRV3
MAIN LP
BLEED AIR
(LP3)
AUTO
ON
OFF
PASSENGER
NORM
HEAT
ISOL
CREW
BAG
BLEED AIR
WING
ANTI-ICING
VALVE
192.5C
POWER LEVER SWITCHES
FIXED
WING ROOT
LEADING EDGE
PRINTED
CIRCUIT
BOARD
PEDESTAL
192.5C
ISOLATION
VALVE
CREW AIR
CONDITIONING
APU AND
NO. 2 ENGINE
HP1 VALVE
LEFT WING PRESSURE
SWITCH
MAIN HP
BLEED AIR
OUTBOARD SLAT
MANIFOLD
NO. 1 ENGINE
SKIN AND
SHROUD
Revision 3
SLAT INNER CASING
Figure 10-7. Wing Leading-Edge Slats Anti-icing Operation
WING
STRUCTURE
international
GLASS WOOL
FlightSafety
MAIN LP BLEED
AIR (LP1)
TELESCOPIC
TUBES
RIGHT WING
PRESSURE
SWITCH
LP
Revision 4.01
WING
SWITCH
ANTI-ICING
VALVE
LEFT
WING
PRESSURE
RIGHT
WING
PRESSURE
BLEED AIR
TLP1/HP1
TLP3/PRV 3
WING
LIGHT
Normal
Out
Initial Status
OFF
Closed
<4 psi
<4 psi
Normal
On
On
On
On
On
On
Opening
Open
Open
Open
Open
Open
<4 psi
>4 psi
>4 psi
>4 psi
>4 psi
>4 psi
<4 psi
>4 psi
>4 psi
>4 psi
>4 psi
>4 psi
<180C/Opening
<180C/Open
>200C/Closed
<180C/Open
<200C/Closed
<180C/Open
<180C/Opening
<180C/Open
<180C/Open
>200C/Regulating
<180C/Regulating
Engine 3 shutdown
On
Open
>4psi
>4 psi
>200C/Closed
Engine 3 Shutdown
On
Open
>4 psi
>4 psi
Engine 1 shutdown
On
Open
>4 psi
>4 psi
Engine 1 shutdown
>200C/Regulating
On
Open
>4 psi
>4 psi
Engine 3 shutdown
On
Open
>4 psi
>4 psi
Between 180
and 200C
Any Position
Engine 1 shutdown
On
Open
>4 psi
>4 psi
Engine 1 shutdown
On
On
On
On
On
Partial Opening
Open
Open
Open
Open
>4 psi
<4 psi
>4 psi
>4 psi
>4 psi
>4 psi
>4 psi
<4 psi
>4 psi
>4 psi
Normal
Normal
Normal
<180C/HP 1 closed
Normal
On
Open
>4 psi
>4 psi
>200C/HP 1 open
On
Open
>4 psi
>4 psi
Normal
Off
Off
Closing
Closed
>4 psi
<4 psi
>4 psi
<4 psi
Off
Off
Off
Not closed
>4 psi
<4 psi
>4 psi
Activation
Between 180
and 200C Any Position
Engine 3 shutdown
Abnormal Conditions
Normal
Normal
Normal
Normal
<180C
PRV 3 normal regulation
Amber steady
Amber steady
Amber steady
Amber steady
Amber steady
Normal
>200C/PRV 3 fully open
Amber flashing
(See note 1)
Amber flashing
(See note 1)
Normal
Normal
Amber flashing
Out
Normal
Amber flashing
Amber flashing
Amber flashing
<180C/Open
Amber Steady
Green
Green
Green
Green
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Green
(See note 2)
Wing Switch Off
Abnormal Condition
>4 psi
Normal
international
10-9
NOTES
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).
3. Air bleeding is nomal in the following conditions:
LP 2 is less than 180C, and HP 1 valve is open or PRV 3 is fully open.
If LP 2 is between 180 and 200C, HP 1 valve can be open or closed or PRV 3 fully open or regulating.
LP 2 is greater than 200C, and HP valve is closed or PRV 3 is regulating.
FlightSafety
Normal
Normal
FlightSafety
international
NOTE
The anti-icing air for the wing slats
is supplied from the bleed-air manifold, which in turn is normally supplied an HP/LP mix from all three
engines unless the isolation valve is
closed, which isolates the No. 2 engine bleed air from the manifold.
However, the wing anti-icing air supply is predicated on a bleed-air supply from the No. 1 and No. 3 engines
since PRV 2 fully opening is predicated on No. 2 engine nacelle intake
and S-duct anti-icing.
MAIN LANDING GEAR

BRAKE HEATING
SYSTEM (SB 32)
are closed. Selection of the lever-lock WING

position opens only the wing anti-icing valve.
With the WING-BRK position selected, the
two brake heating valves along with the wing
anti-icing valve open.

Indication is provided by a dual-lens light,
one lens green and one amber, located above
the WING-BRK switch (Figure 10-3). The
green light provides indication of normal operation of both the wing anti-icing and brake
heating systems.
Extinguishing of the green light indicates either a failure of the wing anti-icing system,
whatever the position of the switch, or a failure of the brake heating system if the switch
is in the WING-BRK position. Wing anti-icing
system overheat indications remain operative
(green light out and amber light flashing).
GENERAL
The main landing gear brake heating system
eliminates any possibility of brake seizure
following a takeoff from a snow-covered (dry,
wet, or slush) runway.
Brake heating is accomplished with bleed air
from the wing anti-icing pipe passing through
the upper part of the landing gear wheel wells.
A distribution pipe attached to the anti-icing
pipe supports an electrically operated valve in
each gear well.
The No. 1 and No. 3 engines supply bleed air
for operation of the system. No. 2 engine
bleed-air supply is also normally available to
the brake heating system unless the bleed-air
isolation valve is closed.
CONTROL
Main landing gear brake heating is controlled
by a control relay (PCB) and the two brake
heating electric valves in conjunction with a
three-position (WING-BRK, WING, and OFF)
switch on the overhead panel. With the switch
in the OFF position, the wing and brake valves
10-10
OPERATION
Figure 10-7A, in conjunction with Table 104, depicts the operation of, and the indications and warnings associated with, both the
wing leading-edge slats anti-icing system and
the brake heating system. With the WINGBRK switch selected to the WING position, the
wing anti-ice valve opens, the associated HP
1 and PRV 3 valves operate as described earlier under Wing Leading-Edge Slats Antiicing, and the brake heating valves close.
Selection of the WING-BRK switch to the
WING-BRK position allows opening of both
brake valves, the wing anti-ice valve, and HP
1 and PRV 3 valves as described earlier for
wing leading-edge slats anti-icing. Anti-icing
air is supplied by a distribution pipe routed toward the front of each landing gear wheels
assembly and two brake heating valves, which
supply a venturi via an injector. This venturi,
together with a distribution pipe, supplies a
mixture of hot and ambient air via a nozzle located between the wheels.
Revision 3.01
FlightSafety
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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
Revision 2
10-11
FlightSafety
international
Table 10-4. WING LEADING-EDGE SLATS ANTI-ICING AND BRAKE

HEATING LOGIC SYSTEM
SWITCH
POSITION
OPERATION OF THE
WING ANTI-ICING
SYSTEM
OPERATION OF THE
BRAKE HEATING
SYSTEM
STATE OF
DUAL LIGHT
GREEN
AMBER
On
Out
Correct
On
Out
Incorrect
Correct
Out
On
(steady or
flashing)
WING-BRK
Correct
Incorrect
Out
WING-BRK
Incorrect
Incorrect
Out
On
(steady or
flashing)
On
Out
Initial State (See Wing Anti-icing)

WING
Correct
Activation of Brake Heating System

WING-BRK
Correct
Abnormal Conditions
WING-BRK
Reset to Initial Condition

WING
Correct
WINDSHIELD ANTIICING AND SIDE

WINDOW HEAT
GENERAL
The cockpit windows are categorized as pilots
and copilots windshields, center windshield,
pilots sliding DV window, copilots side window,
and pilots and copilots aft side window.
Anti-icing and birdproofing is provided for
the pilots windshields. The system is designed
to prevent ice formation on these glasses and
simultaneously maintain bird penetration
proofing throughout the operating envelope
of the airplane.
A separate heating system is provided for the
pilots sliding DV window, the copilots side
window, and the left and aft side windows.
10-12
WINDSHIELD ANTI-ICING
General
The windshield anti-icing system constitutes
two separate but identical systems. The left or
pilots system provides anti-icing electrical
power for the pilots glass and the left half of
the center glass. The copilots system provides anti-icing electrical power for the right
glass and the right half of the center glass.
Each system consists of heating elements and
temperature-sensing probes embedded in a
butyl member located between the glasses;
separate controllers are provided for the pilots
and copilots systems. Each controller incorporates an automatic system which senses
temperature probe failure, underheating or
overheating, and then transfers the faulty system to the operating system which maintains
normal operation.
Revision 2
FlightSafety
FlightSafety
international
international
The electrical control power for each system is

also separate: the pilots system is powered from
bus A1, and the copilots system from bus B2.
Control
A three-position control switch is provided
for each pilot on the WINDSHIELD section
of the overhead switch panel (Figure 10-3).
The switches are identified PILOT and
COPILOT, and the positions are labeled
OFF, NORM, and MAX. When the
switches are in the NORM position, the heating element in each pilots windshield is in series with the associated heating element in
the center glass. The associated controller directs main bus power through the normal heating contactor to the appropriate glasses in
response to the input signals from the temperature sensor in each pilots windshield.
The temperature is maintained between 77
and 86F.
The MAX position is used only when the
NORM selection does not maintain the glasses
free of ice. Selecting MAX closes a high heat
relay connecting the pilots windshield glass
elements in parallel with the associated center windshield element through a resistor. The
heating current now takes the line of least resistance through the pilots windshield heating elements, resulting in an increase in power
to maintain the pilots glass free of ice. Some
current still continues to flow through the associated center windshield element but not
sufficient to maintain the glass free from ice.
The glass temperature range on the pilots
windshield remains the same; however the cycling rate is almost doubled.

An amber light, labeled XFR, above the
windshield anti-icing control switches comes
on if a temperature sensor short-circuits or
opens, or if sensor resistance is too high or low.
At the same time the affected controller automatically transfers the system to the operating controller so that both systems are
controlled by a single controller, and normal
operation continues.
Revision 2
Operation
Figure 10-8 depicts normal operation of the
windshield anti-icing system. Both switches
are at the NORM position, and the normal
heat control relays are energized. The main and
center glass heating elements are in series
with each other. Moving a switch to MAX
adds a nonheating resistor to the main glass
heating element; consequently, the main heating element has the lowest resistance, and cycling time increases, maintaining the main
glass free of ice. The inputs from the temperature probes to the individual controllers cycle
the power on and off to maintain the glass
temperature range of 77 to 86F.
CENTER
WINDSHIELD
PILOTS
WINDSHIELD
PILOTS
SLIDING DV
COPILOTS
WINDSHIELD
HIGH HEAT
RELAYS
SENSOR
SENSOR
COPILOTS
SIDE WINDOW
SIDE WINDOW HEAT

General
The pilots sliding DV window, the copilots
side window, and the left and right side windows are all heated to improve visibility and
cockpit environmental conditions. The system includes two identical controllers: one
for the pilots DV window and copilots side
window, and one for the aft side windows.
The copilots side window and DV controller
receives inputs representing temperature from
a sensor embedded in the copilots side window; a similar sensor in the left aft side window supplies the inputs to the aft window
controller.
PILOTS
AFT WINDOW
COPILOTS
AFT WINDOW
L MAIN BUS
R MAIN BUS
XFR
Control
The system is controlled by a single switch labeled SIDE located to the right of the pilots
and copilots windshield heat switches. When
this switch is on, the controllers cycle power
to the respective glasses to maintain the glass
temperature between approximately 77 and
86F.
XFR
COPILOT
PILOT
PILOTS
CONTROLLER
SIDE
COPILOTS
CONTROLLER
MAX
NORM
OFF
WINDSHIELD
LEGEND
CONTROL
Operation
Figure 10-9 depicts the operation of the side
window heat. The SIDE switch is on, supplying power through the control relays to the respective glasses. The sensor inputs to the
controllers determine the cycling of power to
the glasses to maintain the temperature withing the design range.
HEATING
SENSING
CONTROLLER
BUS A 1
BUS B 2
Figure 10-8. Windshield Anti-icing Operation
10-13
FlightSafety
FlightSafety
international
international
AIR DATA SYSTEMS

ANTI-ICING
GENERAL
RIGHT AFT
WINDOW
The air data system anti-icing is controlled by

three-position switches on the PITOT section
of the overhead panel (Figure 10-3). The
switches are labeled PILOT, ST-BY, and
COPILOT. When the PILOT switch is turned
on (up), DC power is applied to the heating element in the left pitot probe, the elements in
the left and right static port pads, the elements
in the left stall warning vane and socket, and
the element in the OAT sensor. Turning on the
ST-BY switch applies power to the element in
the standby pitot probe. Turning on the COPILOT switch applies power to the element in the
right pitot probe, the elements in the right and
LEFT PITOT HEAD
STALL VANE
left static port pads, and the elements in the

right stall warning vane and socket.
MONITORING
The power to all heating elements, except the
element in the OAT sensor, is monitored by
solid-state current sensors which alert the
crew to system malfunctions.

Five lights on the warning panel (Appendix B),
labeled L. AOA, R. AOA, L. PITOT,
ST BY PITOT, and R. PITOT, are all illuminated when the PITOT switches are off and
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 on, the appropriate light comes
on if power is insufficient or fails for any heating element except the element in the OAT
sensor, which is not monitored. On some aircraft, vane socket heating is not monitored.
OPERATION
Figure 10-11 depicts the operation of the air
data anti-icing system. All three switches are
on, and power is being applied to the associated heating elements.
STATIC PORTS
OAT SENSOR
MAX
NORM
OFF
WINDSHIELD
Figure 10-9. DV and Side Window Heat Operation
GROUND
SENSING
DC POWER
COPILOT S
AFT WINDOW
PILOT S
AFT WINDOW
PILOT
COPILOT
SIDE
COPILOT S
SIDE WINDOW
LEGEND
CONTROL
XFR
PILOT S
SLIDING DV
PILOT S
WINDSHIELD
10-14
The air data anti-icing systems include the

pilots pitot probes, the static port pads, the
stall warning vanes, the standby pitot probe, and
the OAT sensor. Figure 10-10 depicts the air data
system components which are anti-iced.
AFT SIDE WINDOW

RELAY
LEFT AFT
WINDOW
COPILOT S
WINDSHIELD
CENTER
WINDSHIELD
B1
A2
SIDE WINDOW
HEAT CONTROLLER
+
V 3 REF
V 2 REF
SHORT
CIRCUIT
OPEN CIRCUIT
SELF HOLD
AFT WINDOW CONTROLLER

(SAME AS SIDE)
DV WINDOW
RELAY
SLIDING
WINDOW
CONTACT
CONTROL STAGE
REGULATING
+
V 1 REF
SENSOR
HEATER
COPILOT S
SIDE WINDOW
PILOT S SLIDING
DV WINDOW
HEATER
STANDBY PITOT HEAD
Figure 10-10. Air Data Systems Components (Typical)
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STALL WARNING VANES

PITOT
PROBE
PITOT PROBE
STATIC PORTS
LEFT
OAT
SENSOR
RIGHT
STANDBY PITOT PROBE

(LEFT SIDE ONLY)
POWER
MONITOR
POWER
MONITORS
PILOT
ST-BY
POWER
MONITORS
COPILOT
PITOT
LEGEND
DC POWER
L. AOA
R. AOA
L. PITOT
ST BY
PITOT
R. PITOT
GEN 3
AOA
PROBE
L. WHL
OVHT
R. WHL
OHVT
BUS TIED
BAT 2
HOT
BAT
AUTO
SLATS
FLAP
ASYM
FUEL 1
FUEL 2
FUEL 3
XTK 2
OPEN*
XTK 2
CLOSED*
BAG
ACCESS
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AIL
ZERO
AIL
FEEL
LO
FUEL 1
REV
UNLOCK
FUELING
AP
MISTRIM
MACH
TRIM
ECU
OVHT
COND'G
OVHT
NOSE
CONE OVHT
BLEED
APU
BAG ISOL
# 2 P BK
CABIN
REAR
DOORS
T/O
CONFIG
CMPTR 1
CMPTR 2
CMPTR 3
OIL 1
OIL 2
OIL 3
GEN 1
GEN 2
BAT 1
BLEED
OVHT
*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
Revision 3
10-15
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COCKPIT WINDOWS
DEFOGGING AND
DEMISTING
GENERAL
Defogging is provided for the pilots windshields, and demisting is provided for the
pilots DV window, the copilots side window, and the aft side windows.
WINDSHIELD DEFOGGING
The main windshields are defogged by conditioned air supplied from the right cockpit duct,
which also supplies the footwarmers. Installed
in this duct are distributor valves which permit the total airflow to be supplied to the footwarmers or for windshield defogging or to be
distributed between the two systems.
CONTROL
The footwarmers and windshield defogging are
controlled separately for both pilots. Unlabeled
levers (Figure 10-12) are installed on the pilots instrument panels. A white line scribed
above the levers has upward-and downwardfacing arrowheads. Moving the lever to the
upward-facing arrowhead positions the distributor valve to direct all airflow for windshield defogging. Positioning the lever to any
intermediate position distributes the airflow
as desired.
The windshield defogging system is enhanced
by the EFIS cooling air blowers, which operate continuously once power is distributed to
the airplanes DC system. These blowers induce air from floor level upward across the
EFIS units on each pilots instrument panel and
exhaust the airflow toward the windshields
through grills on the glareshield.
DEMISTING
The pilots DV window, copilots side window, and the aft side windows are demisted
from riser ducts on each side of the cockpit.
10-16
Figure 10-12. Footwarmer/Defogging

Control Lever
In addition, air is circulated in the airspace

between the inner and outer panes of the aft side
windows. This air enters through small holes
drilled in the inner pane at the forward side. The
drier air prevents misting of the glass.
OPERATION
Figure 10-13 depicts the cockpit windows defogging and demisting operation.
CABIN WINDOW
DEMISTING
The cabin windows are demisted by circulating cabin air in the air space between the inner
and outer panes. The air enters through small
holes in the inner pane of each cabin window.
WINDSHIELD WIPERS
GENERAL
Electrically operated, windshield wipers are provided for the pilots windshields. The systems are
independent for each pilot. When the wipers are
not in use, they are stowed from view in a recess
at the base of each windshield.
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DISTRIBUTOR
VALVE
DUCT
;;;
; ;; ;; ; ;
;
;
;;;;;;; ;
;;;;;; ;;;;
;
;
;
;
CONDITIONED
AIR
GLARESHIELD
VENTILATION
PORTS
EFIS GRILLE
BLOWERS
DEFOG
NOZZLE
;;
;; ;;
;;
;;
;;;
;;;
;;;
;;
OUTER
PANE
;;;;;
DEFOG
NOZZLE
INNER
PANE
DEMISTING
HOLES
DUCT
TRIM
DISTRIBUTOR
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
Revision 1
10-17
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CONTROL
CONTROL
The wipers are controlled by three-position

switches located on the WIPER sections of the
overhead switch panel (Figure 10-3). The
switch positions are labeled OFF, SLOW,
and FAST. Each wiper system includes a
DC motor and converter unit, fast and slow relays, and a travel-limit switch. When a WIPER
switch is moved to the FAST position, the fast
and slow relays are both energized, and the
motor rotates at maximum rpm. The converter
unit converts the rotary motion of the motor
to a reciprocating motion for the wiper arm.
Selecting the switch to SLOW energizes only
the slow relay, and the motor operates at low
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
of the wiper arm.
The water waste drain anti-icing is supplied

DC power from bus A2 through a circuitbreaker and operates continuously once generator power or external power is distributed
throughout the airplane.
OPERATION
OPERATION
Figure 10-16 depicts the water waste drain
anti-icing. When power is available and the circuit breaker is in, the anti-ice relay is energized
when at least one generator or external power
is supplying the bus system. This power is
distributed in parallel to the heating elements.
LIMITATIONS
All limitations contained in Section 1 of the AFM
pertaining to ice and rain protection are binding
under law regardless of the type of operation.
Figure 10-14 depicts the operation of the windshield wipers. The pilots WIPER switch is at
the FAST position, and the fast and slow relays are energized, completing a circuit to the
motor windings. The copilots 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 fuselage aft of the utility compartment door (Figure
10-15). A continuous anti-icing system is provided for the drain mast. The system consists
of a relay and two heating elements.
10-18
Revision 2
Revision 1
28V
15A
BUS A2
PILOT'S WIPER
OVERHEAD PANEL
OFF
1B
2B
SLOW
1A
3A
PILOT'S
MOTOR CONVERTER
RIGHT FAST
SPEED
RELAY
SLOW
A3
A1
A2
FAST
X1
E
D
FILTER
X2
F
A
C
G
PARK
FAST OPERATION
PILOT
FAST
SLOW
OFF
WIPER
TRAVEL-LIMIT SWITCH
FAST
COPILOT
OFF
1B
SLOW
2B
1A
3A
FAST
28V
COPILOT'S WIPER
A2
SLOW
A3
A1
X1
FAST
E
D
FILTER
X2
F
A
C
G
PARK
10-19
PARKING OPERATION
Figure 10-14. Windshield Wiper Operation
TRAVEL-LIMIT SWITCH
international
FlightSafety
LEFT SLOW
SPEED RELAY
B3
B2
B1
A3
A2
A1
X1
X2
COPILOT'S
MOTOR CONVERTER
LEFT FAST
SPEED
RELAY
15A
BUS B2
FAST
SLOW
OFF
WIPER
RIGHT SLOW
SPEED
RELAY
B3
B2
B1
A3
A2
A1
X1
X2
FlightSafety
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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
10-20
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ANTI-ICE
RELAY
DRAIN
HEAT
BUS
A2
28V
5A
A2
MAST
ANTI-ICE
A1
X1
X2
ONE GENERATOR
OR
EXTERNAL POWER ON
AIRCRAFT BUS
DRAIN PIPE
ANTI-ICE
Figure 10-16. Water Waste Drain Anti-icing Operation
Revision 3
10-21
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QUESTIONS
1. The ECU ram-air inlet lip is:
A. Deiced by electrical power
B. Supplied anti-icing air from the
wing slat system
C. Anti-iced by HP bleed air from the
No. 1 engine
D. In common with the No. 2 engine
S-duct
2. The engine nacelle anti-icing valves
are:
A. Electropneumatic pressureregulating
B. Motor operated
C. Electrically operated by a PCB
D. Temperature modulated by duct
sensors
3. If an engine nacelle anti-icing valve
fails to close when the switch is turned
off, the:
A. Green and amber lights remain on
B. Green light flashes
C. Amber light is on
D. Green light goes out, and the amber
light flashes
4. The anti-icing air supply for the No. 2
nacelle S-duct is available, with the
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
10-22
5. Electrical power for P T2 T T2 probe heat

is controlled by the:
A. Associated engine anti-ice switch
B. Pilots pitot heat switch
C. Standby pitot heat switch
D. Copilots pitot heat switch
6. The MAX position of the windshield
heat switch is used when the:
A. XFR light comes on
B. NORM position does not prevent
ice formation
C. OAT is 60C or less
D. Airplane is cold-soaked prior to
flight.
7. Demisting air circulation holes are
drilled in the inner glasses of the:
A. Pilots windshields
B. DV window
C. Aft side window
D. Center windshield
8. Power supply is not monitored for the:
A. Standby pitot heat
B. Static port heat
C. Stall warning vane heat
D. Oat sensor heat
Revision 3
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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 OPERATIONFLIGHT (HEATING) ............................................................ 11-19
NORMAL OPERATIONFLIGHT (COOLING)............................................................ 11-20
GROUND OPERATION ..................................................................................................... 11-23
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11-i
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LIMITATIONS .................................................................................................................... 11-23

QUESTIONS ....................................................................................................................... 11-24
11-ii
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ILLUSTRATIONS
Figure
Title
Page
11-1
Overhead Switch Panel........................................................................................... 11-3
11-2
Bleed-Air OperationAnti-icing Off .................................................................... 11-5
11-3
Bleed-Air OperationAnti-icing On..................................................................... 11-6
11-4
Bleed-Air OperationAPU ................................................................................... 11-7
11-5
Heat Exchanger Ram-Air Inlet............................................................................... 11-8
11-6A
Turbofan OperationGround or Slow Flight ..................................................... 11-8A
11-6B
Turbofan OperationNormal 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 OperationGround or Slow Flight (Cooling)........................................ 11-12
11-11
Normal OperationFlight (Heating)................................................................... 11-13
11-12
Water Separator (Typical) .................................................................................... 11-14
11-13
Distribution System.............................................................................................. 11-15
11-13A Distribution SystemAircraft 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 OperationFlight (Heating).................................. 11-21
11-20
Distribution System Normal OperationFlight (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 cooling 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
is specifically designed to maintain comfortable environmental conditions throughout the
complete operating envelope of the airplane.
Hot bleed air is tempered by heat exchangers in
conjunction with a turbofan and is cooled by an
air cycle machine (ACM). The hot, tempered, and

cooled air masses are mixed in precise proportions by an electronically controlled valving system, operating in conjunction with recirculating
jet pumps, to produce and maintain the desired
temperature in the occupied areas. Humidity
control is provided by water separators.
11-1
FlightSafety
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Ozone catalyzers are installed in the passenger and crew ducts.

Independent electronic temperature control
systems are provided for the crew and passenger system; each may be operated in fully
automatic or manual modes. On-ground conditioning is available without the use of external control units.
AIR SOURCES
GENERAL
For descriptive purposes the air sources consist of LP, HP, and APU air. The LP source of
air is supplied from the final stage of each engines LP compressor. The HP air source is
supplied (when specifically required) from
each engines HP compressor. Air is supplied
from the compressor of the APU to facilitate
air-conditioning when the airplane is on the
ground and the engines are not running. LP
bleed air is nonselective; since there are no LP
bleed-air valves, it is available once an engine
is started. The LP bleed air from the No. 1 and
the No. 3 engines is supplied directly to a
common distribution manifold. The No. 2 engine LP bleed air is supplied to the same manifold through a normally open isolation valve.
This manifolded supply is available to the
crew air-conditioning system. The LP bleed air
for passenger air conditioning is supplied by
a branch duct directly from the LP compressor of the No. 2 engine, or from the No. 1 and
the No. 3 engines to the same branch duct
through the normal open isolation valve. APU
air can be supplied to both air-conditioning
systems when the airplane is on the ground.
The HP air source is a supplemental supply, and
though selective, its operation once selected is
entirely automatic and ensures that an adequate air mass is available for the environmental systems under all operating conditions.
11-2
CONTROL
The HP bleed-air valves and their control differ somewhat for the No. 1 engine and the No.
2 and No. 3 engines. The primary control for
the No. 1 engine HP bleed-air valve is a twoposition switch, labeled HP 1, located on the
BLEED AIR section of the overhead switch
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 ANTIICE section of the overhead panel is at the on
(up) position and the LP duct temperature is
less than 378F (192.5C).
Once open, the HP 1 bleed-air valve remains
fully open until either the HP 1 switch or the
WING anti-ice switch is turned off or the LP
duct temperature exceeds 378F (192.5C); in
either case the HP 1 valve goes to the closed
position.
When open, the HP 1 bleed-air valve injects a
volume of HP air through a jet pump nozzle into
the LP air duct; this venturi effect obtains maximum mixed bleed-air flow and pressure.
The HP bleed-air supply from the No. 2 and
the No. 3 engine is controlled by a pressureregulating valve (PRV) for each engine. These
valves are electropneumatic and are primarily
controlled by associated switches labeled PRV
2 and PRV 3 on the BLEED AIR section of
the overhead switch panel.
The PRV 2 valve opens fully when the PRV 2
switch on the BLEED AIR panel is in auto
(up) and the ENG 2 switch on the ANTI-ICE
panel is on (up) and the LP duct temperature
is less than 378.5F (192.5C). When the LP
duct temperature is greater than 378.5F
(192.5C), the PRV 2 valve operates as a pressure regulating valve by modulating in proportion to downstream pressure. The HP bleed
air through the PRV valve is injected into its
LP duct through a jet pump nozzle, as previously 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
Revision 3
11-3
FlightSafety
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The PRV 3 valve is primarily controlled by the

PRV 3 switch on the BLEED AIR section of
the overhead switch panel. The valve will be
fully open whenever the WING anti-ice switch
is on and duct temperature upstream of its jet
pump nozzle is less than 374F (190C). It
modulates as a pressure regulator when duct
temperature exceeds 378F (192.5C). The
HP bleed air passing through the valve is injected into its LP duct, as described earlier.
The auxiliary air source is supplied from the
APU compressor through a bleed-air valve and
a check valve. At engine speeds above 97%
rpm, when APU bleed air is selected, the APU
surge valve closes. This supply is directed into
the LP/HP duct of the No. 2 engine and is therefore available to the bleed-air manifold through
the normally open isolation valve as a cockpit
air supply; in addition, it is directly available
to the cabin air-conditioning valve bypassing
the manifold.
The APU bleed-air valve is directly controlled
by the two-position switch labeled APU,
located on the BLEED AIR section of the
overhead switch panel, in conjunction with a
proximity switch operated by each engines
power lever and output signals representing
rpm and EGT transmitted from the APU electronic control unit (ECU). When the APU
bleed-air switch is on, APU rpm is 97% or
greater, and all engine power levers are set to
less than 54 PLA, the APU bleed-air valve
is open; however, it modulates toward closed
in response to ECU signals representing APU
EGT (T5 ). The APU bleed-air valve goes to
the closed position when any power lever is
advanced to a position representing 54 PLA,
whether or not the engine is running. Failure
of the valve to close in this condition will illuminate the BLEED APU light after a 12second delay.
In summary, the HP bleed-air supply from
the No. 2 and the No. 3 engine is available to
the associated LP/HP ducts as a function of
pressure and/or temperature independently
sensed by temperature probes in the
associated LP ducts. Since temperature is a
11-4
function of engine power, the positions of the

PRV 2 and PRV 3 valves may also be determined by power lever position and altitude
while the position of the HP 1 valve is a function of wing anti-icing and LP duct temperature. This valve is either open or closed. The
controlling temperature probe is located in the
associated LP duct.
Figure 11-2 depicts the bleed-air operation
with the anti-icing systems off.
Figure 11-3 depicts the bleed-air operation
with the anti-icing systems on.
Figure 11-4 depicts the APU bleed-air operation.
For more information on the bleed-air system
functions, control, operation, and indication,
see Chapter 9, Pneumatics, in this training
manual.
INDICATION
A separate temperature monitoring system is
provided to detect overheat conditions in the
mixed-air ducts downstream of the HP air jet
pumps (venturis). The probes supply temperature information to a common control box
which compares the inputs to a preset value of
635F (335C). The triggering values are based
on operation of the wing and S-duct anti-icing
systems. When this threshold is reached, a
light labeled BLEED OVHT on the warning
panel (Appendix B) comes on. The problem
system may be identified by turning off the
PRV 3, HP 1, and PRV 2 switches one at a time.
The light begins flashing when the problem
switch is turned off. A light labeled BLEED
APU, also on the master warning panel, is on
if the APU bleed-air valve is not closed and
any power lever is advanced to a position on
the fuel control unit (FCU) corresponding to
54. A light labeled ISOL on the BLEED
AIR section of the overhead switch panel is on
when the ISOLATION switch is off (stripe
vertical). Control and operation of the isolation valve will be described later.
Revision 4
Revision 3
MAIN HP
BLEED PORT
AIR INTAKE
ANTI-ICING
AUXILIARY HP
BLEED PORT
NO. 3
ENGINE
LP3
BLEED-AIR
TEMPERATURE PROBE
FULL-OPENING
SOLENOID VALVE
OVERHEAT
TEMPERATURE PROBE
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED
PORT

APU
VALVE
PASSENGER CABIN
AIR-CONDITIONING VALVE
LP1 BLEED-AIR
TEMPERATURE
PROBE
AIR INTAKE
ANTI-ICING
MAIN LP
BLEED
PORT
ISOLATION VALVE
MAIN HP
BLEED PORT
APU
BLEED
VALVE
OVERHEAT
TEMPERATURE
PROBE
LP2
BLEED-AIR
TEMPERATURE
PROBE
NO. 2 ENGINE
PRV2
S-DUCT ANTI-ICE
HP1
SYSTEM
BLEED VALVE
FULL-OPENING
SOLENOID VALVE
AUXILIARY HP
BLEED PORT
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AMBIENT AIR
11-5
Figure 11-2. Bleed-Air OperationAnti-icing Off
international
AUXILIARY LP
BLEED PORT
NO. 2
ENGINE
FlightSafety
NO. 1
ENGINE
AIR
INTAKE
ANTIICING
MAIN LP
BLEED PORT
PRV3
MAIN LP
BLEED
PORT
11-6
MAIN HP
BLEED PORT
AIR INTAKE
ANTI-ICING
AUXILIARY HP
BLEED PORT
NO. 3
ENGINE
LP3
BLEED-AIR
TEMPERATURE PROBE
FULL-OPENING
SOLENOID VALVE
OVERHEAT
TEMPERATURE PROBE
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED
PORT

APU
SYSTEM
PASSENGER
LP1 BLEED-AIR
TEMPERATURE
PROBE
AIR INTAKE
ANTI-ICING
MAIN LP
BLEED
PORT
ISOLATION VALVE
MAIN HP
BLEED PORT
APU
BLEED
VALVE
OVERHEAT
TEMPERATURE
PROBE
LP2
BLEED-AIR
TEMPERATURE
PROBE
PRV2
LEGEND
FULL-OPENING
SOLENOID VALVE
AUXILIARY HP
BLEED PORT
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AMBIENT AIR
Figure 11-3. Bleed-Air OperationAnti-icing On
international
Revision 3
AUXILIARY LP
BLEED PORT
NO. 2
ENGINE
FlightSafety
NO. 1
ENGINE
NO. 2 ENGINE
S-DUCT ANTI-ICE
SYSTEM
HP1
BLEED VALVE
AIR
INTAKE
ANTIICING
MAIN LP
BLEED PORT
PRV3
MAIN LP
BLEED
PORT
Revision 3
MAIN HP
BLEED PORT
AIR INTAKE
ANTI-ICING
AUXILIARY HP
BLEED PORT
NO. 3
ENGINE
LP3
BLEED-AIR
TEMPERATURE PROBE
FULL-OPENING
SOLENOID VALVE
OVERHEAT
TEMPERATURE PROBE
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
MAIN HP
BLEED
PORT

APU
SYSTEM
LP1 BLEED-AIR
TEMPERATURE
PROBE
MAIN LP
BLEED
PORT
MAIN HP
BLEED PORT
NO. 1
ENGINE
OVERHEAT
TEMPERATURE
PROBE
LP2
BLEED-AIR
TEMPERATURE
PROBE
NO. 2 ENGINE
PRV2
S-DUCT ANTI-ICE
HP1
SYSTEM
BLEED VALVE
FULL-OPENING
SOLENOID VALVE
11-7
AUXILIARY LP
BLEED PORT
APU BLEED AIR

AMBIENT AIR
Figure 11-4. Bleed-Air OperationAPU
international
LEGEND
AUXILIARY HP
BLEED PORT
FlightSafety
AIR INTAKE
ANTI-ICING
ISOLATION VALVE
NO. 2
ENGINE
APU
BLEED
VALVE
PASSENGER
AIR
INTAKE
ANTIICING
MAIN LP
BLEED PORT
PRV3
MAIN LP
BLEED
PORT
FlightSafety
international
AIR CONDITIONING
GENERAL
Air conditioning consists of heating and cooling systems. Cooling functions are performed
automatically by an environmental control
unit (ECU). The bleed-air supply is directed
to the ECU by two air-conditioning valves, one
for the crew and one for the passenger system.
The air-conditioning valves are controlled by
associated switches labeled PASSENGER
and CREW, located on the BLEED AIR section 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 airconditioning switches are determined by the
airplanes 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
valves remain open until any power lever is advanced to 54 PLA or more. This opening or
closing rate is at the normal operating rate of
two to four seconds. When the switches are at
the AUTO position, both air-conditioning
valves close when takeoff power is applied. At
lift-off the valves begin opening at the normal
rate during the first 0.7 second, ensured by
time-delay relays; then electrical sequencers
assume control and this rate of opening decreases. On later serial number aircraft, the
time-delay relays have been removed. The full
opening time in both cases is approximately
two minutes.
Heating is a function of compression, bleeding, and mixing of the air supplies from the engine LP and HP compressors. The heat of
compression is adequate for all operating conditions, thus eliminating the necessity for a
secondary heating system.
Cooling is achieved by a dual two-pass heat
exchanger operating in conjunction with a turbofan assembly. The cooling medium for the
11-8
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
leading edge. When the airplane is static or airborne and TAS is less than 300 knots, cooling
air for the heat exchangers is supplied by a turbofan assembly, and ram air from the No. 1 engine pylon inlet. Its operation will be described
later in this chapter. Additional cooling is
achieved by a turbocooler air cycle machine
operating in conjunction with HP and LP mechanical water separators.
Figure 11-5. Heat Exchanger Ram-Air Inlet
COMPONENTS
Heat Exchangers
Two two-pass air-to-air heat exchangers are enclosed in a common casing and are identified as
primary and main. The primary heat exchanger
reduces the temperature of the bleed air prior
to directing it to the turbofan and/or the ACM
compressor. The function of the main heat exchanger is to remove the heat of compression
induced by the ACM compressor prior to directing the air mass to the turbine of the ACM.
Turbofan
General
The turbofan uses the principle of energy
conversion to reduce air temperature without
appreciably affecting pressure. The unit is integral
with the heat exchangers. It consists of a fan and a
turbine mounted on opposite ends of a common
shaft. The sole function of the turbofan assembly
Revision 2
Revision 3
CONTROL PC BOARD
OUTPUTS
ECU
OVHT
MAIN GEAR
EXTENDED
BYPASS VALVE
CLOSING
A1
TURBOFAN
BRAKE
NOT APPLIED
INDICATING PC BOARD
NO. 1 ENGINE
PYLON
AIR INLET
NOSE GEAR
DOWNLOCKED
AND
BYPASS VALVE
NOT CLOSED
PRIMARY HEAT
TURBOFAN
EXCHANGER
OR
SLATS
EXTENDED
OR
SPEED LESS THAN
300 KT TAS
BOOTSTRAP
MAINTENANCE PANEL
B1
BYPASS
ELECTRIC
VALVE
FAULT
NO. 1 AND
NO. 3
ENGINES
HP/LP
BLEED AIR
COOLING
FAN
DISC BRAKE
NOT APPLIED
LEGEND
BLEED-AIR
ISOLATION
VALVE
BLEED AIR
TEMPERED AIR
COND'G
CREW
+4
SECONDS
INPUTS
COOLED AIR
AMBIENT AIR
ELECTRICAL POWER
LOW PRESSURE
AIR INLET FLAP
OPEN (GROUND)
DEENERGIZED
BRAKE OFF
TO
TURBOCOOLER
Figure 11-6A. Turbofan OperationGround or Slow Flight
NO. 2 ENGINE
OR
APU ON GROUND
international
11-8A
HOT AIR FROM

TEMPERATURE
CONTROL VALVES
BRAKE
SOLENOID
CONTROL
VALVE
FlightSafety
STATIC AIR
11-8B
CONTROL PC BOARD
OUTPUTS
TURBOFAN
BRAKE
APPLIED
NOSE GEAR
DOWNLOCKED
AND
BYPASS VALVE
NOT CLOSED
NO. 1 ENGINE
PYLON
PRIMARY HEAT
AIR INLET
EXCHANGER
LEGEND
BOOTSTRAP
B1
BYPASS
ELECTRIC
VALVE
MAINTENANCE PANEL
FAULT
COOLING
FAN
NO. 1 AND NO. 3 ENGINES
HP/LP BLEED AIR
DISC BRAKE
APPLIED
BLEED AIR
TEMPERED AIR
A1
+4
SECONDS
MAIN GEAR
RETRACTED
AND
SLATS
RETRACTED
AND
SPEED GREATER
THAN 300 KT TAS
BYPASS VALVE
OPENING
COND'G
CREW
INPUTS
COOLED AIR
AMBIENT AIR
BLEED-AIR
ISOLATION
VALVE
STATIC AIR
ELECTRICAL POWER
ENERGIZED
BRAKE ON
TO
TURBOCOOLER
Figure 11-6B. Turbofan OperationNormal Flight
NO. 2 ENGINE
OR
APU ON GROUND
international
Revision 3.01
HOT AIR FROM

TEMPERATURE
CONTROL VALVES
BRAKE
SOLENOID
CONTROL
VALVE
FlightSafety
LOW PRESSURE
AIR INLET FLAP
CLOSED (FLIGHT)
FlightSafety
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
computers) representing TAS, are processed by a
PCB and transmitted to the brake control valve
and to the bypass valve.
Figure 11-7. Heat Exchanger LowPressure Air Inlet
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 assembly then vents to the atmosphere and is released. Hot bleed air is directed through the
primary heat exchanger, and since the turbofan
bypass valve is energized closed, the tempered
air is directed to the turbine of the turbofan. The
pneumatic energy is converted to rotary mechanical motion by the turbine and is used to
drive the integral fan. The low pressure created
by the fan opens a low-pressure door on the
lower side of the fuselage (Figure 11-7), permitting the fan to induce a large cooling airflow
across the heat exchangers and discharge it
through a grilled outlet (Figure 11-8) also
located on the lower side of the fuselage. The
cooling by heat transfer at the heat exchangers
and energy conversion by the turbine greatly
reduce bleed-air temperature.
The tempered air from the turbofan is directed
to the turbocooler for further cooling. This
condition prevails during ground operation
and after takeoff until the airplane is in a clean
configuration and TAS exceeds 300 knots
(Figure 11-6B). Then the PCB opens the bypass valve, creating a low resistance line which
permits the airflow to bypass the turbofan turbine, and energizes and opens the brake
solenoid control valve, admitting bleed-air
Revision 3
Figure 11-8. Heat Exchanger Exhaust

Outlet
pressure from upstream and downstream of

the isolation valve, through check valves, to
apply the brake and terminate rotation of the
turbofan assembly. The cooling airflow for
the heat exchangers is now supplied by ram air
through the inlet of the leading edge of the No.
1 engine pylon.
Turbocooler
General
The turbocooler (Figure 11-9) is a two-wheel
turbocompressor. The single-stage turbine and
the single-stage compressor are mounted backto-back on a common rotor shaft. The
turbocooler operates in conjunction with the heat
exchangers and a high-pressure and a
low-pressure water separator to produce and
dry super-cooled air for conditioning in the
occupied areas.
11-9
FlightSafety
international
Figure 11-9. Turbocooler
Operation
Hot bleed air from the crew and passenger
temperature regulating valves is tempered by
the primary heat exchanger. After passing
through the turbofan during ground operation, or during slow flight configuration
(Figure 11-10), or after bypassing the turbofan during normal clean configuration flight
operation (Figure 11-11), the bleed air is directed to the compressor of the turbocooler,
pressure is increased, and the air mass is directed through the main heat exchanger, which
tempers the air by transferring the heat of
compression to the cooling airflow passing
11-10
across the heat exchanger. The air is then directed through a high-pressure water separator to the turbocooler turbine, which converts
the pneumatic energy to rotary mechanical
motion and drives the turbocooler compressor,
while effecting both a temperature and a pressure decrease.
The outlet air from the turbine is very cold and
moisture laden. This cold air mass is directed
through a low-pressure water separator for
drying and is then supplied to a three-branch
duct. One branch supplies the crew and passenger cold air (gasper) ducts; the second and
third branches each supply jet pump-operated
Revision 4
FlightSafety
international
mixing ducts and two-way ducts, through a

cold air pressure-regulating valve (PRV), to
supply the final conditioned air for the crew
and the passenger systems. The cold air PRV
is fully automatic to maintain the gasper duct
pressure at approximately 0.2 to 0.36 psi above
cabin pressure. The PRV is almost entirely
closed at high altitude since the requirement
for cold air is at a minimum, thus maintaining a slight positive pressure and flow in the
cold air (gasper) duct.
The efficiency of the turbocooler is determined by the positions of the passenger and
crew temperature control valves. When in a
maximum cooling mode, the major portion of
the bleed air is directed through the cold side
of the temperature control valves, and the turbocooler is at maximum efficiency. This efficiency is reduced as the temperature control
valves cycle toward heat; then the greater portion of the bleed air bypasses the turbocooler
and is directed to the passenger and crew mixing jet pumps.
Water Separators
The high-pressure and low-pressure after
separators (Figure 11-12) are conventional
swirl-action units; they remove sufficient
water from the air to maintain a relatively
comfortable humidity level in the occupied
areas. The water removed by the separators
is collected in sumps where it is exposed to
a jet pump operated by a motive flow supplied
by the turbine outlet. The jet pump sprays the
collected water across the heat exchangers,
increasing their cooling efficiency.
ANTI-ICING SYSTEM
Since the temperature drop across the turbocooler may cause freezing at the low-pressure
water separator, an automatic anti-icing system
is provided. The system consists of a temperature sensor, an electronic bridge, and a modulating anti-icing valve (Figure 11-10). The
temperature sensor is located at the water separator outlet. The anti-icing valve is in a hotair branch from the inlet of the primary heat
Revision 3.01
exchanger. When the water separator outlet

temperature drops to near the freezing point, the
signal transmitted to the bridge circuit modulates the anti-icing valve toward open, directing a volume of hot air into the cooling turbine
outlet, increasing the water separator inlet temperature and maintaining it above the freezing
point (approximately 37F [3C]). On aircraft
incorporating SB-131, a second electric valve
(turbine emergency anti-icing) is installed upstream of the original anti-icing valve. The
emergency anti-icing valve, when operated,
ensures emergency closing of the hot air flow
for turbine and LP water separator anti-icing,
in the case where the original anti-icing valve
is blocked in the open position. A pushbutton
light (ECU/AI), located on the lower portion of
the center instrument panel, allows closing of
the emergency anti-icing valve. The pushbutton light is illuminated amber when the valve
is closed.
OVERHEAT DETECTION
SYSTEM
The overheat detection system consists of a
sensor and an overheat detection channel in the
bleed-air overheat detection system. The sensor is located in the turbocooler compressor
outlet duct. When the duct temperature reaches
or exceeds the preset value of the overheat
detection channel (466F [233C]), or the
nose gear is downlocked and the bypass electric valve is not closed, a light labeled ECU
OVHT on the warning panel (Appendix B)
comes on. Illumination in respect to the nose
gear and valve position will be delayed by
four seconds. If an ECU overheat occurs on the
ground while the APU is supplying bleed air,
a signal to the APU ECU induces a shutdown
of the APU. In addition to the ECU OVHT
light, a magnetic indicator on the maintenance
panel will indicate electric bypass and brake
solenoid malfunctions. The cooling fan indicator changes color to red after a delay of 15
to 92 seconds, depending on the aircraft serial
number.
11-11
11-12
LP WATER
SEPARATOR
ANTI-ICING
SENSOR
BAGGAGE
COMPARTMENT
VENTURI
SNs PRIOR TO 96
COMPRESSOR
TURBINE
ECU
OVERHEAT
SENSOR
TURBOCOOLER
BATTERY
COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL
VALVE
(SB F900-125)
HP WATER
SEPARATOR
DUCT
BAGGAGE
COMPARTMENT
HEAT VALVE
CONTROL VALVE
NO. 3 ENGINE
HP/LP
BLEED AIR
OZONE
CATALYSER
COLD AIR
OR
SUCTION
VALVE
COLD AIR
PRESSUREREGULATING
VALVE
FLOW
LIMITER
NO. 2 ENGINE S-DUCT

ANTI-ICING VALVE
VALVE
COLD AIR
OR
SUCTION
LOWPRESSURE
AIR INLET
ISOLATION VALVE
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR
CABIN
DUCT
NO. 1 ENGINE
HP/LP
BLEED AIR
ANTI-ICING
VALVE
MAIN HEAT
EXCHANGER
WATER
INJECTOR
PRIMARY HEAT
EXCHANGER
Revision 4.01
BLEED AIR
TURBOCOOLER
COMPRESSED AIR
CONDITIONED AIR
TEMPERED AIR
TURBOCOOLER
TURBINE AIR
RAM AIR
WATER
Figure 11-10. Normal OperationGround or Slow Flight (Cooling)
COOLING UNIT
AIR OUTLET
REGULATING DUAL
CONTROL VALVE
international
LEGEND
TURBINE
EMERGENCY
ANTI-ICING
ELECTRIC
TURBOFAN BYPASS
VALVE
VALVE
(SB F900-131)
FlightSafety
NO. 1 ENGINE PYLON

RAM AIR INLET
WING ANTI-ICING
VALVE
CREW
COLD AIR
CABIN
Revision 4.01
LP WATER
SEPARATOR
TURBINE
COMPRESSOR
TURBOCOOLER
ANTI-ICING
DUCT SENSOR
ECU
OVERHEATING
TEMPERATURE
SENSOR
BAGGAGE
COMPARTMENT
VENTURI
SNs PRIOR TO 96
BATTERY
COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL
VALVE
(SB F900-125)
HP WATER
SEPARATION
NO. 3 ENGINE
HP/LP
BLEED AIR
CREW
COLD AIR
CABIN
OZONE
CATALYSER
COLD AIR
OR
SUCTION
VALVE
COLD AIR
PRESSUREREGULATING
VALVE
FLOW
LIMITER
VALVE
COLD AIR
OR
SUCTION
ISOLATION VALVE
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR
STATIC AIR
INLET
CABIN
CIRCUIT
WATER
INJECTOR
11-13
TEMPERED AIR
TURBOCOOLER
COMPRESSED AIR
TURBOCOOLER
TURBINE AIR
RECIRCULATED AIR
RAM AIR
WATER
Figure 11-11. Normal OperationFlight (Heating)
NO. 1 ENGINE
HP/LP
BLEED AIR
COOLING UNIT
AIR OUTLET
REGULATING DUAL
ELECTRIC VALVE
international
BLEED AIR
TURBINE
EMERGENCY
ANTI-ICING
ANTI-ICING
ELECTRIC
VALVE
VALVE TURBOFAN
MAIN HEAT
BYPASS
(SB F900-131)
EXCHANGER
ELECTRIC VALVE
PRIMARY HEAT
EXCHANGER
FlightSafety
NO. 1 ENGINE PYLON

RAM AIR INLET
LEGEND

ELECTRIC VALVE
CIRCUIT
BAGGAGE COMPARTMENT
FlightSafety
international
VORTEX
COLD
AIR
OUTLET
COLD
AIR
INLET
WATER
TO
JET PUMP
COALESCOR
RELIEF VALVE
Figure 11-12. Water Separator (Typical)
DISTRIBUTION SYSTEM
General
Separate conditioned air distribution systems
(Figure 11-13 on aircraft SNs 1 to 162 or Figure
11-13A for aircraft SNs 163 and subsequent)
are provided for the passenger and the crew systems. The ducts for each system consist of
conditioned air ducts and cold air ducts. Check
valves are installed in all ducts entering through
the rear pressure bulkhead.
Passenger Ducts
The passenger conditioned air ducts are routed
in the lower side of the left and right cabin consoles. These ducts are interconnected; in addition, they supply ducts which provide floor
heat, toilet heat, and warm air distribution for
flight control and engine control components
11-14
in the rear bulkhead area. Final conditioning

of this air supply is achieved by the passenger jet pump (Circle 4 in Figure 11-13), which
receives motive flow from a hot line which bypasses the cooling units. The passenger and
crew conditioned air ducts may be interconnected to allow either distribution system to
supply both ducts. The interconnect valve
on aircraft prior to SN 163 is controlled by a
lever (Figure 11-14) labeled COND with
NORMAL and TIED positions on the
copilots console.
Aircraft SN 163 and subsequent have an interconnect valve located on the right side of
FR 22 which enables crew and passenger airconditioning systems crossfeed should one
of them fail. This interconnect valve is normally closed by a manually controlled butterfly valve.
Revision 3.01
FlightSafety
FlightSafety
international
international
PILOTS
FOOTWARMERS
COPILOT FLAPPER
GASPER
VALVE
PASSENGER
TWO-WAY
DOOR
MANIFOLDS
HEATING
CREW
INTERCONDITIONED
PASSENGER
CONNECT
AIR DUCT
GASPERS
FLAP
(SNs PRIOR TO 163)
CABIN
FLOOR
HEAT
SENSOR/AMPLIFIER
CREW
THERMAL
SWITCH
CREW
DUCT
SENSOR
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
VENTURI
F
25
NOSE CONE
ISOLATION
VALVE
(SNs PRIOR TO 69)
EFIS
BLOWERS
1
2
GASPER PICK-OFF
THIRD CREW MEMBER
NOSE
CONE
BLOWER
DEFOG
OUTLETS
EFIS VENTILATION
AIR OUTLETS
EFIS
MANUAL COLD AIR
DISTRIBUTOR
CONTROL
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
AFT WINDOW
VENTILATION DUCT
(PRIOR TO SN 116)
PILOT
GASPER
FLAPPER
CREW
TEMPERATURE VALVE
SENSOR
TWO-WAY
DUCT
FRONT GROUND PASSENGER

CONDITIONING CONDITIONED
FLAP
AIR DUCT
AIR SOURCES:
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
PASSENGER
THERMAL REAR GROUND
DUCT
SWITCH
CONDITIONING SENSOR
FLAP
PASSENGER
VENTURI

Figure 11-13. Distribution System
Revision 3
11-15
FlightSafety
FlightSafety
international
international
LEGEND
1
3
4
5
6
8
9
13
14
19
20
21
22
23
24
25
26
29
30
31
(3HQ)
14
22
(3HC)
(4HC)
(5HC)
(6HC)
(22HC)
(23HC)
(24HC)
(25HC)
(3HN2)
(3HN3)
(22HN)
(23HN)
(43HN)
(44HN)
(25HP)
(3HQ)
(14HW)
FLOW LIMITERS
HEAT EXCHANGER
TURBO COOLER
HP WATER SEPARATOR
LP WATER SEPARATOR
ATOMIZERS
GASPER PRESSURE REGULATING VALVE
CABIN GASPERS
PILOT AND COPILOT GASPERS
COCKPIT VENTURI
RH TWO-WAY DUCT
FLAPPER VALVE
MANUAL COCKPIT AIR DISTRIBUTOR
CABIN VENTURI
LH TWO-WAY DUCT
FLAPPER VALVE
CABIN CONDITIONED AIR DUCT
INTERCONNECTION FLAP
CABIN SYSTEM OZONE CATALYSER
COCKPIT SYSTEM OZONE CATALYSER
21
7
COCKPIT AIRCONDITIONING
CIRCUIT
14
13
TOILET
COCKPIT TEMPERATURE SENSOR AMPLIFIER

COCKPIT TEMPERATURE REGULATING DUAL ELECTRIC VALVE
COCKPIT DUCT SENSOR
COCKPIT OVERHEATING THERMAL SWITCH
CABIN TEMPERATURE SENSOR AMPLIFIER
CABIN TEMPERATURE REGULATING DUAL ELECTRIC VALVE
CABIN DUCT SENSOR
COCKPIT OVERHEATING THERMAL SWITCH
CABIN AIR-CONDITIONNING ELECTRIC VALVE
COCKPIT AIR-CONDITIONNING ELECTRIC VALVE
TURBOFAN BYPASS ELECTRIC VALVE
TURBOFAN
DUCT SENSOR
TURBINE ANTI-ICING ELECTRIC VALVE
BAGGAGE COMPARTMENT DISTRIBUTION ELECTRIC VALVE
NOSE CONE BLOWER
ECU OVERHEAT TEMPERATURE PROBE
15
20
20
13
(22HC)
(6HC)
25
(5HC)
29
19
PNEUMATIC
VALVE
9
(43HN)
4
6
(14HW)
3
(4HC)
(23HN)
(3HN3)
31
TO AIR
BLEED
SYSTEM
(44HN)
8
DIFFUSERS
14
GLARESHIELD
MANIFOLD
PILOT FEET
WARMING
MANIFOLD
22
(3HC)
25
COLD AIR
13
26
CABIN
AIR-CONDITIONING
SYSTEM
24
FLOOR HEATING 13
MANIFOLD
(25HC)
(24HC)
REAR
TOILET
HEATING
23
(25HP)
(22HN)
5
30
(23HC)
(3HN2)
1
ELECTROPNEUMATIC
VALVE
Figure 11-13A. Distribution SystemAircraft SN 163 and Subsequent
11-16
Revision 3
FlightSafety
FlightSafety
international
international
Crew Ducts
The crew conditioned air duct is routed along
the right side of the fuselage and supplies conditioned air to the entrance area; then it is
routed along the left and right sides of the
cockpit to supply air to the aft cockpit windows,
prior to SNs 116, to the footwarmer systems,
and for forward window defogging. Each pilot
controls the direction of air supply (for defogging and footwarmers) by levers (Figure 1115) located on the outboard side of the
respective instrument panels. A scribed white
line above the lever slot has up and down arrow
heads to determine the desired direction of
flow. This lever is a distributor control and
may be positioned at any point between the
two extremes.
duct is supplied directly from the ACM turbine

through the low-pressure water separator. An
additional branch from the ACM turbine routes
cold air through the gasper pressure regulator
(PRV) and divides into two ducts, which connect to the passenger and crew jet pumps and
two-way recirculating ducts. These ducts are
dual-function; when cooling demand is low, the
gasper PRV is closed, and the jet pumps induce
recirculation through the ducts and distribute
the recirculated air into the passenger and crew
conditioned air ducts while some cold air still
continues to flow through the gaspers. On the
other hand, when cooling demand is high, the
PRV is open, and cold air is supplied through
the recirculating ducts. The flappers at the outlet ends of these ducts are pressure- and/or
suction-operated as dictated by the cooling or
heating demands of the system.
EFIS Cooling
The EFIS components on the instrument panel
are cooled by an airflow from the crew gasper
duct, separately directed through flow limiters to the pilots and copilots EFIS units.
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
continuously operating fans installed in the
glareshield. These fans are powered directly
from the DC bus system through circuit
breakers.
Battery Cooling (SB-125)

In addition to their ventilation system (see
Chapter 2, Electrical Power Systems), the
main batteries in the rear compartment can be
cooled on the ground when using the APU.
Cold air is supplied by a line picked off downstream of the LP water separator and is directly fed to the compartment through an
electric valve.
With the aircraft on the ground and the MASTER APU switch set to ON, the electric
valve is controlled by a COND BATT switch.
When the switch is selected to the ON position, the electric valve will open and illuminate an amber light representing the valve
in a fully OPEN position.
Baggage Compartment
Conditioning
Figure 11-14. Duct Interconnect Flap

COND Lever
Gasper Ducts
Figure 11-15. Footwarmer and

Defogging Valve
Lever (Typical)
The cold (gasper) duct (Circle 1 in Figure 1113) is a three-branch duct: one branch supplies the crew gaspers, and the other two
branches supply the gaspers on the left and
right sides of the cabin. The cold air for this
Revision 4
The baggage compartment is conditioned

through a branch duct from the cockpit hot air
line (Figure 11-10). The system consists of a
venturi, an isolation valve, and a heat valve.
Control is achieved by a three-position switch
on the overhead switch panel (Figure 11-1) labeled BAG. The switch positions are labeled NORM, HEAT, and ISOL; an
is scribed across the word HEAT.
When the switch is at NORM, the supply and
isolation valves are open. Hot air is delivered
to the venturi, where it is mixed with ambient
air. The resulting mixture is distributed at
floor level. This flow exhausts into the cabin
through the isolation valve. Placing the switch
to the HEAT position closes the heating valve,
and flow to the baggage compartment is shut
off, but the compartment is still open to the

cabin through the isolation valve. When the
switch is in the ISOL position, both the isolation valve and the heating valve are closed,
and the baggage compartment is completely
isolated. A light labeled BAG ISOL on the
warning panel (Appendix B) will be on whenever the switch is at the ISOL position. Valve
position indication is also provided on the
maintenance panel.
Nose Cone Ventilation

The nose cone is ventilated on the ground by
an electrical blower. In-flight ventilation is
provided by cabin conditioned air through a normally open isolation valve (on airplanes prior
to SN 70); the valve is manually controlled by
a lever on the copilots console (Figure 11-14).
The nose cone is slightly pressurized during
flight to ensure positive ventilation. This operation will be described more fully in Chapter
12, Pressurization, in this training manual.
TEMPERATURE
CONTROL SYSTEMS
GENERAL
Separate temperature control systems are provided for the cockpit and cabin. The operation
of both is similar; any differences will be separately described.
The system components include separate dualregulating valves for the passenger and crew
systems, duct temperature sensors, area temperature sensors, and two electronic controllers. The system is operated from the
airplanes DC power system.
COMPONENTS
Sensors
Duct sensors for the passenger and crew systems provide inputs representing the duct temperature to the appropriate section of the
corresponding controller. Sensors with integral amplifiers are located in the cabin and
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cockpit. The inputs from these sensors are

supplied to the appropriate section of the dual
controller and are used as anticipatory information, which prevents undershooting in the
system.
Controller
The temperature controller (Figure 11-16) is a
dual unit labeled PASSENGER and CREW.
It contains separate circuitry for passenger and
crew temperature control and is mounted on the
lower left side of the center instrument panel.
Each controller consists of a mode selector
switch with positions labeled AUTO and
MANUAL; the passenger mode selector has
an additional position labeled REMOTE to
permit transfer of cabin temperature control
to an optional control panel located in any desired position in the cabin. The crew mode selector operates in conjunction with a switch
labeled NORM and EMERG located on
the PRESSURIZATION control panel (Figure
11-17). This switch must be in the NORM position for normal operation of the passenger conditioning valve and crew temperature control.
The functions of this switch are described in detail in Chapter 12, Pressurization, in this
training manual.
When the mode selector switches are at the
AUTO position, the automatic temperature
control system is armed. Automatic temperature selection is achieved by a rotary (rheostat)
selector, which has approximately 180 of
movement between the 9 oclock and 3 oclock
positions. When the mode selector is at MAN-
Figure 11-16. Temperature Controller
11-18
UAL, the automatic temperature control system is inhibited, and the control is transferred
to the manual temperature control switch located below the automatic temperature selector. This switch has three positions: COLD,
HOT, and an unlabeled center position to
which it is spring-loaded. Holding this switch
to the COLD or HOT positions when the mode
selector is at MANUAL supplies a continuous output signal to the associated dual-temperature regulating valve.
Separate valve position indication is provided
for the passenger and crew temperature control
valves by indicators on the appropriate panel
sections. The indicators are operated from potentiometers on the valves. They are noncalibrated; the needle moves from the C (cold)
position on the left of the scale to the H (hot)
position on the extreme right. The indicators
provide valve position indication in both the
AUTO and MANUAL modes of operation. The
PASSENGER controller includes a temperature
gage calibrated in degrees Centigrade to provide indication of cabin temperature.
Temperature Control Valves

The temperature control valves for the passenger and crew system, though similar in design, differ in operation. Each assembly
consists of two butterfly valves, mechanically
linked, and operated in opposing direction by
a single motor. The motors receive inputs from
either the automatic or manual temperature
control systems of the associated controller.
In the AUTO mode, valve operation is limited
Figure 11-17. Emergency

Pressurization
Controller
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by PCBs (in the hot direction) to 55% of fully

hot. The hot and cold extremes can be achieved
in the MANUAL mode. However, following
preconditioning on the ground using MANUAL mode, the PCBs automatically cycle the
valves to 60% of fully hot when the mode selectors are returned to the AUTO positions, reducing air noise level in the cabin.
When the passenger temperature control valve
is at the fully hot position, its cold butterfly
valve is not fully closed; therefore, a volume
of air is allowed to pass through the ECU to
supply gasper air. The crew temperature control valve, in conjunction with the pressurization emergency switch, is used to supply an
emergency air source to the occupied areas.
This operation is described in detail in Chapter
12, Pressurization, of this training manual.
Each temperature control valve receives its
bleed-air supply from the associated air-conditioning valve; then, as determined by the hot
and cold butterfly valves in each temperature
control valve assembly, the air mass through
each valve is directed into two ducts; one supplies the hot-air flow to the associated mixing
jet pump (venturi) in the passenger and crew
distribution systems, and the other duct from
each temperature control valve supplies an air
mass to a common duct, which directs it
through the ECU assembly for cooling.
INDICATION
A light on the warning panel labeled CONDG
OVHT (Appendix B) comes on to indicate
that the temperature in either the passenger or
crew conditioned air duct is 95C or greater.
The signals to this light are supplied from thermal switches located in the passenger and crew
conditioned air duct.
OPERATION
In the automatic mode, the temperature control systems (Figure 11-18) operate on the
electronic bridge principle. This bridge has
three legs: one supplies the input representing
the actual duct temperature (from the duct
temperature sensor); the second supplies the
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input representing the actual area temperature (from the passenger or crew temperature
sensor); and the third is the desired or selected
temperature which is the input signal from
the automatic temperature (rheostat) selector
resulting from crew selection. These signals
are compared by the bridge circuitry, and the
error is determined, which results in one of two
pulsating output signals: a positive (hot) or
negative (cold) signal to the appropriate valve
motor. The magnitude of the pulses is determined by the error difference; each pulse is
shorter than the preceding one until the bridge
circuit is again balanced. Once balanced, any
change in duct or area temperatures or repositioning of the automatic temperature selector results in a repeat performance.
Moving the mode selector to MANUAL completely inhibits the automatic temperature control system, and the temperature control valve
position is a sole function of the COLD and
HOT positions of the manual temperature selector switch. As long as the switch is held in
either position, the associated valve receives a
continuous signal in the cold or hot directions,
as selected. When using manual temperature
control, all changes should be made in small increments, allowing the system to stabilize between selections. Reference should also be made
to the associated valve position indicator.
NORMAL OPERATION
FLIGHT (HEATING)
During normal flight in the medium to high
power range, the bleed-air supply is as shown
in Figure 11-2. LP bleed air is supplied to the
manifold from the LP compressor of the No. 1
engine. The No. 3 engine supplies the HP/LP
mixed air from its compressors to the manifold,
as determined by the associated PRV. The No.
2 engine provides an HP/LP mixed air supply
to the manifold through the normally open isolation valve, in addition to a direct supply to the
passenger air-conditioning valve; both supplies are as dictated by the No. 2 engine PRV.
The air from the manifold is directed to the
crew air-conditioning valve.
COND'G
OVHT
PC BOARD
55%
FULLY HOT
LIMITATION
MANUAL
THERMAL SWITCH
AUTO
SNs PRIOR TO 96
INTERCONNECT
FLAP
COCKPIT
CREW
SENSOR
AMPLIFIER
CABIN CONTROLS (OPTIONAL)
DUCT
SENSOR
RECYCLED
AIR
PASSENGER
SENSOR
THERMAL DUCT
SWITCH SENSOR
VALVE
BAGGAGE
COMPARTMENT
HEAT
VALVE
COLD
AIR
GENERATION
NO. 3
ENGINE
(HP/LP)
OZONE
CATALYSER
CREW TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
NO. 1
ENGINE
(HP/LP)
OZONE
CATALYSER
NO. 2
ENGINE
PC BOARD
REMOTE
(HP/LP)
55%
OR AUTO
OR APU
FULLY HOT
PASSENGER
LIMITATION MANUAL
TEMPERATURE
PASSENGER
REGULATING DUAL AIR-CONDITIONING
ELECTRIC VALVE VALVE
LEGEND
BLEED AIR
CONDITIONED AIR
COLD AIR
AUTO
REMOTE
Figure 11-18. Temperature Control Operation
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The passenger and crew air-conditioning

valves are as shown in Figure 11-11 since it
is assumed that the PASSENGER and CREW
switches (Figure 11-1) are at either the AUTO
or the ON positions. The demand for heating as determined by the temperature controllers positions the passenger and crew
temperature control valves so that the greater
volume of bleed air is passing through the hot
port of the valves and is supplied directly to the
respective jet pumps. The remaining flow
passes through the cold ports of the valves into
a common duct. This airflow is directed through
the primary heat exchanger and through the
open turbofan bypass valve (clean flight condition and TAS greater than 300 knots) to the
turbocooler turbine. The resulting outlet temperature from the turbine is a function of turbocooler efficiency at any given time.
This airflow is directed to the crew and passenger gaspers. Figure 11-19 depicts the final
conditioning and distribution in the occupied
areas. The low pressure at the jet pumps induces recirculation through the two-way ducts,
determining the conditioned air temperature
in the passenger and crew conditioned air
ducts. The gasper airflow is determined by
the gasper PRV.
temperature control valves through their

normally open air-conditioning valves. Figure
11-10 depicts the conditioning process and
assumes that TAS is less than 300 knots; therefore, the turbofan brake is off, and the bypass
valve is closed. The temperature control valves
are positioned by their controllers so that the
major volume of bleed air is passing through
the cold ports into the common duct to the
primary heat exchanger. Since the bypass valve
is closed, the turbofan is operating at maximum
efficiency, resulting in a large temperature
drop across the unit, which directs the bleed
air to the turbocooler compressor, the main
heat exchanger, and the turbocooler turbine.
The turbocooler is operating at maximum efficiency, resulting in a super-cooled air outlet. The water separator anti-icing valve will
modulate toward open in response to the temperature sensor downstream of the water separator. The warm air bled into the turbine
scroll prevents ice formation at the water separator. The hot air which passes through the
hot ports of the temperature control valves
induces mixing at the jet pumps, resulting in
the distribution depicted in Figure 11-20. Since
there is a high demand for cooling, the gasper
PRV is open, the high airflow pressurizes the
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, meteorological 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 direct 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
11-20
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PILOTS
FOOTWARMERS
COPILOT
GASPER
FLAPPER
VALVE
PASSENGER
DOOR
HEATING
TWO-WAY
MANIFOLDS
PASSENGER
GASPERS
CREW
INTERCONDITIONED
CONNECT
AIR DUCT
FLAP
(SNs PRIOR TO 163)
CABIN
FLOOR
HEAT
SENSOR/AMPLIFIER
CREW
THERMAL
SWITCH
CREW
DUCT
SENSOR
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
VENTURI
F
25
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SNs 69)
EFIS
BLOWERS
1
2
3
GASPER PICK-OFF
THIRD CREW MEMBER
NOSE
CONE
BLOWER
DEFOG
OUTLETS
EFIS VENTILATION
AIR OUTLETS
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
AFT WINDOW
VENTILATION DUCT
(PRIOR TO SN 116)
EFIS
MANUAL COLD AIR
DISTRIBUTOR
CONTROL
PILOT
GASPER
FLAPPER
CREW
TEMPERATURE VALVE
SENSOR
TWO-WAY
DUCT
FRONT GROUND
CONDITIONING
FLAP
PASSENGER
CONDITIONED
AIR DUCT
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
PASSENGER
DUCT
THERMAL REAR GROUND
SWITCH
CONDITIONING SENSOR
FLAP
PASSENGER
VENTURI
LEGEND
HOT AIR
COOLED AIR
RECIRCULATING AIR
AIR SOURCES:

Figure 11-19. Distribution System Normal OperationFlight (Heating)
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PILOTS
FOOTWARMERS
COPILOT
GASPER
FLAPPER
VALVE
PASSENGER
DOOR
HEATING
TWO-WAY
MANIFOLDS
PASSENGER
GASPERS
CREW
INTERCONDITIONED
CONNECT
AIR DUCT
FLAP
(SNs PRIOR TO 163)
CABIN
FLOOR
HEAT
SENSOR/AMPLIFIER
CREW
THERMAL
SWITCH
CREW
DUCT
SENSOR
ENGINE
AND FLIGHT
CONTROL
HEATING
CREW
VENTURI
F
25
NOSE CONE
ISOLATION
VALVE
(PRIOR TO SN 69)
EFIS
BLOWERS
1
2
3
GASPER PICK-OFF
THIRD CREW MEMBER
NOSE
CONE
BLOWER
DEFOG
OUTLETS
FLIGHT CONTROL
AND ENGINE POWER
CONTROL HEATING
(AFTER SB 900-115)
EFIS VENTILATION
AIR OUTLETS
EFIS
MANUAL COLD AIR
DISTRIBUTOR
CONTROL
AFT WINDOW
VENTILATION DUCT
PILOT (PRIOR TO SN 116) CREW
FLAPPER
GASPER
TEMPERATURE VALVE
SENSOR
LEGEND
HOT AIR
COLD AIR
CONDITIONED AIR (COOLED)
TWO-WAY
DUCT
FRONT GROUND
CONDITIONING
FLAP
PASSENGER
CONDITIONED
AIR DUCT
AIR SOURCES:
CABIN
FLOOR
HEATING
DUCTS
LAVATORY
HEATING
PASSENGER
PASSENGER
THERMAL REAR GROUND
DUCT
SWITCH
CONDITIONING SENSOR
FLAP
PASSENGER
VENTURI
3. COLD AIR FROM GASPER PRESSURE REGULATOR

4. HOT AIR TO PASSENGER JET PUMP
Figure 11-20. Distribution System Normal OperationFlight (Cooling)
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GROUND OPERATION
Except for the air source, ground and flight operation of the air-conditioning system is similar. 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 quadrant. 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 normally 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 pertaining 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
available when the HP 1 switch is in
AUTO and the:
A. WING anti-ice switch is on.
B. All power levers are less than 54
PLA.
C. S-duct anti-ice switch is on.
D. Selections in A or C are made.
2. When the isolation switch on the BLEED
AIR panel is at the ISOL position:
A. No. 2 engine bleed air is shut off.
B. No. 1 and No. 3 engine bleed air is
shut off.
C. No. 2 engine bleed air is isolated
from the manifold.
D. No. 2 engine bleed air is isolated
from the wing anti-icing system.
3. Moving the isolation switch to the
ISOL position when the APU bleed air
is selected:
A. Causes the APU to flame out
B. Isolates the APU bleed air from the
crew ducts
C. Causes the APU bleed-air valve to
close
D. Isolates APU bleed air from the
passenger ducts
4. If the ECU OVHT light comes on during ground air conditioning using the
APU bleed-air, the:
A. Turbofan bypass valve opens.
B. Air-conditioning valves close.
C. Turbofan brake releases.
D. APU automatically shuts down.
5. When the power levers are advanced to
the takeoff power position, the:
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.
11-24
6. The conditioning airflow to the baggage compartment is supplied from the:

A. Gasper duct
B. Recirculating air ducts
C. Crew hot-air duct
D. Passenger hot-air duct
7. Cooling air for the EFIS units is supplied from the:
A. Footwarmer and defogging ducts
B. Crew gasper duct
C. Nose cone blower
D. EFIS blowers
8. The interconnect valve lever on the
copilots console is used to interconnect
the:
A. Crew and passenger gasper ducts
B. Left and right recirculating ducts
C. Passenger gasper duct to the nose
cone duct
D. Passenger and crew conditioned air
ducts
9. The temperature gage on the temperature controller receives inputs from the:
A. Passenger temperature sensor
B. Crew duct sensor
C. Passenger duct sensor
D. Crew temperature sensor
10. The AUTO position of the crew temperature mode selector is operational
when the:
A. CREW switch on the BLEED AIR
panel is at AUTO.
B. HP 1 switch is on.
C. NORMEMERG pressurization
switch is at NORM.
D. PRV 2 and PRV 3 switches are on.
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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
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Control ......................................................................................................................... 12-17

Protection..................................................................................................................... 12-17
Indication ..................................................................................................................... 12-17
Operation ..................................................................................................................... 12-17
LIMITATIONS .................................................................................................................... 12-18
QUESTIONS....................................................................................................................... 12-19
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ILLUSTRATIONS
Figure
Title
Page
12-1
Pressurized Areas ................................................................................................... 12-2
12-2
Emergency Pressurization Control Panel ............................................................... 12-2
12-3
Air SourceEmergency 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 OperationAuto Mode Ground .................................................. 12-10
12-10
Pressurization OperationAuto Mode Flight ..................................................... 12-11
12-11
Pressurization OperationManual 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 synonymous terms. The term air conditioning applies to the regulated inflow of air to the
occupied areas, its conditioning, and its distribution.
Pressurization, on the other hand, relates to the
outflow of air from the occupied areas at precise rates which will achieve and maintain
programmed or selected altitudes and rates of
pressure change in the cabin throughout the operating envelope of the airplane.
PRESSURIZED AREAS
The pressurized areas of the Falcon 900 (Figure
12-1) are the occupied areas, the baggage compartment, and the nose cone.
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LEGEND
NOSE CONE
OCCUPIED AREAS
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BAGGAGE AREA
Figure 12-1. Pressurized Areas
AIR SOURCES
A normal and an emergency air source are
used for pressurization. The normal source of
air is supplied by the LP compressors of the
three engines, automatically supplemented as
required by HP bleed air. For more information on the normal air sources see Chapter 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
Conditioning, in this training manual.
An emergency source of air is required if the
ECU malfunctions. This airflow is controlled
by a two-position switch on the emergency
pressurization control panel (Figure 12-2).
The switch positions are labeled NORM
and EMERG. Moving this switch to the
EMERG position simultaneously closes the
cabin air-conditioning valve, drives the cockpit temperature control valve to the fully hot
position, and arms the cockpit manual temperature control switch. Airflow to the ECU
is now shut off.
Figure 12-3 depicts the emergency pressurization air source. The cabin air-conditioning
valve is closed; the cold port of the cockpit
temperature control valve is also closed, while
its hot port is fully open. Hot bleed air is directed to the cockpit recirculating jet pump.
The only conditioning achieved is from the
mixing of ambient cabin air with the bleed air
by the jet pump. Temperature control at the
higher altitudes may not present a problem;
however, when altitude is reduced, temperature will increase in the occupied areas and
may be controlled somewhat by using the
COLD position of the cockpit manual temperature control switch. However, this will
also reduce the airflow entering the occupied
areas and consequently affect pressurization.
CABIN
PRESSURIZATION
GENERAL
Figure 12-2. Emergency Pressurization

Control Panel
12-2
The Falcon 900 incorporates a cabin pressurization system capable of operating in automatic 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 controls cabin rates of change within the complete
isobaric range. The normal operating differential is automatically limited to 9.3 psi for
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Automatic controller
any isobaric range. The maximum positive

differential is also automatically limited to 9.6
psi (662 mb). Negative pressure in the pressurized area is prevented by a low differential limit of 0.29 psi (20 mb). In case of loss
of inflow air the maximum cabin altitude is
limited to approximately 14,500 feet. A 100%
redundancy is incorporated for all of these
safety features. The manual pressurization
control system is completely independent of
electrical power.
Manual controller
Emergency pressurization control
Main outflow valve
Emergency outflow valve
Jet pump
Automatic Controller
The automatic controller (Figure 12-4) is located on the lower right side of the center instrument panel. This unit, powered from Bus
A1, is a digital computer with a nonerasable
memory, capable of controlling the cabin pressurization system in automatic and semiautomatic modes during ground and flight
operation.
MAJOR COMPONENTS
General
The major components of the pressurization
system include the following:
LP WATER
SEPARATOR
COMPRESSOR
BATTERY COMPARTMENT
COLD AIR SUPPLY
ELECTRICAL VALVE
(SB F-900-125)
TURBOCOOLER
ANTI-ICING
DUCT SENSOR
ECU OVERHEATING
TEMPERATURE
SENSOR
TURBINE
HP WATER
SEPARATION
BAGGAGE
COMPARTMENT
VENTURI
SNs
PRIOR
TO 96
NO. 3 ENGINE
HP/LP BLEED AIR
OZONE
CATALYSER
CREW AIRCONDITIONING VALVE
COLD AIR
OR SUCTION
COLD AIR
PRESSUREREGULATING
VALVE
COLD AIR
OR
SUCTION
PASSENGER AIRCONDITIONING VALVE
FLOW
LIMITER
CABIN
PRESSURIZED
ISOLATION VALVE
PASSENGER
COLD AIR
PASSENGER
AIR-CONDITIONING
CIRCUIT
LEGEND
STATIC AIR
INLET
BLEED AIR
RAM AIR
RECIRCULATED AIR
CREW TEMPERATURE
REGULATING DUAL
ELECTRIC VALVE
ANTI-ICING
VALVE
CREW-AIR
CONDITIONING
CIRCUIT
CREW COLD
AIR
CABIN
COLD AIR
BAGGAGE
COMPARTMENT
HEATING
ELECTRIC VALVE
NO. 1 ENGINE
PYLON RAMAIR INLET
TURBINE
EMERGENCY
ANTI-ICING
ELECTRIC
VALVE
BYPASS
ELECTRIC
VALVE
NO. 2 ENGINE
HP/LP BLEED AIR
APU BLEED AIR
NO. 1 ENGINE
HP/LP BLEED AIR
TURBOFAN
PRIMARY HEAT
EXCHANGER
WATER
INJECTOR
MAIN HEAT
EXCHANGER
COOLING UNIT
AIR OUTLET
REGULATING DUAL ELECTRIC
VALVE
Figure 12-3. Air SourceEmergency 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 desired digital display of field barometric pressure in the QNH window. The three-position
switch on the lower left of the face sets the
field barometric pressure in the QNH display.
Figure 12-4. Automatic Controller
The face of the automatic controller has two

liquid crystal displays (LCD): one labeled
LAND ELV and the other QNH. A threeposition mode select switch on the upper right
of the face is labeled PROG (program), FL
(flight level), and LDG (landing) and is
used to select the automatic and semiautomatic modes, in conjunction with a threeposition switch on the upper left of the face.
The switch has + and positions and is spring
loaded to the center position. When the mode
select switch is at PROG, the associated
switch will change the digital display in increasing or decreasing increments when held
at the + or positions. The digital display
change in response to switch selection begins
at a slow rate and then increases in proportion
to the time the switch is held.
For ease of display setting, move the switch
intermittently in the desired direction. Since
the mode select switch is at the PROG position, the digital display indicates the elevation
of the destination field. The altitude range is
from 1,500 to +8,000 feet. When the mode
select switch is at the FL position, the associated switch is used to set the airplanes
flight planned (flight level) altitude in the digital display. The altitude range is from FL 000
to FL 500. Moving the mode select switch
from the FL to LDG position will permit the
12-4
A push-button switch labeled TEST on the

lower center of the face is used to test the validity 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
the test display will be FL 880, simultaneously the QNH display will be 88.88 in the mb
or in. Hg window in all three modes. The test
system can be used on the ground only since
it is inhibited by the airborne position of the
landing gear touchdown system. Should a failure be detected in the PROG mode, the system
must be retested in the FL and LDG modes. If
the test is now valid the airplane may be flown
using these two modes only.
The display windows of the automatic controller going blank during flight indicate a
malfunction of the automatic and semiautomatic modes.
NOTE
The LAND ELV label on the automatic controller illuminates when
PROG or LDG modes are selected,
but it will not illuminate when FL
mode is selected.
NOTE
The switch for the altitude display
changes it in increments of 100 feet between 1,500 and +8,000 feet when
the PROG mode is selected, 100 feet
between 1,500 and +14,000 feet when
the LDG mode is selected, and in increments of 10 feet between FL 000
and FL 500 when FL mode is selected.
Revision 2
FlightSafety
international
NOTE
The switch for the QNH display
changes it in increments of 0.01 in.
Hg between 28.00 and 31.00 in. Hg
when in. Hg is selected, and in increments of 1 mbar between 950 and
1,050 mb when mb is selected.
The automatic controller senses three parameters in the PROG mode: absolute cabin pressure, airplane altitude, and airplane rate of
change. The cabin pressure is sensed through
a port on the body of the unit. Altitude and rate
of change information is supplied from ADC
1 and ADC 2. The preprogrammed function is
inhibited in the FL and LDG modes, and the
system then operates from the only available
parameter, absolute cabin pressure.
In the PROG mode the automatic controller is
constantly monitoring the actual cabin altitude,
the destination field elevation, the landing
gear position, power lever position, and rates
of climb and descent, comparing these values
in the computers memory, and then producing output signals which ensure that the cabin
altitude will approach the theoretical cabin
altitude at a theoretical rate which will always remain within the established limits of
+650 feet per minute in climb and 450 feet
per minute in descent (Figure 12-4A).
The system will automatically maintain the
lowest possible cabin altitude relative to the
airplanes altitude and cabin pressure differential. Rates of pressure change will automatically be maintained as low as possible
for all flight profiles and will always remain
within the programmed limits.
The system also has the capability of initiating
a prepressurization program during takeoff,
permitting a smooth transition to the programmed profile after takeoff. Programmed
depressurization occurs after landing.
The FL mode is used when malfunctions occur

in the PROG mode such as an invalid test indication. The flight level altitude is inserted
into the controller which will then maintain the
minimum cabin altitude relative to the flight
level and cabin differential pressure.
The pilot must ensure that the programmed
flight level is not exceeded since the differential system will assume control and rates of
pressure change will then be proportionate to
the airplane rates. When descent is initiated,
the pilot must enter the landing field altitude
and set the QNH to the reported value.
NOTE
The landing field elevation to be inserted into the controller is actual
field. The cabin will depressurize at
a preprogrammed rate following
touchdown.
CAUTION
When operating in the FL mode, it is
important to program the system for
the LDG mode at a point in the descent which will permit the cabin
sufficient time to descend to 300 feet
below landing field elevation within
the maximum descent rate limits.
The LDG mode can be used after FL
mode selection to bring cabin altitude
equal to landing field altitude by setting the mode selector to LDG and
displaying the landing field altitude
o n t h e L A N D E LV d i s p l a y a n d
setting the QNH. LDG mode should
be used for all takeoff and landings
above 8,000 pressure altitude.
The PROG mode is selected for all flight conditions except when an invalid test is indicated
in the PROG mode prior to takeoff.
Revision 3
12-4A
FlightSafety
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THIS PAGE INTENTIONALLY LEFT BLANK
12-4B
Revision 3
Revision 2
15000

B
30
LEGEND
ZA: INSTANT AIRCRAFT ALTITUDE
ZCTH: THEORETICAL CABIN ALTITUDE
20
40
47000
45600
43000
37500
Figure 12-4A. Principle of Automatic Cabin PressurizationPROG Mode
10
27300
-1500
4700
6300
7800
7600
7300
7000
G
50
48800
2000
4000
6000
8000
H
ZA x 1000 FT
FlightSafety
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12-5
FlightSafety
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Emergency
Pressurization Control
The emergency pressurization control panel
(Figure 12-2) includes a two-position mode selector switch labeled AUTO and MAN, a
two-position air source selector switch labeled NORM and EMERG, a two-position
guarded switch labeled DUMP, and a rotary
manual controller labeled DN and UP.
With the mode selector switch at AUTO, the
air source selector switch at NORM, the
DUMP switch at the guarded position, and
the manual controller rotated (counterclockwise) to the DN position, the pressurization
system is preset for automatic operation.
Manual Controller
Placing the mode selector switch to the MAN
position inhibits automatic operation. A cabin
rate of descent will also be indicated on the
triple indicator. The manual controller permits the pilot to control the rate of climb, up
to a maximum of +1,500 feet per minute when
rotated to the UP position or, +2,500 feet per
minute when moved beyond the UP position
to the hard stop. The maximum rate of descent is a preset value of 1,500 feet per minute
when the manual controller is set to the DN position. A constant cabin pressure may be
achieved by adjusting the manual controller
until the cabin rate indicator stabilizes at 0.
CAUTION
The manual controller must be at the
DN position when operating in the
PROG, FL, or LDG modes. If it is removed out of the DN position while
operating in any of these modes, it
will override the selected mode and
induce a rate of climb in the cabin.
12-6
Main Outflow Valve

The main outflow valve is an electropneumatic poppet valve (Figure12-5) mounted on
the rear pressure bulkhead. The valve consists of a control chamber, a cabin pressure or
actuator chamber and is separated by a flexible diaphragm connected to the poppet valve.
A spring in the control chamber determines a
fail-safe closed position for the poppet.
The pressure in the control chamber is determined by a quadrant operated by a torque
motor in response to output signals from the
automatic controller. The quadrant alternately
opens two nozzles: one admits cabin pressure
to the control chamber, moving the poppet toward close, and the other nozzle connects the
control chamber to the control pressure line,
reducing control pressure and inducing the
poppet toward open.
The main outflow valve control chamber also
includes a cabin altitude limiter and a relief
valve. The function of the main outflow valve
is to operate in response to signals from the
automatic controller and meter air out of the
cabin at a rate which will maintain the programmed cabin altitude and limit the rates of
climb and descent in response to the automatic controller.
Emergency Outflow Valve

The emergency outflow (Figure 12-5) is similar in design and operation to the main outflow
valve. It is normally pneumatically operated,
but it does have a solenoid valve to induce rapid
closing for takeoff. Pneumatic operation is
based on the differential between control pressure and cabin pressure as determined by a
pneumatic relay.
The emergency outflow valve also includes an
altitude limiter valve and a relief valve.
Revision 3
FlightSafety
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EMERGENCY
OUTFLOW VALVE
MAIN
OUTFLOW
VALVE
FWD
EMERGENCY
PRESSURIZATION
CONTROL
PANEL
Figure 12-5. Outflow Valves
The control chambers of both valves are interconnected by a sense line; therefore, during automatic operation the emergency outflow
valve is slaved to the main outflow valve, and
during emergency operation the main outflow
valve is slaved to the emergency outflow valve.
Jet Pump
A jet pump supplied with a motive flow from a
line supplied by No. 1 and No. 2 engines HP
bleed-air lines, or from the APU bleed air when
weight on wheels, is used to create a constant
negative pressure of .29 psi (20mb). This negative pressure is used to determine operation of
the main and emergency outflow valves during
automatic or emergency operation and during
manual control of the pressurization system.
Revision 3

Cabin altitude, cabin/ambient pressure differential, and cabin pressure rate of change are
all indicated on a triple-scale gage (Figure
12-6) located on the lower right side of the center instrument panel. The cabin altitude scale
is calibrated in feet from 1,000 to +50,000.
The scale is color-coded amber between 8,000
and 10,000 and red above 10,000. The altitude
sweep needle is labeled ALT.
The differential pressure scale is calibrated in
psi from 1 to +40. It is color-coded amber between 9.4 and 9.7 and red between 9.7 and 10.
An open sweep needle with an inward facing
pointer indicates the prevailing differential.
12-7
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 confirmed that the manual controller is at the (normal/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).
Figure 12-6. Triple Indicator
A cabin pressure rate-of-change scale is located on the left side of the dial. It is calibrated
in feet per minute times 1,000 from 0 to 2, UP
and DN. The prevailing rate is indicated by a
needle.
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
12-8
The flight planned landing field elevation is entered in the automatic controller and displayed
in feet in the LCD. The TEST switch is pushed,
and the LCDs react as explained earlier, verifying the validity of the system for full automatic operation (Figure 12-4). The engines are
running, the HP 1, PRV 2, and PRV 3 switches
are set at auto, the PASSENGER and CREW airconditioning switches are at the AUTO positions
(Figure 12-8), and the power levers are at idle.
Revision 2
FlightSafety
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Advancing the power levers to takeoff power

with weight on wheels will complete circuits
to rapidly close the cabin and cockpit airconditioning valves, isolating all bleed air
from the occupied areas. The HP1 valve will
be closed; the PRV2 and PRV3 valves will
also close for approximately 18 seconds.
Simultaneously, the master controller will
transmit an output signal to the main outflow
valve torque motor, which will increase control pressure and close the valve. A circuit is
also completed to the solenoid valve on the
emergency outflow valve. The energized
solenoid admits cabin pressure to the control
chamber of the emergency outflow valve for
rapid closing.
Figure 12-9 depicts pressurization in the auto
mode ground configuration. Bleed air is off and
the cabin is sealed until after lift-off.
Auto Mode Flight

When the landing gear proximity switches assume the flight position, circuits are completed to slowly open the cabin and cockpit
air-conditioning valves, permitting airflow to
the occupied areas. The automatic controller
assumes the PROG mode (Figure 12-10) . Its
reaction will be determined by one of the following conditions.
If takeoff field elevation is higher than the
programmed landing field elevation, the output from the auto controller will position the
torque motor so that the cabin pressure jet is
open and the control pressure jet is closed.
Control pressure will increase, inducing the
outflow valve toward closed, and cabin pressure will increase at a programmed rate until
it is equal to the programmed landing field elevation.
If the takeoff field elevation is below that of
the programmed landing field, the torque
motors response to the controller signals will
close the cabin pressure jet and open the control pressure jet to the low pressure of the jet
pump. The decreasing control pressure will increase the outflow valve opening and increase
Revision 2
cabin altitude at a controlled rate until it

reaches the programmed value. Consequently,
the minimum cabin altitude will be maintained
throughout the flight relative to airplane altitude, the landing field altitude, and cabin/ambient differential.
No further action is required of the crew
throughout the flight.
Before landing the barometric correction value
(QNH) is to be selected.
When the airplane touches down and with the
power levers at idle, the automatic controller
will initiate the controlled depressurization
mode, and the cabin will climb to field elevation at a maximum rate of +650 feet per minute.
NOTE
To ensure against any pressure surges
in the cabin and baggage compartments, flaps are installed on the cabin
and baggage compartment doors.
These flaps are mechanically connected to the operating mechanisms
of the respective doors. During door
opening the associated flap opens
and equalizes the compartment and
ambient pressures.
Referring to Figure 12-10, the negative pressure is determined by jet pump or venturi action and maintained relatively constant at
approximately .29 psi.
The control pressure in the control chamber of
the main outflow valve is constantly modified
by the command signals from the automatic controller. When any changes occur in cabin pressure as a result of power changes or any other
cause, the controller will respond and position
the torque motor to either admit cabin pressure
through the cabin pressure jet or shut off the
cabin pressure jet and open the negative pressure
jet, thus increasing or decreasing control pressure. The poppet valve will respond accordingly
by increasing or decreasing the outflow to the
atmosphere.
12-9
AMBIENT PRESSURE
NEGATIVE PRESSURE
ELECTRICAL POWER
MODIFIED CONTROL PRESSURE
ENGINE BLEED
AUTO NORM
;
;
CABIN PRESSURE
UP
12-10
EMERGENCY PRESSURIZATION
PANEL
LEGEND
DN
DUMP
MANUAL
CONTROLLER
CABIN
PRESS
28 VDC
BUS A1
MAN EMERG
PRESSURIZATION
AUTO
LAND. ELV
NORM
QNH
DUMP
AUTOMATIC
CONTROLLER
TEST
;
;
PNUEMATIC
RELAY
FILTER
CABIN
ALTITUDE
LIMITER
RELIEF
VALVE
CHECK
VALVE
CABIN
INTERIOR
MAIN OUTFLOW
VALVE
Revision 3
NO. 1 AND NO. 2 ENGINE

OR APU BLEED AIR
EMERGENCY
OUTFLOW VALVE
JET PUMP
Figure 12-9. Pressurization OperationAuto Mode Ground
CABIN
INTERIOR
EXTERIOR
international
EXTERIOR
;
;;
TORQUE
MOTOR
QUADRANT
ELECTRIC
VALVE
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MAN
NEGATIVE PRESSURE
ELECTRICAL POWER
AMBIENT PRESSURE
ENGINE BLEED
AUTO NORM
UP
CABIN PRESSURE
Revision 3
PANEL
LEGEND
DN
MAN EMERG
PRESSURIZATION
DUMP
MANUAL
CONTROLLER
28 VDC
BUS A1
CABIN
PRESS
AUTO
LAND. ELV
MAN
QNH
NORM
TEST
AUTOMATIC
CONTROLLER
DUMP
RELIEF
VALVE
CHECK
VALVE
CABIN
INTERIOR
MAIN OUTFLOW
VALVE

OR APU BLEED AIR
EMERGENCY
OUTFLOW VALVE
12-11
JET PUMP
Figure 12-10. Pressurization OperationAuto Mode Flight
CABIN
INTERIOR
EXTERIOR
international
EXTERIOR
;
;
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ELECTRIC
VALVE
;;
TORQUE
MOTOR
QUADRANT
PNUEMATIC
RELAY
CABIN
ALTITUDE
LIMITER
;;
FILTER
FlightSafety
international
Since the control chambers of both outflow

valves are interconnected, any change in control pressure in the main valve control chamber will also be reflected in the control
chamber of the emergency outflow valve, and,
consequently, it remains slaved to the main outflow valve.
If the pressurization test prior to takeoff reveals
a malfunctioning PROG mode, the system
must be tested in the FL and LDG modes. If
these tests are valid, the crew must insert the
flight level information into the controller
computer. The ground prepressurization mode
will be inoperative.
After takeoff the FL mode will achieve and
maintain the minimum lowest cabin altitude
relative to the flight planned airplane altitude
of the isobaric range selected; for example, if
the flight planned altitude is 25,300 feet, the
FL program will maintain a sea level cabin at
a differential of 9.3 psi. However, if this flight
planned altitude is exceeded, the system will
automatically transition to a new isobaric
range, and cabin altitude will increase at a
programmed rate. When the airplane reaches
50,000 feet (which is the isobaric limit of the
system), the cabin altitude will be approximately 8,000 feet at a differential of 9.3 psi.
If the airplane altitude exceeds 50,000 feet, the
pressurization system will transition to differential control and maintain 9.3 psid. As
descent is initiated, the pilot must insert the
landing field elevation into the controller computer and also insert the reported QNH. No further selections are necessary through the
descent and landing.
When the airplane touches down and with the
power levers at idle, the automatic controller
will initiate the controlled depressurization
mode, and the cabin will climb to field elevation at a maximum rate of 650 feet per minute.
If loss of electrical power or other malfunctions occur, rendering the PROG, FL, and
LDG modes inoperative, a descent rate of
1,000 feet per minute will be indicated on the
triple indicator. The crew must now resort to
12-12
manual mode control by moving the mode selector switch to MAN position and then rotating the manual controller clockwise, gently,
until the rate needle returns to 0.
Manual Mode Flight

Figure 12-11 depicts manual mode control.
When the mode selector is moved to manual,
all electrical power is removed from the controller. The manual controller is a three-port metering valve. One port is connected to cabin
pressure, the second port is connected to the jet
pump, and the third port is connected to a pneumatic relay on the emergency outflow valve.
The control pressure signal to the pneumatic
relay is determined by the position of the manual control knob. As the control knob is turned
clockwise, the control pressure in the pneumatic relay is being reduced, and the relay
bellows is contracting under the influence of
cabin pressure. The contracting bellows opens
a metering port, exposing the control chamber of the emergency outflow valve to the low
pressure of the jet pump.
As control pressure decreases, the poppet
valve is moved toward open by cabin pressure, increasing the outflow to the atmosphere.
The rates of cabin pressure change are directly proportionate to the rate and distance
the control knob is moved; therefore, the control knob should be moved slowly and in small
increments to avoid the discomfort produced
by rapid and/or large pressure changes.
CAUTION
When operating on manual pressurization control, it is imperative to
monitor the system by reference to
the triple indicator. Cabin altitudes
and rates of change must be periodically adjusted, especially during descent. An adequate buffer must be
maintained between cabin and airplane altitudes to prevent rapid descent rates in the cabin.
Revision 1
CABIN PRESSURE
NEGATIVE PRESSURE
ELECTRICAL POWER
AMBIENT PRESSURE
ENGINE BLEED
AUTO NORM
UP
;
;
Revision 3
PANEL
LEGEND
DN
DUMP
AUTO
LAND. ELV
MAN
QNH
NORM
TEST
AUTOMATIC
CONTROLLER
;
;
DUMP
PNUEMATIC
RELAY
CABIN
ALTITUDE
LIMITER
RELIEF
VALVE
CABIN
INTERIOR
MAIN OUTFLOW
VALVE

OR APU BLEED AIR
EMERGENCY
OUTFLOW VALVE
JET PUMP
Figure 12-11. Pressurization OperationManual Mode Flight
CABIN
INTERIOR
EXTERIOR
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EXTERIOR
CHECK
VALVE
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MOTOR
QUADRANT
12-13
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ELECTRIC
VALVE
;
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FILTER
MANUAL
CONTROLLER
CABIN
PRESS
28 VDC
BUS A1
MAN EMERG
PRESSURIZATION
FlightSafety
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As explained earlier the main outflow valve is

slaved to the emergency outflow valve during
manual mode operation. A flow limiter in the
slaving line will maintain the integrity of the
emergency valve if the slaving line ruptures.
The flow limiter also dampens any surges from
affecting both valves.
PROTECTION
The protection systems consist of normal differential limiting, maximum differential limiting, negative differential prevention, and
cabin altitude limiting. All except the normal
differential limiting are incorporated in each
outflow valve (Figure 12-10), and each is independent of the other.
The normal differential limit of 9.3 psi is a
function of the PROG mode in the controller
computer. This limit is automatically maintained during all normal flight conducted in
the PROG mode.
The maximum differential of 9.6 psi is a function of a relief valve in each outflow valve. It
consists of a bellows-operated valve. The bellows is exposed internally to cabin pressure and
externally to static atmosphere. When the differential between cabin pressure and static
atmosphere reaches or exceeds 9.6 psi, the
bellows expands, opening the valve and connecting the control chamber to the atmosphere.
The drop in control pressure induces the poppet toward open, increasing the cabin airflow
to the atmosphere, thus limiting the differential to 9.6 psi.
Each outflow valve includes an altitude limiter,
consisting of a valve connected to a sealed bellows evacuated to respond to a pressure equivalent to approximately 14,500 feet. The bellows
is exposed externally to cabin pressure. If airflow to the cabin is shut off or decreases to a point
at which cabin altitude increases, the bellows begins to expand and opens the valve, permitting
cabin air to enter the outflow valve control chamber, equalizing the pressure across the diaphragm, and the spring force will close the
poppet. This safety feature can be overridden
only by the low differential limiter.
12-14
The low differential limiter protects the structure from the effects of negative differential
pressure. This condition will occur, for example, if the airplanes rate of descent exceeds the cabin rate of change. The actuator
chamber of each outflow valve is exposed to
cabin pressure which enters through a vented
orifice. This pressure is acting upward on the
main diaphragm and downward on the balance diaphragm. The lower side of the balance
diaphragm is exposed to atmospheric pressure; consequently, if cabin pressure approaches to within 0.29 psid of atmospheric
pressure, the balance diaphragm will be pushed
upward, opening the poppet, thus equalizing
cabin and atmospheric pressures. The cabin
will now descend at the same rate as the airplane with accompanying personal discomfort. To ensure an immediate response to this
condition, a one-way check valve on each outflow control chamber will be unseated, permitting control pressure to escape to the cabin.
DEPRESSURIZATION
The airplane may be depressurized rapidly,
when conditions warrant it, by moving the red
guarded switch on the emergency pressurization control panel (Figure 12-2) to the DUMP
position. Power will be removed from the automatic controller and simultaneously applied
to the torque motor of the main outflow valve.
The torque motor will position the quadrant
to close the cabin pressure inlet jet to the control chamber of the main outflow valve and
open the control pressure jet to the jet pump
low pressure. Control pressure will dissipate
rapidly, and the poppet valve will open fully.
Since the emergency outflow valve is slaved
to the main valve, it will also go fully open,
and rapid decompression will occur. The maximum cabin altitude control valve will limit the
cabin altitude to 14,500 feet if the dump switch
is used.
FlightSafety
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WARNING
Since rapid decompression may
cause severe discomfort, it should
not be selected until the cabin/ambient differential is first reduced, unless a serious emergency dictates
otherwise.
BAGGAGE
COMPARTMENT
PRESSURIZATION
When the BAG switch is at the NORM position, the baggage compartment heat and isolation valves are both open, and pressurization
is controlled according to the mode selected.
Placing the BAG switch at the X
HEAT position
will close the heat valve and shut off the supply of heating air to the baggage compartment. Pressurization will continue through
the open isolation valve.
If the switch is moved to the ISOL position,
the heat valve and isolation will both close, and
the baggage compartment is completely isolated.
PROTECTION
GENERAL
The baggage compartment located aft of the
passenger compartment is normally pressurized and maintained at approximately the same
differential as the occupied areas. However,
it can be isolated completely from the pressurization system.
AIR SOURCES
The baggage compartment has two electrically controlled valves: one is a normally open
isolation valve which connects the passenger
cabin to the baggage compartment for pressurization, and the other, also normally open,
supplies air from the cockpit hot air line to a
mixing jet pump for baggage compartment
heating; therefore, there are two air supplies
to the baggage compartment.
CONTROL
Pressurization and heating for the baggage
compartment is controlled by a three-position
switch located on the BLEED AIR section of
the overhead switch panel (Figure 12-8). The
switch is labeled BAG, and the positions
are labeled NORM, HEAT, and ISOL.
An x is scribed across the HEAT label.
Revision 2
Positive and negative pressure relief valves are

installed in the baggage compartment. If the
heat valve fails to close when the BAG switch
is moved to ISOL, the positive pressure relief
valves will limit the baggage compartmentto-cabin pressure differential to 0.07 psi.
When the baggage compartment is isolated,
negative pressure during descent is prevented
by the negative pressure-relief valves, which
will open at 0.28 psi, connecting the compartment to the atmosphere.
INDICATION
A light on the warning panel labeled BAG
ISOL (Appendix B) will come on when the
BAG switch is in the ISOL (down) position and
the isolation valve reaches the fully closed
position.
The operation of the electric heating and isolation valves can also be monitored on the
maintenance test panel.
OPERATION
Figure 12-12 depicts operation of the luggage
compartment pressurization system.
12-15
FlightSafety
international
Figure 12-12. Baggage Compartment Pressurization Operation
NOSE CONE
VENTILATION/
PRESSURIZATION
is to ensure a positive airflow through the nose

cone for cooling of the installed electronic
equipment.
GENERAL
There are two air sources: one supplied by a

fan for ventilation when on the ground and during low-altitude flight, and the other supplied
from the cabin pressurization system to provide for positive ventilation through pressurization at normal flight altitude.
The nose cone is ventilated when the airplane

is on the ground and during low-altitude flight.
It is pressurized during normal flight. The
transition from ventilation to pressurization
and vise versa is entirely automatic. The function of the ventilation/pressurization system
12-16
AIR SOURCES
Revision 3
FlightSafety
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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 butterfly 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/atmosphere differential pressure is low, such as on
the ground or during low-altitude flight, the
spring maintains the exhaust butterfly fully
open, and a probe on the butterfly shaft causes
the proximity switch to conduct, closing the
blower relay and powering the blower.
The cabin airflow to the nose cone is controlled by a mechanically operated, normally
open isolation valve (installed on aircraft SNs
prior to 70). The valve is controlled by a twoposition lever (Figure 12-13) on the copilots
console. The quadrant slot is labeled NORM
and CLOSED. The supply line directs the air
to the lower portion of the cone and incorporates a flow limiter to protect the pressurized
cabin in case of radome rupture.
After takeoff and when cabin/atmosphere differential is between 1.74 and 2.9 psi, the differential across the pneumatic actuator begins
to close the exhaust butterfly, shutting down
the fan, restricting the outflow, and increasing nose cone pressure. This process will continue until the butterfly is fully closed at a
cabin/atmosphere differential of 3.04 to 4.35
psi. Nose cone/ambient differential is now approximately 0.72 psi. The only airflow from
the nose cone is through calibrated holes in the
butterfly valve. One of these holes is adjustable
by mechanics to calibrate the nose cone differential pressure.
Revision 3
Figure 12-13. Nose Cone Isolation

Valve Lever
(SNs Prior to 70)
PROTECTION
A pressure-relief valve installed in the nose
cone bulkhead provides structural protection
in case the calibrated holes become clogged.
This valve will operate when the nose cone/ambient differential reaches 1.37 psi.
INDICATION
The temperature in the nose cone compartment is sensed by a thermal switch, which
turns on the NOSE CONE OVHT (70C) light
on the warning panel. This light may indicate
lack of ventilation in the nose cone.
OPERATION
Figure 12-14 depicts the nose cone ventilation/pressurization system in a normal flight
operating mode. The exhaust butterfly is fully
closed, and airflow is metered through the
calibrated holes in the butterfly. A flapper
valve on the fan inlet air duct closes when the
fan is shut down and is maintained closed by
nose cone pressure.
12-17
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FLOW LIMITER
THERMAL
SWITCH
NOSE CONE
ISOLATION VALVE
(SNs PRIOR TO 69)
EVACUATION
DUCT
NOSE LEVER
(SNs PRIOR TO 69)
NORM
PNUEMATIC
ACTUATOR
CLOSED
CABIN
PRESSURE
CABIN
PRESSURE
PROXIMITY
SWITCH
NOSE CONE
NOSE
GEAR WELL
M
LEGEND
CABIN PRESSURE
FLAP
AMBIENT AIR
EXHAUST AIR
BUTTERFLY
VALVE
PRESSURE
RELIEF VALVE
ELECTRIC
BLOWER
EVACUATION
LOUVERS
Figure 12-14. Nose Cone Ventilation/Pressurization Operation
LIMITATIONS
The limitations contained in the AFM pertaining to pneumatics, air conditioning, and
pressurization are binding under law regardless of the type of operation.
12-18
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QUESTIONS
1.
The emergency source of air for pressurization is supplied from the:

A. Cabin air hot duct
B. Turbofan
C. Cockpit air hot duct
D. No. 1 engine anti-icing duct
2.
For normal operation of the pressurization system the manual controller must
be positioned:
A. Midway between UP and DN
positions
B. At the DN position
C. To produce zero rate of change
D. To the up hard stop
3.
When operating on emergency pressurization, cabin temperature is a function

of:
A. Engine power
B. Altitude
C. The cockpit air jet pump
D. All of the above
4.
A solenoid valve on the emergency outflow valve functions to:

A. Rapidly close the valve during
takeoff
B. Dump cabin pressure when
energized
C. Slowly close the emergency valve at
high altitude
D. Limit cabin/ambient differential to
9.6 psi
5.
The cabin altitude limiting system will

limit cabin altitude to:
A. A differential of 6.3 psi
B. The programmed field elevation
C. 14,500 feet
D. A rate of change of 650 feet per
minute
12-19
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CHAPTER 13
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
13-i
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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
13-1
Title
Page
Standby Pump Activation under Various Conditions .......................................... 13-16
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CHAPTER 13
INTRODUCTION
The Falcon 900 hydraulic systems consist of two independent supply and distribution
systems which cannot be interconnected and an auxiliary system. The systems use hydraulic fluid specification MIL-H-5606 (NATO codes H515 or H520).
GENERAL
Main hydraulic power is supplied by three selfregulating pumps driven by the corresponding
engine accessory gearbox. Each pump delivers
a maximum flow of 7.6 U.S. gpm (28.65 1/min)
and provides a regulated pressure output of
2,987 psi (200 3.5 bars), at zero flow.
An electric motor-driven pump, referred to as the
standby pump, is normally used to provide
standby (auxiliary) pressure to the No. 2 system
should the engine-driven pump fail. It can also
be used for testing either system on the ground.
Revision 3
Selection of this mode is made manually with a

selector located in the rear compartment.
The hydraulic system components are mounted
on the hydraulic racks in the rear compartment.
System No. 1 components are located on the
left side, system No. 2 and standby components
on the right side.
External hydraulic cart connections are provided for ground checks and maintenance testing of each system.
13-1
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Figure 13-1 presents a block diagram of hydraulic power distribution.
DESCRIPTION OF MAIN
COMPONENTS
PRESSURIZED BOOTSTRAP
RESERVOIRS
Each system has its own reservoir. The capacity of the No. 1 system reservoir is 2.38 U.S.
gallons (9 liters); the capacity of the No. 2 system reservoir is 1.58 U.S. gallons (6 liters).
Figure 13-2 shows a typical reservoir.
Each reservoir is pressurized by its corresponding hydraulic system. System pressure
acting on a small piston that is mechanically connected to a larger (pressurization) piston imposes
pressure on the fluid in the reservoir. The difference in piston diameters results in a low pressure of approximately 40 psi imposed on the
reservoir fluid. Reservoir overpressurization is
prevented by a relief valve. Entrapped air is
automatically purged through a venting valve.
Each reservoir features a direct-reading fluid
level indicator with two scales labeled PRESSURIZED and UNPRESSURIZED (Figure
13-3).
Each scale includes two red ranges for low and
excessive fluid, and a green range optimum
level at a temperature between 40 and 90 C
when the system has been unpressurized for several hours.
A quantity transmitter electrically actuates a
HYDR QTY indicator in the cockpit.
13-2
Reservoir Servicing
Servicing (topping up) the hydraulic reservoirs
ensures the correct level of fluid for proper
system operation. Prior to reservoir servicing,
the applicable hydraulic system must be
depressurized and the following conditions
complied with.
No. 1 System
1. Gear down and locked, main gear doors
closed
2. Slats retracted
3. Reservoir depressurizeddepress the
red button on the pressure-holding
valve (Figure 13-4). Keep reservoir depressurized throughout filling.
4. Check the nitrogen charge of the accumulators:
a. System accumulator1,500 psi
(103.5 bars)
b. Pressure-holding accumulator
1,700 psi (117 bars)
No. 2 System
1. Slats and airbrakes retracted
2. Reservoir depressurized (same as step 3
for No. 1 system).
3. Check the nitrogen charge of the system
and pressure-holding accumulators (same
as step 4 for No. 1 system).
4. Check the nitrogen charge of the other
system accumulators:
a. Thrust reverser accumulator1,500
psi (103.5 bars)
b. Parking brake accumulator1,000
psi (70 bars)
c. Airbrake pressure-holding accumulator1,000 psi (70 bars) or 500 psi
(35 bars) (check applicability)
Revision 2
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MAIN HYDRAULIC POWER
NO. 1 SYSTEM
NO. 2 SYSTEM
NO. 1
RESERVOIR
NO. 2
RESERVOIR
P1
P3
AUXILIARY HYDRAULIC POWER
STANDBY
PUMP
P2
PRESSURIZATION
PISTON
STANDBY PUMP SELECTION

(IN FLIGHT POSITION)
(OTHER POSITIONGROUND TEST)
FLUID
CHAMBER
DRAIN
COUPLING
ELEVATOR SERVOACTUATOR
AILERON SERVOACTUATOR
SUCTION LINE
RUDDER SERVOACTUATOR
RELIEF VALVE
ELEVATOR ARTHUR
AILERON ARTHUR Q
AIRCRAFT < 165
LEVEL INDICATOR
SYSTEM PRESSURE
FLAPS
OUTBOARD SLATS
AIRBRAKES
OUTBOARD SLATS
(EMERGENCY MODE)
NORMAL BRAKES AND

ANTI-SKID
NOSEWHEEL STEERING
LANDING GEAR AND DOORS
EMERGENCY BRAKES
INBOARD SLATS
QUANTITY
TRANSMITTER
PISTON
PUMP REGULATION
RETURN LINE
PARKING BRAKES
THRUST REVERSER
GENERAL RETURN
LINE
LEGEND
NO. 1 PRESSURE
NO. 2 PRESSURE
AUXILIARY PRESSURE
SUPPLY FLUID
Figure 13-1.
Revision 3
Hydraulic System Block Diagram
Figure 13-2.
Hydraulic Reservoir (Typical)
13-3
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VOLUME
(LITERS)
20C (68F)
UNPRESSURIZED
40C (40F)
PRESSURIZED
8
20C (68F)
7
90C (194F)
6
20C (68F)
40C (40F)
LEVEL
INDICATOR
5
LEVEL
INDICATOR
90C (194F)
4
20C (68F)
40C (40F)
VOLUME
(LITERS)
40C (-40F)
UNPRESSURIZED
90C (194F)
PRESSURIZED
90C (194F)
international
Loosen the locknut on the filling valve (Figure

13-5), and connect a hydraulic servicing unit
(Risbridger or equivalent) serviced with MILH-5606 or AIR 3520B hydraulic fluid.
Pump fluid into the reservoir until 20 C (full)
is read on the UNPRESSURIZED scale of the
reservoir fluid level indicator and the HYDR
QTY indicator in the cockpit indicates full.
Close and tighten the locknut, and disconnect
the servicing unit. Activate the standby pump
to pressurize the reservoir, and then shut it off
and recheck the fluid level. Check that the indicator in the cockpit indicates the proper level.
ENGINE-DRIVEN PUMPS
The self-regulating, piston-type pumps are
driven by the accessory gearbox of the corresponding engine. They provide a regulated
output pressure ranging from 2,987 psi (206
bars) for the no-flow condition to 2,900 psi
(200 bars) at the maximum flow rate of 7.6 U.S.
gpm (28.65 1/min). The pumps are not controlled from the cockpit; however, a shear section in the pump drive shaft protects the engine
in the event of pump seizure.
2
1
RESERVOIR
DEPRESSURIZING
BUTTON
NO. 1 RESERVOIR
NO. 2 RESERVOIR
PRESSURE
HOLDING
VALVE
THRUST REVERSER
ACCUMULATOR
SYSTEM
ACCUMULATOR
Figure 13-3.
13-4
Reservoir Fluid Level Indication
Figure 13-4.
Pressure-Holding Valve
Revision 3
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LOCKNUT
32
30
FWD
NO. 1 HYDRAULIC SYSTEM
FILLING VALVE
2
1
0
3
4
5
32
30

FILLING VALVE
TEST
L R
FWD
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/1
HYDR
1/1
3
1/2
QTY PSI X 1000
Figure 13-5.
Revision 3.01
ON
3
1/2
BRAKE
AUTO
4
OFF
ST-BY
PUMP
QTY PSI X 1000
Reservoir Servicing
13-5
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Pump Operation
Rotation of the barrel (Figure 13-6) displaces
the sliding pistons, which draw fluid and provide pressure output according to swash plate
position. At maximum output, the swash
plate is at maximum tilt.
When discharge pressure is greater than reference spring tension, the compensation spool
is positioned to regulate pressure applied to
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
swash plate angle decreases.
As discharge pressure decreases, the compensation spool is raised by the reference spring,
allowing control pressure to flow to return.
The swash plate spring pushes the swash
plate to the maximum angle, increasing piston stroke and pump output.
BARREL
SWASH
PLATE
COMPENSATION
SPOOL
REFERENCE
SPRING
LEGEND
DISCHARGE PRESSURE
SUPPLY FLUID
CONTROL PRESSURE
REGULATION RETURN
CONTROL
PISTON
Figure 13-6.
13-6
SWASH
PLATE
SPRING
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PRESSURE-HOLDING VALVE
The pressure-holding valve assists in maintaining 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

valve prevents accumulator depletion when
the engine-driven pumps cease operation.
The depressurizing button, when depressed,
enables the hydraulic reservoir and system
to be depressurized for proper servicing.
Each system includes an oleopneumatic accumulator to dampen pressure surges and provide
instantaneously available reserve power. Each
accumulator is equipped with a charging valve
and a pressure gage. The No. 2 system includes
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
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INLET
OUTLET
SELF-SEALING
VALVE
OPEN
Figure 13-8.
Figure 13-9.
13-8
Filter (Typical)
Standby Hydraulic Pump
Revision 3
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power for the parking brake system and the

thrust reversers.
STANDBY PUMP
In the event of No. 2 system pump failure or
a pressure drop in that system, the electrically
driven standby pump (Figure 13-9) will provide backup pressure for the No. 2 system.
The pump, DC-powered by the main bus, is
controlled by the ST-BY PUMP switch with
OFF, ON, and AUTO positions. When the
switch, located on the hydraulic control and
display panel (Figure 13-10), is in the OFF position, the pump is inoperative. Pump operation in the AUTO or ON position will be
presented under Auxiliary Hydraulic System.
NOTE
After engine shutdown or hydraulic failure, hydraulic pressure in
the system accumulator drops to
zero. Check valves maintain hydraulic pressure in the brake and
thrust reverser accumulators.
FILTERS
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.
TEST
ASKID
#1
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
HYDR
HYDR
L R
1/1
ON
#2
OFF
#1
OFF
4
3
1/2
2
1
BRAKE
Figure 13-10.
Revision 3.01
1/1
0
0
QTY PSI X 1000
AUTO
4
ON
3
1/2
2
1
0
0
QTY PSI X 1000
OFF
ST-BY
PUMP
Hydraulic System Control and Display Panel
13-9
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HYDRAULIC SYSTEM
CONTROL AND DISPLAY
PANEL
Fluid quantity and pressure for each main system are read on the HYDR indicators (the left
indicator is for the No. 1 system). The PUMP 1,
PUMP 2, or PUMP 3 annunciator will come on
when pressure from the respective pump drops
below 1,500 psi (103.5 bars). All colored
annunciators are shown in Appendix B. The
ST/BY PUMP annunciator illuminates if the
standby pump operates continuously (longer
than 60 seconds) or if the standby pump selector
in the rear compartment (Figure 13-11) is not in
the IN FLIGHT position.
NO. 1 HYDRAULIC
SYSTEM
The No. 1 hydraulic system is pressurized by two
self-regulating pumps driven by the No. 1 and
No. 3 engines. Both pumps draw fluid from the
No. 1 reservoir (Figure 13-12).
Figure 13-11.
13-10
The pressure output of the pumps hydraulically

charges the No. 1 system accumulator and supplies pressure to barrel 1 of the aileron, elevator, and rudder servoactuators, elevator Arthur,
slats, normal brakes, and landing gear. Pressure
in the system is read on the left HYDR PRESSURE indicator on the hydraulic control panel.
The PUMP 2 annunciator will be on (No. 2 engine not operating). A relief valve prevents excessive pressure buildup in the event an
engine-driven pump malfunctions.
If the pump on the No. 1 or No. 3 engine fails,
the remaining pump will provide pressure for
subsystem operation.
When the engines are shut down and system
pressure bleeds off, an accumulator in the pressure-holding valve maintains reservoir pressurization.
External hydraulic power can be connected to
the system for maintenance or ground tests.
Most of the No. 1 system components are located
in the left hydraulic compartment (Figure 13-13).
Standby Pump Selector
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PUMP 2
y
;
y
;
;
y
;
y
y;y;y;
;
y
;
y
y; y;
;y
;y ;yy;;yy;
L R
y;y;y;
y
;
y;y;y;
y
;
PUMP 1
TEST
ST/BY
PUMP
PUMP 3
ASKID
ON
OFF
OFF
HYDR
1/1
HYDR
1/1
4
3
1/2
ON
1/2
BRAKE
AUTO
0
0
QTY PSI X 1000
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
NO. 1 RESERVOIR
y;y;y;
P1
P3
PRESSUREHOLDING
VALVE
STANDBY
PUMP
SELECTOR
ACCUMULATOR
P2
PRESSURE
SWITCH
EP
SYSTEM
PRESSURE
TRANSMITTER
NO. 1 SYSTEM
ACCUMULATOR
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
RUDDER
SERVOACTUATOR
LEGEND
ELEVATOR
ARTHUR
RETURN
SUPPLY FLUID
NITROGEN
SLATS
ELECTRICAL
QUICK DISCONNECT
;y

NORMAL BRAKES
AND ANTI-SKID
CHECK VALVE
LANDING GEAR
AND DOORS
RELIEF VALVE
Revision 4
Figure 13-12.
No. 1 Hydraulic System
13-11
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NO. 2 HYDRAULIC
SYSTEM
The No. 2 hydraulic system is pressurized by
one self-regulating pump driven by the No. 2
engine drawing fluid from its own reservoir
(Figure 13-14).
The pressure output of the pump charges the No.

2 system accumulator and supplies pressure for
actuation of barrel 2 of the aileron, elevator, and
rudder servoactuators, aileron Arthur Q, flaps,
airbrakes, outboard slats in manual and automatic modes, emergency brakes, nosewheel steering, thrust reverser, and parking brakes. The
thrust reverser and parking brake accumulators
RESERVOIR
PRESSURE-HOLDING
VALVE AND
ACCUMULATOR
FILTERS (WITH
CLOGGING DETECTORS)
Figure 13-13.
13-12
SYSTEM
ACCUMULATOR
No. 1 System Components
Revision 2
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NO. 2 RESERVOIR
PUMP 2
y
;
y
;
;
y
;
y
y;y;y;
;
y
;
y
y; y;
;y
;y ;yy;;yy;
L R
y;y;y;
;
y
y;y;y;
y
;
PUMP 1
TEST
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/1
HYDR
1/1
1/2
2
1
BRAKE
ON
1/2
AUTO
4
2
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
0
0
QTY PSIX 1000
y;y;y;
P1
ST/BY
PUMP
PUMP 3
P3
IN-FLIGHT POSITION
STANDBY
PUMP
SELECTOR
P2
PRESSURE
HOLDING VALVE
AND ACCUMULATOR
EP
PRESSURE
SWITCH
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS

RUDDER
LEGEND
SERVOACTUATOR

AILERON ARTHUR Q
AIRCRAFT < 165
RETURN
SUPPLY FLUID
OUTBOARD
SLATS
(EMERGENCY MODE)
NITROGEN
THRUST
REVERSER
ELECTRICAL
FLAPS

QUICK DISCONNECT
AIRBRAKES
;y

EMERGENCY
BRAKES
CHECK VALVE
NOSEWHEEL
STEERING
RELIEF VALVE
Revision 4
PARKING
BRAKES
Figure 13-14.
No. 2 Hydraulic System

13-13
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are isolated by check valves, maintaining reserve pressure for actuation of these subsystems
when the No. 2 system is not operating. A relief
valve prevents excessive pressure buildup in the
event the engine-driven pump malfunctions.
Pressure in the system is read on the right HYDR
PRESSURE indicator on the hydraulic control
and display panel. The PUMP 1 and PUMP 3 annunciators will be on (No. 1 and No. 3 engines
not operating).
When the No. 2 engine is shut down and system

pressure dissipates, an accumulator in the pressure-holding valve maintains reservoir pressurization.
External hydraulic power can be connected to the
system for maintenance or ground testing.
Most of the No. 2 hydraulic system components are
located in the right hydraulic compartment
(Figure 13-15). Figure 13-16 shows both the No. 1
and No. 2 hydraulic systems in operation.
RESERVOIR
FILTERS (WITH
CLOGGING
DETECTORS)
PRESSURE-HOLDING
VALVE AND
ACCUMULATOR
SYSTEM
ACCUMULATOR
Figure 13-15.
13-14
No. 2 System Components
Revision 1
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PUMP 2
y
;
y
;
;
y
;
y
y;y;y;
;
y
;
y
y; y;
;y
;y ;yy;;yy;
L R
y;y;y;
;
y
y;y;y;
y
;
PUMP 1
TEST
ST/BY
PUMP
PUMP 3
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/1
HYDR
1/1
1/2
ON
1/2
BRAKE
AUTO
0
0
QTY PSI X 1000
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
NO. 1 RESERVOIR
y;y;y;
P1
NO. 2 RESERVOIR
P3
PRESSURE-HOLDING
VALVE
P2
ACCUMULATOR
EP
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
NO. 1 SYSTEM
ACCUMULATOR
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND

RUDDER
SERVOACTUATOR

RETURN
ELEVATOR
ARTHUR
AILERON ARTHUR Q
AIRCRAFT < 165
SLATS
OUTBOARD
SLATS
(EMERGENCY MODE)
SUPPLY FLUID
NITROGEN
THRUST
REVERSER
ELECTRICAL
FLAPS

QUICK DISCONNECT
AIRBRAKES
;y

NORMAL BRAKES
AND ANTI-SKID
EMERGENCY
BRAKES
LANDING GEAR
AND DOORS
NOSEWHEEL
STEERING
PARKING
BRAKES
CHECK VALVE
RELIEF VALVE
Revision 4
Figure 13-16.
No. 1 and No. 2 Hydraulic Systems Operating
13-15
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ON-GROUND OPERATION
AUXILIARY HYDRAULIC
SYSTEM
The auxiliary hydraulic system consists
primarily of the electrically driven standby
pump and the standby pump selector (Figure
13-11) in the rear compartment. The pump
is controlled by the ST-BY PUMP switch on
the hydraulic control and display panel.
With the ST-BY PUMP switch in the AUTO or

ON position and the standby pump selector in
the IN FLIGHT position, the pump activates
when system No. 2 pressure drops below 1,500
psi. With the selector in GROUND TEST
(Figure 13-18), the ST/BY PUMP light will
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

AUTO position and the standby pump selector
in the IN FLIGHT position. If pressure in the
No. 2 system drops below 1,500 psi and the airbrake 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
condition necessary for pump operation is No.
2 system pressure dropping to 1,500 psi. When
the pressure of the standby pump reaches 2,150
psi, it will turn off. Continuous operation in excess of 60 seconds illuminates the ST/BY PUMP
annunciator on the hydraulic control panel.
Figure 13-17 shows the standby pump pressurizing the No. 2 system. Note that all three PUMP
annunciators are illuminated.
Table 13-1.
AIRPLANE
CONFIGURATION
It is important that the standby

pump be switched off prior to engine
shutdown to prevent pump motor operation with battery power only.
Table 13-1 shows the conditions required for

in-flight and on-ground activation of the
standby pump.
LIMITATIONS
Hydraulic fluid must conform to specification MIL-H-5606 or AIR 3520B.
STANDBY PUMP ACTIVATION UNDER VARIOUS CONDITIONS
STBY PUMP
SWITCH POSITION
MANUAL STANDBY PUMP

SELECTOR POSITION
CONDITION(S) REQUIRED
FOR STANDBY PUMP OPERATION
AUTO
IN FLIGHT
No. 2 system pressure below 1,500

psi and airbrake lever out of 0
position
ON
IN FLIGHT
No. 2 system pressure below

1,500 psi
IN FLIGHT
No. 2 system less than 1,500 psi
GROUND TEST
No. 1 system less than 1,500 psi,

selector at ground test.
In flight
On ground
13-16
AUTO/ON
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28 VDC
PUMP 2
L R
y;y;y;
;
y
AIRBRAKE
EXTENSION
CONTROL
y
;
y
;
;
y
;
y
y;y;y;
;
y
;
y
y; y;
;y y;
y;
;y ;yy;;yy;
y;y;y;
y
;
PUMP 1
TEST
NO. 2 RESERVOIR
FLIGHT
GROUND
DELAY
#1
ON
#2
OFF
#1
OFF
ST/BY
PUMP
HYDR
HYDR
1/1
1/1
1/2
0
0
QTY PSI X 1000
ON
1/2
BRAKE
AUTO
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
60 SEC
TIME
DELAY
y;y;y;
P1
ASKID
PUMP 3
P3
IN FLIGHT
POSITION
STANDBY PUMP
SELECTOR
EP
P2
CONTROL
RELAY
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
RUDDER
LEGEND
SERVOACTUATOR
AUXILIARY PRESSURE
AILERON ARTHUR Q
AIRCRAFT < 165
RETURN
SUPPLY FLUID
OUTBOARD
SLATS
(EMERGENCY MODE)
NITROGEN
THRUST
REVERSER
ELECTRICAL
FLAPS

QUICK DISCONNECT
AIRBRAKES
;y

EMERGENCY
BRAKES
CHECK VALVE
NOSEWHEEL
STEERING
RELIEF VALVE
Revision 4
PARKING
BRAKES
Figure 13-17.
Standby Pump Pressurizing No. 2 System

13-17
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28 VDC
y
;
y
;
;
y
y;;y
;
y
y; ;y
;y
;y y;y;y;;yy;
y;y;y;
;
y
y;;yy;
y
;
TEST
ASKID
ON
OFF
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
L R
OFF
HYDR
1/1
HYDR
1/1
4
3
1/2
ON
1/2
BRAKE
AUTO
0
0
QTY PSI X 1000
OFF
ST-BY
PUMP
0
0
QTY PSI X 1000
NO. 1 RESERVOIR
P3
P1
GROUND TEST
POSITION
60 SEC
TIME
DELAY
P2
y;
;
y
STANDBY
PUMP
SELECTOR
EP
CONTROL
RELAY
PRESSURE
SWITCH
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND
RUDDER
SERVOACTUATOR
AUXILIARY PRESSURE
RETURN
ELEVATOR
ARTHUR
SUPPLY FLUID
NITROGEN
SLATS
ELECTRICAL
QUICK DISCONNECT
;y

NORMAL BRAKES
AND ANTI-SKID
CHECK VALVE
LANDING GEAR
AND DOORS
RELIEF VALVE
13-18
Figure 13-18.
Standby Pump Pressurizing No. 1 System
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QUESTIONS
1.
The hydraulic reservoirs are pressurized

by:
A. Regulated bleed air
B. System pressure applied to a
small piston in the reservoir
C. System pressure applied directly
to a large piston in the reservoir
D. An internal spring
2.
When either of the main hydraulic systems

is depressurized, reservoir pressurization:
A. Dissipates
B. Decreases
C. Is maintained by the pressureholding valve
D. Is maintained and cannot be
released
3.
An indication of reservoir fluid level is

presented:
A. Only on the fluid level indicator
on the reservoir
B. On the indicator on the reservoir
and on the indicator in the
cockpit
C. Only on the indicator in the
cockpit
D. By a sight glass on the reservoir
4.
The standby pump can be used to:

A. Pressurize the No. 1 system on
the ground.
B. Pressurize the No. 2 system on
the ground.
C. Pressurize the No. 2 system in
flight.
D. All of the above
Revision 1
5.
The standby pump:

A. Draws fluid from the reservoir of
the system it is pressurizing, and
fluid return is to the same
reservoir
B. Draws fluid from the reservoir of
the system it is pressurizing, and
fluid return is to the opposite
reservoir
C. Can be used to pressurize either
main system in flight
D. Can be used to pressurize only
the No. 1 system on the ground
6.
In flight, with the ST-BY PUMP switch

in AUTO and the standby pump selector
in the IN FLIGHT position, the standby
pump activates when:
A. Pressure in the No. 2 system
drops below 1,500 psi.
B. The airbrake lever is moved out
of the 0 position.
C. Pressure in the No. 1 system
drops below 1,500 psi.
D. Pressure in the No. 2 system
drops below 1,500 psi, and the
airbrake lever is moved out of the
0 position.
7.
One of the prerequisites to reservoir servicing is:

A. Maintain full hydraulic pressure
in the system.
B. Ensure the slats are extended.
C. Release all hydraulic pressure
from the system (including the
thrust reverser and parking brake
accumulators if the No. 2 reservoir
is being serviced).
D. Ensure the flaps are extended.
13-19
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8.
If the pump on the No. 1 or No. 3 engine

fails:
A. The remaining pump will supply
full pressure for actuation of all the associated subsystems.
B. The No. 1 system will be completely inoperative.
C. The standby pump automatically
supplies pressure to the No. 1
system.
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 hydraulic systems
C. The No. 2 hydraulic system only
D. The standby pump only
13-20
10. The engine accessory gearbox is protected

from damage in the event of pump seizure
by:
A. A shear section on the pump
drive shaft
B. A pressure-relief valve in the
system
C. A slip clutch in the accessory
gearbox
D. A bypass valve in the pump
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CHAPTER 14
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
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LIMITATIONS .................................................................................................................... 14-37

Tires ............................................................................................................................. 14-37
Brakes .......................................................................................................................... 14-37
QUESTIONS....................................................................................................................... 14-38
14-ii
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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 IndicationsEmergency 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
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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
14-1
14-iv
Title
Page
Functions Controlled by Flight/Ground Detection Proximity Switches ................ 14-8
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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 antishimmy feature.
GENERAL
LANDING GEAR
Landing gear and door actuation are electrically
controlled and hydraulically actuated during
normal gear operation. An emergency hydraulic
control handle and three mechanical unlocking

control handles are provided for door opening
and emergency extension of the gear.
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The system includes main gear and door actuators, a nose gear actuator and telescopic locking tube, gear and door uplock boxes, and
proximity switches.
The normal landing gear handle is used for gear
extension and retraction. Proximity switches
sequence the opening of the main gear inner
doors, extension or retraction of the gear, and
closing of the doors.
The landing gear is mechanically and hydraulically downlocked, pressure being maintained
on the gear actuators after extension. The
gears and main gear inner doors are uplocked
by gear and door uplock boxes without hydraulic assistance.
A hydromechanical control enables main gear

inner door opening and gear emergency extension. The main gear doors remain open, the
gears are mechanically downlocked, and
hydraulic pressure is maintained on the gear
actuators. Normal control sequencing circuits
are deenergized during emergency extension.
The landing gears and doors are shown in
Figure 14-1.
BRAKES
Normal and emergency brakes can be applied
by either pilot. Normal (No. 1) braking with
antiskid is powered by the No. 1 hydraulic
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
14-2
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Emergency (No. 2) braking without antiskid,

powered by the No. 2 hydraulic system, is
also differential and progressive. As in normal
braking, either pilot can apply the brakes in
this mode.
Parking brakes are powered by the No. 2 hydraulic system or by pressure from a parking
brake accumulator. Braking is activated by a
parking brake handle (not with the toe pedals) and is progressive but not differential.
Antiskid protection is not provided in this
mode of braking.
NOSEWHEEL STEERING
Nosewheel steering, powered by the No. 2 hydraulic system, is provided by a rack-and-pinion actuator on the nose gear. A handwheel on
the left console provides electrical signals to
operate a control valve on the steering actuator. Feedback signals from a potentiometer
nulls steering signals as the selected position
is obtained.
The nosewheels are self-centering at lift-off, and
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 .
Antishimmy is provided within the steering
actuator.
LANDING GEAR
MAIN GEAR
Each main gear leg (Figure 14-2) consists primarily of a shock strut barrel housing a shock
absorber (lower unit) serviced with hydraulic
fluid and nitrogen. The shock absorber mounts
the axle, wheels, and brake assemblies and is
connected to the barrel with scissor links.
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
brake antiskid system, one driven by each
main wheel. When extended, the main gear is
downlocked by an integral lock in the gear
actuator and by constantly applied hydraulic
pressure. When retracted, the gear is uplocked
by mechanical uplock units that are
hydraulically unlocked in the normal operating mode and mechanically unlocked in the
emergency extension mode.
GEAR UPLOCK BOX
Main Gear Doors

Each main gear is enclosed at retraction with a
main and fairing door (Figures 14-2 and 14-3).
DOOR
ACTUATOR
DOOR
UPLOCK
BOX
BRACING
CYLINDER
FAIRING
DOOR
BARREL
MAIN
DOOR
SHOCK
ABSORBER
LEFT MAINLOOKING AFT
Revision 1
Figure 14-3. Main Gear Doors
Figure 14-2. Main Landing Gear
14-3
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The fairing door is mechanically connected to

and actuated by the gear. The electrically sequenced main door is hydraulically actuated
to the closed position with the gear extended
or retracted in the normal mode and opens
during gear transit.
also functions as a drag brace. The locking tube

is hydraulically unlocked prior to retraction
and incorporates the nose gear operation and
indication proximity switches.
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 emergency gear extension handle labeled GEAR
PULL (Figure 14-4).
Pressure is applied to the doorlocks and the
door actuators, releasing the locks and extending the doors. To close the doors, push in
(stow) the GEAR PULL handle. This energizes 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 unlocking 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 absorber serviced with hydraulic fluid and nitrogen. A rotatable inner barrel is controlled
by the steering system.
The inner barrel and shock absorber are connected with scissor links. A hydraulically actuated 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
proximity switches and two tachometer generators, one driven by each nosewheel. When
extended, the nose gear is mechanically
downlocked by a telescopic locking tube that
14-4
(NORMAL HANDLE DOWN)
Figure 14-4. Hydraulic Emergency (Gear

Pull) Gear Extension Handle
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FWD
GEAR
UPLOCK
BOX
ACTUATING
CYLINDER
BARREL
FORWARD
DOORS
TELESCOPIC
LOCKING
TUBE
STEERING
ACTUATOR
UPLOCK
ROLLER
AFT DOORS
SCISSOR LINK
DOOR OPERATING
ROLLER
DOOR
PROXIMITY
SWITCHES
ROTATABLE
SHOCK
ABSORBER
Figure 14-5. Nose Landing Gear and Doors
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Nose Gear Doors

Four nose gear doors (Figure 14-5) enclose the
nose gear at retraction. The upper aft door is mechanically connected to the strut barrel and to
the airplane structure. The lower aft door is
connected to the scissors. Both doors move to
enclose the rear area of the gear at retraction.
The two forward doors are mechanically actuated by rollers on the torque link lower arm,
closing the doors at retraction. Each door
mechanism includes a proximity switch for the
red nose gear light.
Figure 14-6 shows the landing gear extended
and retracted configurations and the nose gear
forward doors opened and closed.
LANDING GEAR
COMPONENTS
Main Gear Bracing Cylinder
The main gear cylinders are secured to the
wing structure and to the main gear strut barrel. Hydraulic extension or retraction of the
cylinder piston raises or lowers the gear. The
cylinders also function as side braces with the
gear extended and contain an internal mechanism for locking the gear in the extended
position. They are equipped with two proximity switches: one controls the gear operating sequence, and the other provides gear
position indications and warnings.
locked down by an internal locking mechanism

and hydraulically unlocked for retraction. The
unit is equipped with two proximity switches
that control gear operation and indication.
Main Gear Door Actuators

One door actuator in each main wheel well is
attached to the airplane structure and to the door.
The door is opened and closed by hydraulic action of the actuator, which features a proximity
switch controlling gear operating sequence.
Flight/Ground Detection
The flight/ground detection system senses inflight or on-ground position of the main and
nose gear shock absorbers and activates various circuits accordingly. Shock absorber position is detected by two proximity switches
on each gear.
The various functions activated or inhibited by
the detection system, and the combination of
proximity switches involved, are shown in
Table 14-1.
Normal Gear Operation

Sequence and Indications
Hydraulically sequenced opening and closing of the main gear doors is controlled by
proximity switches on each main gear uplock
or downlock unit. Switches on the door uplocks
control the red MOVING lights for the main
landing gear.
Nose Gear Actuating Cylinder

The nose gear actuating cylinder is secured to
the airplane structure and to the nose gear
strut barrel. It hydraulically raises or lowers
the nose gear, but does not contain a downlock
mechanism or proximity switches.
Telescopic Locking Tube

The telescopic locking tube, attached to the airplane structure and to the nose gear strut barrel, follows gear movement. It is mechanically
14-6
NOTE
The doors will not operate unless
the main and nose gears are fully uplocked or downlocked.
Main landing gear extension and retraction

sequence is controlled by proximity switches
on the door uplock units and on the main gear
door actuators.
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NOSE LANDING GEAR
MAIN LANDING GEAR
;;;;;
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NOSE GEAR
DOOR MECHANISM
SPRING
GEAR
UPLOCK
BOX
TELESCOPIC
LOCKING
TUBE
Revision 1
GEAR
UPLOCK
UNIT
DOOR
UPLOCK
BOX
BRACING
CYLINDER
;;
;;
Figure 14-6. Landing Gear and Door Operation
DOOR
ACTUATOR
;;
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;
UPLOCK
ROLLERS
ACTUATING
CYLINDER
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PROXIMITY
SWITCHES
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Table 14-1.
NOSE GEAR
1 (B1/A1)
FUNCTIONS CONTROLLED BY FLIGHT/GROUND

DETECTION PROXIMITY SWITCHES
LEFT MAIN GEAR
1 (A1)
2 (A1)
2 (A1)
One of the two proximity switches
Authorizes on the ground:

One of the two switches
Nosewheel steering
Both switches
Auto radar forced standby
Omega
Flight recorder (option)
Public address (option)
ENG 2 FAIL warning
MFD
Normal antiskid
operation (SB 54)
Batteries cold air
cooling (SB-125)
Authorizes during flight:
One of the two switches
Copilots Davtron clock
One of the two proximity switches
Combined with
Authorizes on the ground:
Normal antiskid operation
APU operation
Baggage compartment door (external) closing
Battery ventilation
Ground idle for all three engines
Standby hydraulic pump cycling with selector switch set to AUTO
Takeoff warning indication
Test of:
ADC 1 and 2
EFIS 1 and 2
FGC 1 and 2
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
Pilots Davtron clock
Standby horizon (one of the two proximity switches)
Prevents in flight:
Normal engine start
Thrust reverser deployment
Pressurization test
LEFT MAIN GEAR

1 (A1)
2 (A1)
NOSE GEAR SHOCK

1 (B1/A1)
2 (A1)
One of the two
proximity switches(1)
RIGHT MAIN GEAR

1 (B1/A1)
2 (B1)
LEFT MAIN
2 (A1)
RIGHT MAIN
2 (B1)
Inhibits in flight:
Automatic slat extension
by the
STALL 1
STALL 2
test button
test button
One of the two

proximity switches(1)
Combined with
Prevents on the ground:
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:

1. Inner doors open.
2. Gear extends or retracts.
3. Inner doors close.
Proximity switch status changes after the completion of an operation, and the next operation
is initiated.
14-8
Main Gear Doors

Normal main gear door sequencing is controlled
by the main gear uplock and downlock
proximity switches. The doors will close only
when the gear is fully extended or retracted and
are sequenced open prior to gear extension and
retraction.
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Main Gear
Normal gear operation is controlled by the door
proximity switches. The gear will not extend or
retract until the door actuators are fully
extended.
Nose Gear Doors

The nose gear doors are not sequenced; they are
mechanically actuated by nose gear movement.
Nose Gear
The nose gear telescopic locking tube and uplock, in conjunction with the main gear proximity switches, control main gear door
operation. The doors will not close until all three
gears are either uplocked or downlocked.
CONTROLS, INDICATIONS,
AND WARNINGS
Controls
The normal landing gear control handle (Figure 14-7) controls a six-contact switch. Four of
the contacts control the operation of the inner
doors and extension and retraction of the gear.
The fifth contact triggers the warning voice
and the red flashing light in the gear control
handle. The sixth contact energizes the antiskid system when the gear handle is down.
A red safety catch can be applied to lock the gear
handle in the down position. The catch is thumbed
open prior to placing the handle up or down. In
aircraft 157 and subsequent the safety catch
is removed.
Inadvertent retraction on the ground is prevented by a spring-loaded locking pin that
holds the handle down. Extension of the left
main and nose shock absorbers at lift-off
automatically releases the spring-loaded
locking pin, allowing handle movement. The
locking pin can be overridden at any time by
depressing the red pushbutton above the control handle. In aircraft 157 and subsequent the
red pushbutton is removed.
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Hydraulic Emergency Gear

Extension Handle
This red control handle (Figure 14-4), located
beside the normal gear control handle, is labeled
GEAR PULL. Pulling the handle out mechanically actuates a hydraulic selector valve in
the hydraulic emergency extension system to direct No. 1 hydraulic system pressure for unlocking of the gears and doors and for gear extension
only. A microswitch on the selector valve trips
to interrupt electrical power to the gear sequencing system. Stowing the handle restores electrical sequencing and repositions the selector valve
prior to normal gear operation.
Mechanical Emergency
Extension Controls
The main gear handles are located in covered

recesses in the floor on either side of the
center pedestal. Each handle is mechanically
connected by a Teleforce cable to the corresponding gear door lock and gear uplock box.
The nose gear handle is located in a recess on
the left side of the center pedestal, held by
spring-loaded claws, or a spring on later aircraft.
Pulling the handles mechanically releases the
main gear doors and the gear uplocks for
freefall emergency extension.
CENTER CIRCUITBREAKER PANEL
LEFT CIRCUITBREAKER PANEL

IWL 1
5
L/G
CONTROL
LIIWW
5
LIWW
7.5
AUDIO
PANEL
EX
WARN A WARN LIGHTS A
IWBI
10
IIML
5
EXTING
1
ST BY
PUMP
IWGL
5
RIGHT CIRCUITBREAKER PANEL

IWL 2
5
AUDIO
PANEL
EX
WARN B WARN LIGHTS B
FIRE - WARNING
2IWW
5
DETECT LIGHTS
1
WARN A-B
FIRE - WARNING
RIWW
7.5
LIIWW
5
IWB2
10
IWGR
5
2IWW
10
EXTING
2
DETECT
2
APU
LIDW
2.5
HYDR 1
INDIC
ICC
5
ANTISKID
HYDR
IDG
5
L/G
INDIC
RIDW
2.5
HYDR 2
INDIC
IGH
5
NOSE
WHL
NORMAL
CONTROL HANDLE
CONFIGURATION PANEL
OVERRIDE
PUSHBUTTON
AIR
BRAKE
FLAPS
UP
0
7
A/C <157
Indications
Landing Gear Position
Indicator Panel
This panel, labeled LANDING GEAR, is located on the lower portion of the configuration
panel (Figure 14-9).
The panel includes six colored lights and a
TEST pushbutton. The two red rectangular
left and right MOVING lights are controlled
by main gear door uplock mechanism
international
IGA
5
Three independent mechanical control handles

(Figure 14-8) provide for manual unlocking of
the gears and the main gear inner doors.
Normal Landing Gear

Control Handle
Revision 4.01
The control handle incorporates a red light that

flashes when the gear is in transit or fails to lock
in the retracted or extended position.
FlightSafety
SLATS
DN40
20
MOVING
LANDING GEAR
SAFETY
CATCH
TEST
FLASHING
LIGHT
LH
NOSE
RH
Figure 14-7. Normal Landing Gear Control Handle, Position Indicators

and Circuit Breakers
14-9
FlightSafety
international
MAIN GEAR
UPLOCK UNIT
(LEFT AND
RIGHT)
DOOR LOCK
(LEFT AND
RIGHT)
NOSE GEAR UPLOCK UNIT
Figure 14-8. Mechanical Gear Manual Unlocking Controls
14-10
FlightSafety
international
proximity switches. When illuminated, they

indicate that the main gear doors are not
locked closed. During normal retraction or
extension, the red lights indicate that the
gear is in transit, extinguishing when gear sequencing is properly completed and the doors
are up and locked.
The main gear red lights illuminate any time
the associated gear door is not closed. The
nose gear red light illuminates when the nose
gear is not locked in either the extended or retracted position. It also illuminates if the nose
gear is locked down and either of the two forward nose gear doors is not fully open.
The three green NOSE, LH, and RH lights are
controlled by proximity switches on the nose
telescopic locking tube and on the main gear
bracing cylinders. Illumination indicates that
the corresponding gear is locked down.
The green main gear lights are controlled by one
of two proximity switches on the main gear
bracing cylinders and illuminate when the gears
are locked down. The green nose gear light is
controlled by one of the two proximity switches
on the nose gear telescopic tube and illuminates
when the nose gear is locked down.
Warning Voice and

Flashing Red Handle
An audible voice announces Gear when any
of the following exists:
Airspeed is below 160 knots, the control
handle is in the up or down position,
any gear is not locked down, and any of
the power levers is below 73 PLA (voice
can be silenced with the HORN SIL
pushbutton, shown in Figure 14-11).
Flaps handle is positioned to 40 and
any gear is not locked down, regardless
of the position of the power levers or airspeed (voice cannot be silenced).
NOTE
Airspeed information is provided by
both the left and right ADCs.
Figure 14-12 and 14-13 show gear position displays and gear and door movement during retraction and extension.
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 primary A1 bus. Figure 14-10 shows light displays during normal operations.
Warnings
Handle Light
A red light in the gear control handle normally 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.
Revision 3.01
14-11
14-12
HORN
WARNING
SILENCE
VOICE
MAIN
CONFIGURATION
PANEL
MOVING
20 FLAPS + SLATS
TEST
NOSE
RH
MOVING
40 FLAPS + SLATS
20 FLAPS + SLATS
TEST
NOSE
AIRPLANE
IN
FLIGHT
CLEAN
7 FLAPS + SLATS
LANDING GEAR
LH
IAS <160 KT
CLEAN
7 FLAPS + SLATS
LANDING GEAR
LH
FULL
POWER
RH
40 FLAPS + SLATS
THIRD PHASE
DOOR
CLOSING
LIGHT
FLASHING
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
40 FLAPS + SLATS
SECOND PHASE
GEAR
RETRACTION
LIGHT
FLASHING
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
NOSE
RH
40 FLAPS + SLATS
Revision 3
RETRACTION
Figure 14-12. Displays and Warnings during Landing Gear Retraction
AIRPLANE
ON THE
GROUND
international
LH
FIRST PHASE
DOOR
OPENING
FlightSafety
MOVING
40 FLAPS + SLATS
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LANDING GEAR
NOSE
SLAT/FLAP
CONTROL

THE WARNING VOICE CANNOT BE SILENCED.
LANDING GEAR
NOSE
MAIN
EXTENSION
HORN
WARNING
SILENCE
VOICE
CONFIGURATION
PANEL
MOVING
20 FLAPS + SLATS
TEST
LH
NOSE
REDUCED
POWER
IAS <160 KT
CLEAN
7 FLAPS + SLATS
LANDING GEAR
NORMAL GEAR
EXTENSION
CONTROL
SLAT/FLAP
CONTROL
RH
40 FLAPS + SLATS
AIRPLANE
IN
FLIGHT
FLASHING
LIGHT
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
LH
NOSE
RH
MOVING
CLEAN
7 FLAPS + SLATS
LANDING GEAR
20 FLAPS + SLATS
TEST
40 FLAPS + SLATS
LH
NOSE
RH
MOVING
40 FLAPS + SLATS
20 FLAPS + SLATS
TEST
NOSE
RH
40 FLAPS + SLATS
CLEAN
7 FLAPS + SLATS
20 FLAPS + SLATS
TEST
RH
40 FLAPS + SLATS
14-13
Figure 14-13. Displays and Warnings during Landing Gear Extension
AIRPLANE
ON THE
GROUND
international
NOSE
THIRD PHASE
DOOR
CLOSING
FlightSafety
MOVING
LANDING GEAR
LH
SECOND PHASE
GEAR
EXTENSION
CLEAN
7 FLAPS + SLATS
LANDING GEAR
LH
FIRST PHASE
DOOR
OPENING
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Revision 3.01
BEFORE GEAR
EXTENSION
FlightSafety
international
LANDING GEAR OPERATION

Normal Retraction (Figure 14-14)
At lift-off, extension of the left main and
nose gear shock absorbers releases the
solenoid-operated lockpin inhibiting gear
retraction on the ground.
Moving the gear control handle up modifies
the status of the six-contact switch, resulting
in the following sequence of events:
1. The red light in the control handle
flashes.
2. The extension solenoid in the gear electric selector valve deenergizes, venting
the pressure on the extension side of the
main gear bracing cylinders to return.
3. The door-opening solenoid in the electric selector valve energizes (provided
the gear is down and locked), directing
pressure to unlock and open the main
gear doors, as indicated by illumination of the left and right red MOVING
lights.
4. The gear retract solenoid in the electric selector valve energizes as soon
as the main gear doors are fully open,
directing pressure to unlock the gears,
as evidenced by the green NOSE, LH,
and RH lights going out.
NOTE
During gear retraction, the brakes
are automatically applied to stop
wheel rotation prior to retraction into
the wheel well.
5. The red center MOVING light comes on

as soon as the green nose gear light goes
out, indicating nose gear movement.
6. All three gears retract and engage their
mechanical uplocks. The red gear handle light and the red center nose gear
MOVING lights extinguish.
7. The door closing solenoid in the electric selector valve energizes, directing
pressure to close the main gear doors
14-14
(the left and right MOVING lights go

out). The gear retraction solenoid deenergizes, venting gear actuator pressure
to return.
8. The door closing solenoid deenergizes,
venting pressure in the door actuators
to return.
9. All lights on the position indication
panel are now extinguished.
Normal Extension (Figure 14-15)

With the airplane in flight and the gear control handle in the up position, the red light in
the handle and the warning voice activate if airspeed decreases to 160 knots and any of the
power levers has been retarded to less than 73
PLA power setting. Increasing airspeed to
above 160 knots or increasing all three power
levers above 73 PLA will cause the warnings to cease and the system to automatically
reset even if the voice was silenced with the
HORN SIL pushbutton.
Moving the gear control handle down modifies the status of the six-contact switch and results in the following sequence of events:
1. The brake antiskid system is energized,
provided the ASKID (antiskid) switch
is on.
2. The red light in the control handle
flashes, indicating a difference in handle and gear position. The warning
voice activates if airspeed is below 160
knots, any power lever is at a reduced
power setting, and all three gears are
not down and locked.
3. The door opening solenoid of the gear
electric selector valve energizes, directing pressure to unlock and open
the main gear doors, as indicated by illumination of the left and right red
MOVING lights.
4. The extension solenoid of the gear electric selector valve energizes as soon
as the main gear doors fully open, directing pressure to unlock and extend
the gears. The center MOVING light
illuminates as the nose gear unlocks.
Revision 3
FlightSafety
FlightSafety
international
international
HYDRAULIC UNIT
DOOR ELECTRIC
SELECTOR VALVE
LANDING GEAR
ELECTRIC
SELECTOR VALVE
RETRACTION
EXTENSION
OPENING
CLOSING
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
G
E
A
R
;;
;;
U
N
L
O
C
K
P
U
S
H
P
U
L
L
STOWED
AUTOMATIC
WHEEL
BRAKING
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
LEFT MAIN
NOSE GEAR
ACTUATOR
RETRACTION
TELESCOPIC
LOCKING
TUBE
;;;
;
OPENING
DOOR
UPLOCK
BOX
RETRACTION
LEGEND
GEAR RETRACT
DOOR OPEN
RETURN
MECHANICAL
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ACTUATOR
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MAIN GEAR
BRACING
CYLINDER
;;;
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MAIN GEAR
BRACING
CYLINDER
RETRACTION
RETRACTION
DOOR
ACTUATOR
RESTRICTOR
SHUTTLE VALVE
NOSE
DOOR
UPLOCK
BOX
OPENING
RIGHT MAIN
Figure 14-14. Landing Gear Retraction
Revision 3
14-15
FlightSafety
FlightSafety
international
international
HYDRAULIC UNIT
RETRACTION
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
LANDING GEAR
ELECTRIC
SELECTOR VALVE
EXTENSION
OPENING
U
N
L
O
C
K
P
U
S
H
CLOSING
P
U
L
L
STOWED
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
EXTENSION
LEGEND
MAIN GEAR
BRACING
CYLINDER
EXTENSION
EXTENSION

DOOR OPEN, GEAR EXTEND
NOSE GEAR
ACTUATOR
DOOR
ACTUATOR
EXTENSION
RETURN
TELESCOPIC
LOCKING
TUBE
MECHANICAL
RESTRICTOR
DOOR
ACTUATOR
SHUTTLE VALVE
DOOR
UPLOCK
BOX
OPENING
DOOR
UPLOCK
BOX
OPENING
LEFT MAIN
NOSE
RIGHT MAIN
Figure 14-15. Landing Gear Extension
14-16
Revision 2
FlightSafety
international
5. At full extension, the gears mechanically lock down. The green NOSE, LH,
and RH lights come on. At the same time,
the nose gear is locked down, both forward doors are fully open, and the center MOVING light goes out. The gear
extension solenoid remains energized,
maintaining pressure on the main gear
bracing cylinders and nose gear actuator.
6. The flashing red light in the control
handle extinguishes, indicating that all
three gears are locked down.
7. The door solenoid in the electric selector valve energizes, directing pressure to close the main gear doors. When
the doors are fully locked closed, the
left and right MOVING lights go out.
8. Pressure to the door actuators is relieved to return.
At touchdown, compression of the left main
and nose gear shock absorbers deenergizes
the locking pin solenoid, allowing the locking
pin to engage the control handle lock in the
down position.
Hydraulic Emergency
Extension
The emergency extension system is to be used
when extension in the normal mode is unsuccessful. The control handle should be placed
in the down position (the red handle light will
be flashing). The warning voice will be heard
if airspeed is below 160 knots and any one of
the power levers is at a reduced power setting.
Pulling the GEAR PULL handle out results in
the following:
1. Electrical power to the landing gear
control circuit is interrupted.
2. The gear selector valve is positioned to
direct pressure from the No. 1 hydraulic
system through two shuttle valves
(Figure 14-16).
3. Pressure is applied to the gear and door
uplock units and to the main gear door
Revision 2
actuators, unlocking the gears and

opening the doors.
4. Pressure is applied to the main gear
bracing cylinders and nose actuator for
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 .
Pressure is maintained on all actuators
and bracing cylinders.
5. The doors remain open, and the left
and right door MOVING lights remain
on (the center MOVING light goes out).
6. The green NOSE, LH, and RH lights
come on.
7. The red control handle light ceases
flashing, and the warning voice (if
sounding) is silenced.
Mechanical Unlocking
Extension
The mechanical unlocking extension (freefall)
system is used if all other extension methods
fail. No electrical or hydraulic power is required. The normal gear control handle should
be in the down position (red handle light flashing). The warning voice will be heard if airspeed is below 160 knots and any power lever
is at a reduced power setting (if electrical
power is available).
To activate the system:
1. Pull the GEAR PULL handle. This
positions the gear selector valve to direct fluid to return.
2. With airspeed not less than 160 knots,
successively pull the left and right main
gear unlocking handles (Figure 14-8).
This mechanically opens the uplocks on
both main gear doors and unlocks both
main gears (the left and right MOVING
lights come on).
3. Pull the nose gear unlocking handle.
This mechanically unlocks the nose gear
(the center MOVING light comes on).
4. The gear extends and downlocks under
the force of gravity. Airload aids nose
gear extension.
14-17
FlightSafety
international
5. The main gear doors remain open, and

the left and right MOVING lights remain on (the center MOVING light goes
out when the nose gear is downlocked
and both forward doors are fully open).
6. The green NOSE, LH, and RH lights
are on, indicating that the gear is down
and locked.
Figure 14-17 presents gear position and warning indications observed during emergency
hydraulic and gravity extensions of the gear.
WHEELS AND TIRES

Wheels
The airplane uses split-type wheels (Figure 1418) on both the nose and the main gears. A seal
between the wheel halves prevents nitrogen pressure leakage. Each wheel is equipped with an inflation valve. Driving tenons in the main gear
wheel drive the rotating discs of the brake unit.
Tires
The type of tire used on the airplane is Michelin 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
main gear and conventional tires on the other
main gear is forbidden.
Tire inflation is shown in Figure 14-20.
Flat spots that reach the metal reinforcing ply or obliterate the tread groove
Nylon rings visible through cracks at
the bottom of the thread groove
BRAKES
GENERAL
The airplane has three modes of braking, as described below. The term differential braking means that the brakes on either main gear
can be applied independently of the other main
gear. The terms progressive and modulating relate to increasing braking action as the
braking controls are actuated.
Normal Braking
The normal (No. 1) braking system is differential and progressive, with antiskid protection.
Brake application is initiated by either pilot
actuating the tips of the rudder pedals (brake
pedals). Pressure is supplied by the No. 1 hydraulic system.
Emergency Braking
Emergency (No. 2) braking, powered by the
No. 2 hydraulic system, is also differential
and progressive but does not feature antiskid
protection. This mode of braking is initiated
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 letter B and the red triangle are not in alignment,
the tire has slipped and tire pressure must be
checked. Tires must also be checked for cuts,
tears, and cracks.
Any of the following conditions warrants tire
replacement:
Depth of tread grooves is less than 0.5
mm (0.02 inch)
14-18
Emergency/Parking Brakes
This braking mode is powered by the No. 2 hydraulic system or by a brake accumulator. A
handle on the forward instrument panel initiates emergency braking or sets the parking
brakes, depending on how far it is pulled out.
Braking is progressive but is not differential.
Antiskid protection is not available.
Revision 3
FlightSafety
FlightSafety
international
international
HYDRAULIC UNIT
G
E
A
R
DOOR ELECTRIC
SELECTOR VALVE
LANDING GEAR
ELECTRIC
SELECTOR VALVE
U
N
L
O
C
K
P
U
S
H
P
U
L
L
HANDLE LIGHT
FLASHING
PULLED
NORMAL/EMERGENCY
GEAR SELECTOR
VALVE
GEAR
UPLOCK
BOX
GEAR
UPLOCK
BOX
GEAR
UPLOCK
UNIT
MAIN GEAR
BRACING
CYLINDER
EXTENSION
LEGEND
MAIN GEAR
BRACING
CYLINDER
EXTENSION
EXTENSION

DOOR OPEN, GEAR EXTENDED
NOSE GEAR
ACTUATOR
RETURN
MECHANICAL
DOOR
ACTUATOR
RESTRICTOR
EXTENSION
TELESCOPIC
LOCKING
TUBE
SHUTTLE VALVE
OPENING
DOOR
UPLOCK
BOX
LEFT MAIN
DOOR
ACTUATOR
DOOR
UPLOCK
BOX
OPENING
NOSE
RIGHT MAIN
Figure 14-16. Gear Emergency Hydraulic Extension
Revision 3
14-19
14-20
NOSE
LANDING GEAR
MAIN

MAIN GEAR
EMERGENCY
CONTROL
P
U
L
L
P
U
S
H
U
N
L
O
C
K
G
E
A
R
HORN WARNING
SILENCE
VOICE
FLASHING
FLASHING
TEST
TEST
TEST
LH
LH
LH
MOVING
NOSE
LANDING GEAR
MOVING
NOSE
LANDING GEAR
MOVING
NOSE
LANDING GEAR
RH
RH
RH
40
*
40 FLAPS + SLATS
20 FLAPS + SLATS
7 FLAPS + SLATS
CLEAN
40
*
40 FLAPS + SLATS
20 FLAPS + SLATS
7 FLAPS + SLATS
CLEAN
40
*
40 FLAPS + SLATS
20 FLAPS + SLATS
7 FLAPS + SLATS
CLEAN
SLAT/FLAP
CONTROL
IAS < 160KT
CONFIGURATION
PANEL
REDUCED
POWER
Figure 14-17. Position and Warning Indications

Emergency Hydraulic and Gravity Extensions
NOSE GEAR
EMERGENCY
CONTROL

THE WARNING VOICE CANNOT BE SILENCED
WITH ALL GEAR NOT LOCKED DOWN.
FlightSafety
international
FlightSafety
international

HUB PROTECTION
COVER
(TRANSPORTATION)
BEARING
INFLATING VALVE
NOSEWHEEL
DRIVING TENONS
INFLATING VALVE
HUB PROTECTION
COVER
(TRANSPORTATION)
FUSE
SCREW
BEARING
THERMAL
SHIELD
SEAL
FUSE SCREW
MAIN WHEEL
Figure 14-18. Main and Nose Wheels

Revision 3
FlightSafety
international
INTENTIONALLY LEFT BLANK
Revision 3
14-21
FlightSafety
international
TIRE INFLATING PRESSURE TABLE

AMBIENT TEMPERATURE LESS THAN 20 C (68 F)
PRESSURE (BAR AND PSI)
TIRES
AIRPLANE ON JACKS
AIRPLANE ON WHEELS
9.8 BAR (142 PSI)
10.2 BAR (148 PSI)
MAIN GEAR
MTOW- 45,500 LB
12.8 BAR (185.5 PSI)
13.3 BAR (193 PSI)
MAIN GEAR
MTOW- 46,500 LB
13.1 BAR (190 PSI)
13.6 BAR (197 PSI)
NOSE GEAR
BAR (PSI)
NOSE GEAR
INFLATING PRESSURE
11.2 BAR
10.9 BAR (162 PSI)
(158
PSI)
10.55 BAR
10.2 BAR (153 PSI)
(148 PSI)
10.8 BAR
10.5 BAR (157 PSI)
10.15 BAR (152 PSI)
9.8 BAR (147 PSI)
(142 PSI)
10 C
(50 F)
BAR (PSI)
20 C
(68 F)
30 C
40 C
50 C
(86 F) (104 F) (122 F)
MAIN GEAR
INFLATING PRESSURE
14.7 BAR
(213.2 PSI)
14.25 BAR
(206.5 PSI)
13.8 BAR
(200 PSI)
13.3 BAR
14.11 BAR
(193 PSI)
13.7 BAR(204.5 PSI)
(198.7 PSI)
13.24 BAR
12.8 BAR (192 PSI)
(185.5 PSI)
EQUIPMENT:
PRESSURE GAGE
ADJUSTABLE NITROGEN SOURCE
LEAK DETECTION SOLUTION, MIL-L-25567
PROCEDURE:
1. CONNECT THE WHEEL INFLATING VALVE
TO AN ADJUSTABLE NITROGEN
PRESSURE SOURCE.
2. GRADUALLY INFLATE THE TIRE TO THE
APPLICABLE PRESSURE (SEE TABLE ABOVE).
3. CHECK INFLATING VALVE AND TIRE FOR
LEAKAGE.
4. INSTALL THE VALVE CAP.
10 C
(50 F)
20 C
(68 F)
30 C
40 C
50 C
(86 F) (104 F) (122 F)
AIRPLANE
ON WHEELS
AIRPLANE
ON JACKS
AMBIENT
TEMPERATURE
AIRPLANE
ON WHEELS
AIRPLANE
ON JACKS
AMBIENT
TEMPERATURE
NOTE:
INFLATE THE TIRES TO THE VALUES GIVEN IN THE ABOVE
TABLE, EXCEPT IF THE TEMPERATURE AT THE ARRIVAL BASE
IS EXPECTED TO BE 25C (45F) OR MORE COLDER THAN THE
TEMPERATURE AT THE DEPARTURE BASE, IN WHICH CASE
THE INFLATING PRESSURE SHOULD BE INCREASED BY 3.7%
FOR EACH 10C (18F) OF DIFFERENCE.
Figure 14-20. Tire Inflation
14-22
Revision 3
FlightSafety
international
Brake Units
Each main gear wheel incorporates a composite carbon brake unit (Figure 14-21) consisting of a hydraulic unit with two sets of five
pistons, each set pressurized by a different
system, and a set of carbon discs.
The brake unit includes three rotating discs,

keyed to and driven by the wheel, tenons, and
four nonrotating sliding discs. Piston action
forces the discs together against a backing plate
to provide braking friction. Each brake unit
features return springs, automatic running clearance adjustment, and two wear indicators to provide a visual indication of disc wear.
BACKING
PLATE
HOT
SECTION
BRAKE DISC WEAR

INDICATOR PIN (2)
Figure 14-21. Brake Unit
Revision 3
14-23
FlightSafety
international
CONTROLS AND INDICATIONS
Indications
Controls
The normal braking indicating system, dependent on gear handle down position for operation, is powered by 28 VDC from bus A2
through the ANTI SKID circuit breaker on
the overhead panel.
Brake Pedals
The pilots and copilots brake pedals, springloaded to neutral, are mechanically interconnected by flexible control cables. Depressing
either set of pedals actuates the normal and
emergency brake control valves. Since either left
pedal controls the brakes on the left main gear
and the right pedals control braking on the right
main gear, braking is differential.
PARK BRAKE Handle

This spring-loaded yellow handle is located in
the center section of the instrument panel (Figure 14-22), beneath the glareshield. It has two
locking detented positions which can be unlocked by the red UNLOCK PUSH button in
the center of the handle.
The handle can be pulled to the first detent, but
the UNLOCK PUSH button must be depressed
prior to movement to the second detent. To
return the handle to the pushed-in (stowed) position from either detent, depress the UNLOCK
PUSH button, and move the handle forward to
release the brakes.
BRAKE Selector Switch

This three-position switch, located on the hydraulic control panel (Figure 14-22), selects
the braking mode. The switch is powered by
bus A1 through the ST-BY PUMP circuit
breaker. The upper face of the bevel-shaped
switch is red, and the lower face is green. With
the switch in the #1 ON (upper) position, the
green face is visible, and normal braking with
antiskid is selected. The No. 1 hydraulic system pressurizes this braking mode. In the center #2 OFF position, the No. 2 hydraulic system
powers the brakes, but antiskid is not available.
This braking is used if the No. 1 hydraulic or
antiskid systems fail.
In the lower #1 OFF position, normal (No. 1)
braking without antiskid is supplied by the No.
1 hydraulic system. The red face of the switch
is visible in the center and lower positions.
14-24
When illuminated, the L and R brake lights,

located on the hydraulic panel (Figure 14-22)
indicate that braking pressure to the corresponding gear has increased to 232 psi (16.0
bars). As the brakes are released, the lights go
out at a decreasing pressure of 160 psi (11.0
bars). The lights operate during No. 1 system
braking and will be illuminated by the antiskid
system when it is switched on.
The amber #2 P BK light, located on the warning lights panel, illuminates either steady or
flashing. It comes on steady and remains on
when the No. 2 hydraulic system is powering
the emergency or parking brakes when increasing pressure of 260 psi or more is detected in
the brake lines. It goes off if there is less than
145 psi in the lines.
Flashing, the light indicates that pressure in
the parking brake accumulator has dropped to
between 1,102 and 1,305 psi (76 to 90 bars or
below) and that one adequate brake application remains.
OPERATION
Normal Braking
Normal braking is initiated by either pilot by depressing the brake pedals. With the BRAKE selector switch in the #1 ON position, the normal
selector valve is deenergized. No. 1 hydraulic
system pressure is applied to the normal/emergency brake control valve (Figure 14-23).
The normal/emergency brake control valve is
dual-chambered (normal and emergency), each
chamber containing two separate slide valves.
One of the slides is mechanically actuated by
either left brake pedal; the other slide is actuated by either right brake pedal. Depressing a
brake pedal moves the appropriate slide valve
to meter braking pressure in direct proportion to pedal force (progressive braking).
Revision 3
FlightSafety
international
PARK
PUSH
CK
BRAK
UNLO
PARKING BRAKE
HANDLE
BRIGHT
DIM
#2 P BK
WARNING PANEL
PILOTS
PEDALS
TEST
COPILOTS
PEDALS
PUMP 1
L R
PUMP 3
ASKID
#1
ON
#2
OFF
#1
OFF
HYDR
1/
4
4
3
1/
2
2
1
BRAKE
0
WTY PSIx1000
HYDRAULIC PANEL
Figure 14-22. Braking Controls and Indications
Revision 3
14-25
FlightSafety
international
Metered braking pressure is directed through

antiskid servovalves to the brake units. The
brakes on either main gear are applied independently by depressing the appropriate pedal
to provide differential braking.
The pressure metered to the brakes is 2,102 to
2,349 psi (145 to 162 bars) for airplanes SNs
2 to 74 (except those with SB F900-42 incorporated) or 1,595 to 1,711 psi (110 to 118
bars) for airplanes SNs 75 and subsequent.
Indication of pressure in the brakes is provided by illumination of the green L and R
lights at 232 psi.
During retraction, gear upline pressure is applied

to both slide valves in the brake control valve to
provide a pressure of about 360 psi (25 bars) for
brake application during gear retraction into the
wheel well. In the event of total electrical
failure, normal braking without antiskid is
available from the No. 1 hydraulic system,
regardless of BRAKE selector switch position.
Memorized speed with programmed

deceleration
With the shock absorbers extended (in flight),
the wheels not rotating, and the BRAKE selector switch in the #1 ON position, the control
box commands the antiskid servo valves to
dump braking pressure if the brake pedals are
depressed.
When the shock absorbers are compressed at
touchdown, the main gear wheels spin up, the
dump command is canceled, and braking pressure is restored. The electronic control box
causes the servo valves to modulate braking
pressure according to wheel speed information
received from the tachometer generators on the
main gear wheels.
As the nosewheels spin up at touchdown, the
electronic control box signals the antiskid
servo valves to modulate braking pressure
according to airplane rolling speed compared
with a programmed deceleration rate. This
provides braking pressure regulation, even at
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 tachometers 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 information. A typical tachometer generator is
shown in Figure 14-25.
The control box receives the following inputs:
The reference speed
Main gear shock absorber position (compressed or extended)
Airplane rolling speed
14-26
TACHOMETER GENERATOR
(WHEEL-DRIVEN)
Figure 14-25. Tachometer Generator

(Typical)
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ASKID
#2
#1
ON
OFF
1/
4
/2
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OFF
BRAKE
PILOTS PEDALS
COPILOTS PEDALS
H
PUS
BRA
KE
CK
K
PAR
FLEXIBLE CABLES
GEAR
EXTENDED
O
UNL
#2 P BK
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PANEL
PARKING BRAKE
ACCUMULATOR
PARKING BRAKE
SELECTOR VALVE
NORMAL/EMERGENCY
BRAKE CONTROL
VALVE
AUTOMATIC
BRAKING
EMERGENCY
SELECTOR VALVE
ANTISKID
ELECTRONIC
CONTROL
BOX
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NORMAL
CHAMBER
SHUTTLE
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TACHOMETER
GENERATOR
TEST
PUMP 3
#1
ON

NORMAL BRAKING PRESSURE
RETURN
ELECTRICAL
GROUND
CHECK VALVE
RELIEF VALVE
WHEEL
TACHOMETER
GENERATOR
PUMP 1
L R
ASKID
BRAKES
#2 P BK
EMERGENCY
CHAMBER
ANTISKID
SERVOVALVES
NOSEWHEEL
TACHOMETERS
NO. 2
SYSTEM
HYDR
1/
HYDRAULIC PANEL
BRAKES
Figure 14-23. Normal Braking with Antiskid (Airplanes without SB F-900-42)
Revision 3
14-27
14-28
PARK BRAKE HANDLE
PILOT BRAKE
PEDALS
ACCUMULATOR
COPILOT BRAKE
PEDALS
#2 P BK
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EMERGENCY PRESSURE
RETURN
NO. 1 SYSTEM SUPPLY

NO. 2 SYSTEM SUPPLY
GROUND
ST BY
PUMP
ANTISKID
+28 VDC
BUS A2
#1 ON
GEAR
NORMAL CONTROL
(2GA)
GEAR DOWN
NO. 1
SYSTEM
BRAKE
NORMAL/
EMERGENCY
SELECTOR
VALVE
ANTISKID
ELECTRONIC
CONTROL BOX
SOL
DOUBLE
BRAKING
PC BOARD
ANTISKID
SERVO VALVE
ANTISKID
SERVO VALVE
#2 P. BK
#2 P. BK
TACHOMETER
GENERATORS
TACHOMETER
GENERATORS
Revision 2
BRAKES
Figure 14-24. Normal Braking with Antiskid (Airplanes with SB F-900-42)
BRAKES
international
NOSEWHEEL
TACHOMETER
GENERATORS
FlightSafety
NO. 1 OR
NO. 3 ENGINE
FULL POWER
#2 OFF
#1 OFF
CONTROL PRESSURE
AUTOMATIC BRAKING DURING GEAR RETRACTION
NORMAL
SELECTOR
VALVE
ELECTRICAL
+28 VDC
BUS A1
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SYSTEM
EMERGENCY
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international
Memory speeds for control box operation are

provided by one of the following:
In flight, a 60 meter-per-second, fixedspeed reference until the nosewheels are
on the ground (reference speed)
Outboard or inboard main wheel speed
inputs (whichever is lower)
When the nosewheels contact the runway, the
60-meter-per-second reference speed is removed. Since the nosewheel rpm is greater
than that of the main wheels, the control box
processes the new parameter to provide a
deceleration rate that allows a maximum
g-force of 0.6, controlled by the nosewheels.
In the event of system failure or hydroplaning
of both nosewheels, the control box reference
speed is provided by main wheel memory
speed to allow a 0.3-g braking force.
To prevent low-speed vibration in the event of
heavy braking below 40 knots, braking force
is limited to the 0.3-g speed deceleration rate.
The aircraft speed signal is given by each of the

two nose landing gear tachometer generators.
Electrical power from bus A2 across the ANTI
SKID circuit breaker provides the power supply for system operation.
Correct operation of this installation is monitored by the Minelco ANTISKID indicator on
the maintenance panel.
A discrepancy of 29 knots or more between the
left and right nosewheel speed or a tachometer generator line cut out, or double-braking
system failure if it has been used, will display
a red indication on the ANTISKID indicator.
System Testing
Antiskid system testing can be accomplished on
the ground or in flight. In either case, the
BRAKE selector switch must be in the #1 ON
position.
On airplanes SNs 75 and subsequent and

those with SB F900-42, a dual braking system is incorporated which assures greater efficiency during pretakeoff full-power braking
or during runup with brake pedals operation
(Figure 14-24).
Ground Test
With No. 1 hydraulic system pressure available, perform the following:
1. Set the parking brakes.
2. Depress the brake pedals, and observe
the green L and R lights on the hydraulic panel illuminate to indicate
pressure application to the brakes
(Figure 14-22).
3. Depress the TEST pushbutton on the hydraulic panel for 1.5 seconds while
maintaining the brake pedals depressed.
The lights go out (Figure 14-26).
4. Release the TEST button. After 2.5
seconds, the lights come on to indicate
correct system operation.
With the aircraft on the ground, the BRAKE

selector in #1 ON (antiskid operational), the
No. 1 or No. 3 engine (or both) near full-power
setting, and the aircraft speed lower than 10
knots or the aircraft stopped, the emergency
braking system valve (No. 2 system) is energized, and braking is carried out simultaneously by the No. 1 and No. 2 hydraulic systems,
thus assuring efficient braking.
In-Flight Test
1. With the normal gear handle down,
depress the brake pedals. The L and R
lights remain out (Figure 14-22).
2. Depress the TEST button (0.5 second)
while maintaining the pedals depressed. The lights come on after 0.8
second (Figure 14-26).
In the event of a main wheel tire blowout, the

burst tire discriminator system will completely
release braking pressure on both wheels of
the gear leg. After a 0.5-second time delay
the control box cancels the brake release order.
From then on, the antiskid control box will
function using rotation speeds from the undamaged wheel.
Dual Braking System
Revision 3
14-29
FlightSafety
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IN-FLIGHT TEST
LIGHTS
GROUND TEST
LIGHTS
ACTION
DEPRESS BRAKE PEDALS
FOR DURATION OF TEST
DEPRESS TEST
BUTTON FOR
0.5 SECOND
DEPRESS TEST
BUTTON FOR
1.5 SECONDS
LIGHTS OFF
ALMOST IMMEDIATELY
AFTER A DELAY
OF 0.8 SECOND
LIGHTS ON FOR
1 TO 2 SECONDS
THEN OFF
LIGHTS ON
AFTER 2.5 SECONDS
RELEASE BRAKE PEDALS
Figure 14-26. Antiskid System Test Indications
14-30
Revision 2
FlightSafety
international
3. Lights illuminate for approximately

1 to 2 seconds and then go off.
4. Release the brake pedals; the lights
remain out.
Emergency Braking
With the No. 2 hydraulic system pressurized,
emergency braking without antiskid is available when the brake selector switch is in the
#2 OFF position.
Selection of the #2 OFF position of the
BRAKE selector switch completes circuitry to
energize the emergency brake control valve to
the open position and the normal brake control valve to the closed position (Figure 14-27).
This directs No. 2 system pressure or parking
brake accumulator pressure to the emergency
chamber of the normal/emergency brake control valve.
Depression of either set of brake pedals moves
the slide valves to meter emergency braking
pressure in direct proportion to applied pedal
force (progressive braking). Braking pressure
passes through shuttle valves and is applied to
a second set of pistons in the brake units, bypassing the antiskid servo valves. Metered pressure to the brakes is 1,100 to 1,203 psi (76 to
85 bars) for aircraft SNs 2 to 74 (except those
with SB F900-42 incorporated) or 1,000 to
1,100 psi (69 to 76 bars) for aircraft SNs 75 and
subsequent. Indication of pressure being applied
to the brakes is provided by illumination of the
#2 P BK light when pressure exceeds 261 psi.
(Figure 14-28), which meters braking pressure

in direct proportion to handle movement (progressive braking).
Braking pressure repositions the shuttle valves
and is applied to all four brake units simultaneously (no differential braking).
The PARK BRAKE handle has two detented
positions. Pulling the handle to the first detent
meters 595 to 646 psi (41 to 48 bars) for parking the airplane or for emergency braking
without locking the wheels. Pulling the handle to the second detent meters greater than
2,103 psi (145 bars) for maximum braking
during engine runup or emergency braking,
when required.
WARNING
Antiskid is not active in this braking
mode. Exercise care to prevent tire
blowout due to locked wheels.
The #2 P BK light comes on to indicate brake

operation with the handle pulled to either detent.
The nitrogen pressure gage for the parking brake
accumulator is visible through an inspection
port on the right wing root (Figure 14-29). The
accumulator must be hydraulically depleted by
repeated applications of the emergency brakes
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 selector 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 mechanically actuates the parking brake selector valve
Figure 14-29. Parking Brake Accumulator

Nitrogen Gage
Revision 3
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ON
#2
OFF
#1
/4
1/
2
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OFF
BRAKE
NO. 1
SYSTEM
#2 P BK
COPILOTS PEDALS
PARK
FLEXIBLE CABLES
GEAR
EXTENDED
+
CK
UNLO
PUSH
BRAK
#2 P BK
PARKING BRAKE
ACCUMULATOR
PARKING BRAKE
SELECTOR VALVE
NORMAL/EMERGENCY
BRAKE CONTROL
VALVE
AUTOMATIC
BRAKING

(ENERGIZED OPEN)

(ENERGIZED CLOSED)
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NORMAL CONTROL
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NORMAL
CHAMBER
NO. 2
SYSTEM
#2 P BK
EMERGENCY
CHAMBER
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LEGEND
EMERGENCY BRAKING PRESSURE
RETURN
NITROGEN
ELECTRICAL
GROUND
CHECK VALVE
PUMP 1
L R
RELIEF VALVE
PUMP 3
ASKID
#1
ON
HYDR
1/
4
HYDRAULIC PANEL
Figure 14-27. Emergency Brake Operation
14-32
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ON
#2
OFF
#1
1/
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1/
OFF
BRAKE
NO. 1
SYSTEM
#2 P BK
COPILOTS PEDALS
GEAR
EXTENDED
+
PARK
FLEXIBLE CABLES
CK
PUSH
BRAK
UNLO
#2 P BK
PARKING BRAKE
SELECTOR VALVE
PARKING BRAKE
ACCUMULATOR

(DEENERGIZED CLOSED)
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BRAKE HANDLE
NORMAL CONTROL
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TEST
LEGEND
NO. 2 SYSTEM PRESSURE OR
ACCUMULATOR PRESSURE
EMERGENCY/PARKING
BRAKE PRESSURE
RETURN
ELECTRICAL
GROUND
CHECK VALVE
RELIEF VALVE
PUMP 1
L R
PUMP 3
ASKID
#1
ON
HYDR
1/
4
HYDRAULIC PANEL
Figure 14-28. Emergency/Parking Brakes
Revision 3.01
14-33
FlightSafety
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prior to checking the nitrogen charge. The accumulator precharge should be approximately
1,000 psi (70 bars).
NOSEWHEEL STEERING
GENERAL
The hydraulically powered, electrically controlled nosewheel steering system provides
for deflection of the nosewheels up to 60
either side of center for steering during takeoff, taxiing, and landing. Electrohydraulic
inputs to the system must be manually
initiated; however, antishimmy and nose gear
centering occur automatically.
STEERING SYSTEM
The steering system includes a handwheel,
slaving unit containing a torque motor-actuated
control valve, rack-and-pinion steering actuator, 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 potentiometer, and an electronic control box. Power
for the electric control box is from bus B2
through the NOSE WHL circuit breaker.
A slide valve selector, mechanically actuated

by gear retraction, prevents inadvertent steering in flight. The valve is open with the nose
gear extended and closes when the nose gear
begins to retract.
The feedback potentiometer supplies nosewheel position signals to the electronic control box to cancel the steering input signal as
the wheels reach the desired position.
The steering handwheel (Figure 14-31) is located on the left console. When manually
rotated, the handwheel actuates a control
potentiometer to provide steering signals
through the electronic control box to the torque
motor on the steering assembly.
The handwheel must be depressed for unlocking and energizing the steering selector valve.
Rotation of the handwheel produces signals for
steering. When released, the handwheel returns
to neutral, and the steering selector valve is deenergized closed.
The steering actuator (Figure 14-30) is integral 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 scissors for steering.
A solenoid-operated selector valve is electrically opened to direct pressure to the steering
assembly when the handwheel is depressed
and rotated and is spring-loaded closed to prevent steering when the handwheel is released.
Figure 14-30. Steering Actuator
14-34
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NOSEWHEEL STEERING
OPERATION
Nosewheel steering is initiated with the handwheel (Figure 14-31), which can be rotated
120 in either direction. At 0 to 60 of handwheel 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.
LEFT CONSOLE
Figure 14-31. Steering Handwheel
ANTISHIMMY SYSTEM
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 control valve. The position of this valve determines flow to the steering actuator for steering
in the selected direction. The rack-and-pinion
actuator transmits motion through the scissors
to deflect the nosewheel for steering.
With hydraulic power not supplied to the steering 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 rotatable shock absorber. With the shock absorber
compressed on the ground, the cams are disengaged, allowing powered steering. As the
shock absorber extends at lift-off, the cams engage, centering the gear for retraction.
Revision 2
Figure 14-33. Scissors Disconnect Pin
14-35
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ELECTRONIC
CONTROL BOX
PROXIMITY
SWITCHES
5A
BUS
B2
IN
FLIGHT
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HANDWHEEL
UNLOCKED
ANTISHIMMY
VALVE
FEEDBACK
POTENTIOMETER
RIGHT 120 LEFT
LEGEND
SELECTOR VALVE
NO. 2 HYDRAULIC SYSTEM PRESSURE

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SPOOL
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DEFLECTION
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RETRACTED
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SLIDE VALVE
SELECTOR
SLIDE VALVE
SELECTOR
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UNLOCKING
ENERGIZATION
OF STEERING
SYSTEM
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SLAVING
UNIT
TORQUE
MOTOR
IN
FLIGHT
LEFT
RIGHT
ANTISHIMMY
VALVE
FRONT
RACK-AND-PINION
STEERING CYLINDER
Figure 14-32. Nosewheel Steering System
14-36
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When the nosewheels have reached the angle

commanded by the steering signal input, the
feedback potentiometer cancels the steering
signal and steering ceases.
LIMITATIONS
The scissors should be disconnected to allow

free swiveling of the nosewheels during
towing (Figure 14-33). During the preflight inspection, ensure the pin is reinstalled prior to
flight.
The nosewheels must be equipped with chined

tires.
TIRES
BRAKES
The brake kinetic energy limit is 10,508,947
foot-pounds (14.25 KJ) per brake.
Revision 2
14-37
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QUESTIONS
1. Normal landing gear and door operation is:
A. Hydraulically controlled
B. Electrically controlled
C. Hydraulically actuated
D. Electrically controlled and hydraulically actuated
2. The nose gear telescopic locking tube:
A. Is hydraulically locked with the
gear extended and mechanically
released for retraction
B. Mechanically locks the nose gear
down and is hydraulically
released
C. B and D
D. Functions as a drag brace
3. Antiskid braking is available:
A. Only with the normal braking
system
B. With the normal and emergency
braking systems
C. With the normal, emergency, and
parking brake systems
D. With any braking mode, provided
the ASKID switch is on
4. When extended, the main gears are
locked down by:
A. Manually installed downlock pins
B. Locking mechanisms integral with
the main gear bracing cylinders
and hydraulic pressure
C. Downlock mechanisms that are
separate from the main gear bracing
cylinder
D. Constantly applied hydraulic
pressure
14-38
5. When retracted, the main gears are uplocked by:

A. The main gear inner doors
B. Constantly applied hydraulic
pressure
C. Mechanical uplock boxes
D. Overcenter linkage in the retracting
mechanism
6. The main gear doors are:
A. Hydraulically actuated and electrically sequenced
B. Electrically actuated and hydraulically sequenced
C. Electrically actuated and
sequenced
D. Mechanically actuated by linkage
from the inner doors
7. On the ground, the main gear doors can
be opened for inspection:
A. With the No. 2 hydraulic system
B. Manually
C. Electrically
D. A or B
8. When illuminated, the green L and R
lights indicate:
A. No pressure is being applied to
the brake units.
B. Pressure is being applied to the
brake units.
C. An overpressure condition exists
in the brake unit.
D. Minimum braking is in progress.
Revision 2
FlightSafety
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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 tachometer 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
Revision 2
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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
Revision 3
15-i
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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 FlightHandle in CLEAN............................ 15-23
Revision 4
15-iii
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15-24
Slats Controls and Indications, in FlightHandle out of CLEAN ..................... 15-24
15-25
Automatic Extension of Outboard SlatsHandle 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
15-1
15-iv
Title
Page
AOA Vane Angle versus Airplane AOA.............................................................. 15-22
Revision 4
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CHAPTER 15
FLIGHT CONTROLS
20
20
10
10
G
S
10
20
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 damping is provided but is not dependent on hydraulic pump pressure. A hydraulically actuated, 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 airbrakes. They are electrically controlled and hydraulically actuated.
GENERAL
The flight attitude of the airplane is controlled
with conventional primary flight controls: two
ailerons for roll, two elevators functioning as
a single unit and a movable horizontal stabilizer for pitch, and a rudder for yaw.
Secondary flight controls consist of four leading-edge slats and four trailing-edge flaps
for high lift and six airbrakes for aerodynamic braking.
15-1
FlightSafety
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The primary flight control system is fully

boosted and nonreversible. Control inputs
from the cockpit are transmitted through a
system of push-pull rods and bellcranks to the
dual hydraulic servoactuators powering the
ailerons, rudder, and elevators. Failure of an
input control linkage results in the affected servoactuator returning to neutral.
In the event of a total hydraulic failure, the primary flight controls may be operated manually but with some loss of efficiency. In this
case, the servoactuators mechanically transmit
control inputs to the control surfaces, and airspeed should be limited for flight to 260 KIAS.
Aileron and rudder trim are controlled by dualrocker switches located on the trim control
box on the center pedestal. Electrical trim actuators reposition the applicable servoactuators, moving the entire control surface to
provide aileron and rudder trim. There are no
trim tabs on the airplane.
Horizontal stabilizer (tailplane) trim is controlled by dual-rocker switches on the control
wheels or by an emergency trim control on the
trim control box. The stabilizer is repositioned
by two 28-VDC motors (normal and emergency) to provide pitch trim.
The electrically controlled leading-edge slats
can be actuated by the No. 1 or No. 2 hydraulic
system, the airbrakes and trailing-edge flaps
by the No. 2 system. Trailing-edge flaps and
leading-edge slats are selected simultaneously.
RUDDER
AILERON
ELEVATOR
HORIZONTAL
STABILIZER
FLAPS
LEADING-EDGE
SLATS
AIRBRAKES
Figure 15-1.
15-2
Flight Control Surfaces
Revision 1
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PRIMARY FLIGHT
CONTROLS
the control surface, movement of the barrel

counters the relative movement of the slide
valve to provide follow-up action.
GENERAL
If one hydraulic system fails, the bypass valve

in the corresponding barrel interconnects the
two chambers. Therefore, the depressurized
barrel offers minimal resistance to the remaining operative barrel.
Servoactuators
Hydraulic servoactuators in each primary control axis position primary flight control surfaces in response to control inputs. Figure
15-1 shows both primary and secondary control surfaces.
The servoactuators (Figure 15-2) consist of two
independent barrel and piston assemblies operating in unison. One barrel is powered by the
No. 1 hydraulic system, the other barrel by the
No. 2 system.
Each servoactuator incorporates the following:
A piston dividing the barrel into two
chambers. The piston rods are connected
to the airframe.
If both hydraulic systems fail, return springs

move the slide valves to neutral. Control inputs
then mechanically move the barrels to provide
manual deflection of the control surface.
Flutter and Gust Damping

Automatic gust damping of the rudder and
elevator movement on the ground and prevention of surface flutter in flight in the event
of hydraulic failure are provided by a calibrated valve (Figure 15-2). After engine shutdown, the elevators move slowly to the fully
down position.
A slide valve equipped with neutral return springs and end-of-travel stops
Artificial Feel System (Springs)
An input arm common to both barrels

and connected to control linkage from
the cockpit. This input arm controls the
movement of both slide valves.
Hydraulically boosted flight controls do not

provide aerodynamic load feel to the pilot.
Therefore, spring-loaded artificial feel units
(AFUs) are incorporated in the primary flight
control linkages prior to the servoactuators.
The load feel provided is in direct proportion
to control input movement and the resultant
spring compression. Compression or extension
of the AFU produces a force that must be overcome by the crew or the autopilot.
An auxiliary arm integral with the input

arm and connected to the auxiliary feel
unit (AFU) to center the controls.
A bypass valve that interconnects the
two chambers in the event of hydraulic
failure. A calibrated heating orifice
maintains the hydraulic fluid to a satisfactory level.
A check valve in the pressure line to
prevent backflow if high aerodynamic
load overcomes hydraulic force.
Movement of the control input linkage moves
the slide valve, directing pressure to displace
the servoactuator barrel, which is connected
to the control surface. In addition to moving
The force pattern of the AFU varies with the

amount of control input. Force required to
compress the AFU increases directly to the
amount of control input. There are two levels
of resistance in the aileron and rudder AFUs
and three levels in the elevator AFU. The rudder AFU has a breakout resistance that must
be overcome prior to leaving neutral.
NOTE:
SINCE BOTH BARRELS ARE IDENTICAL,
ONLY ONE IS SHOWN.
PRESSURE RETURN
RUDDER AND ELEVATOR

SERVOACTUATORS
BYPASS
VALVE
FILTER
BARREL
CHECK
VALVE
HEATING
ORIFICE
RETURN
SPRINGS
INPUT ARM
FIXED POINT
PISTON
SLIDE
VALVE
OUTPUT ROD
AILERON SERVOACTUATOR
TO CONTROL
SURFACE
AUXILIARY ARM
TO AUXILIARY AFU
TO AIRFRAME
INPUT ARM
Figure 15-2.
Revision 3
CALIBRATED
RESTRICTOR
ORIFICE
ANTIFLUTTER AND
ANTIGUST SYSTEM
(CALIBRATED VALVE)
Primary Flight Control Servoactuator (Typical)
15-3
15-4
COPILOTS CONTROL
WHEEL
PILOTS CONTROL
WHEEL
AUXILIARY
AFU
AILERON
EMERGENCY
ACTUATOR
SERVOACTUATOR
;;
AILERON
TRIM ACTUATOR
AFU
2520'
2450'
AUTOPILOT
SERVOMOTOR
AILERON
VARIABLE
BELLCRANK
(ARTHUR Q UNIT)
Revision 4
Figure 15-3.
Aileron Control System
international
AUTOPILOT
QUADRANT
FlightSafety
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PRESSURE
SEAL BOX
AUXILIARY ARM
(TO AUXILIARY AFU)
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Auxiliary AFU
A spring-loaded auxiliary AFU is connected
to the airframe and to the auxiliary arm of
each servoactuator (Figure 15-2). If control
input linkage fails, these AFUs provide a centering force to the servoactuator slide valves.
AILERONS
General
Aileron deflection is initiated by moving the
pilots or copilots control wheel. Control inputs are through a rigid linkage composed of
fixed and adjustable push-pull rods hinged on
bellcranks. The linkage is routed along the
right side of the fuselage, where it is separated
into left and right paths (Figure 15-3).
AFU. If the control linkage to the input arm

becomes disconnected, the AFU maintains the
slide valves in the neutral position. The remaining aileron provides sufficient roll control for flight.
In the event of linkage seizure, the electric
emergency aileron actuator (Figure 15-3) can
be utilized to directly drive the servoactuator
to position the aileron 7 to maintain controlled flight. The actuator is controlled by two
red emergency actuator buttons below the
AILERON trim switch (Figure 15-4). The buttons are separated by a small partition to preclude depression of both buttons
simultaneously.
The position of the aileron emergency actuator
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 emergency 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 operate the right servoactuator in the
opposite direction of control switch
movement through the control pushpull 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 position is reached, the slide valves return to neutral, and aileron movement stops.
An auxiliary arm on the servoactuator is connected to an airframe-mounted auxiliary
Revision 3
Figure 15-4.
Aileron Emergency
Actuator Buttons and
AILERON Trim Switch
15-5
FlightSafety
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actuated by a switch in the actuator. The light

is on when the actuator leaves the neutral
position.
2 inputs or ADC 1 on SN 179 and subsequent.

This variation is accomplished through an
electric motor.
Arthur Variable Bellcranks
In the event either hydraulic system fails, the

spring-loaded sliding rod returns to the lowspeed, controls easy position. System monitoring is provided by a potentiometer.
Variable bellcranks are installed in the aileron

and elevator control linkages to vary the feel
force of the flight controls. The feel force varies
with changes in the IAS (ailerons) and with
the position of the horizontal stabilizer (pitch).
As airspeed increases, the pivot point of the
aileron bellcrank, commonly referred to as an
Arthur Q unit, changes to effectively increase the spring tension of the AFU (Figure
15-5). Horizontal stabilizer nosedown position
(high-speed Arthur) also results in an increase
of the tension of the elevator AFU.
This, in turn, requires that more force be applied
to the controls for a given control input. The
aileron Arthur Q unit is pressurized by the No. 2
hydraulic system for aircraft lower than SN 165
or electrically controlled on SN 165 and
subsequent. The elevator Arthur unit is
pressurized by the No. 1 hydraulic system.
Arthur Unit Principles

of Operation
The Arthur unit consists of an actuating cylinder articulating around a pivot point. The rod
sliding within the cylinder is connected to the
main AFU at one end and at the other end to
the trim actuator or to an elevator control rod
connected to the main linkage (Figure 15-5 and
15-11). The position of the sliding rod, and
therefore the pivot point, depends on the hydraulic pressure in the cylinder.
For aircraft lower than SN 165, the aileron Q
unit cylinder pressure is controlled by an orifice that modulates pressure as referenced by
the standby pitot pressure and static indicated
airspeed (IAS) sensing capsule (in the elevator Arthur unit, the cylinder pressure is controlled by a servo valve slaved to the elevator
Arthur unit control box).
On aircraft SN 165 to 178, the variation of the
aileron pivot point ratio is slaved to the ADC
15-6
Aileron Arthur Q Monitoring

For aircraft lower than SN 165, the aileron Q
unit is monitored by comparison of the IAS
input from the ADC 1 (or ADC 2 in the event
of ADC 1 failure) with position signals from a
potentiometer on the Q unit. The Arthur unit is
positioned by an IAS capsule controlled by the
standby pitot and static inputs.
For aircraft SN 165 to 178, the aileron Arthur
unit is monitored by comparison of a potentiometer on the Arthur unit and inputs
from ADC 1, or on SN 179 and subsequent
from ADC 2.
If a difference of approximately 40 knots exists at low speed, or 60 knots at high speed, the
amber AIL FEEL warning light illuminates.
For aircraft SN 165 and higher, this warning
is provided after a 3-second delay. The light
also illuminates if the monitoring system is inoperative (all colored warning lights are shown
in Appendix B).
If the No. 2 hydraulic system fails on aircraft
lower than SN 165, or if electrical failure occurs on all subsequent SN aircraft, the Q unit
automatically reverts to low-speed mode. Control forces during landing will be normal; however, at high speeds control will be sensitive.
Aileron Trim
Aileron trim is electrically controlled and hydraulically actuated. The trim actuator (Figure
15-3) is electrically driven and is controlled
by the AILERON dual-rocker switch on the
pedestal (Figure 15-4). Both halves of the
switch must be depressed simultaneously to
complete circuitry for trim actuation. If trim
occurs with one switch depressed, a malfunction exists.
Revision 4
Revision 3
STANDBY
PITOT
STATIC
STANDBY
PITOT
STATIC
POTENTIOMETER
NOTE:
POWERED BY
INPUT FROM
COCKPIT CONTROL
WHEELS
MAIN AFU
PIVOT
POINT
AILERON
TRIM
ACTUATOR
LOW SPEED MODE
Figure 15-5.
Arthur Q Unit
international
15-7
HIGH SPEED MODE
FlightSafety
ARTHUR
Q UNIT
FlightSafety
Q;Q;
STANDBY PITOTSTATIC SYSTEM
NO. 2
HYDRAULIC
SYSTEM
ARTHUR
Q UNIT
TRIM
CONTROL
BOX
+2520'
HYD 2
2450'
SERVO-
;
;
TRIM
POSITION
INDICATOR
RIGHT
AILERON
AUXILIARY
AFU
ADC 1
ACTUATOR
HYD 1
EMERGENCY
ACTUATOR
7
;
;;;;;;;
;;
SERVOMOTOR
HYD 2
SERVO-
; ;;;;;;;;
;
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WARNING PANEL
ADC 2 FOR
EMERGENCY MODE
MAIN
AFU
TRIM
1230'
;;;
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TRIM
POSITION
INDICATOR
;;
international
CONNECTING
ROD
ACTUATOR
AUTO-PILOT
HYD 1
AUXILIARY
AFU
TRIM CONTROL
BOX
+2520'
2450'
LEFT
AILERON
WARNING
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
;
;
;
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TRIM POSITION
INDICATOR
(2DQ)
MAIN
AFU
24 50'
SERVO
ACTUATOR
HYD 1
TRIM
12 30'
AUXILIARY
AFU
;
;;;;;;
; ;;
SERVOMOTOR
EMERGENCY
ACTUATOR
7
AUTO-PILOT
WARNING PANEL
TRIM
POSITION
INDICATOR
CONNECTING
ROD
TRIM
CONTROL
BOX
AUXILIARY
AFU
HYD 2
SERVO
ACTUATOR
HYD 1
;;
;;;;
;
;
;
TRIM
CONTROL
BOX
ARTHUR
Q UNIT
HYD 2
+25 20'
24 50'
LEFT
AILERON
WARNING
PANEL
AIRCRAFT SN 165 AND SUBSEQUENT
Figure 15-6.
15-8
Aileron Control System Block Diagram
Revision 3
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 applies 28 VDC to the trim actuator. Linear motion from the actuator displaces the input arm
on the servoactuator, thus hydraulically repositioning the ailerons. Maximum trim deflection of the aileron is 12 30. Maximum aileron
trim is indicated by a reading of 50 on the
trim indicator.
Aileron position is shown on the AIL position
indicator on the instrument panel. Do not attempt 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 indicator is shown in Figure 15-7, the AILERON
trim switch in Figure 15-4.
RUDDER
Figure 15-7.
General
Positioning of the rudder is initiated by moving the pilots or copilots rudder pedals. Control
is through a rigid linkage composed of fixed and
adjustable push-pull rods hinged on bellcranks.
The linkage is routed along the right side of the
fuselage, leaving the pressurized section
through a pressure sealing box (Figure 15-8).
From that point, it is routed through the vertical stabilizer to the servoactuator.
Rudder Operation
One side of the servoactuator is controlled directly by linkage from the rudder pedals; the
other side of the actuator is connected to the
auxiliary AFU (Figure 15-8).
Actuation of either set of rudder pedals
mechanically positions the input arm on the
servoactuator through a yaw damper unit.
Input arm movement positions slide valves in
Revision 3
Aileron Trim
Position Indicator
the servoactuator, causing the actuator housing (barrel) to move and position the rudder.
As the desired position is reached, the slide
valves return to neutral, and the rudder stops.
The main AFU is connected to the control
linkage through a bellcrank and the rudder
trim actuator, providing artificial feel forces
in parallel to the main linkage. An auxiliary
artificial feel torque unit is connected to the
opposite servoactuator input lever to center the
rudder servoactuator in the event of breakage, or disconnection of the control linkage.
There is no Arthur Q unit in the rudder control system; all control feel is through the
main AFU.
With one hydraulic system inoperative, the
servoactuator is capable of providing full
15-9
15-10
YAW
DAMPER
SERVOACTUATOR
29
29
RUDDER
COPILOTS PEDAL
PILOTS PEDAL
PRESSURE
SEAL BOX
MAIN
AFU
AUXILIARY AFU
RUDDER
TRIM
ACTUATOR
international
FlightSafety
Revision 3
Figure 15-8.
Rudder Control System
FlightSafety
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;;
AUXILIARY
AFU
;
;
AUTO-PILOT
RUDDER
SERVOACTUATOR
COPILOTS
RUDDER
PEDALS
YAW
DAMPER
MAIN
AFU
CONNECTING
ROD
TRIM
ACTUATOR
PILOTS
RUDDER
PEDALS
;
;
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TAILPLANE
DOWN
-2
0
2
50 AIL 50 AFT
4
RUDDER
6
L
R
8
FWD
10
40 0 40
L
0
R
0
TRIM
POSITION
INDICATOR
AILERON
E
M
E
R
G
AIR
BRAKES
0
1
RUDDER
UP
NORMAL
TRIM
CONTROL
BOX
TRIM
POSITION
INDICATOR
TRIM CONTROL BOX
Figure 15-9.
Revision 2
29
Rudder Control System Block Diagram
15-11
FlightSafety
international
rudder deflection up to 160 KIAS. With both

systems operative, full deflection can be made
up to 230 KIAS.
Rudder Trim
Rudder trim is electrically controlled and hydraulically actuated. The trim actuator (Figure
15-9) is electrically driven and is controlled
by the RUDDER dual-rocker switch. Both
halves of the switch must be moved simultaneously to complete circuitry for trim actuation. If trim occurs with one switch half
depressed, a malfunction exists.
NOTE
Runaway rudder trim can be stopped
by applying opposite trim and then
disengaging the control circuit
breaker.
Movement of the RUDDER trim switch applies

28 VDC to the linear rudder trim actuator. As
the actuator drives, the main AFU is moved to
displace linkage to the servoactuator, hydraulically repositioning the rudder. Maximum rudder deflection with the trim system is 12 30.
Trim deflection is shown on the RUDDER
trim position indicator (Figure 15-7). A reading of 40 on the indicator relates to 12 30 of
rudder trim.
Yaw Damping
The yaw damper system dampens rapid yaw oscillations by making small corrective displacements of the rudder and does not affect pilot
control of the rudder. The electrically driven
yaw damper actuator (Figure 15-8) is installed
in series with the rudder control linkage. When
energized by the autopilot computers, it provides motion to the servoactuator slide valves
for small deflections of the rudder.
NOTE
The autopilot does not have to be engaged for yaw damper operation.
15-12
ELEVATOR
Elevator positioning is initiated by fore or aft
movement of either control column. Control
inputs are transmitted through rigid linkage
consisting of fixed and adjustable push-pull
rods hinged on bellcranks. The linkage is
routed along the left side of the fuselage. After
leaving the passenger section, it is directed to
the elevator servoactuator in the vertical stabilizer (Figure 15-10).
The linkage system includes a spring-loaded
main AFU connected to the Arthur variable
bellcrank and to the airframe. The hydraulically actuated Arthur unit (Figure 15-11)
changes the pitch feel according to position
signals received from the horizontal stabilizer. The signals obtained provide steady
forces per g regardless of IAS, Mach number,
or airplane center of gravity.
The elevator Arthur box continuously monitors
the position of the Arthur actuator with respect to the position of the horizontal stabilizer.
The horizontal stabilizer position is provided
by the units potentiometer. Comparison is
electrical, and the warning threshold corresponds to a discrepancy of 0.5 difference between the unit and the horizontal stabilizer
position. This results in illumination of the
amber PITCH FEEL light (the light also illuminates during power failure).
The position of the Arthur cylinder piston is
controlled by No. 1 hydraulic system pressure. It varies with horizontal stabilizer position signals received through the electronic
Arthur control box to position a servo valve.
NOTE
At any speed, the horizontal stabilizer position has a direct relationship
with airplane center of gravity. The
elevator Arthur will provide steady
feel forces per g, independent of center of gravity.
Revision 3
FlightSafety
international
MAIN
AFU
ARTHUR
UNIT
HORIZONTAL
STABILIZER
POSITION
AUTOPILOT
QUADRANT
16
20
PITCH
FEEL
ELEVATOR ARTHUR
CONTROL BOX
Figure 15-10.
Elevator Control System
PRESSURE
SEAL BOX
PILOTS CONTROL
COLUMN
COPILOTS
CONTROL
COLUMN
ELEVATOR
ARTHUR
CONTROL BOX
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG.
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
CONTROL
SURFACES
MAIN
AFU
PILOT
CONTROLS
NO. 1
HYDRAULIC
SYSTEM
HIGH
ARTHUR
POSITION
SERVO VALVE
;

@
;

@
y
;
;
y
y
;
;
y
;
y
;
y
y;y;y;;y;yy;y;y;y;y;y;y;y;y;y;y;y;y;y;y;y;;
y
;
;
y
;
y
;
y
;
y
;
y
;
y
y
;
y; y;y;;y y;y;y; y;y;
y; y;
ARTHUR UNIT
Figure 15-11.
Revision 3
WARNING PANEL
XTK 2
OPEN
AIL
ZERO
y;y;y;
y
;
SERVOACTUATOR
AUXILIARY
AFU
ARTHUR UNIT
SERVO VALVE
BUS
A1
INPUT
ARM
;
;
;
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ARTHUR
UNIT
MAIN
AFU
LOW
ARTHUR
POSITION
ARTHUR
UNIT
Elevator Arthur System
15-13
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The Arthur unit ratio is 1 with the horizontal

stabilizer less than 4 (low-speed Arthur
modenoseup). The maximum ratio is 3 for
stabilizer positions greater than +1 15 (highspeed Arthur modenosedown).
The force feel is automatically increased 20%
per g when the airbrakes are extended.
NOTE
Normal or emergency leading-edge
slat extension reverts the actuator to
the low-speed mode to preclude any
further possible failure of the horizontal stabilizer actuator.
HORIZONTAL STABILIZER
General
The movable stabilizer is used to trim the airplane in the pitch axis. It is driven by either
of two 28-VDC motors, normal or emergency,
and is controlled by a dual-rocker trim switch
on either control wheel (Figure 15-12) or the
emergency pitch trim (TAILPLANE) switch on
the pedestal.
BOTH CONTROL WHEELS
VDC through the NORMAL circuit breaker

on the trim control box.
Stabilizer movement in either direction is indicated by a rattle noise from the audio system.
Stabilizer position is shown on the STAB scale
of the position indicator (Figure 15-12). Takeoff range is indicated by a green band from 4
30' to 7 30'.
The stabilizer can also be actuated by the autopilot and Mach trim system (when engaged). The
NORMAL circuit breaker must be engaged.
If the stabilizer is out of the takeoff range of
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
takeoff voice warning sounds. This is one of
five conditions that will activate the takeoff
configuration system.
A block diagram of the elevator and horizontal stabilizer system is presented in Figure
15-13. Controls and indicators for the horizontal stabilizer system are shown in Figures
15-12 and 15-14.
Emergency Operation
EMERGENCY PITCH
TRIM SWITCH
NORMAL CIRCUIT BREAKER
Figure 15-12. Horizontal Stabilizer Trim System
15-14
Normal Operation
Normal deflection of the horizontal stabilizer
is from +2 nosedown to 10 noseup. It is limited to 4 noseup if airspeed is above 210
KIAS. IAS input is from the No. 1 air data computer (ADC).
Both halves of the dual-rocker pitch trim switch
on the control wheel must be depressed simultaneously for pitch trim action. Actuation of
trim with one half of the switch depressed constitutes a malfunction. Control relays within the
system energize one winding of the normal
motor while deenergizing the other winding.
Noseup and nosedown windings cannot be energized simultaneously. If noseup and nosedown commands are initiated simultaneously,
both commands are nulled, and no trim occurs. Overtravel is prevented by electrical stops
(limit switches). Power for trim operation is 28
In the event the horizontal stabilizer is inoperative in the normal mode, the stabilizer can be
actuated with the EMERG pitch trim (TAILPLANE) switch on the trim control box (Figure 15-12). The switch is spring-loaded to the
center (off) position and has momentary stabilizer UP and DOWN positions. Moving the
switch to either operating position automatically disengages a NORMAL circuit breaker
located near the switch, rendering normal operating circuitry inoperative.
There are two microswitches, noseup and nosedown, which limit operation in the emergency
mode of operation. Therefore, the stabilizer
cannot be driven to the mechanical stops. To
reinstate normal trim operation after using
the emergency mode, the NORMAL circuit
breaker must be reengaged.
Revision 3
Revision 3
WARNING PANEL
WARNING PANEL
TRIM
POSITION
INDICATOR
XTK 2
OPEN
AIL
ZERO
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG.
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
BAG
ISOL
-2
0
2
50 AIL 50 AFT
4
RUDDER
6
L
R
8
FWD
10
40 0 40
L
0
R
0
POSITION
TRANSMITTER
NORMAL
DUAL-ROCKER
SWITCH
IAS LESS THAN 210 KT

10
RELAY
BOX
NOR
MAL
TRIM CONTROL
BOX
EMER
GENCY
TAILPLANE
HORIZONTAL
STABILIZER
ACTUATOR
4
IAS GREATER THAN 210 KT
NORMAL
DUAL-ROCKER
SWITCH
AUTOPILOT
AUTO
TRIM
MACH
TRIM
E
M
E
R
G
AIR
BRAKES
0
1
RUDDER
UP
NORMAL
AIRBRAKES
NO. 1
HYDRAULIC SYSTEM
AUTOPILOT
SERVO VALVE
CONNECTING
ROD
ARTHUR
UNIT
ACTUATOR
SLATS
ELEVATOR
ARTHUR
CONTROL
BOX
AUXILIARY
AFU
MAIN
AFU
NO. 1
HYDRAULIC
SYSTEM
15-15
NO. 2
HYDRAULIC SYSTEM
Figure 15-13.
Elevator and Horizontal Stabilizer Block Diagram
international
SERVOACTUATOR
FlightSafety
AUTOPILOT
SERVOMOTOR
DOWN
AILERON
+2 TO 10
ELEVATOR
20 TO +16
AIRPLANE ON
GROUND
+
ONE POWER LEVER
BEYOND 84
+
OUT OF 4 TO 8 RANGE
TRIM
CONTROL
BOX
TRIM POSITION
INDICATOR
AUDIO
WARNING
NO
RATTLE
TAKEOFF
NOISE
;
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international
WARNING PANEL
XTK 2
OPEN
AIL
ZERO
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
BAG
ACCESS
BLEED
APU
T/O
CONFIG.
CENTER
CIRCUIT-BREAKER
PANEL
PITCH
FEEL
MACH
TRIM
BAG
ISOL
PILOTS
DUAL-ROCKER
SWITCH
COPILOTS
DUAL-ROCKER
SWITCH
TRIM
POSITION INDICATOR
NOSE DN
-2
0
2
AFT
50 AIL 50
4
RUDDER
6
L
R
8
FWD
10
40 0 40 NOSE UP
L
0
R
0
10
STAB
EMERG
TRIM
INDIC
FLT CONTROL
TRIM CONTROL BOX
TAILPLANE
DOWN
AILERON
E
M
E
R
G
AIR
BRAKES
0
1
RUDDER
EMERGENCY
PITCH
TRIM SWITCH
UP
NORMAL
NORMAL CONTROL
CIRCUIT BREAKER
HORIZONTAL
STABILIZER
ACTUATOR
Figure 15-14.
15
2.5
STAB
NORMAL
AIL
FEEL
POSITION SENSOR
HORIZONTAL
STABILIZER
RELAY BOX
15-16
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FlightSafety
Horizontal Stabilizer Controls and Indicators
Revision 3
FlightSafety
international
Horizontal Stabilizer Operation

with the Mach Trim System
To augment stability in the pitch axis at high
Mach numbers, the Mach trim system modulates the stabilizer position as the Mach number varies. This system is normally activated
prior to takeoff and becomes operative when
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.
TRAILING-EDGE FLAPS
General
The trailing-edge flaps (Figure 15-16) consist
of an inboard and an outboard dual-slotted
segment on each wing. A fixed fore flap is
mounted forward of each segment.
With the Mach trim system engaged, the normal trim system can be used at any time to adjust 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 autopilot 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 warning light is illuminated when the system is deenergized or when a system fault is detected.
Figure 15-15.
Mach Trim Pushbutton
SECONDARY FLIGHT
CONTROLS
GENERAL
The secondary flight controls include electrically
controlled and hydraulically actuated trailingedge flaps, leading-edge slats, and airbrakes.
The flaps are actuated by an electrically controlled hydraulic motor driving torque tubes and
jackscrews. The leading-edge slats, extending
along the entire leading edge of the wing, are
powered by double-acting hydraulic actuators
and operate in three different modes. The airbrakes, 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.
Figure 15-16.
Flaps and Airbrakes
15-17
FlightSafety
international
The flaps are controlled by a combination

slat/flap handle on the slat/flap control box.
Handle movement provides circuitry to a control valve on the flap hydraulic motor reduction gear (Figure 15-17). Reduction gearing
driven by the motor provides motive force to
actuate the flaps through torque tubes and
jackscrews.
Hydraulic power is supplied by the No. 2 hydraulic system or by the hydraulic standby
pump if the No. 2 hydraulic pump fails. Flap
position indication is provided by an indicator on the instrument panel. Asymmetry protection is also provided.
Overtravel of the flaps is prevented by a springloaded brake within the motor.
The flaps are controlled with the handle on the

slat/flap control box (Figure 15-18).
Flap Operation
LEFT-WING
TRANSMISSION
RIGHT-WING
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.
15-18
Flap Hydraulic Motor and Reduction Gearing
Revision 3
FlightSafety
FlightSafety
international
international
POINTER
7
FORE FLAP
WARNING PANEL
HOT
BAT
XTK 2
OPEN
AIL
ZERO
L
OVHT
AUTO
SLATS
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
BAG
ACCESS
BLEED
APU
T/O
CONFIG.
FLAP
OVHT
FLAP
ASYM
PITCH
FEEL
MACH
TRIM
BAG
ISOL
DIFFERENTIAL
COMPARATOR
POSITION
TRANSMITTER
OUTBOARD
FLAP
AUDIO
WARNING
NO TAKEOFF
AIRPLANE ON GROUND
+
ONE POWER LEVER BEYOND 84
+
FLAP DEFLECTION
GREATER THAN 22
OUTBOARD SLATS
EXTENDED
CLEAN
7 FLAPS + SLATS
Figure 15-18. Flap Control and Indicators
20 FLAPS + SLATS
The flaps can be extended by moving the

slat/flap handle to the 7 FLAPS+SLATS position. This energizes the flap control valve,
and the hydraulic motor operates to drive the
flaps (Figure 15-19).
As the flaps reach the selected 7 position, the
control valve is deenergized, and pressure is
removed from the hydraulic motor. The braking device in the motor is hydraulically operated during operation and then released,
holding the flaps in position. Further extension can be made by positioning the handle to
the next position.
Flap Indication System

A flaps asymmetry detection circuit compares
flaps position information from position trans-
Revision 3
mitters on each outboard flap. If asymmetry

greater than 5 (flaps near takeoff position) or
8 (flaps near landing configuration) exists, a
differential comparator triggers the amber
FLAP ASYM warning light. The flap motor
control circuit breaker is also automatically
deenergized to remove hydraulic pressure
from the motor, and the motor brake is applied to hold the flaps in position.
EMERG
SLATS
There is no provision made for emergency operation of the flaps. However, the standby hydraulic pump can be used to actuate the flaps
in the event the No. 2 hydraulic system pump
fails for reasons other than line rupture and loss
of fluid. Regardless of the pressure source,
the flaps control handle is used for flap operation, and asymmetry protection and position
indication are the same as previously described.
HYDRAULIC
MOTOR WITH
REDUCTION
GEAR
NO. 2
HYDRAULIC
SYSTEM
(FOR A/C 162)
CONFIGURATION PANEL
AIR
BRAKE
POINTER
FLAPS
JACK
SCREW
UP
0
7
DN 40
With the airplane on the ground, the flaps extended beyond 22, and at least one power
lever advanced beyond the 84 power lever
angle, the no takeoff voice sounds, and the
red T/O CONFIG warning light comes on.
0
7
20
40
40 FLAPS + SLATS
The handle is spring-loaded and detented and

must be pulled upward prior to movement to
any position. Since the handle also controls the
leading-edge slats, selection of any flap position causes the slats to extend.
INBOARD
FLAP
20
SLATS
MOVING
CONFIGURATION
PANEL
LANDING GEAR
POSITION
TRANSMITTER
TEST
LH
NOSE
RH
WARNING
PANEL
SLAT/FLAP
CONTROL BOX
Figure 15-19. Flap System Operation
15-19
FlightSafety
FlightSafety
international
international
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WARNING PANEL
L AOA
R AOA
R PITOT
HOT
BAT
XTK 2
OPEN
AIL
ZERO
ST BY
PITOT
L WHL
OVHT
AUTO
SLATS
XTK 2
CLOSED
AIL
FEEL
AP
MISTRIM
NOSE
CONE OVHT
REAR
DOORS
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
;;
L PITOT
0
7
SLAT
POSITION
INDICATOR
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CENTER
CIRCUITBREAKER PANEL
21CF
10
SLAT
INDIC
LH AUTO
SLAT
DN 40
20
SLATS
MOVING
LEADING-EDGE SLATS
General
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 hydraulically actuated. Three actuators power
each outboard slat. One actuator provides only
extend force; two are double-acting (differential) units. Each inboard slat is powered by
one differential actuator. The actuators are
continuously pressurized to maintain the slats
in the retracted position.
LANDING GEAR
NOSE
RH
CLEAN
7 FLAPS + SLATS
20 FLAPS + SLATS
40 FLAPS + SLATS
EMERG
SLATS
EMERGENCY
SLATS
(OUTBOARD)
FLT CONTROL
(FOR A/C 162)
NOTE
The single extend actuator on the
outboard section is for emergency
operation.
Operation of the inboard and outboard slats is

separate; each has its own hydraulic selector
valve. Slat operation is electrically sequenced,
causing the outboard slats to actuate first during extension. Logic circuitry prevents outboard slat retraction with the trailing-edge
flaps extended, and retraction of the outboard
slats with the inboard slats extended. The slats
operate in three modes: normal, automatic,
and emergency.
AOA
INDIC
If hydraulic pressure fails or is shut off, the

slats are held retracted by valve boxes that
maintain residual pressure in the actuators.
RH AUTO
SLAT
Control and Indication

INBOARD
SLAT
SLAT
ACTUATOR
EMERGENCY
ACTUATOR
ANGLE-OF-ATTACK
VANES
Figure 15-20.
15-20
Leading-Edge Slats
OUTBOARD
SLAT
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
relays controlling the slats and the relays on the nose and left main gears.
There is a discrepancy of +5 between
the angle-of-attack vanes.
One of the auto slats systems (left or
right) is still armed, and airspeed is
above 280 knots.
TEST
LH
Normally, it is steadily illuminated when all

slats are extended, flashing only when the outboard slats are extended. The rectangular red
arrow light illuminates with the slats in transit or if slat position and control handle position disagree.
The slats are normally controlled with the

handle on the slat/flap control box (Figure
15-20). Moving the handle out of CLEAN selects full extension of the slats (and trailingedge flaps, as selected). Emergency extension
only of the outboard slats is accomplished
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
switch adjacent to the normal control handle.
Slat position indication is provided by a green
light resembling a slat (Figure 15-20).
Flight above 265 knots with the AUTO SLATS

light on is prohibited.
Normal Operation
No. 1 hydraulic system pressure is constantly
applied to the retract side of all normal actuators to hold the slats retracted. This pressure
is applied to the side of the piston with the
smaller working area. When pressure is also
applied to the other side of the piston (larger
area), the actuator extends.
Moving the control handle on the slat/flap
control box out of CLEAN energizes the outboard solenoid selector, and then the inboard
solenoid selector valve when the outboard
slats are fully extended (Figure 15-21).
No. 1 system pressure is directed to the actuators to extend the outboard slats. When the outboard slats are fully extended, an actuator on
each inboard slat provides inboard slats extension. Returning the handle to CLEAN deenergizes the selector valves, allowing extension
pressure to be vented to return. The constantly
applied pressure on the retract side of the actuators retracts the inboard slats and holds them
in position. The outboard slats are delayed in
retraction until trailing-edge flaps and inboard
slats are fully retracted.
Revision 3
Revision 4
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
RIGHT OUTBOARD
LEFT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
OUTBOARD
VALVE
BOX
VANE
AOA
LESS
THAN 23
40 FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
15-21
EXTEND
RESTRICTOR
RESTRICTOR
Figure 15-21.
ELECTRICAL
Normal Slat Extension
international
NO. 1 PRESSURE
FlightSafety
20 FLAPS-SLATS
SLATS/FLAP
CONTROL BOX
INBOARD
VALVE
BOX
FlightSafety
international
The outboard selector valve is dual-solenoid

actuated. One solenoid is powered by bus A1
through L/H AUTO SLAT breaker. The other
solenoid receives power from the battery bus
through the SLATS circuit breaker located on
the main electrical box (6PA). Either solenoid
will actuate the selector valve. The inboard
solenoid is powered only through the L/H
AUTO SLAT circuit breaker.
When the outboard slats have been extended
normally via the slat/flap handle and there is
a failure of the main left and right buses, the
outboard slats are kept extended by electrical
supply from the battery bus.
Slat control and indications in flight with the
control handle in CLEAN and out of CLEAN
position are shown in Figures 15-23 and 15-24.
Automatic Operation
(Clean Stall)
Automatic operation of the slats is armed by
IAS (from the ADC), is controlled by angle
of attack (AOA), and is operative up to 265
knots, Airplane AOA is detected by two angleof-attack vanes, one on either side of the forward fuselage (Figure 15-22). The left system
is armed by ADC 1; the right system by ADC
2. Each vane is heated through the PITOT
switch on the overhead panel.
Table 15-1. AOA VANE ANGLE

VERSUS AIRPLANE AOA
AOA VANE ANGLE
AIRPLANE AOA
14
16
23
34
11
12.2
16.5
23
The left vane is powered by the L/H AUTO

SLAT circuit breaker; the right vane is powered
by the R/H AUTO SLAT circuit breaker.
On the ground, automatic slat operation is inhibited by the main gear flight/ground proximity switches. The left vane is controlled by
the left main gear; the right vane by the right
main gear.
In flight, with the slat/flap handle in CLEAN
and IAS below 265 knots, the outboard slats normal actuators supplied by No. 1 hydraulic system pressure automatically extend the outboard
slats when the left vane exceeds 11 airplane
AOA. Similarly, if the right vane exceeds 12.2
airplane AOA, No. 1 and No. 2 hydraulic system pressure supplies the normal and emergency outboard slat actuators, automatically
extending the outboard slats, which are then retracted when airplane AOA decreases below
those values (Figure 15-25).
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
Vane angle and airplane AOA do not directly

correspond. Table 15-1 shows the relationship.
15-22
During automatic slat extension, 12.2 airplane AOA (Figure 15-25) also provides an
audio stall warning and actuates the engine ignition system. Return of airplane AOA to
Revision 4
FlightSafety
international
AOA = 11
INCREASING
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SLATS
POSITION
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A
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
INDICATIONS
;
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GREEN
FLASHING LIGHT
;;
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AIRPLANE
AOA
CONTROL
AIR
BRAKE
FLAPS
UP
0
7
20
DN 40
SLATS
MOVING
20 FLAPS-SLATS
IGN
40 FLAPS-SLATS
LANDING GEAR
TEST
LH
NOSE
RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
AOA = 11
DECREASING
OUT
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AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
CLEAN
7 FLAPS-SLATS
FLAPS
UP
0
7
DN 40
20
SLATS
MOVING
20 FLAPS-SLATS
40 FLAPS-SLATS
IGN
LANDING GEAR
TEST
LH
NOSE
RH
CROSS-SECTION B
OUTBOARD SLAT
CLEAN
AIRPLANE
ANGLE OF
ATTACK
INITIAL
CONFIGURATION
AIRPLANE IN CLEAN
CONFIGURATION,
SLAT/FLAP HANDLE
IN CLEAN
AOA
11
(INCREASING)
AOA
11
(DECREASING)
EXTENSION OF OUTBOARD SLATS
RETRACTION OF OUTBOARD SLATS
RED SLAT-MOVING LIGHT ON
GREEN FLASHING LIGHT OUT,

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,
RED LIGHT GOES OUT;
GREEN LIGHT FLASHES.
Figure 15-23.
Revision 4
WHEN OUTBOARD SLATS ARE

RETRACTED, RED LIGHT GOES OUT
Slats Controls and Indications, in FlightHandle in CLEAN
15-23
FlightSafety
international
AIRPLANE
AOA
SLATS
POSITION
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B
CROSS-SECTION A
INBOARD SLAT
AOA < 165
7 FLAPS-SLATS
;
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GREEN
STEADY LIGHT
CLEAN
INDICATION
;
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FLAPS
CONTROL 7+SLATS
1
AIR
BRAKE
FLAPS
;
;
DN 40
UP
0
7
20
SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
MOVING
LANDING GEAR
TEST
CROSS-SECTION B
OUTBOARD SLAT
AOA = 165
INCREASING
7 FLAPS-SLATS
20 FLAPS-SLATS
RH
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GREEN
STEADY LIGHT
CROSS-SECTION A
INBOARD SLAT
CLEAN
NOSE
;;
;;
LH
AIR
BRAKE
FLAPS
DN 40
40 FLAPS-SLATS
UP
0
7
20
SLATS
IGN
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
AOA = 23
INCREASING
CROSS-SECTION A
INBOARD SLAT
20 FLAPS-SLATS
40 FLAPS-SLATS
NOSE
RH
;
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GREEN
FLASHING LIGHT
CLEAN
7 FLAPS-SLATS
LH
;
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TEST
AIR
BRAKE
FLAPS
0
7
DN 40
IGN
UP
20
SLATS
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
Figure 15-24.
15-24
TEST
LH
NOSE
RH
Slats Controls and Indications, in Flight

Handle out of CLEAN (Sheet 1 of 2)
Revision 4
FlightSafety
international
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AIRPLANE
AOA
SLATS
POSITION
AOA = 23
GREEN
FLASHING LIGHT
CLEAN
CROSS-SECTION A
INBOARD SLAT
7 FLAPS-SLATS
20 FLAPS-SLATS
40 FLAPS-SLATS
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DECREASING
INDICATION
;;
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FLAPS
CONTROL 7+SLATS
4
AIR
BRAKE
FLAPS
UP
0
7
DN 40
20
SLATS
IGN
MOVING
LANDING GEAR
TEST
CROSS-SECTION B
OUTBOARD SLAT
AOA = 165
20 FLAPS-SLATS
40 FLAPS-SLATS
AIR
BRAKE
CROSS-SECTION A
INBOARD SLAT
DECREASING
7 FLAPS-SLATS
RH
GREEN
STEADY LIGHT
CLEAN
NOSE
;;
;;
LH
FLAPS
UP
0
7
DN 40
20
SLATS
MOVING
LANDING GEAR
CROSS-SECTION B
OUTBOARD SLAT
TEST
LH
NOSE
RH
AIRPLANE ANGLE-OF-ATTACK
INITIAL
CONFIGURATION
SLAT/
FLAP
CONTROL
OUT OF
CLEAN
AOA
<165
AOA
165
(INCREASING)
ALL SLATS
EXTENDED
ALL SLATS
EXTENDED
GREEN LIGHT
STEADY
AUDIO
WARNING ON
AOA
23
(INCREASING)
RETRACTION
OF INBOARD
SLATS
AOA
23
(DECREASING)
AOA
165
(DECREASING)
INBOARD
SLATS
RETRACTED
INBOARD
SLATS
REEXTEND.
AUTOMATIC
IGNITION
AUTOMATIC
IGNITION
GREEN LIGHT
STEADY
IGN LIGHT ON
IGN LIGHT ON
AUTOMATIC
IGNITION CUTS
OFF AFTER
TEN SECONDS.
AUTOMATIC
IGNITION
AUDIO
WARNING ON
AUDIO
WARNING ON
IGN LIGHT ON
GREEN LIGHT
FLASHING
GREEN LIGHT
FLASHING
IGN LIGHT OUT

AUDIO
WARNING OFF
GREEN LIGHT
STEADY
Figure 15-24.
Revision 4
Slats Controls and Indications, in Flight

Handle out of CLEAN (Sheet 2 of 2)
15-25
15-26
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
RIGHT OUTBOARD
AOA
ABOVE
23
LEFT ANGLEOF-ATTACK
VANE
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
AOA 11
VANE
AOA 12.2
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
OUTBOARD
VALVE
BOX
AOA
ABOVE
23
40 FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
NO. 2 PRESSURE
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
Figure 15-25.
RETURN
Automatic Extension of Outboard SlatsHandle in CLEAN
international
Revision 3
NO. 1 PRESSURE
FlightSafety
20 FLAPS-SLATS
OUT OF
CLEAN
INBOARD
VALVE
BOX
Revision 3
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
RIGHT OUTBOARD
AOA
ABOVE
23
LEFT ANGLEOF-ATTACK
VANE
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
AOA 11
VANE
AOA 12.2
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
OUTBOARD
VALVE
BOX
AOA
ABOVE
23
40 FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
NO. 2 PRESSURE
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
RETURN
Automatic Retraction of Inboard Slats (Extended with Control Handle)
international
15-27
Figure 15-26.
NO. 1 PRESSURE
FlightSafety
20 FLAPS-SLATS
OUT OF
CLEAN
INBOARD
VALVE
BOX
FlightSafety
international
below 11 stops the audio warning and deactivates the ignition system after a ten-second
delay. If the slats were extended in the normal mode, this function occurs at 16.5 airplane AOA. In both instances of stall, the red
transit light comes on. The red TRANSIT
light goes out and the green indicator flashes
when the outboard slats fully extend or the inboard slats fully retract.
Testing Automatic Slat Function

Each automatic slat control system is tested
with the STALL 1 or STALL 2 test buttons on
the pedestal (Figure 15-28).
Depressing either STALL test button (on the
ground only) simulates an in-flight configuration with signals corresponding to an airplane AOA greater than 11 with the slat
control handle in the CLEAN position or, with
handle out of CLEAN, greater than 23 airplane AOA.
LEFT AIR DATA

COMPUTER
LH AUTO
SLAT
ANGLE-OF-ATTACK
VANE
AIRPLANE
AOA 11
RELAY
NO. 1 SYSTEM
NORMAL OUTBOARD
SOLENOID
SELECTOR VALVE
AIRPLANE
AOA 23
RELAY
NO. 1 SYSTEM
NORMAL INBOARD
SOLENOID
SELECTOR VALVE
INBOARD SLAT
AUTOMATIC
RETRACTION
RELAY
NO. 1 SYSTEM
NORMAL OUTBOARD
SOLENOID
SELECTOR VALVE
OUTBOARD SLAT
AUTOMATIC
RETRACTION
RIGHT AIR DATA

COMPUTER
NO. 2 SYSTEM
EMERGENCY
SOLENOID
SELECTOR VALVE
RELAY
RH AUTO
SLAT
AIRPLANE
AOA 23
AIRPLANE
AOA 12.2
ANGLE-OF-ATTACK
VANE
Figure 15-27.
15-28
Automatic Slat Control Block Diagram
Revision 3
FlightSafety
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If the slats are retracted at the time of testing,

the outboard slats automatically extend, the
IGN indicator lights on the overhead panel
come on, the audio warning is heard, and the
green light flashes. If the slats are extended, the
inboard slats automatically retract, the audio
warning sounds, and the green light flashes.
As the outboard slats are in transit, the red

slats moving light on the configuration panel
illuminates, and goes out when the slats are extended. The green slats position light comes on
and flashes at full slat extension. This mode of
operation is intended for landing configuration
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 panels are actuated by differential hydraulic actuators and there is no mechanical sequencing.
The No. 2 hydraulic system powers the airbrake system with the hydraulic standby pump
as a backup pressure source.
Figure 15-28.
STALL 1 and STALL 2

Test Buttons
Emergency Extension of
the Outboard Slats
If normal slat control or the No. 1 hydraulic
system fails, the guarded EMERGENCY
SLATS switch located on the pedestal close to
the slat/flap handle (aircraft SNs 1 to 161) or
on the slat/flap control box (aircraft SNs 162
and subsequent) can be used to extend the outboard slats (see Figure 15-18).
Raising the guard and actuating the switch
energizes the slats emergency selector valve,
directing No. 2 hydraulic system pressure to
the emergency actuators connected to the outboard slats (Figure 15-29).
Revision 4.01
Extension and retraction are controlled by a

handle on the pedestal. This handle provides
electrical signals to the systems two selector
valves, one for the center airbrake panel actuators and one for the inboard and outboard
panel actuators. Maximum deflection of the
airbrakes is:
Inboard panels37
Center panels50
Outboard panels68
Control
The airbrakes are controlled by the AIR
BRAKE handle (Figure 15-30). Power for system operation is from the A1 bus through the
A/B CONTROL (1CD) circuit breaker.
15-29
15-30
LEFT
INBOARD
LEFT OUTBOARD
RIGHT
INBOARD
RIGHT OUTBOARD
EMERGENCY
ACTUATOR
R
EMERGENCY
ACTUATOR
E
LEFT ANGLEOF-ATTACK
VANE
AOA
LESS
THAN 23
INBOARD
SLAT
SOLENOID
SELECTOR
VALVE
ADC 1
IAS LESS THAN
265 KT
OUTBOARD
SLAT
SOLENOID
SELECTOR
VALVE
AUTOMATIC
DISTRIBUTOR
CLEAN
7 FLAPS-SLATS
SLAT
EMERGENCY
SOLENOID
ADC 2
SELECTOR
IAS LESS THAN
VALVE
265 KT
OUTBOARD
VALVE
BOX
VANE
AOA
LESS
THAN 23
40 FLAPS-SLATS
EMERGENCY
SLATS
LEGEND
RETURN
RESTRICTOR
EXTEND
RESTRICTOR
ELECTRICAL
Emergency Extension of Outboard Slats
international
Revision 3
NO. 2 PRESSURE
FlightSafety
20 FLAPS-SLATS
Figure 15-29.
INBOARD
VALVE
BOX
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 deflection of 50, and the amber AIR BRAKE
light comes on.
Figure 15-30. AIR BRAKE Handle
The handle has three positions labeled 0,

1, and 2, each incorporating a ball-lock detent. In the 0 position, all surfaces are retracted (flush). Position 1 results in extension
of only the center panels; position 2 causes all
panels to extend.
Indications
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 outboard and inboard surfaces. Pressure on the
larger area of the actuators fully extends the inboard surfaces to 37 and the outboard surfaces to 68. The center airbrake selector valve
remains energized, the center airbrakes remain
extended, and the amber AIR BRAKE light remains on.
Conversely, moving the handle back to the 1
position deenergizes the outboard and inboard
selector valves, allowing the outboard and inboard surfaces to retract.
System indication consists of two lights. The

red T/O CONFIG light on the warning panel
illuminates when the airplane is on the ground,
the inboard or center airbrakes are not retracted, and one or more power levers are advanced beyond the 84 PLA setting.
Handle movement to the 0 position deenergizes

the center airbrake selector valve, and the center
surfaces retract, extinguishing the amber AIR
BRAKE light.
The amber AIR BRAKE light on the configuration panel comes on with the AIR BRAKE handle in position 1 or 2 and the airbrakes extended.
It will flash when the airbrakes automatically retract during stall conditions.
If either AOA vane detects airplane AOA increasing above 16.5, both selector valves are
deenergized, and all surfaces retract and are held
by the constantly applied pressure on the retract
side of the actuator pistons (Figure 15-31). The
amber AIR BRAKE light flashes.
Normal Operation
Subsequent to automatic retraction of the airbrakes, they cannot be extended again until the
handle is returned to 0 to electrically recycle
the system.
With the AIR BRAKE handle in the 0 position, both the center airbrake and outboard airbrake solenoid-operated selector valves are
Revision 3
Automatic Retraction
15-31
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TRIM/AIRBRAKE
CONTROL BOX
TAILPLANE
DOWN
AILERON
E
M
E
R
G
AIR
BRAKES
0
AIRPLANE
AOA 16.5
AIRPLANE
AOA 16.5
LEFT
ANGLE-OF-ATTACK
VANE
RELAYS
POSITION 2
UP
CENTER
AIRBRAKE
SOLENOID
SELECTOR
VALVE
NORMAL
FLAPS
RIGHT CENTER
AIRBRAKE
(DEFLECTION 50)
AIRPLANE
AOA
GREATER THAN
16.5
CONFIGURATION PANEL
AIR
BRAKE
RIGHT OUTBOARD
AIRBRAKE
(DEFLECTION 68)
POSITION 1
RUDDER
RIGHT
ANGLE-OF-ATTACK
VANE
AIRBRAKESRETRACTED
PRESSUREHOLDING
VALVE
BLINKER
RIGHT INBOARD
AIRBRAKE
(DEFLECTION 37)
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UP
0
7
DN 40
20
SLATS
MOVING
LANDING GEAR
TEST
XTK 2
LH
XTK 2
NOSE
ZERO
FEEL
AP
MISTRIM
NOSE
CONE OVHT
BAG
ACCESS
BLEED
APU
T/O
CONFIG.
RH
OPEN
CLOSED
MASTER
WARNING
PANEL
AIL
AIL
PITCH
FEEL
MACH
TRIM
BAG
ISOL
AUDIO
WARNING
NO TAKEOFF
CONFIGURATION
PANEL
AIRPLANE ON GROUND
+
ONE POWER LEVER
BEYOND 84
+
AIRBRAKES NOT
RETRACTED
LEGEND
NO. 2 PRESSURE
RETRACT PRESSURE
RETURN
RESTRICTOR
LEFT INBOARD
AIRBRAKE
(DEFLECTION 37)
ELECTRICAL
LEFT CENTER
AIRBRAKE
(DEFLECTION 50)
MASTER
WARNING
PANEL
TRIM/AIRBRAKE
CONTROL BOX
LEFT OUTBOARD
AIRBRAKE
(DEFLECTION 68)
OUTBOARD
AND INBOARD
AIRBRAKE
SOLENOID
SELECTOR VALVE
AIRBRAKE IN EXTENDED POSITION
Figure 15-31.
15-32
Airbrakes System
Revision 3
FlightSafety
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LIMITATIONS
Full application of rudder and aileron controls and maneuvers that involve angles of attack 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.
Revision 3
15-33
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QUESTIONS
1.
Arthur units:
A. Function as variable bellcranks
B. Increase force required to satisfy
AFU spring tension
C. Are installed in the aileron and elevator control linkages
D. All the above
2.
The auxiliary AFU:

A. Provides load feel to the pilot
B. Provides a centering force to the servoactuator slide valves
C. Provides load feel to the pilot if the
main AFU fails
3.
The primary flight control servoactuators are:

A. Supplied with hydraulic pressure
from the No. 1 system only
B. Supplied with hydraulic pressure
from the No. 2 system only
C. Dual actuators receiving pressure
from both hydraulic systems
D. Single actuators receiving pressure
from both hydraulic systems
4.
Electrically controlled and hydraulically

actuated control surface trim is provided
for the:
A. Rudder only
B. Aileron and rudder
C. Aileron only
D. Aileron, rudder, and elevator
5.
Pitch trim is accomplished with:

A. Electric motors driving the horizont a l stabilizer leading edge up or
down
B. Elevator trim
C. A hydraulic motor driving the horizontal stabilizer up or down
D. Any of the above
15-34
6.
Automatic retraction of the airbrakes

occurs:
A. When both AOA vanes detect airplane angle of attack above 16.5
B. As airspeed exceeds 265 knots
C . W h e n b o t h AOA va n e s d e t e c t a i rp lane angle of attack below 23
D. When either AOA vane detects airplane angle of attack above 16.5
7.
Automatic extension of the outboard

slats occurs:
A. As the airplane stalls
B. At high angles of attack
C. At low angles of attack
D. At high IAS
8.
The leading-edge slats are maintained in

the retracted position by:
A. Constantly applied hydraulic pressure on the retract side of the slat
actuators
B. Airload
C. Ball locks within the actuators
D. A spring-loaded mechanism
9.
The airbrakes are:

A. Electrically actuated
B. Automatically extended as required
C. Electrically controlled and hydraulically actuated
Revision 2
FlightSafety
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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
16-i
FlightSafety
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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
16-ii
Revision 1
FlightSafety
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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
Revision 4
16-iii
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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 communications 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 information on specific systems not included in this chapter.
GENERAL
The pitot-static system includes three pitotstatic probes, six static air ports, and a ramair temperature sensor, which serve the air
data computers, selected airplane systems,
and associated pilot and copilot instruments.
The standard automatic flight guidance and

control system (AFGCS) includes the air data
system, the autopilot and flight director, the
inertial reference system, and the Sperry EFIS
electronic flight instrument system.
16-1
FlightSafety
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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, Electrical 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 pilots
and copilots Mach speed indicators.
PITOT PRESSURE PROBES

Three identical pitot probes supply total pressure information to the three systems (pilot,
copilot, and standby). The probes supply separate, independent pressures as depicted in
Figure 16-1. The pilots and copilots pitot
probes (Figure 16-2) are located on each side
of the lower fuselage nose; the standby system probe is mounted directly below the
pilots probe.
Each probe is equipped with an anti-icing
heating resistor. Heating is controlled by three
switches on the overhead panel labeled
PILOT, COPILOT, and ST-BY. The
PILOT switch controls heating of the left pitot
probe, the left and right static pressure ports
(pilots and copilots), the left angle-of-attack sensor, and the temperature probe. The
COPILOT switch controls heating of the right
pitot probe, the right and left static pressure
ports (pilots and copilots), and the right
angle-of-attack sensor. The ST-BY switch
controls heating of the standby pitot tube only.
A defective power supply to a probe or sensor (with the exception of the temperature
probe) is indicated by illumination of the corresponding amber light on the warning panel
(See Chapter 10, Ice and Rain Protection,
for additional information).
16-2
Figure 16-2. Pitot Probes
Two drain ports are located at the lower aft section of each tube.
STATIC PRESSURE PORTS

The pilots and copilots static pressure ports
(Figure 16-3) are flush-mounted on each side
of the airplane nose. The left and right ports
of each independent system (pilots and copilots) are interconnected to reduce sideslip
effect. A flange at the rear of each port serves
to prevent port position error. Residual errors
are very slight, especially at low airspeeds. The
ports are thermally insulated from the airplane skin and are heated to prevent icing.
The standby static pressure ports are flushmounted on each side of the airplane nose forward of the pitot probes. The ports do not have
flanges and do not require anti-icing.
Revision 4
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STANDBY STATIC
STANDBY STATIC
RAM AIR
TEMPERATURE SENSOR
STANDBY PITOT
TRIPLE INDICATOR
(CABIN ALT, P, AND
RATE-OF-CLIMB)
PILOT PITOT
AILERON
ARTHUR Q UNIT
COPILOT PITOT
COPILOT STATIC
PILOT STATIC
STANDBY MACH
SPEED INDICATOR
PILOT STATIC
ELEVATOR
ARTHUR
ELEVATOR
ARTHUR
UNIT
ADC 1
MACH SPEED
INDICATOR 1
(OPTION)
HOR STAB
CRUISE STOP
(TAT, SAT, TAS)
AILERON ARTHUR Q
MONITORING A/C SNs UP TO 178
ELECTRIC
ALTIMETER
1

A/C SNs 179 AND HIGHER
SLAT
MONITORING
STANDBY
ALTIMETER
VERTICAL SPEED
INDICATOR 1
COPILOT STATIC
ADC 2
MACH SPEED
INDICATOR 2
(OPTION)
CABIN
PRESSURIZATION
CONTROL
(TAT, SAT, TAS)
(OPTION)
EFIS 1
ELECTRIC
ALTIMETER
2
FMS 1
VERTICAL SPEED
INDICATOR 2
LEGEND
LANDING GEAR
CONTACTS
PILOTS PITOT
COPILOTS PITOT
PILOTS STATIC
IRS 1
VMO/MMO
WARNING
VMO/MMO
WARNING
EFIS 2
SLAT
CONTACTS
LANDING GEAR
CONTACT
FMS 2
SLAT
MONITORING
IRS 2
AILERON ARTHUR Q MONITORING

A/C SNs BELOW 165,
AND 179 AND HIGHER
SLAT
CONTACTS
COPILOTS STATIC
STANDBY PITOT
STANDBY STATIC
ALTITUDE
WARNING
ELECTRICAL

A/C SNs 165 TO 178
ATC 1
CONTROL PANEL
TURBOFAN
CONTROL
ATC 2
CONTROL PANEL
Figure 16-1. Pitot-Static System
Revision 3
16-3
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PILOTS ID 802 ANNUNCIATOR
RESET
L AFCS
BUS A1
BRT

L AFCS FAIL
R AFCS MASTER
AP ENGAGED
R AFCS
XXX
2.5
XXX
2.5
ADC
1
ADC
2
NAVIGATION
international
COPILOTS ID 802 ANNUNCIATOR

(OPTION 22.10.01)
L AFCS FAIL
R AFCS MASTER
AP ENGAGED
RESET
L AFCS
ADC 2
BRT
R AFCS
NAVIGATION
COPILOTS EADI
PILOTS EADI
SPERRY
SPERRY
LNAV HDG
LNAV HDG
VASL
180
160
120
3000
20
VASL
180
160
120
ASEL
ASEL
10
10
180
180
G
S
G
S
100
100
10
80
20
00
X
I
R
S
66
60
10
80
COPILOTS
ALTIMETER
80
100
120
300
20
00
PILOTS MACH
SPEED INDICATOR*
400
350
3000
20
LEFT ANGLEOF-ATTACK
SENSOR
2 8 7 20
FORWARD
PRESSURE
BULKHEAD
LEFT
STATIC
PRESSURE
PORTS
140
IAS
250
200
160
KT
230
180
3
4
1 2
4
VERTICAL SPEED
UP
0
ALT
7
6
DOWN
1000 FT PER
MIN
BARO
PILOTS VERTICAL
SPEED INDICATOR
UP
DOWN
1000 FT PER
MIN
STANDBY
ALTIMETER
1 2
4
VERTICAL SPEED
PILOTS
PITOT
PRESSURE
PROBE
COPILOTS VERTICAL
SPEED INDICATOR
2 8 7 20
BARO
PILOTS
ALTIMETER
ALT
00 01 0 0
6
VMO/MMO
TEST
PUSHBUTTONS
STANDBY
MACH SPEED
INDICATOR
80
ADC 2
100
400
350
120
300
250 200
ADC 1
60
6
5
TRIPLE
INDICATOR
(ALT, P, AND
CABIN RATE-OF-CLIMB)
140
160
180
-1 0 1 2
1
0
1
CABIN
40
5
6
7
8
9
10
20
RAM-AIR
TEMPERATURE
SENSOR
LEFT
STANDBY
STATIC
PRESSURE
PORTS
STANDBY
PITOT
PRESSURE
PROBE
COPILOTS MACH
SPEED INDICATOR*
400
350
66
60
ADC 1
80
100
120
300
140
250
230
IAS
160
KT
200
180
* PILOTS AND COPILOTS ELECTRIC MACH SPEED INDICATORS ARE OPTION NO. 34.10.01.
Figure 16-6. Pitot-Static/Air Data Instruments Locations
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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 164) is located on the right lower side of the airplane nose section and is heated for anti-icing.
The temperature information goes to both air
data computers.
Standard-installation pilots and copilots

Mach speed indicators use ADC sources. The
pilots and copilots electrical indicators receive input from air data computer (ADC)
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 inputs from air data computer sources (See Figure 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

read against a circular airspeed scale which
ranges from 60 to 400 knots. A striped barber-pole pointer is set to display V MO . Mach
display is provided in a window in the range
from 0.1 to 0.99 in one-hundredth Mach increments. The indicator has two built-in monitoring circuitsone for IAS and the other for
V MO . The OFF flag comes into view in the
event of power supply failure or IAS data
error; the V MO flag comes into view in case
of a V MO error. The flags are not visible during normal operation.
Barometric pressure is set by turning the

BARO knob. The reference pressure set is
displayed on two countersthe left counter in
millibars and the right counter in inches of
mercury. The correction range is from 28 to
30.99 inches Hg (948 to 1,049 mb). An altitude warning light is located in the upper right
corner of the instrument to warn of deviation
from the preset altitude on the EFIS instrument
remote controller. An OFF flag appears on
the counter to indicate a defective power supply or faulty instrument operation.
VERTICAL SPEED INDICATORS
ALTIMETERS
The pilots and copilots altimeters receive inputs from ADC 1 and ADC 2, respectively.
They display altitude by means of a fourdrum counter and a pointer (Figure 16-8).
The extreme right (20-foot) drum displays
altitude in 20-foot increments, and the pointer
describes one complete revolution every 1,000
feet. At altitudes from 0 to 10,000 feet, the extreme left (10,000-foot) drum is covered by
a black-and-white striped screen.
16-6
The pilots vertical speed indicators (VSI)

are electrical and receive information from
their respective ADCs. Each indicator has
two semicircular scales gradated from 0 to 6
feet/minute X 1,000 (Figure 16-9). The pointer
indicates both the velocity and direction of the
vertical component of speed. An OFF flag
appears in the event of power failure or system malfunction detected by the ADC monitoring circuits.
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the outer scale. A single pointer gives a reading on both scales. A second pointer is located 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 blackand-white striped screen; below 100 feet,
this drum is covered by a red-and-white
striped screen. Barometric reference pressure is set in inches Hg with a knob on the face
of the instrument.
Figure 16-9. Vertical Speed Indicator
STANDBY MACH SPEED

INDICATOR
The standby Mach speed indicator (Figure 1610) receives pneumatic information directly
from the standby pitot and static pressure systems. The IAS scale is gradated from 60 to 400
knots. At 200 knots and upwards, the IAS
scale is the inner scale, and the Mach scale is
Figure 16-10. Standby Mach

Speed Indicator
ID 802 ANNUNCIATOR
Temperature (TAT-SAT) and true airspeed
(TAS) information is received from ADC 1 and
ADC 2 and is displayed on the top line of the
ID 802 annunciator (Figure 16-12). A second
instrument (option 22-10-01) is available and
can be installed symmetrically on the copilots
side.
Figure 16-11. Standby Altimeter
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RESET
L AFCS

L AFCS FAIL
R AFCS MASTER
AP ENGAGED
BRT
R AFCS
Figure 16-12. ID 802 Annunciator
TAT and SAT are permanently displayed in 1

increments from 99 to +99 C. TAS is permanently 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 displayed continuously. Line two displays amber
messages which either flash or come on steadily; these require the pilot to clear the message
with the RESET button or, in some cases, by
disengagement of the autopilot.
CABIN DIFFERENTIAL
PRESSURE INDICATOR
The cabin differential pressure indicator
(Figure 16-13) is a triple indicator which displays cabin altitude, differential pressure,
and rate of climb. It is pneumatic and connected to the standby static pressure system.
Refer to Chapter 12, Pressurization, for additional information.
16-8
Figure 16-13. Cabin Differential

Pressure Indicator
ALTITUDE WARNINGS
The ADC which is selected to give information to the autopilot/flight director also gives
visual and audio warnings to the pilots that the
airplane is deviating from an altitude preset
on the EFIS instrument remote controller (RI).
The altitude preset on the RI is referenced to
1,013 mb corrected for altimeter error. If ADC
1 supplies information to the autopilot/flight
director, the reference altitude is that which is
displayed on the pilots electric altimeter. If
ADC 2 is selected to supply the information,
the reference altitude is that which is displayed
on the copilots electric altimeter. The selection of ADC 1 or ADC 2 for autopilot/flight director information is made on the autopilot/
flight director guidance controller.
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A visual warning is given by a light in the upper right corner of each altimeter and on both
of the EADIs. An audio warning sounds for one
second as soon as the visual warning appears.
PITOT-STATIC-RELATED
EQUIPMENT
MACH SPEED LIMIT WARNING
Altitude warning is given when the airplane

altitude is within 1,000 feet of and more than
250 feet from the preset altitude. Warning is
also given when the airplane altitude is lower
than the preset altitude by at least 250 feet and
at most 1,000 feet. Figure 16-14 shows graphically when the audio and light warnings occur.
General
Mach speed limit warning is triggered by a
speed signal (V MO /M MO ) from each ADC.
The signal activates the aural warning whenever speed exceeds VMO or MMO.
AUDIO WARNING
(FOR 0.75 SEC)
+ 1,000 FT
DEVIATION
WARNING LIGHT(S)
GOES OUT
SELECTED ALT
APPROACHING
WARNING LIGHT(S)
COMES ON
+ 250 FT
0 FT
PRESET ALTITUDE
AUDIO WARNING
WARNING LIGHT(S)
GOES OUT
WARNING LIGHT(S)
COMES ON
WARNING LIGHT(S)
GOES OUT
DEVIATION
SELECTED ALT
- 250 FT
APPROACHING
ALTITUDE 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

pole on the Mach speed indicators. The warning signal is modulated with rising pitch for
one second.
VMO
V MO is linear between 350 and 370 knots from
sea level to 10,000 feet. From 10,000 to 25,000
feet the value is constant at 370 knots.
MMO
There are two airplane gross weight laws:
For gross weights over 35,000 pounds,
M MO is 0.87 from 25,000 to 33,000 feet.
It is 0.84 from 37,000 to 51,000 feet. Variation between these two points is linear.
For gross weights less than 35,000
pounds, M MO is 0.87 from 25,000 to
38,000 feet. It is 0.84 from 42,000 to
51,000 feet. Variation between these
two points is linear.
There are two possible installation configurations for M MO switching control:
A switch is located to the left of the copilots RMI; the pilot manually controls
switching.
A manual switch is not installed. FMS
computers control switching automatically once the gross weight falls below
35,000 pounds (provided that the initial airplane gross weight was input).
Both ADCs receive the switching signal.
SLAT MONITORING
AND CONTROL
Auto slat extension is inhibited by a signal
transmitted by either ADC speed contact when
IAS is greater than 265 knots. A second contact indicates whether IAS is less than or
greater than 280 knots. If there is a discrepancy between the 265- and 280-knot contacts,
a monitoring circuit causes the AUTO SLATS
light to illuminate.
16-10
AILERON Q AND ELEVATOR

ARTHUR UNIT CONTROL
The aileron Arthur Q unit receives control information from the standby pitot and static
pressure lines on aircraft SNs 165 and lower,
or from ADC 2 on aircraft SNs 165 to 178 and
ADC 1 on SNs 179 and subsequent.
The elevator Arthur unit receives signals from
both ADCs (speed higher than or equal to 210
knots). The speed contacts are used by the
logic circuit controlling the PITCH FEEL light
on the warning panel. The AIL FEEL light
comes on if the aileron Arthur Q unit returns
to the low-speed Arthur Q position but the
IAS is equal to or higher than 180 knots.
LANDING GEAR MONITORING

The speed contact in each ADC triggers the
landing gear warning voice and illuminates the
landing gear control handle light when IAS is
less than 160 knots, all three landing gears are
not in the downlocked position, and at least one
power lever is in the idle position.
A speed contact, provided by ADC 1 only,
limits horizontal stabilizer upward deflection to 4 when IAS is greater than or equal
to 210 knots.
CABIN PRESSURE CONTROL

The automatic cabin pressure controller receives altitude and vertical speed data from
both ADCs.
TURBO COOLING
UNIT CONTROL
The turbo cooling unit bypass lines receive
speed data from both ADCs.
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PILOTS EADI
COPILOTS EADI
M, IAS, VMO,
ALT SEL
M, IAS, VMO,
ALT SEL
IRS 1/IRS 2
IRS 1/IRS 2
Z/IAS
Z/IAS
FLIGHT
RECORDER
2
EFIS 2
EFIS 1
PILOTS
AIR DATA
INSTRUMENTS
Z/V2
ALT
7
6
3
4
ADC 1
1 2
V2
Z VALID 2
4
6
DOWN
1000 FT PER
MIN
60
300
140
250
230
IAS
160
KT
200
180
+28 VDC
A1 BUS
PITCH-FEEL
LOGIC
DISCRETE
CONTACTS
SLAT CONTROL
265 KT IAS
MACH
IAS
VMO
IAS VALID 1
AUTO SLATS
MONITORING
280 KT IAS
300 KT TAS
+28 VDC
AVIONICS MASTER
A1 BUS
ADC 1
TURBOCOOLER
CONTROL
MACH/IAS VALID 2
ANALOG
AIL FEEL
LOGIC
QC (A/C < SN 165)

COMMUTATION
LO1 VMO /MMO
ASCB
ADC 2
ARINC 575
VMO /MMO
ALTITUDE WARNING
ALT
7
6
3
4
VERTICAL
SPEED INDICATOR
V2
Z VALID 2
DISCRETE
CONTACTS
MACH SPEED
INDICATOR*
400
350
66
60
80
100
120
300
140
250
230
IAS
160
KT
200
+28 VDC
AVIONICS MASTER
B1 BUS
ADC 2
ANALOG
COMMUTATION
LO1 VMO /MMO
1000 FT PER
MIN
COPILOTS STATIC
MACH
IAS
VMO
IAS VALID 1
300 KT TAS
DOWN
RAM-AIR TEMP
280 KT IAS
1 2
VERTICAL SPEED
UP
COPILOTS PITOT
265 KT IAS
MACH/IAS VALID 2
IAS (SNs 165178)
QC (A/C < SN 165)
2 8 7 20
BARO
160 KT IAS
210 KT IAS
9
8
RAM-AIR TEMP
80
100
120
CORRECTED BARO Z
Z VALID 1
ALTITUDE WARNING
BARO CORRECTION
HOR STAB
GOVERNOR
PILOTS PITOT
MACH SPEED
INDICATOR*
66
GEAR WARNING
210 KT IAS
PILOTS STATIC
400
350
AUDIO
WARNING
160 KT IAS
VERTICAL SPEED
UP
ATC 2
CONTROL PANEL
ATC 1
CONTROL PANEL
VMO /MMO
ALTITUDE WARNING
VERTICAL
SPEED INDICATOR
ALTIMETER
ARINC 429
ARINC 575
BARO
COPILOTS
AIR DATA
INSTRUMENTS
ARINC 429
CORRECTED BARO Z
Z VALID 1
ALTITUDE WARNING
BARO CORRECTION
2 8 7 20
EFIS 2
Z/V2
CABIN
PRESSURIZATION
CONTROL
ALTIMETER
EFIS 1
180
+28 VDC
B1 BUS
ASCB
LEFT
AVIONICS
MASTER
RIGHT
AVIONICS
MASTER
TEST
ASCB
SYSTEMS
ID 802
ANNUNCIATOR 1
(SAT/TAT/TAS)
MMO
ABOVE
35000 LBS
BELOW
VMO /MMO
LOGIC SWITCHING CONTROL
OR
ASSOCIATED FMS COMPUTER
- FMS 1 FOR ADC 1
- FMS 2 FOR ADC 2
ID 802
ANNUNCIATOR 2
(SAT/TAT/TAS)
(OPTION)
TEST
ASCB
SYSTEMS
*PILOTS AND COPILOTS ELECTRIC

MACH SPEED INDICATORS ARE
OPTION NO. 34.10.01.
Figure 16-15. Air Data System
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AIR DATA COMPUTERS

(ADC)
GENERAL
Two ADCs are provided on the Falcon 900 as
standard equipment (See Figure 16-1). The
ADC uses static pressure information to determine pressure altitude. IAS is calculated by
processing dynamic pressure to determine p
(dynamic pressure equals total [pitot] pressure
minus static pressure). Static pressure and
differential pressure, together with the above
information, are corrected for static pressure
errors as a function of Mach. Each ADC also
uses total air temperature information.
Using static and total pressures and temperature, each ADC calculates the following:
Altitude
Indicated airspeed
Mach
Vertical component of speed
tive test pushbutton located on the pedestal.

The test signal causes the following preset
values to be displayed on the indicators linked
to the respective ADC:
Altitude............................ 1,000 feet

Vertical speed........ 5,000 feet/minute
IAS .................................. 350 knots
V MO ................................ 300 knots
Mach ........................................ 0.79
TAT ...................................... 16 C
SAT ...................................... 45 C
TAS .................................. 466 knots
In addition, the validity signals disappear, the

warning flags appear on the instruments, and
the speed contacts are triggered (as well as the
VMO warning contact), causing the VMO/MMO
audio warning to sound.
On the respective EADI the IAS flag appears
in a red box, Mach number displayed is 0.79,
and selected altitude is 12,000 feet.
Total air temperature
Automatic Power-Up Test
Static air temperature

Figure 16-15 illustrates the various inputs and
outputs of each ADC.
An automatic power-up test occurs when the

respective ADC is energized. This test is more
sophisticated than the permanent built-in monitoring system and causes the validity signals
to appear and the flags to disappear.
ADC MONITORING
ADC SWITCHING
All ADC pressure and computing circuits are

continuously monitored. Detection of an operational defect causes the validity signal of the
relevant system to be lost, after a five-second
delay, to avoid erratic warnings. The validity
signals which are part of the ADC outputs are
altitude, IAS, TAS, Mach, SAT, and TAT.
If an ADC fails, the associated instruments

which receive data from that unit will no longer
be operational unless they are switched to receive data from the other ADC. Also, the altitude mode of the ATC transponder linked to
the faulty ADC will be inoperative. In addition, the horizontal stabilizer deflection limit
system is lost with ADC 1 failure.
True airspeed
ADC TESTING
NOTE
Manual Test
Each ADC can be tested by pressing the respec-
16-12
The EFIS which is linked to the faulty

ADC will receive speed data only
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from the remaining ADC if the

IAS/Mach function on the corresponding EFIS reversion controller
is selected. Refer to EFIS Reversionary Switching for additional information.
ANGLE-OF-ATTACK
SYSTEM
The Teledyne angle-of-attack system senses
local angle of attack along with airplane flap
and slat position, converts these inputs into lift
information, and displays it on a normalized,
ten-gradation, zero (0) to one (1.0) dial (Figure
16-16). This display has zero lift placed at
zero on the dial, and the maximum usable lift
point, as defined by the AFM stall speed, is displayed as 1.0. In effect, the indicator presents
lift as a percentage. With flap and slat position information, the display is valid for all airplane configurations. Therefore, the system
continuously displays the margin to the maximum usable lift point (1.0), regardless of airplane weight, bank angle, G loading, or
airplane configuration.
The REF SET knob on the face of the AOA indicator manually positions the adjustable reference index and, at the same time, positions a
reference pointer located approximately opposite 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 relationship between the reference index provides
a cross-reference between V/V S ratio and normalized 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 centered in the adjustable reference index (by
changing pitch and power as required), the
AFM V REF will be obtained.
Revision 4
COMMUNICATIONS
GENERAL
Communications equipment installed on the
Falcon 900 include interphone, public address, air-to-ground, and navigation systems.
Voice communications include:
Intercom
Cabin public address
Radio-telephone
VHF
HF
FM
Navigation communications include:
VOR/ILS/marker channels
DME
ADF
ATC
Different communication systems are selected
for use on the pilots and copilots mixer units
(audio panels) located on the side consoles.
Figure 16-17 shows the locations of the radionavigation equipment.
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AOA VANE
AOA INDEXER
REFERENCE POINTER
V/
1.0
1.5
ANGLE
VS
V/VS SCALE
1.4
.8
POWER FLAG
OF
1.3
.6
ATTACK
1.2 0
ZERO LIFT
MAXIMUM
USABLE
LIFT
.4
.2
REF SET KNOB
REF
SET
ADJUSTABLE
REFERENCE
INDEX
CRUISE
Figure 16-16. Angle-of-Attack System
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PILOT
CONTROL WHEEL
PILOT PTT
BUTTON
COPILOT PTT
BUTTON
HAND
MIKE
JACK
25 10
PWR
1
JACK
BUS B2
VHF
1
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COPILOT
CONTROL WHEEL
2.5
ANNUNCIATOR AND
HF TRAFFIC LIGHTS
ICS
LH
ANNUCIATORS
TRAFFIC
VHF 1
FWD
HF
CONTROL
HF 1
MID
XFR
VHF 2
AFT
HF 1
HF 2
LAV
HF 2
TEST
VIP
LEFT CIRCUIT
BREAKER PANEL
PWR PUBLIC ICS

1 ADDRESS RH
HF 2
10
CONTROL VHF
2
RIGHT CIRCUIT
BREAKER PANEL
VHF 1
COPILOT MIXER UNIT
PILOT MIXER UNIT
EMG
A
U
D MKR 1
I
O
VHF 1
VHF 1
SPK
ST
VOL
NAV 1
NAV 2
FILT
ADF 1
ADF 2
FILT
EMG
DME 1
VHF 2
VHF 3
HF 1
HF 2
FM
MASK
A
U
DME 2D
I
O
CPIT
VHF 2
VHF 3
HF 1
HF 2
FM
PAGE
CABIN
MKR 2
A
U
D MKR 1
I
O
VHF 1
VHF 1
SPK
ST
VOL
NAV 1
NAV 2
FILT
ADF 1
ADF 2
FILT
VHF 2
VHF 3
HF 1
HF 2
FM
MASK
VHF 2
VHF 3
HF 1
HF 2
FM
PAGE
CABIN
MICROPHONE
MICROPHONE
LOUDSPEAKER
LOUDSPEAKER
MASK
MIKE
JACK
MASK
MIKE
JACK
HEADSET
JACK
HEADSET
JACK
HEADSET RAIL
MIKE JACK
HEADSET RAIL
MIKE JACK
XXXXXX
XXXXXX
PULL
ON
XXXXXXX
XXXXXX
XXXXXX
XX
XX
XX
XX
XX
XXXXXX
XX
PULL
ON
XXXXXXX
XX
XX
XX
XX
XX
XXXXXXX
VOLUME
XXXXXX
XXXXXXX
XX
OFF
VOLUME
DME 1
A
U
DME 2D
I
O
CPIT
MKR 2
OFF
XX
VOLUME
XX
XX
XX
HF 1 CONTROLLER
XX
XX
XX
XX
XX
XX
XX
VHF 1
CONTROLLER
XX
XX
VOLUME
VOLUME
XX
XX
VOLUME
XX
XX
XX
HF 2 CONTROLLER
VHF 2
CONTROLLER
Figure 16-17. Radio-Navigation Equipment Locations

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NOTE
AUDIO PANELS
General
The MASK and CPIT positions do

not interlock with the other microphone pushbuttons.
The pilots and copilots audio panels are

mounted in the left and right side consoles, respectively (Figure 16-18). They control transmitting and receiving of all radios on the
Falcon 900. They are independent panels powered by separate buses (pilots, A2; copilots,
B2). Figure 16-19 graphically shows radio
and intercom connections.
Except for MASK and CPIT pushbuttons,

only one button can be depressed at a time in
the row of MICROPHONE buttons. When a
button is depressed, it connects the:
The audio panels installed are Baker mixer

units. They have two types of pushbuttons for
communication control:
Headset rail mike (MASK pushbutton released)
Interlocking pushbuttons for the MICROPHONE channels

Separate pushbuttons for the AUDIO
reception channels
Hand mike and integral push-to-talk

button
Mask mike (MASK pushbutton depressed)

The use of one of the push-to-talk buttons
causes reception muting.
NOTE
The headset rail mike and the mask
mike are controlled by the push-totalk button on the control wheel.
NOTE
Depressing PAGE or CABIN pushbuttons releases the previously selected pushbutton.
Microphone Channels
PAGE pushbuttonThis button is used for
public address in the passenger cabin. When
depressed, it causes reception muting in the
headsets or cockpit loudspeaker (SPK pushbutton 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.
Figure 16-18. Audio Panel (Typical)
16-16
CABIN pushbuttonWhen depressed, this

pushbutton connects the interphone to the
ground headsets at the nose gear and the
rear compartments. It mutes the reception
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VOR-ILS
MKR
1-2
HAND MIKE
PILOTS MIXER UNIT
MASK
MIKE
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FMG
A
U
D MKR 1
I
O
VHF 1
VHF 1
SPK
ST
VOL
NAV 1
NAV 2
ADF 1
ADF 2
FILT
VOL
OFF
VHF 2
VHF 3
HF 1
HF 2
FM
VHF 2
VHF 3
HF 1
HF 2
FM
PAGE CABIN
DME
1-2
VHF 1
PILOTS CONTROL
WHEEL
PTT BUTTON
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VHF 1
FMG
A
U
D MKR 1
I
O
VHF 1
VHF 1
TO COPILOT
SPK
ST
VOL
NAV 1
NAV 2
ADF 1
ADF 2
FILT
DME 1
VHF 2
VHF 3
HF 1
HF 2
FM
A
U
DME 2D
I
O
MASK CPIT
VHF 2
VHF 3
HF 1
HF 2
FM
PAGE CABIN
MKR 2
VOL
OFF
ST
VOL
NAV 1
NAV 2
ADF 1
ADF 2
HF 1
HF 2
FM
A
U
DME 2D
I
O
MASK CPIT
HF 1
HF 2
FM
PAGE CABIN
MKR 2
VHF 2
VHF 3
VHF 2
VHF 3
FILT
VOL
OFF
HF 1
HF 1
HEADSET
DME 1
FILT
VHF 1
SPK
ST
VOL
NAV 1
NAV 2
ADF 1
ADF 2
HF 1
HF 2
FM
A
U
DME 2D
I
O
MASK CPIT
HF 1
HF 2
FM
PAGE CABIN
MKR 2
VHF 2
VHF 3
VHF 2
VHF 3
FILT
(SPK)
SPK
LOUDSPEAKER
PUSHBUTTON
COPILOT
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HEADSET
DME 1
FILT
MICROPHONE
VHF 3
VHF 3
FMG
A
U
D MKR 1
I
O
VHF 1
VHF 2
VHF 2
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COPILOTS MIXER UNIT
VOL
OFF
COPILOTS MIXER UNIT
MASK
MIKE
TO PILOT
VHF 1
HAND MIKE
SPK
MICROPHONE
PILOT
INTERCOM RECEPTION
PILOT
PILOTS MIXER UNIT
FMG
MICROPHONE
HEADSET
RAIL MIKE
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D MKR 1
I
O
VHF 1
FILT
COPILOT
INTERCOM RECEPTION
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OFF
DME 1
A
U
DME 2D
I
O
MASK CPIT
MKR 2
ADF
1-2
CONTROL UNITS
VOR 1
VOR 2
VOL
ILS 1
ILS 2
MKR-1-2
VOL
OFF
(SPK)
SPK
LOUDSPEAKER
PUSHBUTTON
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NOSE WHEEL WELL
FILT
HF 2
HF 2
VOL
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OFF
MICROPHONE
HEADSET
CABIN
PAGE
REAR
COMPARTMENT
PUBLIC
ADDRESS
COPILOTS CONTROL
WHEEL
PTT BUTTON
LOUDSPEAKERS
RADIO AND INTERCOM CONNECTIONS BLOCK DIAGRAM
(PAGE)
PUBLIC ADDRESS
SYSTEM
Figure 16-19. Radio and Intercom Connections
Revision 4
16-17
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channels and directly connects the hand mike.

If the headset rail mike or the mask mike is to
be used, it is necessary to depress the push-totalk button on the control wheel.
MASK pushbuttonThis button does not interlock with the other mike pushbuttons. When
depressed, the headset rail mike is disconnected and the mask mike is connected.
CPIT pushbuttonThis button does not interlock with the other mike pushbuttons. When
depressed on both audio panels, the permanent
(hot mike) intercom is operative. The pilot and
copilot can talk using the rail or mask mikes
without depressing the push-to-talk button.
Reception is possible on headsets or over the
loudspeaker. A VHF or HF transmitter can remain connected; either the hand mike or the
control wheel push-to-talk button must be depressed to transmit. The modulation system
is operative.
Reception Channels
NOTE
More than one reception channel
pushbutton can be depressed at a time.
EMG pushbuttonWhen depressed, all the

selected reception channels are received directly in the headset, even if the SPK pushbutton is depressed.
SPK pushbuttonWhen depressed, all the
selected reception channels are broadcast
through the loudspeaker.
ST pushbuttonWhen the side tone (modulation control) pushbutton is depressed, the pilot
can control the modulation of the selected
VHF 1, VHF 2, VHF 3, HF 1, HF 2, or FM
transmitters. The public address side tone
(with PAGE depressed) and ground headset
side tone (with CABIN depressed) are direct.
Intercom is also direct and is adjusted by a potentiometer inside the mixer unit.
16-18
VOL knobThe volume knob is used to control the volume level on the selected reception
channels. It does not control the intercom,
side tone, and the MARKER and ADF receivers in the filter-off position.
NOTE
Individual adjustment of each receiver is carried out by means of the
controller potentiometer of the system concerned.
Navigation Channels
NAV 1, NAV 2 pushbuttonsVOR 1 or 2 is
directed to the mixer unit through the volume
knob of the controller. When depressed, the
signal level is amplified and adjusted by the
VOL knob (even if the FILT pushbutton on the
same row is depressed).
DME 1, DME 2 pushbuttonsWhen depressed, DME 1 or 2 is directed to the mixer
unit without volume adjustment. The signal
level is amplified and adjusted by the VOL
knob.
VHF 1, VHF 2, VHF 3, HF 1, HF 2, FM
pushbuttonsWhen depressed, the selected
signal is received by the mixer unit after volume adjustment in the corresponding controller. The signal level is then amplified;
volume adjustment is by the VOL knob.
ADF 1, ADF 2 pushbuttonsWhen depressed,
the signal is received by the mixer unit through
the volume control on the corresponding controller. It is amplified without adjustments by
the VOL knob; however, when the FILT pushbutton on the same row is also depressed, the
signal is adjusted by the VOL knob.
NOTE
For correct reception of ground stations in the A1 type of modulation
(pure sustained waves), the pilot sets
the OFF/ ANT/ADF/TONE selector
on the ADF 1 or 2 controller to the
TONE position.
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FILT pushbuttonsThe filter is used to eliminate the 1,020-Hz frequency from NAV and
ADF signals. There are two FILT pushbuttons: one, located between NAV 2 and DME
1, filters the VOR channels when depressed;
the second pushbutton, located between ADF
2 and DME 2, filters ADF only.
When the FILT pushbuttons are depressed,
the VOR and ADF signals are adjusted by the
VOL knob and can be attenuated. When they
are released, the VOR signals are adjusted by
the VOL knob and are attenuated by the muting system; the ADF signals are not adjusted
by the VOL knob but can be attenuated by the
muting system. The muting system is operational during VHF, HF, FM, or public address
transmissions (in the latter case, with the
PAGE pushbutton depressed).
MKR 1, MKR 2 pushbuttonsWhen depressed, the marker signals are received without volume adjustment by the mixer unit. The
signal level is not adjusted by the VOL knob
but can be attenuated by the muting system.
Muting System Operation

The muting system is operational during the
following transmissions:
VHF
The reception channels which are not attenuated during transmission are:
Audio warnings
Intercom reception
CONTROL HEADS
General
The type of control heads installed in the Falcon 900 may vary with customer requirements
or preferences. They are normally located in
the center pedestal and include two NAVs,
two COMs, two ADFs, and two ATC transponders. This chapter describes those systems
which are typical to installation in the Falcon
900.
Collins VIR-32 NAV Receiver

Control
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
VOR/ILS navigation functions, including
VOR, localizer, glide slope, and marker beacon.
An accurate AFC precisely centers the received signal in the passband, providing protection from interference by undesired signals.
Digital frequency synthesis improves performance, reducing comm/nav interference.
HF
Collins CTL-22 COM Receiver

Control
FM
Public address
The following reception channels are attenuated:
VHF 1, 2, and 3
HF 1 and 2
FM
DME 1 and 2
NAV 1 and 2 (VOR 1 and 2)
ADF 1 and 2
MKR 1 and 2
The CTL-22 offers frequency storage. In addition to the active and preset frequencies,
six additional frequencies can be stored in
memory, to be called up when needed. While
this switch is depressed, the accessed channel
number is briefly displayed. Remote selection of storage frequencies and transfer of
preset to active are also available. Frequency
exchange takes place when the XFR switch is
actuated. The preset frequency becomes active,
and the active frequency is preset for instant
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
16-19
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25-kHz channel is available whenever desired.
Collins CTL-62 ADF

Receiver Control
The CTL-62 ADF control provides variable
rate, two-knob tuning. In addition to the active and preset frequencies displayed, memory 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-selectable 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 ensure that the code is correct before transmitting. The transponder control can also display
encoded altitude.
RADIO MAGNETIC INDICATOR

The bearing/relative bearing of an ADF 1 or
2 beacon is displayed on RMI 1 or 2 by means
of a single green pointer (ADF 1) or a double
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 windows above the compass rose.
16-20
Figure 16-20. Radio Magnetic

Indicator
ELECTRICAL POWER
SOURCES
Figure 16-21 shows DC power distribution.
Revision 1
25
Revision 2
25
71L2 (LIGHTS 2)
BAG COMP DOOR CONT
COCKPIT DOME LIGHTS
MECHANICS PANEL
AISLE LIGHT
BAG COMP DOME LIGHT
SLATS 23CM
(71L2)
(71L1)
71L1 (LIGHTS 1)
FUELING
ENGINE MONITOR
REAR COMPT LTS
FWD TOILET LT
AFT TOILET LT
AISLE LIGHTS
STEP LIGHTS
FR 5 STAIR LIGHT
LH(RH) PYLON LT
FR 5 BAG LIGHT
FUEL COUPLING LT
FUEL PANEL CTL LT
international
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AVIONIC
MASTER
(1W)
FIRE
EXTINGUISHERS
POWER SUPPLY
COPILOT FRONT
WINDSHIELD B3
(SPARE) B4
STANDBY HYDRAULIC
PUMP A5
PILOT FRONT
WINDSHIELD A3
GALLEY 2 BAR
A6
GALLEY 1 BAR
A4
16-21
Figure 16-21. DC Power Distribution
130A
80A
80A
130A
R BUS
TIED
L BUS
TIED
130A
130A
80A
150A
150A
150A
OFF
PANEL
LEFT CIRCUITBREAKER
PANEL
CENTER
CIRCUITBREAKER
PANEL
AVIONIC
MASTER
START BUS
OFF
R AV
MASTER
L AV
MASTER
BUS B2
BUS B1
BUS A2
BUS A1
BUS TIED
(4PA)
TO EXT
POWER
CONTACTOR
FLIGHT
NORM
(14P)
BATTERY BUS
RIGHT MAIN BUS
225A
LEFT MAIN BUS
BAT
BAT
30
V0
30
V0
20
MAIN BUS-TIE
ROTARY SELECTOR
20
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QUESTIONS
1.
The pilots pitot probe supplies:

A. ADC 1
B. ADC 2
C. Standby Mach speed indicator
D. Aileron Arthur Q unit
2.
The ADC computes data parameters for:

A. All displays
B. The flight control system
C. Navigation system outputs
D. All the above
16-22
3.
The following item(s) is not heated for

anti-icing:
A. Copilots pitot probe
B. Pilots and copilots static ports
C. Standby static ports
D. Ram-air temperature probe
4.
The following item is not computed by

the ADC for display:
A. Indicated airspeed
B. Calibrated airspeed
C. Mach speed
D. True airspeed
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CHAPTER 17
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
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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
Revision 2
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8
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CHAPTER 17
ANTI-ICE
ON
16
OIL
NO 1 FUEL
TRANS
BLOWER
OFF
ENG 1
CHIP
XMSN
OIL
NO 1 FUEL
LOW
NO 1 FUEL
FILTER
90 BOX
OIL
BATT
HOT
NO 1 BATT
SYS
GEN 1
HOT
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 copilots console. Two first-aid outlets are also provided in the cabin.
The water system provides potable water to the galley, the mid-cabin bar, and the washbasin 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.
17-1
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OXYGEN SYSTEM
Cylinder High-Pressure Gage
GENERAL
A high-pressure gage near the cylinder reads

cylinder pressure. Its circular dial has a white
range graduated from 0 to 150 bars and a green
range extending from 0 to 2,200 psi.
The oxygen system uses gaseous oxygen stored

in a high-pressure cylinder and provides crewmembers and passengers with low-pressure
oxygen as required. There are three separate
systems: crew, passengers, and first-aid.
The oxygen supply system consists of a highpressure cylinder fitted with a pressurer 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
connection, two high-pressure gages, and an
oxygen controller on the copilots console.
Except for the controller and the high-pressure
gage mounted on it, all of the components are
located under the left cabin floor, aft of the passenger floor (Figure 17-1).
Oxygen Cylinder
The high-pressure oxygen cylinder has a total
capacity of 2,200 litres (NTPD) under 1,850 psi
(127.5 bars) at 21C. Minimum usable pressure
is 170 psi (12 bars). An optional oxygen cylinder
with a total capacity of 3,310 litres is also
available.
Pressure-Reducing Valve
The pressure-reducing valve functions to reduce
the oxygen pressure to 70 psi (4.8 bars) for use in
the passenger and crew low-pressure systems. A
90-psi safety valve prevents overpressurization in
the low-pressure system. The pressure-reducing
valve also incorporates a blowout disc sensing
cylinder pressure. The disc is calibrated to
rupture at 2,750 to 3,050 psi (191 to 213 bars).
Mounted on the PASSENGER OXYGEN controller, the gage has a rectangular dial graduated from 0 to 2,200 psi. It has a red range from
0 to 200 psi, an amber range from 200 to 700
psi, and another amber range from 2,000 to
2,200 psi.
The red range indicates low oxygen quantity
in the cylinder; if oxygen is required, an
immediate descent must be initiated. The
amber range from 200 to 700 psi with 700 psi
(at 21C) representing the minimum required
cylinder pressure for two crewmembers without passengers on board. This minimum pressure of 700 psi permits an oxygen reserve of
two hours for each crewmember. Takeoff must
not be undertaken with an oxygen pressure of
less than 700 psi at an ambient temperature of
21C (70F). At this point, the pilots may have
to isolate the passenger oxygen system.
Considering the size of the oxygen cylinder,
this situation could only occur if there is a
leak in the passenger system or if the cylinder was insufficiently serviced prior to flight.
The second amber range (2,000 to 2,200 psi)
indicates that the oxygen pressure exceeds
the pressure rating of the cylinder. Cylinder
pressure must be monitored, or reduced if necessary, to prevent blowout threshold pressure.
CREW SYSTEM
Shutoff Valve
When the shutoff valve on the cylinder is closed,
the supply system is vented through the pressure
reducer on aircraft not incorporating SB F900110. This valve must be open prior to flight, as
access is not possible with the main entrance
door closed, and should be shut off if a long
stopover between flights is anticipated.
17-2
Copilots High-Pressure Gage
Oxygen Mask Boxes

An oxygen mask box (Figure 17-2) is installed
on both the pilots and copilots consoles.
When open, the center part of the mask regulator protrudes, enabling the pilot to quick-don
the mask. The lower portion of the box also
has receptacles for the oxygen hose and the microphone jack. A third crewmembers mask is
stowed in a box in the cabin ceiling.
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HIGH-PRESSURE GAGE
OXYGEN
CONTROLLER
CYLINDER
PASSENGER OXYGEN
CLOSED
20
NORMAL
OVERRIDE
FIRST AID
O
15 X
PSI Y
10 G
-100 E
N
5
0
PASS ON
PRESSURE
RED RANGE
PRESSURE REDUCER
SHUTOFF VALVE
Figure 17-1.
Revision 1
AMBER RANGE
Oxygen System Components Locations
17-3
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THIRD CREWMEMBERS
MASK BOX
COPILOTS MASK
TO PASSENGER
OXYGEN SYSTEM
TEST SOCKET
MASK BOX
OXYGEN
CONTROLLER
SMOKE HOOD
PILOTS MASK
PNEUMATIC HARNESS
(SHOWN AS INFLATED)
MASK BOX
MASK
MICROPHONE
ASSEMBLY
REGULATOR
HARNESS
INFLATION
CONTROL
N100%
CONTROL
(FLIPPER)
TEST BUTTON AND
EMERGENCY OVERPRESSURE
MANUAL CONTROL
RADIO OXYGEN
LINE ASSEMBLY
COPILOTS
CONSOLE
MASK BOX WITH

MASK INSTALLED
(PILOTS SIMILAR)
Figure 17-2.
17-4
Crew Oxygen System
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Crew Masks
The crew masks (Figure 17-2) are classified
as quick-donning masks because they can be
put on with one hand within five seconds.
Oxygen is supplied at a pressure of 70 psi (4.8
bars), and the mask incorporates a flow regulator to supply either a diluted mixture or
100% pure oxygen.
The regulator commands oxygen in two modes:
dilution (regulator control flipper in the N position below 30,000 feet) or pure oxygen (regulator flipper in N above 30,000 feet or in 100%
at any altitude). An overpressure feature ensures satisfactory oxygen supply up to 51,000
feet. The masks are fitted with a built-in, compensated, breath-out valve, a harness inflation control, a test button, and a microphone.
A device located on the upper part of the mask
allows pressurization of the smoke goggles
through a venting orifice.
Smoke goggles are provided for protection
against smoke and noxious fumes.
Donning Crew Mask and

Smoke Goggles
To don the crew mask, proceed as follows:
1. Remove the headset (if worn).
2. Firmly grasp the red ears between the
thumb and forefinger, and remove the
mask from its box. The harness inflates
automatically.
3. While bending down, place the mask
over your head and slide the harness on
your neck. Raise your head to slide the
mask down. If glasses are worn, press the
harness against your neck to keep it
away from your face while sliding it
down. When the red ears are released,
the harness deflates, pulling the mask
against your face. No further adjustment of the harness is required; it adapts
automatically to your face.
After a descent, or when the airplane returns

to approximately 15,000 feet, check that the
regulator is in N (normal, dilution). With the
mask on, the N100% flipper cannot be seen;
therefore, move your right hand along the
mask and then along the regulator until the red
ear is felt. The N100% flipper is behind this
ear. It will be in normal when it is aligned and
in 100% when pushed. Operate the flipper
with your thumb and forefinger.
For protection against smoke and noxious
gases, don the mask as indicated above and
then put on the smoke goggles (Figure 17-3).
Preflight Testing of Crew Mask
REMOVE FROM BOX.
DON THE MASK. IF WEARING GLASSES, KEEP MASK AWAY

FROM FACE WHILE SLIDING IT DOWN.
Ensure the oxygen cylinder shutoff valve is

open, and check cylinder pressure. With the
mask donned, breathe with the regulator set
first at N and then at 100%. Depress the test
button on the mask to provide an overpressure
check. Test the microphone for proper operation. With the regulator still at 100%, remove and stow the mask.
To test the mask without removal from the
box, hold the red ears between your thumb
and forefinger. The mask can be felt inflating
and a hissing sound can be heard. With the
audio control unit microphone switch in
MASK, press the test button on the mask. A
hissing noise will be heard in the headset.
Move the flipper to 100%, and repeat the test.
Leave the flipper in the 100% position.
PLACE THE SMOKE GOGGLES ON

HEAD. PULL THE HARNESS UPPER
STRAP, AND POSITION IT OVER THE
LOWER SIDES OF GOGGLE FRAME.
PUSH THE GOGGLES DOWNWARD.
Emergency Escape Breathing

Device
Since the baggage compartment is accessible
during flight, an emergency escape breathing
device incorporating an oxygen generator is
provided. The device permits inspection of
the compartment in the event of fire that may
produce poisonous smoke or fumes.
4. Put the headset on (if applicable).
SET THE REGULATOR ON 100% AND

EMERGENCY. DEPRESS 100%
FLIPPER. ROTATE THE EMERGENCY
CONTROL COUNTERCLOCKWISE.
NOTE:
IF NECESSARY, ADJUST GOGGLE NOSE BRIDGE SHAPE TO FIT TIGHTLY AGAINST MASK SHELL BY
PRESSING EACH SIDE OF THE BRIDGE INWARD. READJUST HEAD STRAP TENSION, IF NECESSARY.
Figure 17-3.
Revision 4
OPEN THE VENT VALVE UNTIL

BANDS ARE VISIBLE. THIS
PRESSURIZES THE GOGGLES
WITH OXYGEN.
Use of Smoke Goggles
17-5
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This device is composed of a hood, solid state

oxygen generator, chemical scrubber and filter, and venturi pumping device. The hood
fits airtight around the neck, and can be worn
by persons wearing glasses or having long
hair. The oxygen generator incorporates a
pressure-reducing valve; the chemical scrubber eliminates water vapor and carbon dioxide. The venturi ensures air recirculation
within the hood. This device is stowed in a case
in the pilots closet. Use of the device is illustrated in Figure 17-4.
PASSENGER SYSTEM
General
The passenger oxygen system serves 19 stations and includes two first-aid masks, dual
masks in the lavatory, a mask above each passenger seat, a mask for the third crewmember,
and two additional masks (Figure 17-5).
TEST SOCKET
REMOVE UNIT FROM STORAGE CONTAINER.
TEAR OFF RED PULL STRIP, AND REMOVE UNIT

FROM PLASTIC PROTECTIVE WRAPPER.
PASSENGER OXYGEN
CYLINDER
CLOSED
NORMAL
OVERRIDE
20
LCL
PTUO A
O
15 X
PSI Y
10 G
-100 E
N
5
0
FIRST AID
SELECTOR
PASS ON
DUAL MASK
BOX (LAVATORY)
PRESSURE
PULL ACTUATION RING IN THE DIRECTION

INDICATED.
HOLD THE DEVICE BY THE OPEN END OF THE

HOOD WITH THE LIFE SUPPORT PACK AWAY
FROM THE USER.
CREW
HIGH-PRESSURE
GAGE
PNEUMATIC
INDICATOR
THIRD
CREW-MEMBER'S
MASK BOX
PASSENGER'S
MASK BOX (14)
BEND OVER AND GRASP HOOD OPENING WITH
THUMB, AND PULL HOOD OVER HEAD.
Figure 17-4.
17-6
RAISE TO STANDING POSITION, AND ADJUST

HOOD AND LIFE SUPPORT PACK FOR MOST
COMFORTABLE FIT. CHECK NECK SEAL FOR
SECURE FIT.
FIRST-AID
CONNECTOR (2)
TEST CONNECTOR
Figure 17-5.
Passenger Oxygen System
Use of Emergency Escape Breathing Device

Revision 3
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automatically reduced to 19 psi. This twopressure mode of operation saves oxygen, as

compared with a fixed-pressure reducing
valve, and is less complex than an altituderelated controller.
PASSENGER OXYGEN
Controller
The controller (Figure 17-5) provides manual
or automatic operation of the passenger oxygen system. It is supplied with oxygen regulated at 70 psi. Below 16,000 feet, it delivers
oxygen at 19 psi (1.3 bars); above 16,000
feet, it provides 70 psi (4.8 bars) oxygen pressure. Between the altitudes of 11,500 and
16,000 feet, initial pressure is 70 psi for 5 seconds in order to release the masks, then it is
The controller features a selector knob for selection of NORMAL, OVERRIDE, FIRST
AID, or CLOSED position. Also included are
a high-pressure gage, a PASS ON (pneumatic)
indicator, and a test socket. Controller operation is presented in Figure 17-6.
PASSENGER OXYGEN
NORMAL
CLOSED
OVERRIDE
CYLINDER
FIRST AID
20
O
15 X
PSI Y
10 G
-100 E
N
5
0
SELECTOR
KNOB
PASS ON
PRESSURE
SELECTOR
INDICATOR
FUNCTIONS
PASS ON
NORMAL
CLOSED
HALF OPEN
FULLY OPEN
FIRST AID
PASS ON
HALF OPEN
HALF OPEN
OR
FULLY OPEN
NORMAL FLIGHTTHE OXYGEN CONTROLLER IS PRESSURIZED AND

READY TO OPERATE (SUPPLY SYSTEMS ARE NOT PRESSURIZED).
CABIN DEPRESSURIZATIONAUTOMATIC OPENING OF MASK BOXES
AND OXYGEN SUPPLY PER TWO PRESSURE MODES:
CABIN ALTITUDE BETWEEN 11,500 750 FT AND 16,000 +2,000 1,500 FT;
PRESS = 19 (1.3 BAR)
CABIN ALTITUDE ABOVE 16,000 +2,000 1,500 FT; PRESS = 70 PSI (4.8 BAR)
OXYGEN SUPPLY AT 19 PSI FOR CONNECTION OF FIRST-AID MASKS
(MASK BOXES DO NOT OPEN). CABIN DEPRESSURIZATIONAUTOMATIC
FUNCTION IS THE SAME AS WITH SELECTOR IN NORMAL POSITION
(OPENING OF MASK BOXES).
PASS ON
OVERRIDE
CABIN DEPRESSURIZATIONEMERGENCY 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.
CLOSED
PASS ON
CLOSED
Figure 17-6.
Revision 2
PASSENGER SUPPLY SYSTEM IS SHUT OFF. THE CYLINDER PROVIDES

OXYGEN TO THE CREW SYSTEM ONLY.
Passenger Oxygen Controller Controls and Functions

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Passenger Mask Boxes

Each passenger mask box (Figure 17-7) houses
a passenger mask and is equipped with a dual
pressure-operated latch, an internal door to
maintain the mask in the stowed position, and
a magnet-held cover.
Rated operating pressure of the latch is 29 to
58 psi (2 to 4 bars). It is not actuated when the
system is operating in the low-pressure mode
(19 psi). If the latch fails to actuate automatically, the cover can be manually removed.
Cover removal, automatic or manual, allows
the mask to drop out.
The dual mask box in the lavatory houses two
masks. When oxygen pressure builds to 70
psi, the latch is actuated to open the cover and

release the internal door. An elastic strap
pushes the masks out, where they hang in view
of the passengers.
Passenger Masks
The passenger mask (Figure 17-7) consists of
a nosepiece and a mouthpiece incorporating
a breath-in/breath-out valve, and an additional
air valve. Oxygen is supplied through a oneliter economizer bag. The constant flow rate
of the mask is regulated by a nozzle integral
with the mask box valve. Flow rate depends
on the supply pressure. At 70 psi, the flow
rate is 2.8 to 3 liters per minute; at 19 psi, 0.725
to 0.875 liters per minute.
PRESSURE-OPERATED
LATCH
OXYGEN VALVE
OPENING PIN
MASK BOX
INTERNAL DOOR
COVER
CORD
MASK
ECONOMIZER BAG
OXYGEN HOSE
Figure 17-7.
17-8
Passenger Oxygen Mask and Box (Typical)
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After the mask is deployed, it is held by a

cord secured to a pin that keeps the oxygen
valve closed. Pulling on the mask opens the
valve to provide oxygen flow.
The CLOSED position shuts off oxygen supply to all masks; the system then supplies only
the crew.
To reset the system, set selector to NORMAL.
PASS ON indicator should go out, indicating
proper operation of the system.
First-Aid Masks
The two first-aid masks are similar to the passenger masks. They are adjusted at the mask
connection for flow rates of 2 to 4 liters per
minute. These masks are to be plugged into the
special connectors in the roof of the cabin
(Figure 17-5) and are used to assist passengers
requiring oxygen for medical reasons.
Operation
With the PASSENGER OXYGEN controller
selector knob in NORMAL or FIRST AID
(Figure 17-6), the mask falls into view if
cabin pressure altitude is above 11,500 (750)
feet. With the NORMAL position selected,
oxygen is available at 19 psi with a cabin altitude of approximately 11,500 (750) to
16,000 (+200 or 150) feet (70 psi above
16,000 feet). The PASS ON indicator is halfopen during low-pressure operation (19 psi)
and fully open at 70 psi.
Moving the selector knob to FIRST AID does
not open any of the passenger mask boxes, but
oxygen is made available to the first-aid masks.
The automatic function is retained. In case of
automatic system failure, FIRST AID should
be selected at cabin pressure altitude lower
than 18,000 feet, after setting the controller selector knob to OVERRIDE to allow the masks
to deploy.The passenger masks can also be
supplied at 19 psi after the OVERRIDE position is selected.
When cabin pressure altitude returns to below
11,500 feet, the pilot should set the selector
knob to CLOSED.
The OVERRIDE position, used if the automatic system fails, provides mask box opening, deployment of the passenger masks, and
high-pressure oxygen (70 psi) to the masks.
The PASS ON indicator shows fully open.
QUANTITY
INDICATOR
LEGEND
PRESSURE
GAGE
COFFEE
MACHINE
WATER SUPPLY
PRESSURIZED WATER
DRAINAGE
ELECTRICAL
GALLEY
CABINET
POTABLE WATER
SYSTEM (SN 3)
GENERAL
The potable water system stores water in a
10.56-gallon (40 liter) tank (Figure 17-8) for
distribution of water under pressure to the coffee machine in the galley, the mid-cabin bar, and
the washbasin in the lavatory compartment.
The system includes the storage tank, electric
pump, filter, pressure gage, quantity indicator, water heater, shutoff valves, fill ports,
and drain masts. The tank, filter, and gravity
fill port are shown in Figure 17-9.
DRAIN MAST
ANTI-ICED
PIPE
FILTER
WATER
HEATER
QUANTITY
TRANSMITTER
FAUCET
OPERATION
Delivery System
WASHBASIN
The electric pump is energized by depressing

the luminous WATER PUMP pushbutton on the
galley cabinet (Figure 17-10).
When water pressure reaches approximately
8 psi (0.4 bar), a pressure switch in the system maintains pressure at less than 30 psi
(2.07 bars). Water pressure and quantity are
shown on indicators in the galley.
POTABLE
WATER
TANK
DRAIN
SHUTOFF
VALVE
MID-CABIN
BAR UNIT
HEATING
ELEMENT
If the tank supply is depleted, the pump cuts

off as pressure drops to 8 psi.
DUAL
REFILLING
VALVE
The water heater is powered by bus A6 through

the WATER HEATER circuit breaker and is
thermostatically controlled to maintain water
temperature at the washbasin faucet at approximately 125F (52C).
PUMP
SHUTOFF
VALVE
Figure 17-8.
DRAIN MAST
VENT
PORT
OUTSIDE
DRAIN VALVE
REFILL
PORT
PRESSURE
REGULATOR
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 provided in flight, allowing the crew to isolate
the system.
LIGHTSMISC
XX
LAV
MASTER
XX
XX
XXX
CAPT WH
READING
XX
XX
GALLEY
MASTER
FWD CABIN RH CABIN

XX
READING
The tank is normally pressure-refilled from the

potable water service panel (Figure 17-10). Direct gravity refilling is provided in the lavatory compartment (Figure 17-9).
XX
LANDING ANTI???
RM
BELLY
XX
XX
INSTR
RH
XX
Tank Refilling
XX
XXX
Pressure Refilling
With an outside pressurized water supply connected to the refilling port on the service panel,
actuating the adjacent lever opens a dual valve,
allowing water to flow to the tank. Tank over-
AFT CABIN LH CABIN

XXXX READING
CIRCUIT-BREAKER
PANEL
pressurization is prevented by a 20-psi regulator. When the tank is full, the quantity indicator light on the service panel illuminates,
and the quantity indicator in the galley reads
FULL. The operator then closes the dual valve
with the lever and disconnects the water supply.
During manual refilling through the gravity refill port in the lavatory port in the lavatory
compartment, the quantity indicator operates
as during pressure refilling.
Complete instructions for water tank refilling
are found in Chapter/Section 38-110 of the
Maintenance Manual and on the inside of the
service panel door.
FILTER
VALANCE LIGHT CEILING

FWD
AFT
LIGHT
10
WATER
HEATER
20
10
WATER PUMP
PUSHBUTTON
DRAIN
HEATER FLUSH
7.5
VIDEO
INVERT
XXXXX
TABE
7.5
15
REFILLING PORT
WASHBASIN
CABINET
GALLEY CABINET
Figure 17-10.
17-10
Potable Water System Controls and Indicators (SN 3)
TANK
VENT PORT
Figure 17-9.
Potable Water System Components
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The system and air accumulator, located in

the aft lavatory area, are pressurized by regulated engine or APU bleed air or through an
air charging valve (shop air) located in the
left baggage compartment side panel. A pressure gage on this panel indicates accumulator
tank pressure. The accumulator does not require a full charge of air pressure to operate
the system; however, the greater the accumulator air pressure, the greater the amount of
water that can be delivered prior to engine
start.
POTABLE WATER
SYSTEM (SNS 4 AND
SUBSEQUENT)
GENERAL
The potable water system stores water in a
14.5-gallon (55-liter) water tank (Figure 1711), located beneath the aft lavatory vanity, for
distribution of water under pressure to the aft
vanity, forward galley, and optional forward
lavatory if installed.
OPERATION
The system includes the water tank, regulator

valves, pressure and quantity gages, water
heater, air accumulator, shutoff valves, fill
and vent valves, and drain mast.
RELIEF
VALVE
(120 PSI)
ENG
NO. 1
Delivery System
With the air accumulator charged, regulated air
at approximately 25 psi is routed through an air
supply on/off valve located in the vanity water
AIR
CHARGING
VALVE
AIR
ACCUMULATOR
FILTER REGULATOR
(25 PSI)
AIR
SHUTOFF
NEGATIVE
VALVE
PRESSURE
RELIEF
RESTRICTOR
APU
ENG
NO. 2
FILTER
REGULATOR
(120 PSI)
VANITY SINK
AND FAUCETS
RELIEF
VALVES
(30 PSI)
FILL AND
VENT VALVE
FILLER
NECK
TO CABIN WATER
DISTRIBUTION SYSTEM
(GALLEY, ETC.)
LEGEND
WATER HEATER
BLEED AIR
REGULATED AIR (120 PSI)
REGULATED AIR (25 PSI)
SUPPLY
ELECTRIC
PUMP
DRAIN
VALVE
FILTER
CHECK
VALVE
WATER
TANK
HOT WATER
SUPPLY
VALVE
DRAIN
AFT DRAIN MAST
Figure 17-11.
Revision 3
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
pressure gage in the vanity panel.
Water from the tank is routed through a supply on-off valve and is made available to the
aft vanity, forward galley, and optional forward lavatory. After an engine is started, a
constant air pressure source is available from
the bleed-air system. Hot water under pressure is available to the vanity sinks, provided
the hot water circuit breakers behind the aft
lavatory toilet seat and on the center cockpit
overhead panel are engaged.
Tank Filling
The tank can be filled from inside the airplane
through the filler neck. Before moving the
cap, pressing down on the cap relieves air
pressure. The fill and vent valve ports are
used for filling the tank from an outside water
source. A push-pull handle in the external servicing panel in the aft left wing root fairing
actuates the valve.
Draining
Prior to draining the storage tank, trip the
heater circuit breakers, close the air shutoff
valve, and open the forward and aft vanity
supply valves. If tank pressure drops to zero,
vent the system by pulling the push-pull handle to open the fill and vent valve.
WATER WASTE SYSTEM

Disposal of water waste is provided for the
lavatory compartment washbasin, the bar unit,
and the water tank. Figure 17-8 shows drainage
from these areas through drain masts protected by anti-icing heating elements.
The water tank is gravity-drained through a
vent pipe leading to the service panel. Opening
the drain shutoff valve beneath the tank and
the outside drain valve drains the system
through the drain mast. A security device
(Figure 17-12) prevents accidental opening
of the two valves in flight.
The toilet unit includes a drain pan containing 9.6 U.S. gallons (36 liters) of water
(Figure 17-13).
A drain valve is connected by a sealed tube to
a drain port beneath the fuselage. A lever can
be actuated to manually open the drain valve
when disposal of toilet waste is required. The
flushing port is used to flush the drain pan
and to refill it when necessary.
Complete instructions for toilet system draining and servicing are found in Chapter/Section
38-310 of the Maintenance Manual.
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.
17-12
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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

MUST BE CLOSED BEFORE FLIGHT.
ISOLATION
VALVE
DRAIN VALVE
DOOR OPEN
Figure 17-12.
Revision 2
Valve Control Safety Access Door
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DRAIN
PAN
DRAIN
VALVE
CABIN FLOOR
SEALED
DUCT
LOOKING
FORWARD
Figure 17-13.
17-14
LEVER
FLUSHING PORT
DRAIN PORT
Toilet Disposal and Drain System
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QUESTIONS
1.
Oxygen cylinder pressure is read on:

A. Two gages: one in the cockpit
and one near the oxygen cylinder
B. One gage in the cockpit
C. One gage near the oxygen cylinder
D. Gages at both pilot stations and near
the oxygen cylinders
2.
With the PASSENGER OXYGEN

controller selector knob in NORMAL,
oxygen is available:
A. Only to the crew
B. Only to the passengers
C. To the crew and the first-aid stations
D. To all stations throughout the
airplane
3.
4.
5.
The PASS ON indicator shows:

A. Operation at 19 psi only
B. Operation at 70 psi only
C. Operation at 19 or 70 psi
The passenger oxygen masks deploy:
A. When the selector knob is placed in
NORMAL
B. When the selector knob is placed in
OVERRIDE
C. When the selector knob is placed in
FIRST AID
D. If cabin pressure altitude is above
11,000 feet
The oxygen cylinder shutoff valve is
opened:
A. Manually or by solenoid
B. Manually only
C. Only by solenoid
D. Pneumatically
Revision 2
6.
The emergency escape breathing device:

A. Contains its own oxygen generator
B. Uses oxygen from the airplane
oxygen system
C. Consists of a passenger oxygen
mask equipped with a long supply
hose
D. Is to be used only with smoke
goggles
7.
The upper amber range marking (2,000

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. Normal operating pressure
B. The overpressure-relief valve has exhausted cylinder pressure.
C. Pressure in the oxygen cylinder has
exceeded its normal range.
8.
The potable water tank can be refilled:

A. From an outside pressure source or
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
source
C. Only by gravity filling from inside
the airplane
9.
Potable water is supplied to:

A. The galley coffee machine
B. The mid-cabin bar
C. The lavatory compartment washbasin
D. All of the above
10. The self-contained chemical toilet:

A. Uses water from the potable water
system
B. Does not require water for operation
C. Uses water from its own drain pan
D. Uses water from its own drain pan
or from the potable water system
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WALKAROUND
The following section is a pictorial walkaround. It shows each item called out in the
exterior power-off preflight inspection. The
fold-out page at the b eginning of the walkaround section should be unfolded before starting to read.
The general location photographs do not
specify every checklist item. However, each
item is portrayed on the large-scale photographs that follow.
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64
83
85
63
62
65
33
61
89
90
87
86
84
82
81
80
88
60
42 40 41
35 36 39
34
32
31
38 37
68
23
24
22
17
13
12
69
7
77
78
27
66
67
70
30
29
28
26
25 21
19
20
16
18
14
15
11
9
10
74
72
71
79
75
76
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FALCON 900 WALKAROUND
1.
NORMAL STATIC PORTS:

COVER/CONDITIONREMOVE/CHECK
4.
ANGLE-OF-ATTACK SENSOR:
COVER/CONDITIONREMOVE/CLEAR
2.
PILOT PITOT PROBE:

5.
STANDBY STATIC PORT:

3.
STANDBY PITOT PROBE:

6.
COCKPIT WINDOWSCHECK/CLEAN
WINDSHIELD WIPERCHECK/STOWED
NOSE CONE (3 LATCHES)CLOSED/LOCKED
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7.
COCKPIT WINDOWSCHECK/CLEAN
WINDSHIELD WIPERCHECK/STOWED
NOSE CONE (2 LATCHES)CLOSED/LOCKED
8.
NOSE LANDING GEAR: HYDRAULIC LEAKS,

SHOCK ABSORBER HEIGHT, ANTISKID
TACHOMETER CONNECTOR (AS REQUIRED),
TIRE CONDITION, AND TORSION LINK PIN INSTALLEDCHECK
9.
TAXI-LIGHT: CONDITIONCHECK
NOSE WHEEL WELL:
MAINTENANCE DOORCLOSED
NOSE CONE DRAINCHECK
WA-4
10. TEMPERATURE PROBE:

11.
STANDBY STATIC PORT:

12.
ANGLE-OF-ATTACK PROBE (OPTION):

ANGLE-OF-ATTACK SENSOR:
COVER/CONDITIONREMOVE CHECK
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13. COPILOT PITOT PROBE:

16. BELLY ANTICOLLISION LIGHT

(STANDARD)CHECK
14. NORMAL STATIC PORTS:

17. ICE DETECTION LIGHTCHECK
15. ANTENNASCHECK
WATER DRAIN MAST (OPTION)CHECK
18. LANDING LIGHTCHECK
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19. PARKING BRAKE ACCUMULATOR

PRESSURECHECK 1,000 PSI
22. EMERGENCY EXITCHECK

EMERGENCY EXIT LIGHT IN FUSELAGECHECK
20. FUEL VENT VALVECLEAR/NO LEAKS
23. RIGHT ENGINE AIR INTAKE:

21. FUSELAGE FUEL SUMP DRAINSCHECK FOR

LEAKS
WA-6
24. CENTER ENGINE AIR INTAKE:

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25. EMERGENCY EXIT LIGHT IN LEADING

EDGECHECK
28. WING CHECK FOR FUEL LEAKSCHECK

WING FUEL SUMP DRAINCHECK
26. LANDING GEAR: TIRE CONDITION, HYDRAULIC

LEAKS, BRAKE WEAR, AND SHOCK ABSORBER
HEIGHTCHECK
29. LEADING-EDGE CONDITIONCHECK
27. GRAVITY FUELING PLUG AND LIFE LINE/

GRAVITY FILLER CAPCHECK
30. WINGTIP FAIRINGUNDAMAGED

NAVIGATION/STROBE LIGHTSCHECK
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31. STATIC DISCHARGERS (4)CHECK
36. PRESSURE REFUELING CONNECTOR AND CONTROL PANEL ACCESS DOORSCLOSED/CHECK
32. AILERON/FLAPSCHECK
33. AIRBRAKESCHECK
34. ANTENNASCHECK
35. FUEL SUMP DRAINSCHECK FOR LEAKS
WA-8
37. TOILET SERVICE PANEL AND DRAIN ACCESS

DOORSCLOSED/CHECK
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38. HEAT EXCHANGER DUCT AIR INLETCHECK
41. HEAT EXCHANGER DUCT AIR OUTLETCHECK
39. ENGINE NACELLE AND PYLON (3 LATCHES) AND

DRAINSCHECK
42. REAR COMPARTMENT DOOROPEN
40. EXTERNAL POWER CONNECTOR ACCESS

DOORCLOSED/CHECK
NO. 2 HYDRAULIC GROUND COUPLING ACCESS
DOORCLOSED/CHECK
43. NO. 2 HYDRAULIC ACCUMULATOR

PRESSURECHECK
FUEL TANK PRESSURECHECK
FUEL TANK PRESSURIZATION DRAINCHECK
DOORSCLOSED/CHECK
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44. ENGINE OIL AND FUEL FILTERS

CLOGGINGCHECK
ENGINE OIL LEVELCHECK
47. MAIN ELECTRICAL BOX (WITH LADDER

OPTION)CHECK
45. NO. 1 HYDRAULIC ACCUMULATOR

PRESSURECHECK
DOORSCLOSED/CHECK
48. S-DUCT ACCESS DOOROPENED

CENTER ENGINE FANCHECK
S-DUCT ACCESS DOORCLOSED/LATCHED
46. BATTERIES (WITH/WITHOUT LADDER

OPTION)CONNECTED/CHECK
49. NO. 2 HYDRAULIC BAYCHECK

STANDBY PUMPCHECK
WA-10
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50. NO. 2 HYDRAULIC RESERVOIR LEVELCHECK
53. NO. 2 HYDRAULIC AIR TRAPCHECK FOR AIR

BUBBLES
51. NO. 2 HYDRAULIC FILTER PLUGSCHECK
54. FIRE EXTINGUISHER PRESSURE (5)CHECK
52. STANDBY PUMP SELECTOR SET TO

IN FLIGHTCHECK
NO. 2 HYDRAULIC BAY ACCESS
DOORCLOSE/CHECK
55. NO. 1 HYDRAULIC BAYCHECK
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56. NO. 1 HYDRAULIC RESERVOIR LEVELCHECK
57. NO. 1 HYDRAULIC FILTER PLUGSCHECK

HYDRAULIC BAY ACCESS DOORCLOSE/CHECK
58. NO. 1 HYDRAULIC AIR TRAPCHECK FOR AIR

BUBBLES
WA-12
59. CENTER ENGINE COMPUTERCHECK
60. ITEMS ON BOARDSECURED/CHECK

LADDER (OPTION)SECURED/CHECK
REAR COMPARTMENT DOORCLOSE/CHECK
61. APU AIR INTAKE AND EXHAUSTCHECK

REAR COMPARTMENT/NO. 2 GENERATOR VENTILATION OUTLETSCHECK
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62. RIGHT ENGINE TAILPIPE:

PYLON STATIC DISCHARGERCHECK
64. VERTICAL FIN AND RUDDERCHECK

ANTENNAS/STATIC DISCHARGERS (2)CHECK
65. NAVIGATION LIGHTCHECK
63. RIGHT TAIL PLANE/ELEVATORCHECK

STATIC DISCHARGERS (3)CHECK
Revision 4.01
66. CENTER ENGINE TAILPIPE:

STATIC DISCHARGERCHECK
THRUST REVERSERSTOWED/CHECK
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67. CENTER ENGINE COWL

(3 LATCHES)CLOSED/LOCKED
70. APU GENERATOR VENTILATION INLET/

OUTLETCHECK
APU/REAR COMPARTMENT VENTILATION
CHECK
68. LEFT ENGINE TAILPIPE:

PYLON STATIC DISCHARGERCHECK
71. NO. 1 HYDRAULIC GROUND COUPLING ACCESS

DOORCLOSED/CHECK
69. LEFT TAIL PLANE/ELEVATORCHECK

STATIC DISCHARGERS (3)CHECK
72. BAGGAGE COMPARTMENT DOOR

CLOSED/CHECK
LATCH POSITION (4)CHECK
CONTROL PANEL ACCESS DOOR
CLOSED/CHECK
WA-14
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73. ENGINE NACELLE AND PYLON (3 LATCHES) AND

DRAINSCHECK
BAGGAGE COMPARTMENT ENTRANCE
LIGHTCHECK
79. STATIC DISCHARGERS (4)CHECK
74. FUEL TANK PRESSURIZATION DRAINS

CHECK/NO LEAKS
80. WINGTIP FAIRINGUNDAMAGED

NAVIGATION/STROBECHECK
75. WATER SYSTEM DRAIN MASTCHECK

76. WATER SYSTEM FILLING AND CONTROL PANEL
ACCESS DOORCLOSED/CHECK
77. AIRBRAKESCHECK
81. LEADING-EDGE CONDITIONCHECK
78. AILERON/FLAPSCHECK
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82. WING CHECK FOR FUEL LEAKSCHECK

WING FUEL SUMP DRAINCHECK FOR LEAKS
83. GRAVITY-FUELING PLUG AND GRAVITY-FUELING

BONDINGCHECK
84. LANDING GEAR: TIRE CONDITION, HYDRAULIC

LEAKS, BRAKE WEAR, AND SHOCK ABSORBER
HEIGHTCHECK
WA-16
85. LEFT ENGINE AIR INTAKE:

HEAT EXCHANGER RAM-AIR INTAKECHECK
86. FUEL VENT VALVECLEAR/NO LEAKS
87. LANDING LIGHTCHECK

ICE DETECTION LIGHTCHECK
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88. OXYGEN SYSTEM FILLING AND

VENTCHECK/CLEAR
90. CABIN ACCESS DOORCHECK
89. OXYGEN VALVE AND PRESSUREOPEN/CHECK
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ANSWERS TO QUESTIONS
CHAPTER 2
1. C
2. B
3. D
4. D
5. C
6. B
7. D
8. C
9. A
10. D
11. C
12. D
CHAPTER 3
1. C
2. A
3. B
4. D
5. A
6. C
CHAPTER 4
1. B
2. A
3. C
4. A
5. C
6. A
CHAPTER 5
1. A
2. D
3. C
4. B
5. D
6. C
7. C
8. C
9. C
Revision 4.01
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
D
D
D
A
C
A
B
C
D
D
B
D
C
CHAPTER 6
1. C
2. D
3. A
4. D
5. C
6. A
7. B
8. C
9. A
10. B
CHAPTER 7
1. B
2. D
3. A
4. C
5. A
6. C
7. B
8. D
9. A
10. B
CHAPTER 8
1. D
2. B
3.
4.
5.
6.
7.
C
A
D
B
A
CHAPTER 9
1. D
2. D
3. A
4. D
5. C
6. A
7. C
8. A
9. D
10. C
CHAPTER 10
1. C
2. A
3. D
4. B
5. A
6. B
7. C
8. D
CHAPTER 11
1. A
2. D
3. B
4. D
5. A
6. C
7. B
8. D
9. A
10. C
CHAPTER 12
1. C
2. B
3. D
4. A
5. C
CHAPTER 13
1. B
2. C
3. B
4. D
5. A
6. D
7. C
8. A
9. B
10. A
CHAPTER 14
1. D
2. C
3. A
4. B
5. C
6. A
7. B
8. B
9. D
10. C
CHAPTER 15
1. D
2. B
3. C
4. B
5. A
6. D
7. B
8. A
9. C
APP-1
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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
Revision 3
FlightSafety
international
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
international
Table A-1.
CONVERSION FACTORS
Multiply
By
To Obtain
centimeters
kilograms
kilometers
kilometers
liters
liters
meters
meters
millibars
feet
gallons
inches
in. Hg (32 F)
nautical miles
nautical miles
pounds
quarts (liquid)
statute miles
statute miles
0.3937
2.2046
0.621
0.539
0.264
1.05
39.37
3.281
0.02953
0.3048
3.7853
2.54
33.8639
1.151
1.852
0.4536
0.946
1.609
0.868
inches
pounds
statute miles
nautical miles
gallons
quarts (liquid)
inches
feet
in. Hg (32 F)
meters
liters
centimeters
millibars
statute miles
kilometers
kilograms
liters
kilometers
nautical miles
A-1
A-2
410
400
390
380
370
360
350
340
330
320
310
300
290
280
273
270
260
250
240
230
220
246
240
234
229
223
218
212
207
201
196
190
184
179
173
169
168
163
157
151
146
140
810
820
830
840
850
860
870
880
890
900
910
920
930
940
950
960
970
980
990
1000
460
466
471
477
482
488
493
499
504
510
516
521
527
532
538
660
666
671
677
632
638
643
649
654
599
604
610
616
621
627
571
577
582
588
593
1220
1230
1240
1250
1170
1180
1190
1200
1210
1110
1120
1130
1140
1150
1160
1060
1070
1080
1090
1100
2228
2246
2264
2282
2138
2156
2174
2192
2210
2030
2048
2066
2084
2102
2120
1940
1958
1976
1994
2012
21
22
23
24
25
16
17
18
19
20
11
12
13
14
15
6
7
8
9
10
1
2
3
4
5
799
804
810
771
777
782
788
793
738
743
749
754
760
766
710
716
721
727
732
682
688
693
699
704
C.
1470
1480
1490
1420
1430
1440
1450
1460
1360
1370
1380
1390
1400
1410
1310
1320
1330
1340
1350
1260
1270
1280
1290
1300
C. or
F.
F.
2678
2696
2714
2588
2606
2624
2642
2660
2480
2498
2516
2534
2552
2570
2390
2408
2426
2444
2462
2300
2318
2336
2354
2372
F.
69.8
71.6
73.4
75.2
77.0
60.8
62.6
64.4
66.2
68.0
51.8
53.6
55.4
57.2
59.0
42.8
44.6
46.4
48.2
50.0
33.8
35.6
37.4
39.2
41.0
1251 to 1490
6.11
5.56
5.00
4.44
3.89
8.89
8.33
7.78
7.22
6.67
11.7
11.1
10.6
10.0
9.44
14.4
13.9
13.3
12.8
12.2
17.2
16.7
16.1
15.6
15.0
C.
C. or
F.
1 to 25
46
47
48
49
50
41
42
43
44
45
36
37
38
39
40
31
32
33
34
35
26
27
28
29
30
932
938
943
949
954
904
910
916
921
927
871
877
882
888
893
899
843
849
854
860
866
816
821
827
832
838
C.
3110
3128
3146
3164
3182
3020
3038
3056
3074
3092
2912
2930
2948
2966
2984
3002
2822
2840
2858
2876
2894
2732
2750
2768
2786
2804
F.
114.8
116.6
118.4
120.2
122.0
105.8
107.6
109.4
111.2
113.0
96.8
98.6
100.4
102.2
104.0
87.8
89.6
91.4
93.2
95.0
C.
1077
1082
1088
1093
1049
1054
1060
1066
1071
1016
1021
1027
1032
1038
1043
988
993
999
1004
1010
960
966
971
977
982
C = 5/9 (F 32)
71
72
73
74
75
66
67
68
69
70
61
62
63
64
65
56
57
58
59
60
51
52
53
54
55
C. or
F.
51 to 75
1970
1980
1990
2000
1920
1930
1940
1950
1960
1860
1870
1880
1890
1900
1910
1810
1820
1830
1840
1850
1760
1770
1780
1790
1800
C. or
F.
F.
96
97
98
99
100
91
92
93
94
95
86
87
88
89
90
81
82
83
84
85
76
77
78
79
80
1216
1221
1227
1232
1188
1193
1199
1204
1210
1154
1160
1166
1171
1177
1182
1127
1132
1138
1143
1149
1099
1104
1110
1116
1121
C.
2220
2230
2240
2250
2170
2180
2190
2200
2210
2110
2120
2130
2140
2150
2160
2060
2070
2080
2090
2100
2010
2020
2030
2040
2050
C. or
F.
4028
4046
4064
4082
3938
3956
3974
3992
4010
3830
3848
3866
3884
3902
3920
3740
3758
3776
3794
3812
3650
3668
3686
3704
3722
F.
204.8
206.6
208.4
210.2
212.0
195.8
197.6
199.4
201.2
203.0
186.8
188.6
190.4
192.2
194.0
177.8
179.6
181.4
183.2
185.0
168.8
170.6
172.4
174.2
176.0
F.
2001 to 2250
35.6
36.1
36.7
37.2
37.8
32.8
33.3
33.9
34.4
35.0
30.0
30.6
31.1
31.7
32.2
27.2
27.8
28.3
28.9
29.4
24.4
25.0
25.6
26.1
26.7
C.
C. or
F.
76 to 100
INTERPOLATION
FACTORS
3578
3596
3614
3632
3488
3506
3524
3542
3560
3380
3398
3416
3434
3452
3470
3290
3308
3326
3344
3362
3200
3218
3236
3254
3272
F.
159.8
161.6
163.4
165.2
167.0
150.8
152.6
154.4
156.2
158.0
141.8
143.6
145.4
147.2
149.0
132.8
134.6
136.4
138.2
140.0
123.8
125.6
127.4
129.2
131.0
1751 to 2000
21.7
22.2
22.8
23.3
23.9
18.9
19.4
20.0
20.6
21.1
16.1
16.7
17.2
17.8
18.3
13.3
13.9
14.4
15.0
15.6
10.6
11.1
11.7
12.2
12.8
C.
F = 9/5 (C) + 32
1710
1720
1730
1740
1750
1660
1670
1680
1690
1700
1600
1610
1620
1630
1640
1650
1550
1560
1570
1580
1590
1500
1510
1520
1530
1540
C. or
F.
F.
78.8
80.6
82.4
84.2
86.0
1491 to 1750
7.78
8.33
8.89
9.44
10.0
5.00
5.56
6.11
6.67
7.22
2.22
2.78
3.33
3.89
4.44
0.56
0
0.56
1.11
1.67
3.33
2.78
2.22
1.67
1.11
C.
C. or
F.
26 to 50
300
310
320
330
340
250
260
270
280
290
210
212
220
230
240
160
170
180
190
200
110
120
130
140
150
1354
1360
1366
1327
1332
1338
1343
1349
1293
1299
1304
1310
1316
1321
1266
1271
1277
1282
1288
1238
1243
1249
1254
1260
F.
2470
2480
2490
2420
2430
2440
2450
2460
2360
2370
2380
2390
2400
2410
2310
2320
2330
2340
2350
2260
2270
2280
2290
2300
C. or
F.
C.
0.56
1.11
1.67
2.22
2.78
4478
4496
4514
4388
4406
4424
4442
4460
4280
4298
4316
4334
4352
4370
4190
4208
4226
4244
4262
4100
4118
4136
4154
4172
F.
572
590
608
626
644
482
500
518
536
554
410
413
428
446
464
320
338
356
374
392
230
248
266
284
302
F.
2251 to 2490
149
154
160
166
171
121
127
132
138
143
99
100
104
110
116
71
77
82
88
93
43
49
54
60
66
C.
C. or
F.
101 to 340
450
460
470
480
490
400
410
420
430
440
350
360
370
380
390
1
2
3
4
5
1488
1493
1499
1504
1510
1460
1466
1471
1477
1482
1427
1432
1438
1443
1449
1454
1399
1404
1410
1416
1421
1371
1377
1382
1388
1393
C.
F.
1.8
3.6
5.4
7.2
9.0
2710
2720
2730
2740
2750
2660
2670
2680
2690
2700
2600
2610
2620
2630
2640
2650
2550
2560
2570
2580
2590
2500
2510
2520
2530
2540
C. or
F.
F.
C.
3.33
3.89
4.44
5.00
5.56
4910
4928
4946
4964
4982
4820
4838
4856
4874
4892
4712
4730
4748
4766
4784
4802
4622
4640
4658
4676
4694
4532
4550
4568
4586
4604
F.
842
860
878
896
914
752
770
788
806
824
662
680
698
716
734
2491 to 2750
232
238
243
249
254
204
210
216
221
227
177
182
188
193
199
C.
C. or
F.
341 to 490
FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION
NOTE: The numbers in bold face type refer to the temperature either in
degrees Celsius or Fahrenheit which it is desired to convert into the other
scale. If converting from degrees Fahrenheit to degrees Celsius the
equivalent temperature will be found in the left column, while if converting
from degrees Celsius to degrees Fahrenheit, the answer will be found in
the column on the right.
1778
1796
1814
1832
1688
1706
1724
1742
1760
1580
1598
1616
1634
1652
1670
1490
1508
1526
1544
1562
543
549
554
560
566
F.
1850
1868
1886
1904
1922
432
438
443
449
454
1400
1418
1436
1454
1472
1010
1020
1030
1040
1050
760
770
780
790
800
404
410
416
421
427
C.
C.
F.
C. or
F.
14
32
76
58
40
22
4
1001 to 1250
10
0
60
50
40
30
20
C. or
F.
23.3
17.8
51.1
45.6
40.0
34.4
28.9
166
148
130
112
94
256
238
220
202
184
346
328
310
292
274
F.
751 to 1000
364
454
436
418
400
382
459.4
160
150
140
130
120
78.9 110
73.3 100
67.8
90
62.2
80
56.7
70
107
101
95.6
90.0
84.4
210
200
190
180
170
273
268
262
257
251
134
129
123
118
112
459.4
450
440
430
420
C.
C.
C. or
F.
C. or
F.
F.
210 to 0
459.4 to 220
Table A-2.
750
700
710
720
730
740
650
660
670
680
690
600
610
620
630
640
550
560
570
580
590
500
510
520
530
540
C. or
F.
6
7
8
9
10
1632
1638
1643
1649
1604
1610
1616
1621
1627
1571
1577
1582
1588
1593
1599
1543
1549
1554
1560
1566
1516
1521
1527
1532
1538
C.
5378
5396
5414
5432
5288
5306
5324
5342
5360
5180
5198
5216
5234
5252
5270
5090
5184
5126
5144
5162
5000
5018
5036
5054
5072
F.
1382
1292
1310
1328
1346
1364
1202
1220
1238
1256
1274
1112
1130
1148
1166
1184
1022
1040
1058
1076
1094
S 47283 (B)
F.
10.8
12.6
14.4
16.2
18.0
2970
2980
2990
3000
2920
2930
2940
2950
2960
2860
2870
2880
2890
2900
2910
2810
2820
2830
2840
2850
2760
2770
2780
2790
2800
C. or
F.
F.
932
950
968
986
1004
2751 to 3000
399
371
377
382
388
393
343
349
354
360
366
316
321
327
332
338
288
293
299
304
310
260
266
271
277
282
C.
491 to 750
FlightSafety
international
FlightSafety
international
Table A-3.
INCHES
0.0000
0.0001
INCHES TO MILLIMETERS (0.0001 INCH TO 10 INCHES)

0.0002
0.0003
0.0004
0.0005
0.0006
0.0007
0.0008
0.0009
MILLIMETERS
0.000
0.001
0.002
0.003
0.004
0.0254
0.0508
0.0762
0.1016
0.0025
0.0279
0.0533
0.0787
0.1041
0.0050
0.0304
0.0558
0.0812
0.1066
0.0076
0.0330
0.0584
0.0838
0.1092
0.0101
0.0355
0.0609
0.0863
0.1117
0.0127
0.0381
0.0635
0.0889
0.1143
0.0152
0.0406
0.0660
0.0914
0.1168
0.0177
0.0431
0.0685
0.0939
0.1193
0.0203
0.0457
0.0711
0.0965
0.1219
0.0228
0.0482
0.0736
0.0990
0.1244
0.005
0.006
0.007
0.008
0.009
0.1270
0.1524
0.1778
0.2032
0.2286
0.1295
0.1549
0.1803
0.2057
0.2311
0.1320
0.1574
0.1828
0.2082
0.2336
0.1346
0.1600
0.1854
0.2108
0.2362
0.1371
0.1625
0.1879
0.2133
0.2387
0.1397
0.1651
0.1905
0.2159
0.2413
0.1422
0.1676
0.1930
0.2184
0.2438
0.1447
0.1701
0.1955
0.2209
0.2463
0.1473
0.1727
0.1981
0.2235
0.2489
0.1498
0.1752
0.2006
0.2260
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
0.01
0.02
0.03
0.04
0.254
0.508
0.762
1.016
0.025
0.279
0.533
0.787
1.041
0.050
0.304
0.558
0.812
1.066
0.076
0.330
0.584
0.838
1.092
0.101
0.355
0.609
0.863
1.117
0.127
0.381
0.635
0.889
1.143
0.152
0.406
0.660
0.914
1.168
0.177
0.431
0.685
0.939
1.193
0.203
0.457
0.711
0.965
1.219
0.228
0.482
0.736
0.990
1.244
0.05
0.06
0.07
0.08
0.09
1.270
1.524
1.778
2.032
2.286
1.295
1.549
1.803
2.057
2.311
1.320
1.574
1.828
2.082
2.336
1.346
1.600
1.854
2.108
2.362
1.371
1.625
1.879
2.133
2.387
1.397
1.651
1.905
2.159
2.413
1.422
1.676
1.930
2.184
2.438
1.447
1.701
1.955
2.209
2.463
1.473
1.727
1.981
2.235
2.489
1.498
1.752
2.006
2.260
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
0.1
0.2
0.3
0.4
2.540
5.080
7.620
10.160
0.254
2.794
5.334
7.874
10.414
0.508
3.048
5.588
8.128
10.668
0.762
3.302
5.842
8.382
10.922
1.016
3.556
6.096
8.636
11.176
1.270
3.810
6.350
8.890
11.430
1.524
4.064
6.604
9.144
11.684
1.778
4.318
6.858
9.398
11.938
2.032
4.572
7.112
9.652
12.192
2.286
4.826
7.366
9.906
12.446
0.5
0.6
0.7
0.8
0.9
12.700
15.240
17.780
20.320
22.860
12.954
15.494
18.034
20.574
23.114
13.208
15.748
18.288
20.828
23.368
13.462
16.002
18.542
21.082
23.622
13.716
16.256
18.796
21.336
23.876
13.970
16.510
19.050
21.590
24.130
14.224
16.764
19.304
21.844
24.384
14.478
17.018
19.558
22.098
24.638
14.732
17.272
19.812
22.352
24.892
14.986
17.526
20.066
22.606
25.146
0.00
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
INCHES
MILLIMETERS
0.
1.
2.
3.
4.
25.40
50.80
76.20
101.60
2.54
27.94
53.34
78.74
104.14
5.08
30.48
55.88
81.28
106.68
7.62
33.02
58.42
83.82
109.22
10.16
35.56
60.96
86.36
111.76
12.70
38.10
63.50
88.90
114.30
15.24
40.64
66.04
91.44
116.84
17.78
43.18
68.58
93.98
119.38
20.32
45.72
71.12
96.52
121.92
22.86
48.26
73.66
99.06
124.46
5.
6.
7.
8.
9.
127.00
152.40
177.80
203.20
228.60
129.54
154.94
180.34
205.74
231.14
132.08
157.48
182.88
208.28
233.68
134.62
160.02
185.42
210.82
236.22
137.16
162.56
187.96
213.36
238.76
139.70
165.10
190.50
215.90
241.30
142.24
167.64
193.04
218.44
243.84
144.78
170.18
195.58
220.98
246.38
147.32
172.72
198.12
223.52
248.92
149.86
175.26
200.66
226.06
251.46
A-3
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)
kg
kg
kg
kg
kg
kg
kg
kg
kg
kg
oz
0
10
0.283
0.028
0.312
0.057
0.340
0.085
0.369
0.113
0.397
0.142
0.425
0.170
0.454
0.198
0.482
0.227
0.510
0.255
0.539
lb
0
10
20
30
40
50
60
70
80
90
100
200
300
400
500
600
700
800
900
1000
A-4
4.5
9.1
13.6
18.1
22.7
27.2
31.8
36.3
40.8
45
0.45
5.0
9.5
14.1
18.6
23.1
27.7
32.2
36.7
41.3
46
0.91
5.4
10.0
14.5
19.1
23.6
28.1
32.7
37.2
41.7
46
1.36
5.9
10.4
15.0
19.5
24.0
28.6
33.1
37.6
42.2
47
1.81
6.4
10.9
15.4
20.0
24.5
29.0
33.6
38.1
42.6
47
2.27
6.8
11.3
15.9
20.4
24.9
29.5
34.0
38.6
43.1
48
2.72
7.3
11.8
16.3
20.9
25.4
29.9
34.5
39.0
43.5
48
3.18
7.7
12.2
16.8
21.3
25.9
30.4
34.9
39.5
44.0
49
3.63
8.2
12.7
17.2
21.8
26.3
30.8
35.4
39.9
44.5
49
4.08
8.6
13.2
17.7
22.2
26.8
31.3
35.8
40.4
44.9
49
10
20
30
40
50
60
70
80
90
91
136
181
227
272
318
363
408
454
95
141
186
231
277
322
367
413
458
100
145
191
236
281
327
372
417
463
104
150
195
240
286
331
376
422
467
109
154
200
245
290
336
381
426
472
113
159
204
249
295
340
386
431
476
118
163
209
254
299
345
390
435
481
122
168
213
259
304
349
395
440
485
127
172
218
263
308
354
399
445
490
132
177
222
268
313
358
404
449
494
FlightSafety
international
Table A-5.
WEIGHT (MASS): THOUSAND POUNDS TO KILOGRAMS

(l lb = 0.453 592 4 kg)
lb
100
200
300
400
500
600
700
800
900
(000)*
kg
kg
kg
kg
kg
kg
kg
kg
kg
kg
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
454
907
1361
1814
2268
2722
3175
3629
4082
4536
4990
5443
5897
6350
6804
7257
7711
8165
8618
9072
499
953
1406
1860
2313
2767
3221
3674
4128
4581
5035
5488
5942
6396
6849
7303
7756
8210
8664
9117
544
998
1451
1905
2359
2812
3266
3719
4173
4627
5080
5534
5987
6441
6895
7348
7802
8255
8709
9163
590
1043
1497
1950
2404
2858
3311
3765
4218
4672
5126
5579
6033
6486
6940
7394
7847
8301
8754
9208
635
1089
1542
1996
2449
2903
3357
3810
4264
4717
5171
5625
6078
6532
6985
7439
7893
8346
8800
9253
680
1134
1588
2041
2495
2948
3402
3856
4309
4763
5216
5670
6123
6577
7031
7484
7938
8391
8845
9299
726
1179
1633
2087
2540
2994
3447
3901
4354
4803
5262
5715
6169
6622
7076
7530
7983
8437
8890
9344
771
1225
1678
2132
2585
3039
3493
3946
4400
4853
5307
5761
6214
6668
7121
7575
8029
8482
8936
9389
816
1270
1724
2177
2631
3084
3538
3992
4445
4899
5352
5806
6260
6713
7167
7620
8074
8528
8981
9435
862
1315
1769
2223
2676
3130
3583
4037
4491
4944
5398
5851
6305
6759
7212
7666
8119
8573
9026
9480
*Multiply lb value by 1,000
A-5
FlightSafety
international
The Annunciator section presents a color representation 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
ANN-1
FlightSafety
international
FLIGHT
NORM
25
20
0
120
100
20
N
%
T5
C
1000
40
800
80 60
START
MASTER
V 30
200
400
IRS 1
600
20
BAT
GEN
APU
APU
+ 100
_
100
GEN
+ 100
200
300
350
BAT 1
GEN 1
E BAT 2
TEST
200
100
300
350
X.BP
LEVEL
AUTO
PRV 2
HP 1
PRV 3
LEVEL
APU
CMPTR 3
MAN
OFF
OFF
IGN 2
IGN 1
BOOSTER
EXT POWER
MAN
GEN 3
DC SYSTEM
XTK
BOOSTER
AUTO
GEN 2
GEN 2 BAT 2 APU
NORMAL
CMPTR 2
BAT 2
GEN 1 BAT 1 GEN 3
APU
CMPTR 1
V _ 30
HRZN IRS 2 IRS 3
STOP
OIL
25
BAT
GEN
ISOL
IGN 3
AIR START
GRD
XTK 2
START
BOOSTER
NORM
ST-BY
OFF
MOTOR-START STOP
PRESS TO START
X.BP
LP
LP
AUTO
OPEN
CLOSED
LEVEL
ISOLATION
X.BP
AUTO
NORM
ON
HEAT
OFF
HOLD TO MOTOR
ENG 1
FUEL SYSTEM
ENGINES
ISOL
PASSENGER
ENG 3
ENG 2
CREW
BAG
BLEED AIR
XFR
PILOT
ST-BY
COPILOT
ENG 1
ENG 2
ENG 3
PILOT
WING
COPILOT
SIDE
MAX
NORM
OFF
ANTI-ICE
PITOT
PILOT
NAV
FAST
SLOW
OFF
ANTICOL
NAV
NAV-LOGO
OFF
WIPER
LDG
LANDING
TAXI
WINDSHIELD
WING
FASTEN
BELTS
DOME
EMERG
LIGHTS
ARMED
ON
OFF
ALL
RED
OFF
EXTERIOR LIGHTS
COPILOT
INTERIOR LIGHTS
FAST
SLOW
OFF
CABIN
ENTRANCE
OFF
WIPER
* *ON AIRCRAFT WITHOUT TRANSFER VALVE XTK2, THE OVERHEAD PANEL DOES NOT FEATURE THE BLOCK DIAGRAM AND XTK2 SWITCH.
ANN-2
Revision 4.01
FlightSafety
FlightSafety
international
international
BRIGHT
TEST
LIGHTS
PWR
INC
ENG 2 FAIL
FIRE
DISCH
2
1
DIM
FUEL
SHUT
OFF
CMPTR 1
CMPTR 2
OIL 1
CMPTR 3
L AOA
LO
FUEL 3
AOA
PROBE
HOT
BAT
XTK 2 *
OPEN
AIL
ZERO
ST BY
PITOT
L. WHL
OVHT
AUTO
SLATS
XTK 2 *
CLOSED
AIL
FEEL
REV
UNLOCK
ECU
OVHT
FUELING
AP
MISTRIM
COND'G
OVHT
#2 P BK
CABIN
NOSE
CONE OVHT
REAR
DOORS
BLEED
APU
T/O
CONFIG
OIL 3
OIL 2
L. PITOT
GEN 1
GEN 2
GEN 3
BAT 1
BUS TIED
BAT 2
FUEL 1
FUEL 2
FUEL 3
LO
FUEL 1
LO
FUEL 2
BLEED
OVHT
R. AOA

L AFCS FAIL
R AFCS MASTER
AP ENGAGED
RESET
R. PITOT
L AFCS
R. WHL
OVHT
FLAP
ASYM
BAG
ACCESS
PITCH
FEEL
MACH
TRIM
FAULT
LH
AVIONICS
RH
AVIONICS
200
ITT
C
400 600
800
200
FIRE 1
UP
0
7
FIRE APU
TRANS
FAULT
FLAPS
FAULT
TRANS
SLATS
DN
40
FAULT
FIRE 2
20
MOVING
FIRE 3
FIRE
BAG COMP
LANDING GEAR
TEST
OFF
OFF
MASTER
MASTER
LH

L AFCS FAIL
R AFCS MASTER
AP ENGAGED
RESET
L AFCS
BAG ISOL
NOSE
RH
BRT
G
E
A
R
R AFCS
U
N
L
O
C
K
AFT
CAB LAV
SMK SMK
P
U
S
H
P
U
L
L
400 600
800
ITT
C
AIR
BRAKE
FUEL
SHUT
OFF
DISCH
2
1
0
TRANS
R AFCS
FUEL
SHUT
OFF
BRT
* ON AIRCRAFT WITHOUT ELECTRONIC TRANSFER VALVE XTK2, THESE LIGHTS ARE NOT FEATURED.
400 600
DISCH
2
1
200
ITT
C
800
PASS ON
GALLEY
ON OFF
BRT
IRS
SG
IAS
M
TGT
ECU
A/I
DEPLOYED
OFF
COMPOS
XFR
HSI
TRANSIT
ADI
HORN SIL
GCR
RCT
TEST
WX
50
100
STBY
200
GMAP 25
OFF
10
300
PRESET
GAIN
MODE
RANGE
+15
CABIN
CALL
SELCAL
FWD
AFT
VHF 1
VHF 2
LAV
ATNDT
HF 1
HF 2
SPARE
0
TILT
_15
BRT
TGT
GCR
RCT
TEST
WX
50
100
STBY
GMAP 25
200
OFF
10
300
PRESET
GAIN
MODE
RANGE
TEST
PUMP 1
L R
TILT
HYDR
ASKID
_15
#1
#2
#1
ON
OFF
OFF
BRAKE
1/1
1/2
0
HYDR
4
3
2
1
0
QTY PSI X 1000
Revision 4.01
ST/BY
PUMP
PUMP 3
+15
0
PUMP 2
1/1
1/2
0
AUTO
4
3
2
1
0
E BAT
TONE
RESET
ATC 1
E BAT 1
E BAT 2
ON OFF
ON OFF
AUTO
AUTO
IRS
SG
ATC 2
XFR
VHF 3
IAS
M
HSI
ADI
ON
OFF
ST-BY
PUMP
MAN
WARM
MAN
QTY PSI X 1000
SPARE
OFF
COMPOS
OFF
OFF
180
180
160
160
140
140
120
F
120
F
BAT. TEMP.
LESS 50F
HOT
ON
COND
BATT
OFF
2
TEST
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
Revision ...................................1
Revision ...................................2
Revision ..................................3
Revision ..................................4
Incorporates AFM Revision 1-19.

Incorporates AFM Revision 1-19.
TOTAL NUMBER OF PAGES IN THIS PUBLICATION IS 78,

CONSISTING OF THE FOLLOWING:
Page
No.
*Revision
No.
Title ............................................4
ii..................................................4
N-i...............................................3
N-ii..............................................4
N-1 N-24 .................................4
Page
No.
*Revision
No.
L-1 L-4.....................................3
P-1AR P-22AR........................3
P-1BR P-24BR........................3
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
FlightSafety
international
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 MYSTEREFALCON 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
FlightSafety
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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
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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 CPIT ..................................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 OCLOCK
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 ORIDE 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 CPIT....................................DEPRESSED
All Other Push Buttons ..............................................RELEASED
VOR-DME Potentiometer...........................................FULL HIGH
5. Autoload Shed Switch (If Installed) ..................NORMAL/GUARDED
N-10
Revision 4
FlightSafety
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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
FlightSafety
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1. Battery Switches (2) ...................................................ON/CHECKED
BAT 1
BAT 2
......................................................OUT
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
FAIL
9.
T/O
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 IndicatorsAPU 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
Revision 4
BAT 1
BAT 2
Lights ................................................ON
N-13
BEFORE STARTING
ENGINES
BEFORE START (POWER ON)
BEFORE STARTING
ENGINES
AFTER APU START OR ENGINE 2 START OR IF

A GROUND POWER UNIT IS USED
1. LH AV Master, RH AV Master.......................................................ON
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/15002150 PSI
*21. Emergency Aileron Trim ...........................................CHECKED/SET
22. Rudder/Aileron Trim .................................CHECKED/SET FOR T.O.
N-14
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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
CABIN
33.
and
REAR
DOORS
Lights.............................................OUT
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
IGN
If the
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
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5. Power Lever................................................................................IDLE
IGN
2 Light ..................................................................ON
6. ITT, N1, Fuel Flow and Oil Pressure..........................................RISE

IGN
2 Light .......................................OUT
When N2 Reaches 50%,
With N2 Stabilized:
PUMP 2
Light................................................................OUT
Hydraulic Pressure #2...........................................GREEN BAND
OIL 2
GEN 2
Light ......................................................................OUT
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. FlapsSlats........................................................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
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TAXI
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
*11.
Taxi Light.......................................................................................ON
Parking Brake Handle..........................................FULLY FORWARD
No. 1 and No. 2 Brakes ....................................................CHECKED
Brake Selector..............................................................#1/ASKID ON
Thrust Reverser................................................CHECKED/STOWED
Engine Computers .................................................CHECKED/AUTO
Pilot Window ........................................................CLOSED/LOCKED
APU STOP Button ...............................................................PUSHED
APU Master (N1 Zero) ......................................................OFF (OUT)
APU Bleed ...................................................................................OFF
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. FlapsAirbrakeTrimsSpeeds (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. FlapsSlats ..................................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 Temperatures ..............................CHECKED
N-20
Revision 4
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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
Slats Only
Slats + 7 Flaps
Slats + 20 Flaps
+30 KT
+20 KT
+15 KT
+ 5 KT
Outboard
Outboard
Outboard
Outboard
Slats
Slats
Slats
Slats
Only
+25 KT
+ 7 Flaps +20 KT
+ 20 Flaps +10 KT
+ 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. FlapsSlats ...................................+ 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
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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 twominute 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
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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
5AR.............................................................28,200 LBS OR 30,870 LBS
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
Zero Fuel Weight
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
LIMITATIONS
Below 35,000 Pounds:

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
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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................................................................................................952C
Takeoff ...........................................................................................952C
Maximum Continuous ....................................................................924C
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 127C
Above 30,000 Feet ..........................................................+ 30 TO 140C
Transient.........................................149C (TWO MINUTES MAXIMUM)
Revision 3
L-3
LIMITATIONS (Cont)
TFE 731-5BR Engines
ITT:
Start................................................................................................978C
Takeoff ...........................................................................................978C
Maximum Continuous ....................................................................968C
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 127C
Above 30,000 Feet ..........................................................+ 30 TO 140C
Transient.........................................149C (TWO MINUTES MAXIMUM)
L-4
Revision 4
FlightSafety
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PERFORMANCE
TAKEOFF SPEEDS AND BFLSLATS +20 FLAPS ......................P-2AR
TAKEOFF SPEEDS AND BFLSLATS +7 FLAPS ........................P-4AR
TAKEOFF/MAXIMUM CONTINUOUS POWER
WITHOUT ANTI-ICEALTITUDE 04,000 FEET ............................P-6AR
WITHOUT ANTI-ICEALTITUDE 5,0009,000 FEET .....................P-7AR
WITH ANTI-ICEALTITUDE 04,000 FEET ....................................P-8AR
WITH ANTI-ICEALTITUDE 5,0009,000 FEET ...........................P-10AR
MAXIMUM CLIMB THRUST: ALL ENGINES
OPERATING CLIMB025,000 FEET...........................................P-12AR
MAXIMUM CLIMB THRUST: ALL ENGINES
OPERATING CLIMB25,00050,000 FEET..................................P-13AR
CRUISE MACH0.75 .....................................................................P-16AR

CRUISE MACH 0.80 ....................................................................P-18AR
MAXIMUM CRUISE THRUST .........................................................P-20AR
LANDING DATA ..............................................................................P-22AR
Revision 3
P-1AR
731-5AR
MAXIMUM WEIGHT IN LEVEL FLIGHT

LIMITED BY MAXIMUM CRUISE THRUST ....................................P-14AR
731-5AR
INTERPOLATION ONLY
FALCON 900
SLATS + FLAPS 20
TAKEOFF DATA
G.W.
X
1000
24
26
28
30
32
34
36
38
40
42
Revision 3
44
45.5
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
0
88
2600
88
2600
88
2600
88
2600
91
2700
95
3000
100
3300
104
3650
108
4000
112
4300
116
4750
118
5100
S + 20
SECOND SEGMENT LIMITED
DRY RUNWAY
NO WIND
NO SLOPE
PRESSURE ALTITUDE AND TEMP C

2000
SEA LEVEL
0
10 20 30
10 20 30 40
88
88
88
88
88
88
88
88
2600 2750 3000 3300 2700 2800 3000 3300
88
88
88
88
88
88
88
88
2600 2750 3000 3300 2700 2800 3000 3300
88
88
88
88
88
88
88
88
2600 2750 3000 3300 2700 2800 3000 3300
88
88
88
91
88
88
89
92
2600 2750 3000 3300 2700 2800 3000 3300
91
91
92
95
91
91
94
96
2750 2900 3250 3700 2850 2900 3200 3700
95
95
97 100
95
95
98
101
3050 3200 3550 4150 3100 3200 3500 4050
100 100 102 106 100 100 102 104
3350 3500 4000 4650 3450 3550 3900 4550
104 104 107 110 104 104 106 109
3700 3800 4400 5150 3850 3900 4300 5100
108 108 111 114 108 108 110 113
4050 4200 4850 5700 4200 4250 4750 5750
112 112 115 118 112 112 114 117
4400 4600 5400 6300 4600 4650 5200 6200
116 116 118 121
116 116 119
5000 5050 5700 6850
4800 5050 6000
118 118 121 123
118 118 121
5400 5500 6100 7350
5150 5400 6400
ANTI-ICE OFF
40
88
3600
88
3600
89
3600
94
3800
99
4250
103
4750
108
5300
112
5900
116
6550
VR = V2
VFR
1.43 VS
G.W.
X
1000
94
119
135
24
98
123
141
26
102
127
146
28
106
131
151
30
109
134
156
32
112
137
161
34
115
140
166
36
118
143
170
38
121
146
175
40
124
149
180
42
127
152
185
44
130
155
189
45.5
P-2AR
TAKEOFF SPEEDS AND BFL
Revision 3

INTERPOLATION ONLY
FALCON 900
SLATS + FLAPS 20
TAKEOFF DATA
G.W.
X
1000
24
26
28
30
32
34
36
38
42
45.5
10
88
3000
88
3000
88
3000
88
3000
92
3300
96
3550
101
3950
105
4400
109
4900
113
5400
117
5900
119
6300
DRY RUNWAY
NO WIND
NO SLOPE

4000
6000
20 30 40
0
10 20 30
88
88
88
88
88
88
88
3300 3550 3850 3050 3300 3500 3800
88
88
88
88
88
88
88
3300 3550 3900 3050 3300 3500 3800
88
88
91
88
88
88
90
3300 3550 4000 3050 3300 3500 3850
90
93
96
88
89
92
95
3300 3750 4450 3050 3300 3750 4250
94
97
101
92
94
97
99
3700 4200 5000 3350 3700 4200 4750
99 102 105
96
99 101 104
4100 4650 5550 3700 4050 4650 5350
103 106 110 101 103 105 108
4600 5200 6250 4100 4600 5200 6000
108 110 114 105 107 109 112
5150 5800 7000 4550 5100 5850 6700
112 115
109 111 114 117
5650 6450
5000 5600 6500 7400
116 119
113 115 118
6300 7150
5500 6200 7150
120
117 119 122
6900
6050 6850 7850
123
119 122
7400
6450 7400
ANTI-ICE OFF
40
88
4050
88
4200
93
4450
98
5100
103
5750
107
6500
VR = V2
VFR
1.43 VS
G.W.
X
1000
94
119
135
24
98
123
141
26
102
127
146
28
106
131
151
30
109
134
156
32
112
137
161
34
115
140
166
36
118
143
170
38
121
146
175
40
124
149
180
42
127
152
185
44
130
155
189
45.5
international
P-3AR
44
0
88
2800
88
2800
88
2800
88
2800
91
2950
95
3300
101
3700
104
4050
108
4500
112
4900
116
5400
118
5800
FlightSafety
40
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
S + 20
S+7
TEMPERATURE/SECOND SEGMENT
INTERPOLATION ONLY
FALCON 900
SLATS + FLAPS 7
TAKEOFF DATA
G.W.
X
1000
26
28
30
32
34
36
38
40
42
Revision 3
44
45.5
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
0
88
2750
88
2750
93
3000
97
3300
101
3650
105
4000
109
4450
112
4900
116
5400
120
5950
123
6400
10
88
2800
89
2900
94
3250
98
3600
102
3950
106
4400
110
4900
114
5400
118
6000
122
6600
124
7050
DRY RUNWAY
NO WIND
NO SLOPE

6000
4000
0
10 20 30
20 30 40
88
88
88
89
88
89
90
3050 3300 3750 2850 3050 3250 3750
89
91
92
94
91
93
95
3250 3700 4250 3000 3250 3600 4200
93
95
96
98
95
97
99
3600 4100 4800 3350 3600 4100 4750
98
99 101 102
99 101 103
4050 4600 5400 3700 4050 4600 5350
103 105 107 102 103 105 107
4450 5100 6050 4100 4500 5100 6000
107 109 112 106 107 109 111
5000 5700 6800 4600 5000 5700 6700
111 113 116 110 111 113 115
5550 6400 7600 5100 5600 6400 7500
115 117 120 114 115 117 119
6200 7200 8500 5600 6200 7200 8400
117 119 121 124
119 122
6200 6900 8000 9350
6850 8000
121 123 125
123 126
6800 7600 8900
7600 8900
124 125 128
126 129
7250 8200 9950
8200 9600
ANTI-ICE OFF
40
92
4300
96
4900
101
5600
105
6300
109
7100
113
8000
118
9000
VR = V2
VFR
1.43 VS
G.W.
X
1000
104
129
141
26
108
133
146
28
111
136
151
30
115
140
156
32
119
144
161
34
122
147
166
36
126
151
170
38
129
154
175
40
132
157
180
42
136
161
185
44
138
163
189
45.5
P-4AR
Revision 3
S+7
TEMPERATURE/SECOND SEGMENT
INTERPOLATION ONLY
FALCON 900
SLATS + FLAPS 7
TAKEOFF DATA
G.W.
X
1000
26
28
30
32
34
36
38
42
45.5
VR = V2
VFR
1.43 VS
G.W.
X
1000
104
129
141
26
108
133
146
28
111
136
151
30
115
140
156
32
119
144
161
34
122
147
166
36
126
151
170
38
129
154
175
40
132
157
180
42
136
161
185
44
138
163
189
45.5
40
international
P-5AR
44
D
A
10,000
8000
T
0
10 20 30
0
10 20 30 40
A
88
89
90
92
88
88
89
91
V1
3400 3750 4250 4800
BFL 3100 3300 3700 4200
92
93
95
96
91
92
93
95
V1
3800 4250 4850 5500
BFL 3350 3700 4200 4800
96
97
99 101
95
96
98 100
V1
4300 4800 5500 6300
BFL 3750 4100 4750 5500
100 102 103 105
99 100 102 104
V1
4800 5400 6250 7200
BFL 4200 4650 5350 6200
104 105 107 110
103 104 106 108
V1
5350 6050 6950 8150
BFL 4650 5200 6000 7000
108 110 111 114
107 108 110 112
V1
6000 6800 7850 9200
BFL 5150 5800 6700 7850
112 114 115
111 112 114 116
V1
6750 7600 8750
BFL 5750 6500 7500 8750
116 118 120
115 116 118 121
V1
7500 8500 9750
BFL 6400 7250 8400 9800
120 122
119 120 122
V1
8400 9500
BFL 7100 8000 9350
124 126
123 124 126
V1
9400 10600
BFL 7800 9000 10400
128 129
126 128
V1
10150 11400
BFL 8400 9700
ANTI-ICE OFF
FlightSafety
40
DRY RUNWAY
NO WIND
NO SLOPE

WITHOUT ANTI-ICE
NOTE: *SAT IS USED FOR T.O.; TAT IS USED FOR MC.
T.O. MAXIMUM ITT 952C
MC MAXIMUM ITT 924C
ALT
TEMP C
+40
+35
+30
+25
+20
+15
+10
+5
0
5
10
15
20
25
30
P-6AR
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
1000
2000
LAT CENT LAT CENT LAT

93.2 91.5 93.1 91.4 93.1
90.3 88.1 90.1 87.9 89.8
94.5 93.0 94.5 93.0 94.4
91.6 90.0 91.4 89.8 91.2
95.7 94.4 95.7 94.4 95.7
92.8 91.5 92.6 91.3 92.4
96.8 95.8 96.8 95.8 96.8
94.0 92.9 93.8 92.7 93.6
97.4 96.6 97.8 96.9 97.7
95.1 94.3 95.0 94.1 94.8
96.4 95.8 97.9 97.4 98.5
95.1 94.3 95.4 94.7 95.7
95.6 95.0 97.1 96.6 98.5
94.2 93.4 95.4 94.8 96.6
94.7 94.2 96.2 95.8 97.6
93.4 92.7 94.6 94.1 95.8
94.0 93.4 95.4 94.9 96.7
92.5 91.8 93.7 93.2 94.8.
93.2 92.5 94.5 94.0 95.9
91.7 91.0 92.9 92.4 94.1
92.2 91.7 93.6 93.3 95.0
90.9 90.2 92.1 91.5 93.2
91.5 90.8 92.8 92.4 94.1
90.1 89.4 91.3 90.8 92.4
90.6 90.0 91.9 91.4 93.3
89.2 88.5 90.4 90.8 91.5
89.7 89.1 91.0 90.6 92.4
88.4 87.7 89.5 89.0 90.6
88.7 88.2 90.1 89.6 91.4
87.5 86.8 88.6 88.1 89.7
CENT
91.5
87.6
93.0
89.5
94.4
91.0
95.7
92.5
96.9
93.9
97.9
95.1
98.1
96.2
97.3
95.4
96.4
94.5
95.6
93.7
94.6
92.8
93.9
92.1
93.0
91.1
92.1
90.3
91.1
89.4
3000
4000
LAT CENT LAT CENT

93.0 91.3 93.0 91.3
89.6 87.3 89.3 86.9
94.4 92.9 94.4 92.9
91.0 89.3 90.8 89.0
95.6 94.4 95.6 94.3
92.2 90.8 92.0 90.6
96.8 95.7 96.7 95.6
93.5 92.3 93.3 92.1
97.7 96.8 97.7 96.8
94.6 93.7 94.4 93.5
98.5 97.9 98.5 97.9
95.6 95.0 95.4 94.8
99.1 98.8 99.2 98.7
96.5 96.2 96.3 95.9
98.9 98.7 99.9 99.6
96.9 96.1 97.0 96.8
98.1 97.9 99.4 99.4
96.1 96.0 97.4 97.5
97.2 97.0 98.5 98.5
95.4 95.2 96.6 96.6
96.3 96.1 97.5 97.5
94.4 94.2 95.6 95.7
95.4 95.3 96.6 96.6
93.6 93.5 94.8 94.9
94.4 94.3 95.7 95.7
92.8 92.5 94.0 93.9
93.5 93.4 94.8 94.8
91.9 91.7 93.1 93.0
92.7 92.5 93.8 93.8
90.9 90.8 92.1 92.1
Revision 3
FlightSafety
international

WITHOUT ANTI-ICE
MC MAXIMUM ITT 924C
ALT
TEMP C
+40
+35
+30
+25
+20
+15
+10
+5
0
5
10
15
20
25
30
Revision 3
5000
6000
7000
8000
9000
CENT LAT CENT LAT CENT
TO
MC
TO
MC
TO
MC
TO
MC
TO

93.0 91.3 92.9 91.2
89.1 86.6 88.8 86.3 88.6
94.3 92.9 94.3 92.8 94.2
90.6 88.8 90.4 88.5 90.3
95.6 94.3 95.6 94.2 95.5
91.9 90.4 91.7 90.2 91.6
96.8 95.6 96.7 95.6 96.7
93.1 91.9 92.9 91.7 92.8
97.7 96.8 97.7 96.6 97.7
87.4
92.7
88.3
94.2
90.0
95.6
91.6
96.7
88.4
94.1
90.1
95.4
91.4
96.6
92.7
97.6
85.8
92.6
88.0
94.1
89.8
95.5
91.4
96.7
89.9
95.4
91.2
96.6
92.5
97.6
87.8
94.0
89.6
95.5
91.2
96.6
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
94.2
98.5
95.3
99.1
96.2
99.9
96.9
100.0
97.3
99.7
93.3
97.8
94.6
98.7
95.8
99.6
96.7
100.0
97.4
99.9
94.0
98.5
95.1
99.1
96.0
99.8
96.7
100.0
97.3
100.0
93.0
97.8
94.3
98.6
95.4
99.5
96.4
100.0
97.3
100.0
93.8
98.5
94.8
99.1
95.7
99.8
96.5
100.0
97.0
100.0
92.8
97.8
94.2
98.6
95.3
99.5
96.3
100.0
97.1
100.0
93.7
98.4
94.6
99.0
95.6
99.8
96.4
100.0
96.9
100.0
92.6
97.8
94.0
98.6
95.2
99.5
96.2
100.0
97.0
100.0
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
97.3
98.8
96.8
97.8
95.9
96.9
95.0
96.0
94.1
95.1
93.1
97.4
98.9
97.0
98.0
96.2
97.0
95.1
96.2
94.3
95.1
93.1
97.9 98.2 97.7 98.1 97.5 97.9 97.4 97.8

99.9 100.0 100.0 100.0 100.0 100.0 100.0 100.0
97.9 98.2 97.9 98.4 98.0 98.5 97.9 98.4
98.9 99.2 99.9 100.0 100.0 100.0 100.0 100.0
96.9 97.4 97.7 98.4 98.5 99.3 98.3 99.1
98.0 98.2 99.0 99.5 100.0 100.0 100.0 100.0
96.0 96.3 97.0 97.5 97.9 98.6 98.2 99.1
97.0 97.3 98.1 98.5 99.6 100.0 100.0 100.0
95.1 95.5 96.1 96.6 97.0 97.7 98.1 98.9
96.1 96.4 97.1 97.6 98.6 99.3 100.0 100.0
94.2 94.6 95.1 95.6 96.0 96.6 97.3 98.1
93.1
97.8
94.4
98.7
95.6
99.6
96.5
100.0
97.4
100.0
93.9
98.4
95.0
99.1
95.9
99.8
96.6
100.0
97.2
100.0
P-7AR

WITH ANTI-ICE

MC MAXIMUM ITT 924C
ALT
TEMP C
+10
+5
0
5
10
15
20
25
30
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
1000
2000

95.0 94.3 96.6 95.8 97.4
92.8 88.7 93.0 88.5 93.2
94.2 93.4 95.6 95.0 97.0
92.1 90.1 93.1 89.9 94.2
93.4 92.6 94.8 94.2 96.1
91.3 89.8 92.5 90.4 93.8
92.5 91.7 94.0 93.4 95.3
90.5 89.6 91.7 90.8 93.0
91.6 90.8 93.1 92.4 94.5
89.6 88.2 90.8 89.7 92.1
90.8 90.1 92.3 91.7 93.6
88.9 87.5 90.1 88.9 91.3
89.9 89.3 91.4 90.8 92.7
87.9 86.6 89.1 88.0 90.4
89.1 88.4 90.5 90.0 91.8
87.1 85.7 88.3 87.1 89.5
88.2 87.4 89.5 88.9 90.9
86.2 84.9 87.4 86.3 88.6
CENT
96.7
88.3
96.6
89.7
96.7
91.1
94.9
92.0
94.0
91.2
93.2
90.4
92.3
89.5
91.4
88.6
90.5
87.7
3000
4000
LAT CENT LAT CENT

97.4 96.6 97.3 96.6
93.0 88.1 92.9 88.0
98.0 97.5 98.0 97.5
94.0 89.5 93.9 89.4
97.5 97.1 98.7 98.3
94.2 90.9 94.7 90.8
96.6 96.3 97.8 97.6
94.1 92.0 95.2 92.1
95.6 95.3 96.8 96.7
93.3 92.1 94.6 93.1
94.8 94.5 95.9 95.7
92.5 91.8 93.7 93.3
93.9 93.6 94.9 94.8
91.6 90.9 92.8 92.4
93.0 92.6 94.1 93.9
90.7 90.0 91.9 91.5
92.0 91.7 93.1 92.9
89.8 89.1 91.0 90.6
P-8AR
Revision 3
FlightSafety
international

WITH ANTI-ICE

MC MAXIMUM ITT 924C
ALT
TEMP C
+10
+5
0
5
10
15
20
25
30
Revision 3
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
5000
6000
7000

97.3 96.6 97.3 96.5 97.2
92.8 87.9 92.6 87.7 92.5
97.9 97.5 97.9 97.4 97.9
93.8 89.3 93.6 89.1 93.5
98.6 98.2 98.5 98.2 98.5
94.6 90.6 94.4 90.4 94.3
98.9 98.6 99.1 99.0 99.1
95.1 91.9 95.0 91.7 94.9
98.0 97.9 99.0 99.1 99.6
95.1 93.0 95.6 92.8 95.4
97.0 97.0 98.1 98.2 99.2
94.8 93.5 95.8 93.6 95.8
96.1 96.1 97.1 97.3 98.2
93.9 92.9 94.9 94.3 95.6
95.3 95.2 96.2 96.3 97.2
93.0 92.7 94.0 93.8 94.7
94.3 94.2 95.3 95.4 96.2
92.0 91.8 93.0 92.9 94.0
CENT
96.5
97.6
97.4
89.0
98.2
90.3
99.0
91.6
99.7
92.6
99.4
93.5
98.5
94.2
97.5
94.3
96.5
93.9
8000
LAT
97.2
92.4
97.9
93.4
98.4
94.2
99.1
94.7
99.6
95.2
100.0
95.8
99.7
96.2
98.7
95.8
97.7
94.9
CENT
96.4
87.4
97.4
88.9
98.1
90.1
99.0
81.4
99.6
92.4
100.0
93.3
100.0
94.0
99.2
94.7
98.1
94.9
9000
LAT
97.1
92.3
97.8
93.3
98.4
94.1
99.0
94.6
99.5
95.1
100.0
95.6
100.0
96.0
100.0
96.1
99.2
95.9
CENT
96.4
87.3
97.3
88.7
98.1
90.0
98.9
91.2
99.6
92.2
100.0
93.1
100.0
93.8
100.0
94.5
100.0
91.9
P-9AR
ANTI-ICE MINIMUM N1 3 ENGINES OPERATIVE
TATC
30/20
20/10
10/0
0/+10
>20000
80%
76%
73%
65%
<20000
>10000
76%
73%
65%
58%
<10000
68%
65%
61%
58%
ALT
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
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
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
93.8 92.9 97.4 97.8 96.5 96.6 96.4 96.8 96.3 96.9 96.1 96.8
93.0 92.3 96.9 97.4 97.0 97.5 97.0 97.6 96.9 97.7 96.8 97.7
92.1 91.4 96.0 96.3 97.6 98.3 97.6 98.4 97.6 98.5 97.5 98.5
T
(C)
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
15
94.2 94.6
10
95.2 95.9 95.3 96.0
96.1 96.8 96.2 97.0 94.9 95.6
0
(C) 5
96.8 97.7 97.0 97.9 95.8 96.6
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
N.L.
N.L.
N.L.
N.L.
43,800
41,900
39,050
33,750
42,300
41,050
39,700
37,800
34,800
32,000
27,850
TEMP
TEMP
Pressure altitude: 35,000 FT
15C
N.L.
N.L.
N.L.
10C
N.L.
N.L.
N.L.
5C
N.L.
N.L.
N.L.
0C
N.L.
N.L.
N.L.
5C
N.L.
N.L.
N.L.
10C
N.L.
N.L.
N.L.
15C
N.L.
N.L. 42,150
20C 43,850 42,650 36,050
N.L.
N.L.
43,100
41,100
37,700
33,500
26,550

15C
10C
5C
0C
5C
10C
15C
20C
N.L.
N.L.
N.L.
44,700
42,950
41,300
38,950
36,000
N.L.
N.L.
N.L.
44,200
42,500
40,700
38,250
35,250
44,400
43,400
42,300
40,950
39,450
37,800
34,600
29,900

38,050
37,050
35,700
33,690
31,100
28,000
26,450

15C
10C
5C
0C
5C
10C
15C
20C
38,600
38,050
37,150
35,900
34,400
32,400
31,000
27,300
38,850
37,950
37,050
35,650
34,150
32,250
29,800
26,650
36,050
35,250
34,350
33,050
31,800
29,600
25,800
15C
N.L.
N.L.
10C
N.L.
N.L.
5C
N.L.
N.L.
0C
N.L.
N.L.
5C
N.L.
N.L.
10C
N.L. 45,150
15C 42,700 42,750
20C 40,400 39,400
15C
10C
5C
0C
5C
10C
15C
20C
43,650
42,800
41,650
39,950
38,350
36,650
34,200
31,400
43,050
42,150
41,200
39,700
38,150
36,400
33,950
31,000
40,000
39,100
38,150
36,800
35,400
33,800
30,150
25,700
34,200
33,250
31,950
30,000
27,550
24,250

30,750
29,750
28,550
25,450
24,250
15C
10C
5C
0C
5C
10C
15C
20C
34,600
34,200
33,250
31,900
30,400
28,400
26,000
24,000
35,050
34,200
33,300
32,000
30,650
28,550
25,000
32,400
31,702
30,900
29,750
28,500
25,750
27,550
26,600
25,350
23,500
N.L.: Not limitative, higher than MAX. TOW
P-14AR
Revision 3
FlightSafety
international
PILOT NOTES
Revision 3
P-15AR
WT
X
1000
44
42
40
38
36
34
32
30
Revision 3
28
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
390
10
ISA
+10
10
ISA
+10
10
ISA
+10
721
91.3
420
698
90.4
420
679
89.7
420
663
89.1
420
648
88.5
420
635
88.0
420
623
87.5
420
612
87.0
420
602
86.6
420
744
93.4
430
721
92.5
430
701
91.8
430
683
91.2
430
668
90.6
430
655
90.0
430
642
89.5
430
630
89.1
430
619
88.6
430
767
95.5
440
742
94.6
440
722
93.9
440
703
93.2
440
688
92.6
440
673
92.1
440
660
91.5
440
648
91.0
440
637
90.6
440
712
93.3
418
682
92.1
418
656
91.0
418
634
90.1
418
616
89.3
418
600
88.6
418
586
88.0
418
573
87.4
418
562
86.9
418
736
95.5
428
705
94.3
428
677
93.2
428
654
92.2
428
635
91.4
428
619
90.7
428
604
90.1
428
591
89.5
428
579
89.0
428
759
97.7
438
727
96.4
438
699
95.3
438
674
94.3
438
654
93.5
438
637
92.8
438
622
92.1
438
608
91.5
438
595
91.0
438
719
96.7
418
685
95.0
418
654
93.5
418
624
92.2
418
598
91.0
418
577
90.0
418
560
89.2
418
545
88.5
418
532
87.8
418
744
99.0
428
709
97.3
428
675
95.7
428
645
94.4
428
618
93.1
428
596
92.1
428
578
91.3
428
562
90.6
428
549
89.9
428
697
97.9
438
665
96.6
438
637
95.3
438
614
94.2
438
595
93.4
438
579
92.6
438
565
91.9
438
P-16AR
CRUISEMACH 0.75
Revision 3
CRUISEMACH 0.75
WT
X
1000
44
42
40
38
36
34
P-17AR
28
ISA
698
99.3
418
660
97.0
418
626
95.1
418
595
93.5
418
566
92.0
418
543
90.8
418
524
89.8
418
508
88.9
418
683
99.3
428
647
97.4
428
614
95.7
428
585
94.2
428
560
92.9
428
540
91.9
428
524
91.0
428
430
+10
10
ISA
634
97.8
438
603
96.3
438
577
95.0
438
556
94.0
438
539
93.1
438
636
99.4
418
599
96.9
418
566
94.9
418
536
93.1
418
509
91.6
418
489
90.3
418
620
99.2
428
586
97.1
428
544
95.3
428
526
93.7
428
504
92.4
428
450
+10
10
ISA
+10
572
97.5
438
543
95.8
438
520
94.5
438
572
98.9
418
538
96.3
418
506
94.2
418
478
92.4
418
556
98.6
428
533
96.4
428
494
94.6
428
510
96.7
438
international
30
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
10
FlightSafety
32
410
ALT
WT
X
1000
44
42
40
38
36
34
32
30
Revision 3
28
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
10
ISA
+10
10
ISA
739
93.4
446
772
92.7
446
753
92.0
446
736
91.3
446
720
90.8
446
705
90.3
446
692
89.8
446
680
89.3
446
669
88.9
446
820
95.6
457
798
94.4
457
778
94.2
457
760
93.5
457
743
92.9
457
728
92.4
457
713
91.9
457
701
91.4
457
690
91.0
457
846
97.7
467
823
97.0
467
802
96.3
467
783
95.6
467
766
95.0
467
750
94.4
467
735
93.9
467
721
93.4
467
710
93.0
467
790
95.9
444
752
94.3
444
722
93.2
444
700
92.4
444
682
91.7
444
665
91.0
444
650
90.3
444
636
89.8
444
623
89.3
444
817
98.2
454
777
96.6
454
746
95.4
454
723
94.6
454
704
93.6
454
687
93.1
454
670
92.5
454
655
91.9
454
642
91.4
454
390
+10
10
ISA
+10
802
98.8
465
770
97.6
465
746
96.7
465
726
95.9
465
708
95.2
465
691
94.5
465
676
94.0
465
662
93.5
465
808
100.0
444
764
98.1
444
724
96.2
444
686
94.5
444
658
93.3
444
638
92.4
444
620
91.6
444
604
90.9
444
589
90.2
444
792
100.0
454
749
98.5
454
710
96.7
454
680
95.5
454
658
94.6
454
640
93.8
454
623
93.1
454
608
92.4
454
733
98.9
465
701
97.7
465
679
96.8
465
660
95.9
465
642
95.2
465
626
94.5
465
P-18AR
CRUISEMACH 0.80
Revision 3
CRUISEMACH 0.80
WT
X
1000
44
42
40
38
36
34
30
ISA
740
100.0
444
697
98.4
444
657
96.2
444
622
94.4
444
596
93.2
444
577
92.3
444
560
91.4
444
680
98.5
454
643
96.7
454
616
95.4
454
596
94.5
454
579
93.6
454
430
+10
10
ISA
664
98.9
465
636
97.6
465
615
96.6
465
597
95.7
465
670
100.0
444
628
98.1
444
590
95.7
444
559
94.0
444
538
92.9
444
650
100.0
454
610
98.0
454
578
96.3
454
555
95.1
454
450
+10
10
ISA
597
98.5
465
573
97.3
465
598
100.0
444
558
97.2
444
524
95.0
444
578
99.5
454
542
97.2
454
+10
international
P-19AR
28
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
10
FlightSafety
32
410
ALT
WT
X
1000
44
42
40
38
36
34
32
30
Revision 3
28
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
390
10
ISA
+10
10
ISA
+10
10
ISA
+10
981
99.3
467
984
99.2
470
986
99.2
472
988
99.2
474
991
99.2
476
993
99.2
478
994
99.1
480
994
99.1
480
984
98.8
480
946
99.4
472
950
99.4
476
952
99.4
478
955
99.3
480
957
99.3
482
959
99.3
484
961
99.3
486
963
99.3
488
965
99.3
489
873
98.5
471
877
98.5
476
880
98.5
479
883
98.4
482
885
98.4
485
886
98.4
487
888
98.4
489
889
98.4
490
891
98.4
492
888
99.5
456
894
99.4
461
898
99.4
465
901
99.4
468
903
99.3
470
906
99.3
473
908
99.3
475
910
99.3
476
911
99.3
477
855
99.5
460
861
99.5
465
866
99.5
470
870
99.4
474
873
99.4
477
875
99.4
479
877
99.4
481
879
99.4
483
882
99.4
486
787
98.5
448
799
98.7
463
805
98.7
471
809
98.7
475
812
98.6
479
814
98.6
482
816
98.6
484
818
98.6
487
820
98.6
488
790
99.6
439
799
99.6
449
805
99.5
455
810
99.5
460
814
99.5
465
818
99.4
468
820
99.4
470
822
99.4
473
810
98.8
474
747
99.2
428
763
99.4
446
772
99.4
458
778
99.4
465
783
99.4
470
787
99.3
474
789
99.3
476
791
99.3
479
793
99.3
481
697
98.2
421
714
98.5
444
726
98.7
462
733
98.8
471
736
98.7
475
739
98.7
480
741
98.7
483
743
98.7
485
P-20AR
MAXIMUM CRUISE THRUST
Revision 3

WT
X
1000
44
42
40
38
36
34
30
10
ISA
701
99.5
418
715
99.6
436
723
99.6
448
729
99.6
455
735
99.5
461
739
99.5
465
727
98.8
467
702
97.5
467
673
99.4
422
689
99.2
444
698
99.3
457
705
99.3
465
709
99.3
470
712
99.2
474
714
99.2
477
+10
10
ISA
643
98.2
441
655
98.5
461
662
98.6
471
665
98.6
475
668
97.5
480
628
99.2
409
647
99.5
437
656
99.6
449
662
99.5
456
657
99.0
461
634
98.8
463
603
98.7
412
625
99.1
445
634
99.2
459
640
99.2
466
643
99.1
472
450
+10
10
ISA
+10
577
97.7
440
584
98.1
460
593
98.2
470
575
99.2
418
588
99.4
439
596
99.5
452
601
99.4
459
554
98.5
424
570
99.0
450
577
99.2
463
520
97.3
444
international
P-21AR
28
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
430
FlightSafety
32
410
ALT
FALCON 900
LANDING DATA SLATS + 40 FLAPS STANDARD TEMPERATURE UNCORRECTED
G.W.
X
VREF
1000
SEA LEVEL
2000
4000
6000
8000
10,000
HOLDING
SPEED
G.W.
X
1000
Revision 3
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
P-22AR
LANDING DATA
FlightSafety
international
PERFORMANCE
TAKEOFF SPEEDS AND BFLSLATS +20 FLAPS ......................P-2BR
TAKEOFF SPEEDS AND BFLSLATS +7 FLAPS ........................P-4BR
WITHOUT ANTI-ICEALTITUDE 04,000 FEET ............................P-6BR
WITHOUT ANTI-ICEALTITUDE 5,0009,000 FEET .....................P-7BR
WITH ANTI-ICEALTITUDE 04,000 FEET ....................................P-8BR
WITH ANTI-ICEALTITUDE 5,0009,000 FEET ...........................P-10BR
MAXIMUM CLIMB THRUST: ALL ENGINES OPERATING CLIMB
CLIMB 260 KNOTS/MACH 0.72025,000 FEET.........................P-12BR
CLIMB 260 KNOTS/MACH 0.7225,00050,000 FEET................P-13BR
CLIMB 300 KNOTS/MACH 0.80025,000 FEET.........................P-14BR
CLIMB 300 KNOTS/MACH 0.8025,00050,000 FEET................P-15BR
LIMITED BY MAXIMUM CRUISE THRUST ....................................P-16BR
CRUISE MACH0.75 .....................................................................P-18BR
MAXIMUM CRUISE THRUST .........................................................P-22BR

LANDING DATA ..............................................................................P-24BR
Revision 3
P-1BR
731-5BR
CRUISE MACH 0.80 ....................................................................P-20BR
731-5BR

FALCON 900
SLATS + FLAPS 20
TAKEOFF DATA
G.W.
X
1000
26
28
30
32
34
36
38
40
42
44
Revision 3
46
46.5
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
0
90
2600
90
2600
90
2600
90
2600
94
2800
98
3100
102
3500
106
3800
109
4150
113
4450
117
4800
118
5000
S + 20
DRY RUNWAY
NO WIND
NO SLOPE

SEA LEVEL
2000
10 20 30 40
0
10 20 30
90
90
90
90
90
90
90
90
2700 2800 2900 3300 2800 2900 3000 3200
90
90
90
90
90
90
90
90
2700 2800 2900 3300 2800 2900 3000 3200
90
90
90
90
90
90
90
90
2700 2800 2900 3300 2800 2900 3000 3200
90
90
92
94
90
90
91
92
2700 2800 2900 3400 2800 2900 3000 3300
94
94
96
99
94
94
95
96
2900 3000 3200 3800 3000 3100 3300 3700
98
98 100 103
98
98
99 100
3200 3300 3500 4250 3300 3400 3650 4100
102 102 104 106 102 102 103 104
3450 3650 3850 4700 3650 3750 4100 4500
106 106 107 109 106 106 107 108
3800 3950 4250 5200 4000 4150 4400 4950
109 109 110 114 109 109 111 112
4150 4350 4650 5800 4350 4550 4850 5450
113 113 114 117 113 113 114 115
4500 4750 5100 6350 4750 4950 5300 6100
117 117 118 121 117 117 117 124
5000 5150 5700 6950 5100 5300 5800 6600
118 118 119 122 118 118 118 126
5200 5300 5900 7100 5300 5450 5950 6800
ANTI-ICE OFF
40
90
3400
90
3400
92
3500
96
3850
100
4300
104
4800
108
5350
112
5900
115
6600
120
7300
VR = V2
VFR
1.43 VS
G.W.
X
1000
98
123
141
26
102
127
146
28
105
130
152
30
109
134
156
32
112
137
161
34
116
141
166
36
119
144
170
38
122
147
174
40
124
149
180
42
127
152
185
44
130
155
190
46
131
156
191
46.5
P-2BR
Revision 3

SECOND SEGMENT LIMIT
FALCON 900
SLATS + FLAPS 20
TAKEOFF DATA
G.W.
X
1000
26
28
30
32
34
36
38
40
44
46.5
10
90
3000
90
3000
90
3000
90
3000
95
3400
99
3750
103
4150
107
4550
110
5000
114
5450
117
6050
118
6200

6000
4000
0
10 20 30
20 30 40
90
90
90
90
90
90
90
3200 3500 3700 3200 3350 3400 3700
90
90
90
90
90
90
90
3200 3500 3750 3200 3350 3400 3750
90
90
90
92
90
91
94
3200 3500 3950 3200 3350 3500 3900
92
93
94
97
93
95
98
3400 3800 4450 3250 3400 3850 4400
96
97
99 101
97
99
102
3750 4250 4950 3600 3800 4310 4950
101 102 106 100 101 102 104
4250 4800 5550 4000 4300 4800 5550
105 107 110 104 105 106 108
4700 5300 6200 4400 4750 5350 6200
109 110 114 107 108 109 112
5250 5950 6950 4900 5250 5900 6950
112 114
111 112 113 116
5800 6500
5350 5800 6600 7750
114 116 117
115 118
5900 6350 7300
6300 7250
118 119 121
119 122
6500 7200 7900
6800 7900
120 123
119 120 122
7100 8100
6700 7400 8100
ANTI-ICE OFF
40
90
4050
90
4150
94
4600
98
5100
102
5750
107
6450
112
7250
VR = V2
VFR
1.43 VS
G.W.
X
1000
98
123
141
26
102
127
146
28
105
130
152
30
109
134
156
32
112
137
161
34
116
141
166
36
119
144
170
38
122
147
174
40
124
149
180
42
127
152
185
44
130
155
190
46
131
156
191
46.5
international
P-3BR
46
0
90
2900
90
2900
90
2900
90
2900
94
3250
98
3600
102
3950
106
4350
109
4750
113
5200
117
5600
118
5750
DRY RUNWAY
NO WIND
NO SLOPE
FlightSafety
42
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
S + 20

FALCON 900
SLATS + FLAPS 7
TAKEOFF DATA
G.W.
X
1000
26
28
30
32
34
36
38
40
42
44
Revision 3
46
46.5
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
0
90
2800
90
2800
93
2900
97
3200
101
3500
104
3800
108
4300
112
4700
116
5200
119
5700
124
6100
124
6300
10
90
2900
90
2900
93
3100
97
3400
101
3700
104
4200
109
4600
113
5100
117
5500
120
6100
124
6600
125
6700
S+7
DRY RUNWAY
NO WIND
NO SLOPE

6000
4000
0
10 20 30
20 30 40
90
90
90
90
90
90
90
3100 3300 3650 3050 3250 3350 3600
90
91
91
92
91
92
93
3100 3350 3900 3050 3250 3400 3850
94
94
96
96
94
96
98
3300 3700 4400 3200 3500 3800 4350
98
98
99 101
98
99
102
3800 4200 4900 3550 3850 4350 4850
102 104 106 101 102 103 105
4100 4650 5500 3900 4300 4800 5400
106 108 110 106 106 107 108
4600 5200 6250 4350 4800 5300 6100
110 112 114 109 110 111 113
5100 5800 6850 4850 5350 5900 6800
114 116 118 113 113 115 117
5700 6450 7750 5300 5950 6650 7650
118 119 122 117 118 119 121
6250 7200 8650 5850 6600 7350 8500
122 123 127 121 121 123 125
6800 7900 9550 6400 7300 8150 9350
125 127
124 125 127 129
7600 8700
7000 7950 8950 10300
126 128
125 126 128 130
7700 8850
7150 8150 9150 10550
ANTI-ICE OFF
40
90
3900
94
4400
99
5000
103
5600
107
6350
111
7100
116
7900
120
8950
VR = V2
VFR
1.43 VS
G.W.
X
1000
104
129
141
26
107
132
146
28
111
136
151
30
115
140
156
32
118
143
161
34
122
147
165
36
125
150
170
38
129
154
174
40
132
157
179
42
135
160
184
44
139
164
189
46
140
165
191
46.5
P-4BR
Revision 3

FALCON 900
SLATS + FLAPS 7
TAKEOFF DATA
G.W.
X
1000
26
28
30
32
34
36
38
40
44
46.5
10
90
3300
91
3500
95
3900
99
4400
103
4850
107
5500
111
6150
115
6800
119
7600
122
8350
126
9200
127
9400

8000
10000
20 30 40
0
10 20 30 40
90
90
90
90
90
91
3550 3900
3550 3650 3900 4400
93
93
92
92
93
95
3800 4400
3700 3900 4450 5100
97
98
95
96
98
99
4300 4950
4200 4350 5100 5850
101 102
99 100 102 104
4850 5600
4700 4900 5700 6600
104 106
103 104 106 108
5400 6250
5150 5500 6300 7350
109 110
108 108 110 112
6100 7100
5850 6200 7150 8350
113 114
112 112 114 117
6800 7900
6600 6900 8000 9300
117 118
115 116 118 121
7600 8800
7350 7700 8900 10500
121 122
119 120 122
8450 9850
8200 8650 9900
125
123 124 127
9350
9000 9500 11100
129
127 128
10300
10000 10600
130
128 129
10600
10200 10850
ANTI-ICE OFF
VR = V2
VFR
1.43 VS
G.W.
X
1000
104
129
141
26
107
132
146
28
111
136
151
30
115
140
156
32
118
143
161
34
122
147
165
36
125
150
170
38
129
154
174
40
132
157
179
42
135
160
184
44
139
164
189
46
140
165
191
46.5
international
P-5BR
46
0
90
3150
91
3200
94
3650
98
4000
102
4450
106
4950
110
5500
114
6200
118
6800
121
7500
125
8250
126
8400
DRY RUNWAY
NO WIND
NO SLOPE
FlightSafety
42
D
A
T
A
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
V1
BFL
S+7

WITHOUT ANTI-ICE
MC MAXIMUM ITT 968C
ALT
TEMP C
+40
+35
+30
+25
+20
+15
+10
+5
0
5
10
15
20
25
30
P-6BR
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
1000
2000

94.4 92.8 94.3 92.8 94.3
93.1 91.7 93.1 91.7 83.1
95.7 94.3 95.7 94.2 95.6
94.3 93.1 94.3 93.1 94.3
96.9 95.7 96.8 95.7 96.8
95.5 94.6 95.5 94.6 95.5
97.9 97.0 97.9 97.0 97.9
95.6 95.1 96.1 95.6 96.5
97.6 97.1 98.7 98.1 98.7
94.7 94.2 96.0 95.7 97.3
96.8 96.3 98.2 97.9 99.3
94.0 93.5 95.3 95.0 96.5
95.9 95.4 97.3 97.0 98.6
93.1 92.6 94.4 94.0 95.6
95.1 94.6 96.5 96.2 97.8
92.3 91.8 93.5 93.3 94.8
94.3 93.8 95.6 95.3 99.6
91.4 91.0 92.7 92.5 93.9
93.4 92.9 94.7 94.4 96.0
90.6 90.2 91.2 91.7 93.1
92.5 92.0 93.8 93.5 95.1
89.7 89.3 91.0 90.8 92.2
91.7 91.2 93.0 92.7 94.2
89.9 88.5 90.7 89.9 91.3
90.8 90.3 92.1 91.7 93.3
88.0 87.6 89.2 89.0 90.4
89.8 89.4 91.2 90.8 92.4
87.2 86.7 88.4 88.1 89.5
88.9 88.5 90.2 89.9 91.4
86.3 85.8 87.5 87.2 88.6
CENT
92.8
91.6
94.2
93.1
95.6
94.5
97.0
96.0
96.1
97.2
98.6
96.5
98.5
95.6
97.7
94.8
96.8
93.9
95.9
93.1
95.0
92.2
94.1
91.3
93.2
90.4
92.3
89.5
91.3
88.6
3000
LAT
94.3
93.1
95.6
94.3
96.8
95.5
97.8
96.5
98.7
97.3
99.5
97.4
100.0
96.9
99.2
96.1
98.3
95.2
97.4
94.4
96.5
93.5
95.6
92.6
94.7
91.7
93.7
90.7
92.8
89.9
CENT
92.7
91.6
94.2
93.1
95.6
94.5
97.0
96.0
98.1
97.2
98.6
97.4
100.0
97.1
99.3
96.3
98.4
95.5
97.6
94.6
96.6
93.7
95.7
92.8
94.8
91.9
93.8
91.0
92.9
90.1
4000
LAT
94.3
93.1
95.6
94.3
96.8
95.4
97.8
96.5
98.7
97.4
99.4
98.3
100.0
98.2
100.0
97.4
99.8
96.5
98.9
95.6
98.0
94.7
97.1
93.8
96.1
92.9
95.2
92.0
94.2
91.1
CENT
92.7
81.6
94.2
93.1
95.6
94.5
97.0
96.0
98.1
97.2
98.6
98.3
100.0
98.7
100.0
97.8
100.0
97.0
99.3
96.1
98.4
95.2
97.4
94.3
96.5
93.3
95.6
92.4
94.6
91.5
Revision 3
FlightSafety
international

WITHOUT ANTI-ICE
MC MAXIMUM ITT 968C
ALT
TEMP C
+40
+35
+30
+25
+20
+15
+10
+5
0
5
10
15
20
25
30
Revision 3
5000
6000
7000
8000
9000
CENT LAT CENT LAT CENT
TO
MC
TO
MC
TO
MC
TO
MC
TO

94.3 92.6 94.2 92.6
92.9 91.4 92.7 91.2
95.6 94.2 95.5 94.1 95.5
94.2 92.9 94.0 92.7 93.7
96.8 95.6 96.7 95.6 96.7
95.3 94.4 95.1 94.2 94.8
97.8 96.9 97.8 96.8 97.8
96.4 95.8 96.2 95.6 95.9
98.7 98.0 98.6 98.0 98.6
94.1
92.4
95.5
93.9
96.8
95.3
98.0
95.4
93.4
96.7
94.5
97.8
95.6
98.6
94.0
92.2
95.5
93.5
96.9
95.0
98.0
96.6
94.2
97.7
95.3
98.6
95.4
93.1
97.8
94.7
98.0
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
97.3
99.4
98.2
100.0
98.5
100.0
98.4
100.0
97.9
100.0
96.6
99.0
97.8
100.0
98.8
100.0
99.7
100.0
100.0
100.0
96.6
99.4
97.5
100.0
98.2
100.0
98.9
100.0
99.5
100.0
96.3
99.0
97.5
100.0
98.5
100.0
99.4
100.0
100.0
100.0
96.4
99.4
97.3
100.0
98.0
100.0
98.7
100.0
99.3
100.0
96.0
99.0
97.2
100.0
98.3
100.0
99.2
100.0
99.9
100.0
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
97.0 97.7 98.3 99.3 99.2 99.7 100.0 100.0 99.9 100.0
99.5 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
96.1 96.8 97.4 98.3 98.7 99.2 100.0 100.0 100.0 100.0
98.6 99.3 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
95.2 95.9 96.5 97.4 98.0 98.7 99.4 100.0 99.7 100.0
97.6 98.3 99.3 100.0 100.0 100.0 100.0 100.0 100.0 100.0
94.2 94.9 95.5 96.4 97.0 98.1 98.4 99.8 99.2 99.9
96.7 97.3 98.3 99.3 100.0 100.0 100.0 100.0 100.0 100.0
93.3 94.0 94.6 95.5 96.1 97.2 97.5 98.8 98.8 99.4
95.7 96.3 97.3 98.3 100.0 100.0 100.0 100.0 100.0 100.0
92.4 93.0 93.6 94.5 95.5 96.2 96.5 97.8 98.8 98.9
97.1
99.1
98.2
100.0
98.9
100.0
98.9
100.0
98.5
100.0
97.1
99.4
98.0
100.0
98.7
100.0
99.3
100.0
99.2
100.0
96.9
99.0
98.0
100.0
99.0
100.0
99.9
100.0
100.0
100.0
96.9
99.4
97.8
100.0
98.5
100.0
99.1
100.0
99.4
100.0
P-7BR

WITH ANTI-ICE

MC MAXIMUM ITT 968C
ALT
TEMP C
+10
+5
0
5
10
15
20
25
30
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
1000
2000

95.1 94.5 96.5 96.1 97.9
91.4 90.3 92.8 90.9 94.1
94.3 93.7 95.7 95.3 97.1
90.6 89.5 92.0 90.6 93.3
93.5 92.8 94.9 94.4 96.2
89.8 88.7 91.2 90.2 92.5
92.6 92.0 94.0 93.5 95.3
89.0 87.9 90.3 89.6 91.6
91.7 91.1 93.1 92.6 94.4
88.1 87.0 89.4 88.9 90.7
90.9 90.3 92.2 91.8 93.5
87.3 86.2 88.6 88.1 89.9
90.0 89.4 91.3 90.9 92.6
86.4 85.3 87.7 87.2 89.0
89.1 88.5 90.4 90.0 91.7
85.4 84.5 86.9 86.2 88.1
88.2 87.6 89.5 89.1 90.8
84.7 83.6 86.0 85.1 87.2
CENT
97.6
91.4
96.8
91.6
95.9
91.7
95.0
91.9
94.1
90.0
93.2
89.2
92.3
88.3
91.4
87.4
90.5
86.5
3000
4000
LAT CENT LAT CENT

98.2 97.7 98.1 97.7
94.9 93.3 95.6 95.1
97.9 97.6 98.5 98.4
94.4 93.1 95.4 94.6
97.5 97.4 98.9 99.1
93.9 92.9 95.2 94.1
96.6 96.5 98.0 98.2
93.0 92.3 94.3 93.7
95.7 95.6 97.1 97.3
92.1 91.7 93.4 93.3
94.8 94.7 96.2 86.4
91.2 90.6 92.5 92.4
93.9 93.8 95.3 95.5
80.3 89.4 91.6 91.5
93.0 92.9 94.4 94.6
89.4 88.8 90.7 90.6
92.0 92.0 93.4 93.6
88.5 88.1 89.8 89.6
P-8BR
Revision 3
FlightSafety
international

WITH ANTI-ICE

MC MAXIMUM ITT 968C
ALT
TEMP C
+10
+5
0
5
10
15
20
25
30
Revision 3
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
TO
MC
5000
6000
7000
8000
9000
LAT CENT LAT CENT LAT CENT LAT CENT LAT CENT
98.1 97.7 98.1 97.6 98.0 97.5 98.0 97.6 98.0 97.5
95.5 93.2 95.4 91.2 95.2 91.0 95.0 90.7 94.8 90.4
98.5 98.6 98.8 98.6 98.7 98.5 98.7 98.5 98.7 98.5
95.8 93.6 97.9 92.5 96.9 92.3 95.8 92.1 95.6 95.9
99.5 99.5 99.5 99.5 99.4 99.5 99.4 99.4 99.4 99.4
96.1 94.0 96.9 93.8 96.7 93.6 96.5 93.4 96.3 93.2
99.1 99.3 99.8 99.8 99.7 99.8 99.7 99.7 99.7 99.7
95.4 94.3 96.5 94.8 96.8 94.6 97.1 94.4 96.9 94.2
98.6 99.1 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
94.7 94.6 96.0 95.8 96.8 95.6 97.6 95.4 97.4 95.2
97.8 98.2 99.2 99.5 100.0 100.0 100.0 100.0 100.0 100.0
93.8 93.8 95.1 95.2 96.2 95.7 97.3 96.2 97.5 96.0
96.8 97.2 98.4 99.0 100.0 100.0 100.0 100.0 100.0 100.0
92.9 93.0 94.2 94.5 95.6 95.7 96.9 96.9 97.6 96.7
95.9 96.3 97.4 98.0 99.1 99.5 99.4 100.0 100.0 100.0
92.0 92.1 93.3 93.6 94.7 95.0 96.0 96.3 97.1 96.8
94.9 95.3 96.4 97.0 98.2 99.0 98.8 100.0 100.0 100.0
91.1 91.1 92.3 92.6 94.7 94.2 95.0 95.7 96.5 96.9
P-9BR
ANTI-ICE MINIMUM N1 3 ENGINES OPERATIVE
TATC
30/20
20/10
10/0
0/+10
>20000
80%
76%
73%
65%
<20000
>10000
76%
73%
65%
58%
<10000
68%
65%
61%
58%
ALT
NOTE
WITH ONE ENGINE INOPERATIVE INCREASE
N 1 BY 9% IF N1>65% OR 6% IF N1<65%
P-10BR
Revision 3
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
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
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
91.0 90.8 96.6 97.4 99.0 100.0 97.5 98.6 97.5. 98.7 97.4 98.6
90.2 89.9 95.7 96.6 99.7 100.0 98.2 99.4 98.2 99.5 98.1 99.4
89.3 98.1 94.8 95.7 100.0 100.0 98.9 100.0 98.9 100.0 98.9 100.0
T
(C)
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
P-12BR
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
94.4 95.3
15
95.6 96.6 95.6 96.7
10
96.6 97.7 96.6 97.8 96.2 97.4
97.4 98.6 97.5 98.7 97.1 98.4
0
(C) 5
98.1 99.4 98.3 99.7 97.9 99.4
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
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
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
90.1 90.1 95.2 96.2 99.2 100.0 97.8 99.0 97.8 99.0 97.8 99.0
0
(C) 5
89.3 89.2 94.4 95.3 99.9 100.0 98.4 99.7 98.4 99.8 98.5 99.8
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
T
A
T
35
30
92.9 93.7
25
94.1 95.1 94.3 95.4
20
95.2 96.3 95.4 96.6
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
97.8 99.0 98.3 99.6 97.7 99.1 97.1 98.4
0
(C) 5
98.5 99.8 99.0 100.0 98.6 100.0 97.9 99.4 96.2 97.6
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
N.L.
N.L.
N.L.
N.L.
46,450
44,710
42,170
38,580
44,260
43,450
42,370
41,250
39,350
36,460
31,850
25,920
TEMP
TEMP
15C
10C
5C
0C
5C
10C
15C
20C
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L.
N.L. 47,730
N.L.
N.L. 46,250
N.L.
N.L. 45,270
N.L.
N.L. 43,240
N.L.
N.L. 40,130
N.L. 46,430 35,110
46,960 42,560 28,650

15C
10C
5C
0C
5C
10C
15C
20C
47,860
47,840
47,200
46,540
45,215
43,610
40,960
37,990
48,070
48,040
47,340
46,630
44,870
42,990
40,290
37,340
45,650
45,220
44,280
43,300
41,570
39,740
37,270
33,030
15C
N.L.
N.L.
10C
N.L.
N.L.
5C
N.L.
N.L.
0C
N.L.
N.L.
5C
N.L.
N.L.
10C
N.L.
N.L.
15C 46,410 45,560
20C 43,540 42,580

39,910
39,170
38,090
36,970
34,810
31,500
26,800
15C
10C
5C
0C
5C
10C
15C
20C
43,280
43,220
42,660
42,000
40,430
38,510
35,940
33,110
43,430
43,400
42,720
41,940
40,190
38,250
35,680
32,830
41,190
40,810
39,880
38,920
37,210
35,340
32,600
28,260
35,950
35,290
34,220
33,090
30,630
27,200
P-16BR
Revision 3
FlightSafety
international

MI
MI
LR
0.75
0.8
0.84
LR
0.75
0.8
0.84
33,580
33,330
32,410
31,450
29,960
28,110
25,060
29,260
28,760
27,690
26,560
23,930
TEMP
TEMP
15C
10C
5C
0C
5C
10C
15C
20C
39,240
39,240
38,580
37,760
36,150
34,170
31,750
29,100
39,260
39,262
38,590
37,730
36,100
34,120
31,740
29,040
37,190
36,880
35,950
34,990
33,400
31,530
28,620
24,320
32,440
31,860
30,780
29,650
27,090

15C
10C
5C
0C
5C
10C
15C
20C
32,100
32,080
31,150
30,030
28,420
28,460
24,250
32,130
32,110
31,360
30,250
28,640
26,670
24,510
30,360 26,410
30,090 25,880
29,120 24,760
28,020
26,480
24,350
15C
10C
5C
0C
5C
10C
15C
20C
35,490
35,490
34,790
33,890
32,360
30,310
28,110
25,330
35,490
35,520
34,840
33,940
32,420
30,410
28,220
25,470

15C
10C
5C
0C
5C
10C
15C
20C
28,990
28,880
27,980
26,680
24,930
23,043
29,130
29,070
28,290
27,000
25,320
23,400
27,480 23,850
27,200 23,300
26,200 22,160
24,990
Revision 3
P-17BR
WT
X
1000
45
43
41
39
37
35
33
31
Revision 3
29
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
390
10
ISA
+10
10
ISA
+10
10
ISA
+10
710
89.9
420
685
88.9
420
666
88.1
420
649
87.5
420
634
86.8
420
621
86.2
420
609
85.7
420
598
85.2
420
588
84.7
420
732
92.1
430
707
91.0
430
687
90.2
430
669
89.5
430
654
88.9
430
640
88.3
430
627
87.7
430
616
87.2
430
605
86.7
430
755
94.1
440
729
93.1
440
708
92.3
440
689
91.6
440
673
90.9
440
659
90.3
440
646
89.7
440
633
89.1
440
622
88.6
440
706
92.3
418
676
91.0
418
649
89.8
418
625
88.7
418
607
87.9
418
591
87.1
418
577
86.4
418
564
85.8
418
552
85.2
418
730
94.5
428
699
93.2
428
671
92.0
428
646
90.8
428
626
90.0
428
609
89.2
428
594
88.5
428
581
87.9
428
569
87.3
428
754
96.7
438
721
95.3
438
692
94.1
438
665
92.9
438
645
92.0
438
527
91.2
438
612
90.5
438
598
89.9
438
586
89.2
438
720
96.3
419
682
94.4
418
650
92.7
418
620
91.3
418
593
90.0
418
570
88.7
418
553
87.9
418
537
87.1
418
524
86.4
418
746
98.6
429
705
96.7
428
672
95.0
428
640
93.5
428
612
92.1
428
588
90.9
428
570
90.0
428
554
89.2
428
540
86.4
428
729
98.9
438
694
97.1
438
661
95.6
438
632
94.2
438
606
92.9
438
588
92.0
438
571
91.2
438
556
90.5
438
P-18BR
CRUISEMACH 0.75
Revision 3
CRUISEMACH 0.75
WT
X
1000
45
43
41
39
37
35
31
ISA
+10
10
ISA
720
99.6
426
666
96.9
420
625
94.7
418
593
92.9
418
563
91.3
418
538
89.9
418
518
88.6
418
501
87.7
418
689
99.2
430
646
97.0
428
613
95.1
428
582
93.5
428
555
92.0
428
534
90.8
428
517
89.8
428
633
97.3
438
600
95.6
438
573
94.1
438
550
92.8
438
533
91.9
438
605
96.9
420
566
94.6
418
536
92.7
418
507
91.0
418
484
89.4
418
627
99.3
430
586
96.9
428
554
94.9
428
524
93.1
428
500
91.5
428
450
+10
10
ISA
+10
572
97.0
438
541
95.3
438
515
93.6
438
589
99.4
423
543
96.5
419
508
94.1
418
478
92.0
418
562
98.8
429
525
96.3
428
494
94.2
428
510
96.4
438
international
P-19BR
29
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
430
10
FlightSafety
33
410
ALT
WT
X
1000
45
43
41
39
37
35
33
31
Revision 3
29
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
10
ISA
+10
10
ISA
778
91.8
446
756
90.9
446
737
90.2
446
720
89.5
446
704
88.9
446
690
88.3
446
676
87.8
446
664
87.3
446
653
86.9
446
804
93.9
457
781
93.1
457
761
92.3
457
743
91.6
457
727
91.0
457
711
90.4
457
697
89.9
457
684
89.4
457
673
88.9
457
830
96.1
467
806
95.2
467
785
94.4
467
766
93.7
467
749
93.1
467
733
92.5
467
718
91.9
467
705
91.4
467
693
90.9
467
787
94.8
444
748
93.2
444
712
91.7
444
690
90.7
444
671
89.9
444
654
89.2
444
639
88.5
444
625
87.9
444
612
87.3
444
814
97.1
454
773
95.4
454
736
93.9
454
713
92.9
454
693
92.1
454
675
91.3
454
659
90.5
454
645
90.0
454
631
89.4
454
390
+10
10
ISA
+10
799
97.6
465
760
96.0
465
735
95.0
465
715
94.2
465
697
93.4
465
680
92.7
465
664
92.1
465
650
91.5
465
813
99.5
444
767
97.4
444
724
95.3
444
684
93.5
444
650
91.8
444
629
90.9
444
611
90.0
444
595
89.2
444
580
88.5
444
797
99.8
454
749
97.6
454
708
95.7
454
671
94.0
454
649
93.0
454
630
92.1
454
614
91.3
454
598
90.6
454
731
97.9
465
693
96.2
465
670
95.2
465
650
94.2
465
633
93.4
465
617
92.6
465
P-20BR
CRUISEMACH 0.80
Revision 3
CRUISEMACH 0.80
WT
X
1000
45
43
41
39
37
35
P-21BR
29
ISA
+10
10
ISA
703
97.7
444
659
95.4
444
620
93.4
444
590
91.8
444
570
90.8
444
553
89.8
444
682
97.7
454
642
95.6
454
610
94.0
454
589
92.9
454
571
92.0
454
663
97.8
465
630
96.2
465
607
95.1
465
589
94.1
465
636
97.5
444
592
95.0
444
556
92.9
444
533
91.6
444
658
99.9
454
613
97.3
454
575
95.1
454
550
93.7
454
450
+10
10
ISA
594
97.3
465
568
95.9
465
612
99.7
444
566
96.8
444
525
94.2
444
588
99.1
454
543
96.5
454
+10
international
31
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
430
10
FlightSafety
33
410
ALT
WT
X
1000
45
43
41
39
37
35
33
31
Revision 3
29
350
ALT
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
370
390
10
ISA
+10
10
ISA
+10
10
ISA
+10
1023
99.3
470
1022
99.1
473
990
97.9
473
961
96.9
473
984
95.9
473
1039
99.1
480
1017
98.3
480
990
97.4
480
967
96.6
480
996
99.7
477
1001
99.6
480
1004
99.6
483
996
99.2
484
967
98.2
484
941
97.3
484
1015
99.4
491
1016
99.4
491
1002
98.9
492
926
98.9
479
931
98.6
484
934
98.7
487
936
98.6
489
838
98.6
491
940
98.5
493
942
98.4
495
943
98.4
497
945
98.3
499
924
99.5
460
918
99.0
463
873
97.1
463
831
95.4
463
804
94.4
463
947
99.1
476
949
99.1
477
941
98.8
478
914
97.7
478
898
99.9
465
906
99.8
471
905
99.5
474
860
97.7
474
832
96.6
474
806
95.6
474
926
99.4
486
928
99.4
488
929
99.3
489
834
99.1
463
841
99.0
471
845
98.8
477
850
98.6
482
883
98.6
485
834
97.8
485
857
98.4
489
859
98.4
491
860
98.3
493
820
99.8
445
830
99.7
452
838
99.6
459
840
99.3
463
795
97.3
463
854
99.3
471
858
99.2
474
832
98.1
474
805
96.9
474
790
101.1
442
804
100.0
456
811
99.9
463
818
99.7
469
823
99.6
474
782
97.8
474
830
99.4
481
833
99.3
483
834
99.2
486
729
98.9
438
740
98.7
455
749
98.5
468
753
98.3
475
757
98.2
480
759
98.1
483
761
98.0
486
763
97.9
488
FALCON 900 NORMAL PROCEDURES CHECKLIST
P-22BR
Revision 3

WT
X
1000
45
43
41
39
37
35
31
ISA
+10
10
ISA
725
99.8
427
743
99.9
442
754
99.8
452
762
99.6
459
768
99.5
464
758
98.8
467
725
97.1
467
698
95.8
467
712
100.0
438
726
99.9
454
733
99.8
463
739
99.6
469
744
99.4
475
747
99.3
478
723
98.1
478
661
98.3
450
671
98.1
467
675
97.9
474
678
97.7
479
680
97.6
483
678
100.0
443
689
99.9
453
696
99.7
460
680
98.6
463
638
96.3
463
645
100.0
437
658
99.9
454
665
99.7
463
671
99.4
471
661
98.6
474
450
+10
10
ISA
+10
597
98.0
450
605
97.8
468
609
97.6
475
604
100.1
428
622
100.2
446
631
100.0
455
637
99.8
463
586
99.9
439
599
99.8
457
605
99.5
466
541
97.7
456
international
P-23BR
29
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
FF
N1
TAS
430
10
FlightSafety
33
410
ALT
FALCON 900B
SLATS + FLAPS 40 LANDING DATA
G.W.
X
VREF
1000
DRY RUNWAY
NO WIND
PRESSURE ALTITUDE
SEA LEVEL
2000
4000
6000
8000
Revision 3
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
44
135
3600/6100
3700/6300
3950/6600
4050/6900
4350/7300
P-24BR
S + 40 LANDING
FALCON
900 A B
EMERGENCY/ABNORMAL
PROCEDURES
Revision 6August 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:
Page
No.
*Revision
No.
Title ..............................................6
ii ...................................................6
E-i.................................................5
E-ii ................................................6
E-1 E-21 ....................................6
A-i.................................................5
A-ii A-iii ......................................6
A-iv ...............................................5
A-v................................................6
A-vi ...............................................5
A-vii ..............................................6
A-viii .............................................5
A-1 A-2 ......................................5
A-3 A-4 ......................................6
A-5 ...............................................3
A-6 A-7 ......................................5
A-8 A-11 ....................................6
A-12 A-13 ..................................5
Page
No.
*Revision
No.
A-14 A-69 ..................................6

S-1 ...............................................4
S-2 S-3 ......................................6
S-4 ...............................................5
S-5 ...............................................4
S-6 ...............................................5
S-7 ...............................................6
S-8 ...............................................5
S-9 ..........................................5.01
QR-1 ............................................6
QR-2 ............................................5
QR-3 ............................................3
QR-4 ............................................5
QR-5 .......................................5.01
QR-6 QR-7 ................................5
QR-8 QR-9 ................................6
QR-10 QR-11 ............................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
OIL 1
OIL 2
OIL 3
L. PITOT
ST BY
PITOT
R. PITOT
GEN 1
GEN 2
GEN 3
AOA PROBE
L. WHL
OVHT
R. WHL
OVHT
BAT 1
BUS TIED
BAT 2
HOT
BAT
AUTO
SLATS
FLAP
ASYM
FUEL 1
FUEL 2
FUEL 3
XTK 2
OPEN
XTK 2
CLOSED
BAG
ACCESS
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AIL
ZERO
AIL
FEEL
PITCH
FEEL
REV
UNLOCK
FUELING
AP
MISTRIM
MACH
TRIM
ECU
OVHT
COND'G
OVHT
NOSE
CONE OVHT
BLEED
APU
BAG
ISOL
#2P BK
CABIN
REAR
DOORS
T/O
CONFIG
4
BLEED
OVHT
7
L
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
MOVING
LANDING GEAR
LH
NOSE
RH
7
FAULT
FAULT
FIRE 1
ENG 2 FAIL
E-ii
FIRE 2
FIRE APU
FIRE
BAG COMP.
FAULT
FAULT
FIRE 3
AIR BRAKE
Revision 6
FlightSafety
EMERGENCY
international
ENGINE FIRE
INTERNAL ENGINE FIRE
ON THE GROUND
FIRE
APU FIRE
FIRE IN BAGGAGE COMPARTMENT
MAIN WHEEL WELL OVERHEAT
AIR CONDITIONING SMOKE
SMOKE
SMOKE REMOVAL
ENGINES

GO-AROUND
5
6
HYDRAULIC
ELECTRICAL
PRESSURIZATION RAPID DEPRESSURIZATION

EMERGENCY DESCENT
EMERGENCY
LANDING
FORCED LANDING
DITCHING
Revision 6
E-1
ENGINE FIRE
FIRE
+ AURAL
WARNING
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.
11. Land as soon as possible.
See Abnormal Tab 2, page A-3One Engine InoperativeApproach
and Landing.
See Abnormal Tab 3, page A-4One Engine InoperativeGo-Around.
See Emergency Tab 4, page E-10Two Engines InoperativeApproach
and Landing.
See Emergency Tab 6, page E-12Two Engine InoperativeGo-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
3. Start Selector ..............................................MOTOR START-STOP

4. Start Button ................................................................DEPRESSED
5. Bleed Air Switches (Crew and Passenger) ...............................OFF
6. Evacuation ..............................................INITIATED IF REQUIRED
END
APU FIRE
FIRE APU
+ AURAL
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
BAGGAGE COMPARTMENT
FIRE
BAG COMP
+ AURAL
WARNING
Phase I
1. BAG Switch ...........................................................................HEAT
In flight at or below 41,000 ft and with the baggage compartment pressurized:
2. The co-pilot dons the smoke hood and fights the fire with the hand
held fire extinguisher.
CAUTION
OR
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

OVERHEAT
L. WHL
OVHT
AND/OR
R. WHL
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 landing 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.
2.
3.
4.
5.
Crew Oxygen Masks and Smoke Goggles.............100%/DONNED

Microphone Selector ...........................................MASK AND TEST
NO SMOKING Sign ..................................................................ON
Passenger Oxygen Controller .......................................OVERRIDE
Passenger Masks .............................................................DONNED
Phase II
6. Crew Gaspers..........................................................................OPEN
7. Isolation Valve Knob.......................................................ISOLATION
ISOL
Light ..........................................................................ON
8. Crew Bleed-Air Switch................................................................OFF

9. COND Control Lever .................................................................TIED
10. Crew Bleed-Air Switch..................................................................ON
11. Passenger Bleed-Air Switch .......................................................OFF
12. Continue the flight
with the faulty
bleed air system isolated.

12. Crew Temperature
Controller ....MANUAL/40% HOT
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
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.
4. Passenger Oxygen Controller and

Passenger Masks .........................................OVERRIDE/DONNED
Phase II
5. Crew Gaspers..........................................................................OPEN
If the origin of the fire
or smoke is evident:
6. Suspected Equipment .....ISOLATED
Permit a total electrical

shutdown:
6. Gen 1, Bat 1, Bat 2,
Gen 2, Gen 3
Switches............................OFF
7. Bus Tied
Switch............FLIGHT NORM
If the origin of the fire or

smoke is not evident
and flight conditions:
Do not permit a total

electrical shutdown
shutdown selectively:
6. Bat 2 and Gen 2
Switches ...........................OFF
7. Bus Tied
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 switch9. 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
visibly verified removed:
If fire or smoke is not

E-6
Revision 6
FlightSafety
international
If fire or smoke is
If fire or smoke is not

13. Continue the flight to the

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:
16. Pressurization Manual
UPDN 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
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
Phase II
5. Crew Air Gaspers ....................................................................OPEN
6. Crew and Passenger Temperature Controllers .......MANUAL/COLD

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
10. Descend to 10,000 feet or to the minimum safe altitude for the
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
UNLOCK
and possibly
DEPLOYED
lights on.
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.
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
5.
6.
7.
8.
9.
Light ..........................................................................ON
Limit the On-Line Generator Load................300 AMPS OR BELOW

Crew and Passenger Bleed-Air Switches...................................OFF
Brake Selector: (If Inoperative Engines are No. 1 and 3:) ...#2/ASKID OFF
ST-BY Hydraulic Pump Switch.....................................................ON
NOTE
With engine 1 and 3 inoperativeExtend slats using
Emergency ProcedureExtend Gear Using
Emergency Procedure.
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 landing gear at VLO 190 KIAS if possible and if necessary 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.
does not illuminate and the
If at least one (1) green gear light
landing gear handle light is flashing, apply the FREE FALL EXTENSION 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
Illumination of the green gear down light
may take
NOTE
Rapidly alternating large rudder applications in combination with large side-slip angles may result in structural 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 illuminated. Maintain wings level with appropriate aileron input.
NOTE
5

may take
18. NOSE GEAR MANUAL RELEASE Handle ..............................PULL
(190 KIAS max.)
is achieved
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 INOPERATIVEGO-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 approximately 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
E-12
Revision 6
FlightSafety
international

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
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

PUMP 1
PUMP 2
PUMP 3
and possibly
AIL
FEEL
and
PITCH
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 distance. (Normal configuration flaps 40 and slats.)
NOTE
In the situation that Flaps + Slats are already extended, 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
FlightSafety
international

GEN 1
GEN 2
GEN 3
and
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:
13. GEN Switch (Of Generator
Concerned)...................OFF
14. BUS TIED Switch ........TIED
BUS TIED
Light ............ON
15. Reduce electrical load

as much as possible.
16. FMS 2 ...........................OFF
17. IRS 2.............................OFF
18. Power Lever (Of Generator
Concerned)...........NORMAL
THRUST
19. Land as soon as possible
while avoiding icing conditions.
Is Within Green Band:

13. Power Lever
(Of Generator
Concerned)...........NORMAL
THRUST
14. BUS TIED Switch .........TIED
BUS TIED
Light ............ON
15. Turn on previously shed

items as required.
16. Monitor Voltmeter and
Ammeter indications.
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..OVERRIDEDONNED

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
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
FlightSafety
international
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
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
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.
23.
24.
25.
26.
Power Levers (3)................................................................CUT-OFF

Cockpit Jump Seat.............................................................STOWED
Emergency Exit .......................................................................OPEN
Main Cabin Door......................................................................OPEN
END
E-20
Revision 6
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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 ACTIONThere 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 FailuresRefer to standby instruments or

transfer control.
Engine Vibration (Actual)Reduce Thrust.
Pitch Trim RunawayOverride or disconnect.
II. SPECIFIC PRIORITIESWhere 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
CMPTR 1
CMPTR 2
CMPTR 3
OIL 1
OIL 2
OIL 3
GEN 1
GEN 2
GEN 3
17
18
BAT 1
17 18
17
BUS TIED
18
L AOA
R AOA
29
29
L. PITOT
ST BY
PITOT
R. PITOT
21
21
21
L. WHL
OVHT
R. WHL
OVHT
AOA
PROBE
29
BAT 2
HOT
BAT
AUTO
SLATS
FLAP
ASYM
18
18
12 20
11 19
10
18
FUEL 1
FUEL 2
FUEL 3
XTK 2
OPEN
XTK 2
CLOSED
BAG
ACCESS
15
15
15
16
16
28
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AIL
ZERO
AIL
FEEL
PITCH
FEEL
16
16
16
REV
UNLOCK
FUELING
AP
MISTRIM
17
20
29
10
20
19
10
MACH
TRIM
19
20
BLEED
OVHT
ECU
OVHT
COND'G
OVHT
NOSE
CONE OVHT
BLEED
APU
BAG
ISOL
25
25
25 26
26
28
27
#2P BK
CABIN
REAR
DOORS
T/O
CONFIG
28
27
28
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
29
MOVING
14
LH
29
29
FAULT
FIRE 1
ENG 2 FAIL
1
A-ii
FAULT
FIRE 2
13
LANDING GEAR
11
NOSE
RH
29
29
FAULT
FIRE APU
FAULT
FIRE 3
FIRE
BAG COMP.
AIR BRAKE
12
Revision 6
FlightSafety
international
ABNORMAL PROCEDURES
ENGINES

ENGINE FAILURE IN FLIGHTSHUTDOWN


GO-AROUND
LANDING DATA
ENGINEAIRSTART
ENGINE FLAME OUT

AND HIGH SPEED AIRSTART
ENGINES-ABNORMAL AIRSTART
AIRSTART COMPUTER IN NORMAL (AUTO) MODE
AIRSTART-COMPUTER IN MANUAL MODE
ENGINE OIL
5
6
7
LOSS OF NO. 1 HYDRAULIC SYSTEM

UNWANTED OPERATION OF STAND-BY PUMP
FLIGHT
CONTROLS
LANDING GEAR
AND BRAKES

10

SLAT SYSTEM MALFUNCTION
11

12

LANDING GEARABNORMAL RETRACTION
13
NO. 1 BRAKE SYSTEM OR

ANTI-SKID INOPERATIVE
NO. 1 AND NO. 2 BRAKE SYSTEM INOPERATIVE
NOSEWHEEL SHIMMY
14
Index Continued on Page A-v

Revision 6
A-iii
ABNORMAL
HYDRAULICS
ABNORMAL
A-iv
Revision 5
FlightSafety
international
LOW BOOSTER PUMP PRESSURE

AIRPLANES EQUIPPED WITH XTK 2 SYSTEM
FUEL
ON AIRPLANES WITHOUT XTK 2 SYSTEM
TANK LEVEL ABNORMALLY LOW ON A/C
WITH XTK 2 SYSTEM
FUEL ASYMMETRY
GENERATOR RESET PROCEDURE
ELECTRICAL
SYSTEMS
BATTERY OVERHEAT
BATTERY FAILURE
PITOT-STATIC
JAMMED OR ABNORMAL PILOT, COPILOT,
SYSTEM
AND POSSIBLY STANDBY IAS/MACH
INDICATION AT HIGH ALTITUDE
PITOT-STATIC SYSTEM-PROBE
ANTI-ICING MALFUNCTION
AIRCRAFT WITHOUT BRAKE
HEATING SYSTEM
WING ANTI-ICE UNWANTED OPERATION
AIRCRAFT WITHOUT BRAKE
HEATING SYSTEM
ICE PROTECTION WING ANTI-ICE INOPERATIVE AIRCRAFT
WITH BRAKE HEATING SYSTEM
AIRCRAFT WITH BRAKE HEATING SYSTEM
ENGINE ANTI-ICE UNWANTED
OPERATION
ICE PROTECTIONLATE ACTIVATION
ECU OVERHEAT
CABIN AIR-CONDITIONING OVERHEAT
ON AIRCRAFT WITHOUT TURBOCOOLING
UNIT ANTI-ICING EMERGENCY CONTROL
AIR
CONDITIONING CABIN AIR-CONDITIONING OVERHEAT
ON AIRCRAFT EQUIPPED WITH
ANTI-ICING EMERGENCY CONTROL (SB-131)
NOSE CONE OVERHEAT
PRESSURIZATION
OR SLOW DEPRESSURIZATION
15
16
17
18
19
20
21
22
23
24
25
26
27
Index Continued on Page A-vii

Revision 6
A-v
A-vi
Revision 5
FlightSafety
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DOORS UNLOCKED INDICATION

NO AUTOMATIC DEPLOYMENT OF
PRESSURIZATION
PASSENGER MASKS
APU BLEED LIGHT
CRACK OR BUBBLES
WINDSHIELD
28
AUTOMATIC
FLIGHT CONTROL OUT-OF-TRIM CONDITION
SYSTEM (AFCS) MACH TRIM INOPERATIVE
ANGLE-OFATTACK
ANGLE-OF-ATTACK STALL PROBE

HEATING FAILURE
ANGLE-OF-ATTACK INDICATOR PROBE
FIRE
PROTECTION
FAILURE OF ENGINE
FIRE DETECTION SYSTEM
FAILURE OF APU FIRE DETECTION SYSTEM
EFIS
MALFUNCTION
Revision 6
29

SIMULTANEOUS FAILURE OF EADI
SUCCESSIVE FAILURE OF EADI
EFISINVALID ATTITUDE DATA
EFISANY HEADING DATA INVALID
30
EFISIRS ATTITUDE MISCOMPARE

ANNUNCIATION WITH OR WITHOUT
HEADING COMPARATOR
EFISLOC OR GS
MISCOMPARE ANNUNCIATION
EFISIRS HEADING COMPARISON
ANNUNCIATION WITHOUT AN ATTITUDE
COMPARISON ANNUNCIATION
EFISIAS/MACH DATA INVALID
EFISIAS MISCOMPARE ANNUNCIATION
31
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

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, maintain 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 KnotsFlaps + 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 FLIGHTSHUTDOWN
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 isolation valve must be open.
If Engine Shutdown Procedure was initiated due to engine failure 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. Electrical Implications.......................................................CHECKED
3. Fuel Implications ..............................................................CHECKED
4. Landing and Climb Requirements....................................CHECKED
5. EGPWS Flaps ORide 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 (ALL3) ................................................................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 provided airspeed is at least VREF + 10 knots. Increase
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, operation 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.
X
1000
VREF
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

SEA LEVEL
2000'
4000'
6000'
8000'
10,000'
G.W.
HOLDING X
SPEED 1000
7 FLAPS + SLATSADD 600 FEET TO LD.

20 FLAPS + SLATSADD 200 FEET TO LD.
A-4
Revision 6
FlightSafety
international
ENGINEAIRSTART
General
WARNING
Do not attempt to relight an engine after an engine fire,
if the engine integrity is questionable, or if N1 rotation
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
=0
.80
20
VMO
10
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
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
ENGINESABNORMAL 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.
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
AIRSTARTCOMPUTER 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
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 AirstartN2 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
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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
IGN
GEN
OIL
PUMP
Lights .........OUT

8. 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

Flight Norm:
END
Revision 6
A-9
AIRSTARTCOMPUTER 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. 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 SHUTDOWN Procedure (See Abnormal Tab 2, page A-2).
A. Windmilling AirstartN2 more than 15% and N1 Greater
than 10%
1. Start Selector Switch........................................................AIRSTART
IGN
Light .........................................................................ON
2. Power Lever...............................................................................IDLE
IGN
GEN
OIL
PUMP
Lights .........OUT

BUS TIED
Light .......................................................................OUT
OR 7. Start Selector Switch ....................................MOTOR-START STOP

IGN
Light .......................................................................OUT

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OR
If the BUS TIED Light stays on after the bus tied switch is moved to
Flight Norm:
B. Starter-Assisted AirstartN2 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

5. Start Selector Switch (As Required) .............MOTOR-START STOP
IGN
GEN
OIL
PUMP
Lights .........OUT

BUS TIED
Light .......................................................................OUT
OR
IGN
Light .......................................................................OUT

Flight Norm:
END
Revision 6
A-11
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
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 isolation valve must be open.
BUS TIED
Light .........................................................................ON

END
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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 isolation valve must be open.

BUS TIED
Light .........................................................................ON

END
T/O
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
PUMP 1
PITCH
FEEL
AND POSSIBLY
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
and VREF + 5 Kts
Normal and emergency landing gear

control systems.
Free Fall extension of landing gear
# 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

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
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PUMP 2
AND POSSIBLY
AIL
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

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 differential brake pressure.
Airbrake System
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 ORide 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
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FLIGHT CONTROLS
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 ORide Switch .........................................................ON
CAUTION
OR
The landing gear not extended aural warning may

not sound.
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
FEEL
OR
PITCH
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
PITCH
FEEL
Light on: At VREF.

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
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10
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A-19

AUTO
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.
11
CASE 1: Slat/Flap handle at S+7, flashing green light on, red

light out, 7 flaps extended.
CLEAN
7 FLAPSSLATS
20 FLAPSSLATS
40 FLAPSSLATS
FLAPS
UP
0
7
DN 40
20
Inboard Slat
Not Extended or
Indication Malfunction
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
7 FLAPSSLATS
20 FLAPSSLATS
40 FLAPSSLATS
+ possible
Normal Slat Failure, or

Indication Failure, or
outboard slat assymetry.
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.
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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.

Steady GREEN + 7 Flaps.
0
7
20
DN 40
SLATS
4. Flap/Slat Handle ................................................40 FLAPS + SLATS

5. Airspeed ....................................................................................VREF
FLAPS
UP
Possibility 2 Outboards visually checked

extended. Red light + 7 Flaps.
0
7
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.

Red light, no flaps extended.
0
7
DN 40
20
SLATS
4. Flaps/Slats Handle.................................................................CLEAN
6. Airspeed ....................................................................VREF + 30 KTS
7. Increase the landing distance by 50%.
CAUTION
The landing gear not extended aural warning may
not sound.
Revision 6
A-21
11

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
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AIR
BRAKE
FOR APPROACH AND LANDING:

1. Flaps + Slats Handle .......................................40 FLAPS + SLATS
With the airbrake(s) extended to position 1:
OR
2. Airspeed....................................................................VREF + 10 KTS
With the airbrake(s) extended to position 2:

2. Airspeed .........................................................................VREF + 15 KTS
END

END
12
Revision 6
A-23

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
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 EXTENSION 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
may take
NOTE
Rapidly alternating large rudder applications in combination with large side-slip angles may result in structural failure at any speed.
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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
may take
4. NOSE GEAR MANUAL RELEASE Handle ..............................PULL
(190 KIAS max.)
is achieved
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 GEARABNORMAL 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 exceptional 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
allows for only one brake application.
14
END
A-26
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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
Revision 6
A-27
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.
15
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, 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

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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.
AND
FUEL 1
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
FUEL 2
Light may possibly come on.
lights remains 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
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
15

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
Light ....................................................CHECKED/OUT
OPEN
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
OPEN
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
OPEN
NOTE
XTK 2
OPEN
If the
light does not go out and boost
pump 1 or 3 has failed, or if side tank interconnection 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
16
If the XTK 2 CLOSED light remains on:

3. Manual XTK 2 Valve .........................................OPEN THEN NORM
XTK 2
CLOSED
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. In such a case, observe the limitations

outlined in the Note under Case 1 above.
END
A-30
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TANK LEVEL ABNORMALLY

LOW ON AIRPLANES WITHOUT XTK 2 SYSTEM
LO
FUEL 1
OR
LO
FUEL 2
LO
FUEL 3
OR
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
FUEL 1
OR
LO
FUEL 2
LO
FUEL 3
OR
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
Disregard illumination of
XTK 2
OPEN
light.
When the rear tank quantity has increased:

6. No. 2 Booster Switch ..............................................................NORM
7. X-BP....................................................................................CLOSED
X-BP
Light............................................................CHECKED OUT
END
Revision 6
A-31
16
FUEL ASYMMETRY
1. Asymmetric Fuel Quantity Indications..............................CHECKED
2. Possible Abnormal Aileron Trim.......................................CHECKED
CASE 1Side Tank Asymmetry:

3. X-BP 1-3.. ................................................................................OPEN
X-BP
Light..............................................................CHECKED/ON
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 2Tank 2 To Side Tank Asymmetry:

3. X-BP 1-2 or X-BP 3-2 ..............................................................OPEN
X-BP
Light..............................................................CHECKED/ON
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
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:
17
One of the two fuel tank vent valves 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.
CB Pressure Refueling pulled.
B2 bus not powered
END
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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 battery 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)
CASE 2
GEN 1
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

Within Green Range...CHECKED
5. Normal Bus Load .....CHECKED
If Voltage and Amperage
Indications are Normal,
Retain this Configuration
4. GEN 1 Switch........OFF Then ON

See Generator Reset
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
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FlightSafety
international
GEN 3
CASE 3
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

Within Green Range...CHECKED
5. Normal Bus Load .....CHECKED
If Voltage and Amperage
Indications are Normal,
Retain this Configuration
4. GEN 3 Switch............Off then ON

See Generator Reset
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
CASE 4
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
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17
Revision 6
A-37
18
GEN
CASE 1
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

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

GEN 1
If
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 InoperativeGen Switch
is not tripped.
END
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GEN 2
CASE 2
GEN 2
AND
GEN
1 OR 3
GEN 1 OR 3
AND
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
BUS TIED
Light........................................................CHECKED/ON
10. BUS Load and Voltage.....................................................CHECKED

END

Revision 6
A-39
TWO GENERATORS INOPERATIVE (Cont)

GEN 1
CASE 3
GEN 1
AND
GEN 3
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
BUS TIED
Light........................................................CHECKED/ON
13. Bus Load & Voltage .........................................................CHECKED

END
A-40
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HOT
BAT
BATTERY OVERHEAT
Additionally, the battery temperature indicator red light is on, or hot

annunciation and light on (mod 2629).
1. Associated BAT Switch ..............................................................OFF
If the battery temperature keeps rising:
NOTE
If required, the faulty battery may be switched back on
for landing, provided the
HOT
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
18
PITOT-STATIC SYSTEM
19
FUNCTION
LOSS OF
INDICATIONS
"On-Side"
EFIS
Airspeed Scale
IAS
ASEL
ASEL
REMARKS
flag
Data from other ADC
on EADI recovered using XFR IAS
M
flag
on EADI source by x side CPLD.
"On-Side"
AP-FD
CPLD
Vertical Modes Reversion to

basic mode
source by x side
MSG: CPLD
CPLD
DATA INVALID
on ID 802.
"On-Side"
flight
instruments
Altimeter
rate-of-climb
indicators.
ID 802
CPLD.
"on-side."
SAT-TAT-TAS Dashes on
corresponding
line.
Autoslats
Extension
inhibition at
high speed.
Possibility
Horizontal
Stabilizer
Trim
If ADC 1 has
has failed the
4 degrees
limitation at
high speed or
the overriding
of the stop
at low speed.
Normal trim
limited to
4 degrees
"On-side"
ATC XPDR
Altitude coding
Flags.
AUTO
SLATS
Use the instruments of

other instrument panel
side.
Data recovered using
"x side' CPLD.
See Slat System

Malfunctions. (Abnormal
light.
Tab 12, page A-22)
Use the emergency trim
control.
Use the "x side XPDR.
NOTE
If VMO/MMO warning sounds permanently, pull out inoperative air data computer C/B.
A-42
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FUNCTION
EFIS
Mach
AP-M TRIM
YD-FD
LOSS OF
INDICATIONS
REMARKS
Airspeed Scale
ASEL
IAS
flag
Use the stand-by mach
on EADI airspeed indicator.
Wind on EHSI
ASEL
flag
on EADI
19
AP
Autopilot, Mach
flashing
trim and yaw on EADI
damper
Command bars
go out of view.
AP
on
warning panel
MACH
TRIM
and
MSG: DADC
DATA INVALID
in ID 802.
Flight
Altimeters, rate Flags.
Instruments. o f c l i m b
indicators.
Use the stand-by

Instruments.
ID 802
SAT-TAT-TAS Dashes on
corresponding
line.
Avoid or leave icing

Conditions.
(See Note 1)
Autoslats
Extension
inhibition at
high speed.
Horizontal
Stabilizer
Trim
4 degrees
Normal trim
limitation at
limited to
high speed or 4 degrees
stop overriding
at low speed.
Aileron
Monitoring
Arthur Q Unit
Warnings
VMO/MMO
Landing gear
not extended.
FMS
VNAV Wind
Page data
FLT TIME
ATC XPDR
Altitude report.
AUTO
SLATS
AIL
FEEL
light. See Slat System

Malfunctions. (Abnormal
Tab 12, page A-22)
Use the emergency trim
control.
light.
Operative with flaps 40
+ slats and gear up.
Message in the
SCRATCH PAD.
NOTE
If VMO/MMO warning sounds permanently, pull out both
inoperative air data computer C/Bs.
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
FEEL
AUTO
SLATS
MACH
TRIM
AP
VMO/MMO audio warning sounds; IAS EADI comparator annunciator illuminates; 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.
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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
-1
0
-75
-80
-54
-60
-40
-20
20
40
60
Static Air Temperature (C)
END
Revision 6
A-45
ICE PROTECTION
PITOT-STATIC PROBE ANTI-ICING MALFUNCTION
L PITOT
21
OR
R PITOT
OR
ST BY
PITOT
Compare the instrument readings with the readings of the other two
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 ....

(In Icing) .........MAINTAIN
2. No. 1 Engine N1
Speed .....................AS REQUIRED
3. No. 3 Engine N1
Speed ...........................INCREASE
If Indication
Is now
remains
4. No. 3 Engine N1 Speed.......

(In Icing).............MAINTAIN
If in icing conditions,
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
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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
remains
Is now
2. No. 1 Engine N1 Speed............AS

2. No. 1 Engine N1
Speed (In icing) ..........MAINTAIN
REQUIRED
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 conditions (See Table Below).
END
CASE 3
1. If in icing conditions do not reduce N1 speed below the specified value.
2. Avoid or leave icing conditions as soon as possible.
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
>20000
<20000
>10000
<10000
30 to
20 C
80%
20 to
10 C
76%
10to
0 C
73%
0 to
+10 C
65%
76%
73%
65%
58%
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
21

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
WING
CASE 1
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
Speed.............MAINTAIN
2. No. 1 Engine N1
Speed ....................AS REQUIRED
3. No. 3 Engine N1
Speed...........................INCREASE
If Indication
Is now
.........................................................
4. No. 3 Engine N1
Speed ............MAINTAIN
remains
4. Wing-Brk Switch ...........WING-BRK

(TO DETECT A BRAKE HEATING
VALVE NOT CLOSED MALFUNCTION)
Continue on Next Page
A-48
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If Indication
Is now
remains
5. In icing conditions, do
not reduce N1 speed
to less than 1% above
the specified value.
(See page A-47)
5. Wing-Brk Switch ...................WING

* In icing conditions, 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.
* 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
system inoperative
2. Wing-Brk Switch ...........WING-BRK

3. No. 1 Engine N1
Speed...........................INCREASE
TO GREEN LIGHT
If Indication
Is now
4.
remains
4. No. 1 Engine N1
No. 1 Engine N1
Speed ..............MAINTAIN...... Speed....................AS REQUIRED
5. No. 3 Engine N1
Speed...............INCREASE UNTIL
If Indication
Is now
6.
remains
No. 3 Engine N1 ..............

Speed ..............MAINTAIN
..............................................
6. In icing conditions, do not reduce

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 heating system should be considered
inoperative.
END
Revision 6
A-49

AIRCRAFT WITH BRAKE HEATING SYSTEM (Cont)
WING-BRK
WING-BRK
OR
WING
CASE 2
WING
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 .

Speed
2. No. 1 Engine N1 Speed..............AS

REQUIRED
3. No. 3 Engine N1 Speed ...REDUCE
UNTIL GREEN LIGHT
ILLUMINATES
If Indication
.........................................................
Is now
remains
If selected switch position is
4. Maintain No. 3 Engine N1

Speed
Wing
Do not reduce N1 speed
below the minimum
required in icing conditions.
(See Abnormal Tab 21, page
A-47, N1 Anti-Icing Table)
Wing-Brk
Do not reduce N1 speed
to less than 1% above
the minimum required in
icing conditions.
(See Abnormal Tab 21, page
A-47, N1 Anti-Icing Table)
END
WING-BRK
WING-BRK
CASE 3
WING
OR
OFF
WING
OFF
The Wing or Wing-Brk position is selected:

1. If in icing conditions. Do not reduce N1 speed below the specified value.
END
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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.)
WING-BRK
B. Switch in Wing-Brk position:
WING
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 conditions, 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
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22

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
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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
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.
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
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23
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
remains
Is now
And the TAT ............

is above +10 C
2. Associated engine thrust reduced.
2. Associated engine anti-ice

Switch ......................OFF
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......................
Anti-Ice Switch...........OFF
2. No. 2 Engine
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
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ICE PROTECTIONLATE 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
If the
Starts Blinking
And Then Goes Out
BLEED
OVHT
light
Starts Blinking
And Keeps Blinking
2. Continue flight in
this configuration.
Remains
On Steady
2. PRV3
Switch ....AUTO
3. Apply the same
procedure with
HP 1 & PRV 2
switches if
necessary.
25
In Icing Conditions
In Non-Icing Conditions
and to preclude having
to reduce to idle on an
engine
2. Engine associated with

blinking light ............REDUCE TO
IDLE THRUST
3. N1 of other Engines, set
corresponding to One Engine
Inoperative conditions.
(See Abnormal Tab 21, page A-47
for Minimum N1 Anti-icing Table.)
2. Isolation Knob ...ISOLATION

Light ..........ON
ISOL
3. Set the passenger air
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
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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
CONDG
OVHT
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)
CONDG
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. Passenger Switch..............OFF
3. Temperature
Controllers .........................AUTO 4. COND Control Lever ........TIED
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 battery 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
equipment.
END
Revision 6
A-59
26
PRESSURIZATION
-1
2
1
UP
0
DN
1
2
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

27
-1
2
3
4
5
6
7
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 OCLOCK
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

10. Cycle bleed air Passenger ...
and/or Crew switches ...
alternatively to off and on.
Retain configuration for
which cabin pressure is
maintained.
If cabin pressure is not restored

10..NORM/EMERG
......Switch ............................EMERG
11. COND Control Lever ....TIED

If cabin pressure
Is restored
Is not restored
11. Continue flight at highest.....

possible altitude....................
11. ..No Smoking Sign ..............ON

........
12. Crew Temperature .................

Controller......AS REQUIRED
12. Passenger Oxygen

Masks...........................DONNED
NOTE
Select not less than 50% hot.
If temperature gets too high during
descent:...............................................
If necessary:
13. Execute an emergency descent
to 14,000 feet or to the minimum
....safe altitude as required.
.........................................................
13. Crew
Switch ................OFF
...............................................
END
Revision 6
A-61
27
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

If possible, before landing:
2. Pilot and Copilot Windshield Heat Switches .............................OFF
END
Revision 6
A-63
28
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
R. AOA
OR

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
29
END
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
color is altered.
SG
flags on EHSI and EADI or the

1. SG Pushbutton ............................................................DEPRESSED
2.
X
S
G
Annunciation on EADI and EHSI .......................ILLUMINATED

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
X
annunciator on all four CRTs.
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
EFISINVALID ATTITUDE DATA

IRS
flag appears on EADI and loss of attitude reference on one EADI.

1. IRS Pushbutton ................................................................DEPRESS
X
I
R
S
2.
OR
X
I
R
S
Annunciators on EADI and EHSI ...........ILLUMINATED

If IRS#3 is used it will be white.
END
EFISANY HEADING DATA INVALID

IRS
30
flag appears on EHSI, and loss of heading reference occurs.

2.
X
I
R
S
OR
X
I
R
S
Annunciators on EADI and EHSI ...........ILLUMINATED
NOTE

be used in the backup mode for both IRS 1 and IRS 2
simultaneously. The associated display is an
X
I
R
S
Revision 6
annunciator on all four CRTS.

END
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
I
R
S
4.
OR
X
I
R
S
Annunciators..........................................ILLUMINATED
White annunciation with 3 IRS installation.
Amber color 2 IRS installation.
END
EFISLOC 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

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
I
R
S
4.
OR
X
I
R
S
Annunciation (Amber or White)..............ILLUMINATED
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
2.
X
I
R
S
Annunciators in EADIs ........................................ILLUMINATED

END
EFIS-IAS MISCOMPARE ANNUNCIATION

I
A
S
31
comparison annunciation appears on each EADI.
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
4.
Revision 6
X
I
A
S
Annunciators .......................................................ILLUMINATED
END
A-69
FlightSafety
SCHEMATICS
NORMAL DC POWERFLIGHT CONFIGURATION ........................... S-2
NO. 1 AND NO. 2 HYDRAULIC SYSTEMS OPERATING .................... S-3
FUEL DISTRIBUTION ........................................................................... S-4
BLEED-AIR SYSTEMANTI-ICE SYSTEMS ON................................. S-5
BLEED-AIR DISTRIBUTION...................................................................S-6
NORMAL OPERATIONFLIGHT (HEATING)...................................... S-7
EXTINGUISHING SYSTEM CONTROLS AND OPERATION ............... S-8
PITOT-STATIC SYSTEM....................................................................... S-9
Revision 4
S-1
SCHEMATICS
international
SCHEMATICS
IRS 1HRZN IRS 2IRS 3
OIL
GEN
GEN 1
BAT 1
GEN 1BAT 1 BAT 2GEN 2

GEN 1 BAT 1 GEN 3
LIGHTS
FIRE
WARNING
PANEL
APU
START
STOP
DIM
GEN 2
BUS TIED
GEN 3
BAT 2
HOT
BAT
GEN 3 GEN 2 BAT 2 APU
DC SYSTEM
NORM
EXT POWER
TO
AMMETER
GENERATOR 1
REVERSE
CURRENT RELAY
START
CONTACTOR
150A
G1
CONDITIONS:
GENERATORS 1, 2, AND 3 OPERATING.
BOTH BATTERY SWITCHES ON.
BUS TIE OPEN, POWER SELECTOR
SWITCH IN NORMAL.
BATTERY 1
BUS A1
REVERSE
CURRENT RELAY
TO AMMETER GENERATOR 3
G3
BATTERY 1
CONTACTOR
APU
FIRE
EXTINGUISHERS
COCKPIT
DOME LIGHT
START
CONTACTOR
G
TO
AMMETER
BUS A2
80A
START CONTACTOR
TO
AMMETER
130A
BUS-TIE
ROTARY
SELECTOR
WINDOWS
A3
GALLEY 1 BAR
A4
130A
HYDRAULIC
STANDBY PUMP
A5
150A
GALLEY 2 BAR
A6
LH MAIN BUS
150A
BUS-TIE
RELAY
GPU CONTACTOR
REVERSE
CURRENT RELAY
GPU
RECEPTACLE
225A
LEGEND
GENERATOR POWER
BATTERY
BUS
BATTERY POWER
BATTERY 2
BATTERY 2
CONTACTOR
Revision 6
TO
AMMETER
GENERATOR 2
STARTING
BUS
RH
MAIN BUS
130A
B1
START
CONTACTOR
130A
B2
80A
TO
AMMETER
G2
GROUND
WINDOWS
B3
APU
TEST
BRIGHT
NORMAL DC POWERFLIGHT CONFIGURATION
S-2
OVERHEAD PANEL
FLIGHT NORM
L R
PUMP 1
PUMP 2
ST BY
PUMP
PUMP 3
ASKID
#1
#2
#1
ON
OFF
OFF
BRAKE
HYDR
1/1
1/2
HYDR
4
3
2
1
0
1/1
0
QTY PSI X 1000
AUTO
4
3
2
1
0
1/2
0
QTY PSI X 1000
ON
OFF
ST-BY
PUMP
NO. 1 RESERVOIR
NO. 2 RESERVOIR
P3
P1
PRESSURE-HOLDING
VALVE
P2
ACCUMULATOR
PRESSURE
SWITCH
EP
PRESSURE
SWITCH
SYSTEM
PRESSURE
TRANSMITTER
NO. 1 SYSTEM
ACCUMULATOR
SYSTEM
PRESSURE
TRANSMITTER
PRESSURE
SWITCH
ELEVATOR
SERVOACTUATOR
AILERON
SERVOACTUATORS
LEGEND
RUDDER
SERVOACTUATOR

RETURN
ELEVATOR
ARTHUR
AILERON
ARTHUR Q
AIRCRAFT < 165
SLATS
OUTBOARD SLATS
(EMERGENCY
MODE)
SUPPLY FLUID
NITROGEN
THRUST
REVERSER
FLAPS

QUICK DISCONNECT
S-3
CHECK VALVE
RELIEF VALVE
AIRBRAKES
NORMAL BRAKES
AND ANTI-SKID
EMERGENCY
BRAKES
LANDING GEAR
AND DOORS
NOSEWHEEL
STEERING
PHV
PARKING
BRAKES
international

FlightSafety
ELECTRICAL
NO. 1 AND NO. 2 HYDRAULIC SYSTEMS OPERATING
Revision 6
TEST
FRONT TANK
JET
PUMP
G2
FILLER
PORT
FILLER
PORT
INTERCONNECTION
VALVE
(NORMALLY CLOSED)
G1
FLAPPER VALVE
FUEL
TEMPERATURE
PROBE
(IF INSTALLED)
R3 CROSSFEED
VALVE
NEGATIVE
PRESSURE
RELIEF
VALVE
DRAIN VALVE
(AIRCRAFT
PRIOR TO SN 96)
R1 CROSSFEED
VALVE
MANIFOLD
TRANSFER VALVE
(ON SOME AIRCRAFT)
MANIFOLD
FUEL
GROUP 1 SHUTOFF
CROSSFEED VALVE
VALVE
FUEL
SHUTOFF
VALVE
NEGATIVE
PRESSURE
RELIEF
VALVE

FUEL SHUTOFF VALVE
GROUP 1
CROSSFEED
MANIFOLD
CROSSFEED VALVE
LEGEND
GROUP 1 FUEL
GROUP 2 FUEL
GROUP 2
FUEL
MANIFOLD
ONE-THIRD
TANK LEVEL
PIPE
DEFUELING/
REFUELING
VALVE
DRAIN
VALVE
GROUP 3 FUEL
MOTIVE FLOW
TRANSFER FUEL
GROUP 2
CROSSFEED
MANIFOLD
G2
REAR
TANK

SUMP DRAIN
FUEL PROBE
FILTER
Revision 5
BOOST
PUMPS
NO. 1 ENGINE
NO. 2 ENGINE
AND APU
NO. 3 ENGINE
FUEL DISTRIBUTION
G3
> 159
S-4
PROBE
CENTER
WING TANKS
OVERHEAD PANEL
HP1
PRV2
LP
NO. 3
ENGINE
MAIN LP
BLEED PORT
ON IF
ISOLATION
VALVE
CLOSED
ISOL
PILOT
AIR
INTAKE
ANTIICING
PRV3
APU
AUXILIARY HP
BLEED PORT
ST-BY COPILOT ENG 1 ENG 2 ENG 3
PITOT
WING
XFR
PILOT COPILOT SIDE
MAN
NORM
OFF
ANTI-ICE
WINDSHIELD
COPILOT
FAST
SLOW
OFF
WIPER
PILOT
FAST
SLOW
OFF
WIPER
NO. 2 ENGINE S-DUCT
ANTI-ICE SYSTEM
PRESSUREREGULATING
VALVE 3
AUXILIARY LP
BLEED PORT
545 F (285 C)
AUXILIARY HP
BLEED PORT
LP
ISOLATION
AUTO
ON
OFF
PASSENGER
CREW

NORM
HEAT
ISOL
BAG
APU
AIR
INTAKE
ANTIICING
NO. 2
ENGINE
545 F
(285 C)
BLEED AIR
WARNING PANEL
BLEED
OVHT
FLASHING IF
CORRESPONDING
SWITCH OFF
MAIN HP
BLEED PORT
MAIN HP
BLEED PORT
BLEED
APU
ON IF:
HP1
BLEED VALVE
MAIN LP
BLEED PORT
AIR
INTAKE
ANTIICING
NO. 1
ENGINE
545 F
(285 C)
MAIN LP
BLEED PORT
ELECTRIC
MOTOROPERATED
ISOLATION FULL-OPENING
VALVE SELENOID VALVE
PRESSURE
REGULATING
VALVE 2
AUXILIARY HP
BLEED PORT
AUXILIARY LP
BLEED PORT
LEGEND
HP BLEED AIR
LP BLEED AIR
MIXED BLEED AIR
AMBIENT AIR
international
CONDITIONS:
APU OFF
POWER LEVER TO HIGH SETTING
ANTI-ICE ON
FlightSafety
S-5
NOTE:
HP1, PRV2, AND PRV3 WILL AUTOMATICALLY
CLOSE FOR 18 SECONDS WHEN ANTI-ICING
OPERATION AND HIGH POWER SETTINGS ARE
SELECTED.
LP 2
BLEED-AIR
TEMPERATURE
PROBE
BLEED-AIR SYSTEMANTI-ICE SYSTEMS ON
Revision 4
MAIN HP
BLEED PORT
BLEED-AIR DISTRIBUTION
LP
AIRPLANE SYSTEMS
MAIN
(3 ENGINES)
Fuel tank pressurization
HP
AUXILIARY
(NO.1 AND
NO. 2 ENGINES)
MAIN
(3 ENGINES)
AUXILIARY
(3 ENGINES)
(SEPARATE
PORTS)
1-2
Pressurization jet pump

1
Waste water system
2
(APU)
No. 1 engine air intake and heat

exchanger inlet anti-icing
Wing
anti-icing
No. 2
engine
S-duct
anti-icing
Low power setting
1-2-3
High power setting
1-2-3
Low power setting
1-2-3
High power setting
1-2-3
Low power setting

Air
Conditioning Medium power setting
High power setting
S-6
1-2-3
1-2-3
2-3
1-2-3
2-3
1-2-3
Revision 5
TURBINE
TURBOCOOLER
ANTI-ICING
DUCT SENSOR
HP WATER
SEPARATION
ECU
OVERHEATING
BATTERY
BAGGAGE
TEMPERATURE COMPARTMENT
COMPARTMENT
SENSOR
COLD AIR SUPPLY
VENTURI
ELECTRICAL VALVE
COMPRESSOR
(SB F900-125)
SB131
CIRCUIT

ELECTRIC VALVE
NO. 3 ENGINE
HP/LP
BLEED AIR
SNs PRIOR
TO 96
CREW
COLD AIR
CABIN
OZONE
CATALYSER
COLD AIR
OR
SUCTION
VALVE
COLD AIR
PRESSUREREGULATING
VALVE
FLOW
LIMITER
VALVE
COLD AIR
OR
SUCTION
ISOLATION VALVE
NO. 2
ENGINE
HP/LP BLEED AIR
APU BLEED AIR
CABIN
CIRCUIT
ANTI-ICING
VALVE
WATER
INJECTOR
MAIN HEAT
EXCHANGER
PRIMARY HEAT
EXCHANGER
TURBOFAN
BYPASS
ELECTRIC VALVE
S-7
LEGEND
BLEED AIR
TEMPERED AIR
TURBOCOOLER
COMPRESSED AIR
TURBOCOOLER
TURBINE AIR
RECIRCULATED AIR
RAM AIR
WATER
COOLING UNIT
AIR OUTLET
REGULATING DUAL
ELECTRIC VALVE
international
NO. 1
ENGINE
PYLON RAM
AIR INLET
NO. 1 ENGINE
HP/LP
BLEED AIR
FlightSafety
STATIC
AIR
INLET
BAGGAGE COMPARTMENT
NORMAL OPERATIONFLIGHT (HEATING)
Revision 6
LP WATER
SEPARATOR
EXTINGUISHING SYSTEM
CONTROLS AND OPERATION
ENGINE 1 FIRE
ENGINE 1 FIRE
DISCH
2
1
0
FUEL
SHUTOFF
SWITCH
2
1
0
FIRE
PANEL
FAULT
FIRE 1
ENGINE
1
DISCH
2
1
0
FIRE
PANEL
2
1
0
FAULT
FIRE 1
FIRST SHOT
SECOND SHOT
NORMAL
BACKUP
ENGINE 2 FIRE
DISCH
2
1
0
ENGINE 2 FIRE
FIRE
PANEL
2
1
0
ENGINE
2
FAULT
FIRE 2
DISCH
2
1
0
FIRE
PANEL
SECOND
SHOT (LEFT)
FAULT
FIRE 2
SECOND
SHOT (RIGHT)
FIRST SHOT (LEFT)

FIRST SHOT (RIGHT)
NORMAL
BACKUP
ENGINE 3 FIRE
DISCH
2
1
0
2
1
0
2
1
0
ENGINE 3 FIRE
FIRE
PANEL
FAULT
ENGINE
3
FIRE
PANEL
DISCH
2
1
0
2
1
0
FAULT
FIRE 3
SECOND
SHOT
FIRST SHOT
FIRE 3
NORMAL
BACKUP
APU FIRE
1
0
FAULT
FIRE APU
FIRE
BAG COMP
S-8
FIRE
PANEL
FAULT
BAGGAGE
COMPARTMENT
1
APU
FIRE
PANEL
FIRE APU
1
0
FIRE
BAG COMP
Revision 5
Revision 5.01
STANDBY STATIC
STANDBY STATIC
RAM AIR
TEMPERATURE SENSOR
STANDBY PITOT
AILERON
ARTHUR Q UNIT
A/C SNs BELOW 165
TRIPLE INDICATOR
(CABIN ALT, P, AND
RATE-OF-CLIMB)
PILOT PITOT
COPILOT PITOT
COPILOT STATIC
PILOT STATIC
STANDBY MACH
SPEED INDICATOR
PILOT STATIC
ELEVATOR
ARTHUR
STANDBY
ALTIMETER
ADC 2
MACH SPEED
INDICATOR 1
(OPTION)
HOR STAB
CRUISE STOP
(TAT, SAT, TAS)
AILERON ARTHUR Q
MONITORING
A/C SNs UP TO 178
AILERON ARTHUR Q
CONTROL
SNs 179 AND HIGHER
ELECTRIC
ALTIMETER
1
SLAT
MONITORING
VERTICAL SPEED
INDICATOR 1
MACH SPEED
INDICATOR 2
(OPTION)
CABIN
PRESSURIZATION
CONTROL
(TAT, SAT, TAS)
(OPTION)
EFIS 1
ELECTRIC
ALTIMETER
2
FMS 1
VERTICAL SPEED
INDICATOR 2
LANDING GEAR
CONTACTS
IRS 1
VMO/MMO
WARNING
VMO/MMO
WARNING
EFIS 2
SLAT
CONTACTS
LANDING GEAR
CONTACTS
FMS 2
SLAT
MONITORING
ALTITUDE
WARNING
IRS 2
ATC 1
CONTROL PANEL
TURBOFAN
CONTROL
FlightSafety
AILERON ARTHUR Q
MONITORING A/C
SNs BELOW 165
AND 179 AND HIGHER
AILERON CONTROL
A/C SNs 165 TO 178
ATC 2
CONTROL PANEL
international
S-9
SLAT
CONTACTS
LEGEND
PILOTS PITOT
COPILOTS PITOT
PILOTS STATIC
COPILOTS STATIC
STANDBY PITOT
STANDBY STATIC
ELECTRICAL
PITOT-STATIC SYSTEM
ELEVATOR
ARTHUR
UNIT
ADC 1
COPILOT STATIC
REV
FlightSafety
QUICK REFERENCE
FMS INITIALIZATION CHECKLIST
1
OTHER FMS PROGRAMMING
FUEL CONVERSION CHART
ELECTRICALKEY BUS ITEMS
DUAL FUNCTIONING CIRCUIT BREAKERS

MECHANICS PANEL
ONE ENGINE INOPERATIVE DRIFTDOWN CHART
Revision 6
QR-1
QUICK
REFERENCE
international
FMS INITIALIZATION CHECKLIST
1. Select avionics switches on.

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).

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
Gallons
50
100
150
200
250
300
350
400
450
500
550
600
650
700
750
800
850
900
950
1000
Liters
189
378
568
757
946
1135
1325
1514
1703
1892
2082
2271
2460
2650
2839
3028
3217
3406
3596
3785
Weight
338
675
1013
1350
1688
2025
2463
2700
3038
3375
3713
4050
4388
4725
5063
5400
5738
6075
6413
6750
JET FUEL - 6.75 POUNDS AT 60F

Gallons
Liters
Weight
1050
3974
7088
1100
4163
7425
1150
4353
7763
1200
4542
8100
1250
4731
8438
1300
4920
8775
1350
5110
9113
1400
5300
9450
1450
5488
9788
1500
5677
10125
1550
5867
10463
1600
6056
10800
1650
6245
11138
1700
6434
11475
1750
6623
11813
1800
6813
12150
1850
7002
12488
1900
7191
12825
1950
7381
13163
2000
7570
13500
FUEL CONVERSION CHART

Gallons
2050
2100
2150
2200
2250
2300
2350
2400
2450
2500
2550
2600
2650
2700
2750
2800
2850
2900
2950
3000
Liters
7759
7948
8138
8327
8516
8705
8895
9084
9273
9462
9652
9841
10030
10219
10409
10598
10787
10976
11166
11355
Weight
13838
14175
14513
14850
15188
15525
15863
16200
16537
16875
17212
17550
17887
18225
18562
18900
19237
19575
19912
20250
QR-4
Revision 5
FlightSafety
international
ELECTRICALKEY BUS ITEMS

BUS A1
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
GEAR CNTL
AIR BRAKE CNTL
STAND-BY PUMP CONTL
ELEVATOR ARTHUR
SLAT INDIC AND NORMAL
CONTROL
TRIM INDIC
EMERG STAB TRIM
#2 BRAKES
LEFT PITOT HEAT
CREW CONDG VALVE
CONTROLLER
WING ANTI-ICE
GROUP 2 FUEL XFR
#1 HYD SYS INDIC
#1 ENG FIRE DETECTION
AND FAULT LIGHT
EFIS 1
#1 ENG ANTI-ICE
BUS B1
1
2.
3.
4.
5.
EMERGENCY SLATS
NORMAL STAB TRIM
CABIN CONDG VALVE
#2 HYD SYS INDIC
#2 ENG FIRE AND APU FIRE
DETECTION LIGHTS AND
FAULT LIGHTS
6. EFIS 2
7. #2 ENG ANTI-ICE
BUS A2
1.
2.
3.
4.
5.
6.
7.
ANTI-SKID
AIL TRIM
FLAP/AIR BK INDIC
STAND-BY PITOT HEAT
M.F.D
FMS 1
#3 ENG FIRE DETECTION
AND FAULT LIGHT
8. #3 ENG ANTI-ICE
9. PILOTS ID-802
BUS B2
1.
2.
3.
4.
5.
6.
7.
EMERG AIL TRIM

FLAP CNTL
NOSE WHEEL STEERING
THRUST REVERSER
FMS 2
FUELING LIGHT
CO-PILOTS ID-802
DUAL FUNCTIONING CIRCUIT BREAKERS

PRIMARY (LABELED)
ST-BY PUMP
L/H AUTO SLAT
R/H AUTO SLAT
L/G CONTROL
LO FUEL
SECONDARY
NORMAL/EMERGENCY BRAKE
SELECTOR VALVES
NORMAL SLATS CONTROL
EMERGENCY SLATS CONTROL
BACK-UP FOR L/G INDICATION
FUEL TEMP INDICATOR AND
XTK 2 CONTROL
GAUGES CENTER
PRESSURE REFUELING
TOTAL/REAR
GRAVITY FUELING AND
FUELING LIGHT
COND'G CREW
COND'G CABIN
ECU BYPASS VALVE

TURBO FAN P/C CONTROL,
EMERG. PRESSURIZATION,
AND ISOLATION VALVE
Revision 5.01
QR-5
MECHANICS PANEL
BAG 1 COMPT
BLEED AIR
ISOL
STABILIZER
RELAY TEST
ANTI-SKID
COOLING
FAN
SG 3
SG 1
EADI1
EHSI1
FGC 1
FMS 1
MFD
SG 2
EADI2
EHSI2
FGC 2
FMS 2
HEAT
ON
TEST
NORM
OFF
FUEL FLOW
TEST
BAG COMP
BLEED AIR
GRAVITY
FUELING
ENG INDIC
TEST
RESET
A/P TEST
Light is on when Bag Isolation is selected

and the valve is closed.
ISOL
3
BAG COMP
BLEED AIR
Light is on when HEAT or Isolation is selected and the heat valve is closed.
HEAT
STABILIZER
RELAY TEST
ANTI-SKID
Test Socket If voltage is present, power

has been removed from the emergency
HOR-STAB motor.
1. When red, there is a 30KT difference

between the nosewheel GENs 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
FUEL FLOW
TEST
QR-6
When red there is a disagreement between

control inputs and the turbo fan bypass valve
and brake position.
When pushed, fuel flow indicators slew to

1200 P.P.H. (blue arc).
Revision 5
FlightSafety
international
GRAVITY
FUELING
When the switch is selected on, both left and

right vent valves should open as well as the
refueling/defueling valve. Confirmation of
proper vent valve positioning will be confirmed by extinguishing of the red STOP
FUELING light on the aft fuel panel.
ENGINE
INDICATION
TEST
When pushed, slews all N1, N2 and ITT indicators to the blue dot on the respective indicator.
RESET
When pushed, resets all magnetic indicators.
E.F.I.S.
MAGNETIC
INDICATORS
When red, respective E.F.I.S. component has

overheated.
Revision 5
QR-7

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 LandingTwo 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.
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.
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

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
ALTITUDE (ft)
50,000
45,000
46
DRIFT DOWN
SPEED
(kt)
ALTITUDE
AT ENGINE
FAILURE (ft)
42
40
WEIGHT (x 1,000 lb)

38
36
34
32
173
190
41,000 and
below
44
169
30
28
26
24
157
146
140
135
196
183
187
175
166
161
156
151
146
140
135
185
180
175
170
166
161
156
151
146
140
135
WEIGHT (x 1,000 lb)
49,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
30
28
26
24
47
45
43
42
218
208
198
190
1,073
970
877
797
34,280 35,800 37,290 38,870
47,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
49
47
46
44
42
40
228
218
210
199
188
179
1,250 1,147 1,054
950
853
768
31,420 32,820 34,270 35,780 37,270 38,840
45,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
48
47
46
44
42
39
37
226
218
210
200
188
175
165
1,317 1,221 1,128 1,027
919
814
724
30,070 31,410 32,800 34,250 35,760 37,250 38,810
43,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
52
50
49
47
45
44
42
39
37
34
246
237
229
218
209
200
190
176
162
149
1,634 1,518 1,416 1,296 1,193 1,099
993
877
772
673
26,170 27,440 28,740 30,060 31,390 32,780 34,230 35,730 37,210 38,760
41,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
52
50
49
47
45
44
42
39
36
33
29
247
238
229
218
207
198
188
175
161
144
124
1,721 1,603 1,498 1,377 1,258 1,160 1,055
942
823
705
576
24,920 26,150 27,410 28,720 30,040 31,380 32,760 34,200 35,700 37,170 38,690
39,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
52
50
49
47
45
43
41
39
36
32
27
17
247
237
229
219
208
196
186
175
160
141
117
73
1,812 1,685 1,574 1,456 1,340 1,215 1,109 1,001
880
744
588
351
23,700 24,900 26,140 27,390 28,700 30,020 31,350 32,720 34,150 35,630 37,080 38,520
37,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
50
48
47
45
43
40
38
35
31
25
11
237
227
218
207
196
183
171
157
138
110
48
1,769 1,644 1,535 1,408 1,290 1,158 1,045
921
779
598
251
23,690 24,890 26,120 27,380 28,660 29,980 31,300 32,670 34,080 35,530 36,830
35,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
48
46
45
43
40
37
34
30
23
227
216
206
195
182
167
151
132
100
1,725 1,594 1,478 1,355 1,222 1,082
948
797
583
23,650 24,870 26,080 27,330 28,630 29,930 31,250 32,580 33,940
33,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
46
44
42
39
37
33
28
19
215
204
192
178
164
145
122
82
1,666 1,534 1,407 1,268 1,133
970
789
517
23,630 24,840 26,050 27,300 28,570 29,860 31,140 32,400
31,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
43
41
38
35
31
25
11
201
188
175
159
138
110
48
1,592 1,449 1,307 1,155
978
755
324
23,600 24,790 25,990 27,220 28,480 29,720 30,840
29,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
40
37
34
29
21
184
169
151
126
91
1,491 1,329 1,162
957
663
23,550 24,730 25,920 27,120 28,280
27,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
36
31
25
12
163
141
112
54
1,351 1,138
885
424
23,460 24,630 25,760 26,800
25,000
TIME (min)
DISTANCE (NM)
FUEL USED (lb)
FINAL ALT. (ft)
26
20
128
88
1,086
732
23,330 24,400
20,000
46
44
42
40
38
36
34
32
TIME (min)
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
CMPTR 1
CMPTR 2
CMPTR 3
OIL 1
OIL 2
OIL 3
GEN 1
GEN 2
17
18
BAT 1
17
18
L AOA
R AOA
29
29
L. PITOT
ST BY
PITOT
R. PITOT
21
21
21
GEN 3
AOA
PROBE
L. WHL
OVHT
R. WHL
OVHT
29
BAT 2
HOT
BAT
AUTO
SLATS
FLAP
ASYM
18
18
17
BUS TIED
18
18
11
12
19
20
10
FUEL 1
FUEL 2
FUEL 3
XTK 2
OPEN
XTK 2
CLOSED
BAG
ACCESS
15
15
15
16
16
28
LO
FUEL 1
LO
FUEL 2
LO
FUEL 3
AIL
ZERO
AIL
FEEL
PITCH
FEEL
16
16
16
REV
UNLOCK
FUELING
AP
MISTRIM
17
20
29
BLEED
OVHT
ECU
OVHT
COND'G
OVHT
NOSE
CONE OVHT
BLEED
APU
25
25
25 26
26
28
#2P BK
CABIN
REAR
DOORS
T/O
CONFIG
28
27
8
28
10
20
19
10
MACH
TRIM
19
20
29
BAG
ISOL
27
28
7
MOVING
14
PUMP 1
PUMP 2
PUMP 3
ST/BY
PUMP
LANDING GEAR
11
LH
8
29
29
FAULT
FIRE 1
ENG 2 FAIL
QR-12
NOSE
RH
29
29
FAULT
FIRE 2
13
FAULT
FIRE APU
FIRE
BAG COMP.
FAULT
FIRE 3
AIR BRAKE
12
Revision 6
FlightSafety
Annunciators
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
FlightSafety
Annunciators
international
MOVING
MAIN GEAR RED LIGHTS
Falcon 900 A/B
MOVING
Main gear doors not locked.
Falcon 900 A/B
FlightSafety
Annunciators
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
FlightSafety
Annunciators
international
OIL
Falcon 900 A/B
OIL
1. Pressure < 25 psi.
2. Chip Detector.
Falcon 900 A/B
FlightSafety
Annunciators
international
T/O
CONFIG
Falcon 900 A/B
T/O
CONFIG
F.A.T.S.
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
FlightSafety
Annunciators
international
L/R WHL
OVHT
Falcon 900 A/B
L/R WHL
OVHT
Overheat detected in left or right wheelwell.
Falcon 900 A/B
FlightSafety
Annunciators
international
MISTRIM
Falcon 900 A/B
MISTRIM
See ID-802 Display.
Falcon 900 A/B
FlightSafety
Annunciators
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
FlightSafety
Annunciators
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
FlightSafety
Annunciators
international
PUMP
(HYDRAULIC PANEL)
Falcon 900 A/B
PUMP
Hydraulic Pump Pressure
> 2150 psi (Light Out)
< 1500 psi (Light On)
Falcon 900 A/B
FlightSafety
Annunciators
international
ENG 2 FAIL
Falcon 900 A/B
ENG 2 FAIL
GROUND
ONLY
1. On ground.
2. Power lever > 84.
3. No. 2 N1 < 85%.
GROUND
OR
FLIGHT
1. S duct door not latched.
Falcon 900 A/B
FlightSafety
Annunciators
international
FUELING
Falcon 900 A/B
FUELING
PRESSURE
REFUELING
1.
2.
3.
4.
Refueling control panel door.

Refueling connector door.
Vent value lever not stowed.
Vent valves (2) not closed.
GRAVITY
AND
DEFUELING
5.
6.
7.
8.
Gravity fueling switch on.

Defueling switch on.
REF/DEF valve open.
B2 bus not powered.
Falcon 900 A/B
FlightSafety
Annunciators
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
FlightSafety
Annunciators
international
AIL
ZERO
Falcon 900 A/B
AIL
ZERO
Emergency aileron actuator not in zero position.
Falcon 900 A/B
Revision 1
FlightSafety
Annunciators
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
FlightSafety
Annunciators
international
PITCH
FEEL
Falcon 900 A/B
PITCH
FEEL
DISAGREEMENT:
Elevator Arthur Position
VS
Horizontal Stabilizer
Falcon 900 A/B
FlightSafety
Annunciators
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
FlightSafety
Annunciators
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
FlightSafety
Annunciators
international
GEAR CONFIGURATION PANEL

Falcon 900 A/B
Respective gear is downlocked.

Falcon 900 A/B
FlightSafety
Annunciators
international
FIRE
(FIRE PANEL)
Falcon 900 A/B
FIRE
Main engine fire/overheat detected.
Falcon 900 A/B
FlightSafety
Annunciators
international
FIRE
BAG COMP
(FIRE PANEL)
Falcon 900 A/B
FIRE
BAG COMP
Fire or smoke detected in baggage compartment.
Falcon 900 A/B
FlightSafety
Annunciators
international
TRANS
(FIRE PANEL)
Falcon 900 A/B
TRANS
DISAGREEMENT:
Engine Fuel Shutoff Valve
VS
Fuel Shutoff Switch Position
Falcon 900 A/B
FlightSafety
Annunciators
international
AIRBRAKES
Falcon 900 A/B
AIRBRAKES
1. Steady: Airbrakes not stowed.
2. Flashing: Airbrakes have automatically stowed.
Falcon 900 A/B
FlightSafety
Annunciators
international
FIRE APU
(FIRE PANEL)
Falcon 900 A/B
FIRE APU
APU fire or overheat detected.
Falcon 900 A/B
FlightSafety
Annunciators
international
FAULT
(FIRE PANEL)
Falcon 900 A/B
FAULT
Fire detector loop failure.
Falcon 900 A/B
FlightSafety
Annunciators
international
BAT
Falcon 900 A/B
BAT
The battery is not connected to its respective
main bus.
Falcon 900 A/B
FlightSafety
Annunciators
international
Falcon 900 A/B
DISAGREEMENT:
Slat/Flap Handle
VS
Slats Position
Falcon 900 A/B
FlightSafety
Annunciators
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
FlightSafety
Annunciators
international
GEN
Falcon 900 A/B
GEN
1. RCR/Main Bus.
2. Start Relay.
Falcon 900 A/B
FlightSafety
Annunciators
international
BUS TIED
Falcon 900 A/B
BUS TIED
1. Bus Tie Relay.
2. BAT 2 Contactor.
Falcon 900 A/B
FlightSafety
Annunciators
international
FUEL
Falcon 900 A/B
FUEL
Boost pump pressure < 4.6 psi.
Falcon 900 A/B
FlightSafety
Annunciators
international
LO
FUEL
Falcon 900 A/B
LO
FUEL
< 200 lbs in respective fuel group.
Falcon 900 A/B
FlightSafety
Annunciators
international
CONDG
OVHT
Falcon 900 A/B
CONDG
OVHT
Passenger or crew baseboard temperature > 95 C.
Falcon 900 A/B
FlightSafety
Annunciators
international
NOSE
CONE OVHT
Falcon 900 A/B
NOSE
CONE OVHT
Nose cone temperature > 70 C.
Falcon 900 A/B
FlightSafety
Annunciators
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
FlightSafety
Annunciators
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
FlightSafety
Annunciators
international
CABIN
Falcon 900 A/B
CABIN
with CABIN audio warning
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
FlightSafety
Annunciators
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
FlightSafety
Annunciators
international
BLEED
OVHT
Falcon 900 A/B
BLEED
OVHT
LP/HP Temperature > 335 C.
Falcon 900 A/B
FlightSafety
Annunciators
international
MACH
TRIM
Falcon 900 A/B
MACH
TRIM
Mach trim system is not engaged.
Falcon 900 A/B
FlightSafety
Annunciators
international
BAG
ACCESS
Falcon 900 A/B
BAG
ACCESS
The baggage access door not closed.
Falcon 900 A/B
FlightSafety
Annunciators
international
L/R AOA
Falcon 900 A/B
L/R AOA
Voltage to stall vanes is low.
Falcon 900 A/B
FlightSafety
Annunciators
international
L/R PITOT
Falcon 900 A/B
L/R PITOT
Voltage to supplied items is low.
Falcon 900 A/B
FlightSafety
Annunciators
international
STBY PITOT
Falcon 900 A/B
STBY PITOT
Voltage to standby pitot probe is low.
Falcon 900 A/B
FlightSafety
Annunciators
international
AOA
PROBE
Falcon 900 A/B
AOA
PROBE
Voltage to angle-of-attack probe is low.
Falcon 900 A/B
FlightSafety
Annunciators
international
HOT
BAT
Falcon 900 A/B
HOT
BAT
Battery 1 or 2 temperature > 150 F or 165 F
Falcon 900 A/B
FlightSafety
Annunciators
international
AP
Falcon 900 A/B
AP
Autopilot has disconnected (see ID-802).
Falcon 900 A/B
FlightSafety
Annunciators
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
FlightSafety
Emergency
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
FlightSafety
Emergency
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
FlightSafety
Emergency
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
FlightSafety
Emergency
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
FlightSafety
Emergency
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
FlightSafety
Emergency
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
FlightSafety
Emergency
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.
4. Passenger Oxygen Controller
and Passenger Masks ................OVERRIDE/DONNED
Falcon 900 A/B
FlightSafety
Emergency
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
FlightSafety
Limitations
international
Maximum Tire Rotation Speed
Falcon 900 A/B
Maximum Tire Rotation Speed

195 KIAS (225 mph tires)
Falcon 900 A/B
FlightSafety
Limitations
international
CG Limits
Falcon 900 A/B
CG Limits
14% MAC Forward
31% MAC Aft
Falcon 900 A/B
FlightSafety
Limitations
international
DATUM
Falcon 900 A/B
DATUM
25% MAC (FS 420 inches)
0% MAC (FS 392 inches)
Falcon 900 A/B
FlightSafety
Limitations
international
Maximum Speed Total Hydraulic Loss
Falcon 900 A/B
Maximum Speed Total Hydraulic Loss

260 KIAS/.76 MACH
Falcon 900 A/B
FlightSafety
Limitations
international
Demonstrated Crosswind
Falcon 900 A/B
Demonstrated Crosswind
30 Knots
Falcon 900 A/B
FlightSafety
Limitations
international
Maximum Tailwind
Falcon 900 A/B
Maximum Tailwind
10 Knots
Falcon 900 A/B
FlightSafety
Limitations
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
FlightSafety
Limitations
international
AIRSPEED
Turbulent Air Penetration Speed
Falcon 900 A/B
AIRSPEED
Turbulent Air Penetration Speed
280 KT/.76 M
Falcon 900 A/B
FlightSafety
Limitations
international
AIRSPEED
VMO:
Falcon 900 A/B
AIRSPEED
VMO:
350 KIAS increasing with altitude
370 KIAS at 10,000 Ft.
Falcon 900 A/B
FlightSafety
Limitations
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
FlightSafety
Limitations
international
STALL SPEEDS
Falcon 900 A/B
Do not intentionally fly slower than initial

stall warning onset.
Falcon 900 A/B
FlightSafety
Limitations
international
MINIMUM CONTROL SPEED

VMCA:
Falcon 900 A/B
MINIMUM CONTROL SPEED

VMCA:
85.5 KCAS
Falcon 900 A/B
FlightSafety
Limitations
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
FlightSafety
Limitations
international
HIGH LIFT DEVICES OPERATING

OR EXTENDED LIMIT SPEEDS
Falcon 900 A/B
HIGH LIFT DEVICES OPERATING

OR EXTENDED LIMIT SPEEDS
Slats + Flaps 7:
Slats + Flaps 20:
200 KIAS
190 KIAS
Slats + Flaps 40:
180 KIAS
Falcon 900 A/B
FlightSafety
Limitations
international
MANEUVERING SPEED
Falcon 900 A/B
MANEUVERING SPEED
228 KIAS
Falcon 900 A/B
FlightSafety
Limitations
international
Falcon 900 A/B

Flaps Up:
+2.53 to 1 G
Flaps Down:
+2 to 0 G
Falcon 900 A/B
FlightSafety
Limitations
international
Maximum Landing Gear Operative Speed

(VLO)
Maximum Landing Gear Extended Speed
(VLE)
Falcon 900 A/B
VLO:
MLO:
190 KIAS
0.70
VLE:
MLE:
245 KIAS
0.75
Falcon 900 A/B
FlightSafety
Limitations
international
MAXIMUM RUNWAY SLOPE
Falcon 900 A/B
MAXIMUM RUNWAY SLOPE

+/ 2.5%
Falcon 900 A/B
FlightSafety
Limitations
international
Minimum Flight Weight
Falcon 900 A/B
Minimum Flight Weight

20,700 LB
Falcon 900 A/B
FlightSafety
Limitations
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
FlightSafety
Limitations
international
Maximum Zero Fuel Weight
Falcon 900 A/B
Maximum Zero Fuel Weight

30,870 LB
Falcon 900 A/B
FlightSafety
Limitations
international
Maximum Landing Weight
Falcon 900 A/B
Maximum Landing Weight

42,000 LB
Falcon 900 A/B
FlightSafety
Limitations
international
Maximum Take-off Weight
Falcon 900 A/B
Maximum Take-off Weight

46,500 LB
Falcon 900 A/B
FlightSafety
Limitations
international
Maximum Ramp Weight
Falcon 900 A/B
Maximum Ramp Weight

46,700 LB
Falcon 900 A/B
FlightSafety
Limitations
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
FlightSafety
Limitations
international
ALTITUDE
Maximum Operating
Falcon 900 A/B
ALTITUDE
Maximum Operating
FL 510
Falcon 900 A/B
FlightSafety
Limitations
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% N2 to light off
10 seconds max.
Windmilling Airstart
windmilling N2 to 60% N2
45 seconds max.
Ground Start
Light off to idle
60 seconds max.
Falcon 900 A/B
FlightSafety
Limitations
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
FlightSafety
Limitations
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.)
Transient (5 seconds max.)
With Increased Thrust (RPR):
Normal (5 minutes max.)
Maximum Continuous:
978 C
1006 C
996 C
1006 C
968 C
Falcon 900 A/B
FlightSafety
Limitations
international
OIL PRESSURE
MINIMUM
PRESSURE
MAXIMUM
PRESSURE
Idle
Takeoff or
maximum continuous
THRUST SETTING
Transient
Falcon 900 A/B
OIL PRESSURE
MINIMUM
PRESSURE
MAXIMUM
PRESSURE
Idle
25 psi
46 psi
Takeoff or
maximum continuous
38 psi
46 psi
THRUST SETTING
Transient
55 psi
less than
3 minutes
Falcon 900 A/B
FlightSafety
Limitations
international
OIL TEMPERATURE
Sea level to 30,000 ft
? C max.
Above 30,000 ft
? C max.
? C max.
less than 2 minutes
?C
Falcon 900 A/B
OIL TEMPERATURE
Sea level to 30,000 ft
127 C max.
Above 30,000 ft
140 C max.
149 C max.
less than 2 minutes
30 C
Falcon 900 A/B
FlightSafety
Limitations
international
MAXIMUM ENGINE ROTOR SPEEDS

Take-off Maximum Continuous
Falcon 900 A/B
N1
N2
?
?
?
?
MAXIMUM ENGINE ROTOR SPEEDS

Take-off Maximum Continuous
N1
N2
100%
103%
100.8%
103%
Falcon 900 A/B
FlightSafety
Limitations
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
FlightSafety
Limitations
international
BATTERY TEMPERATURE
Falcon 900 A/B
BATTERY TEMPERATURE
Before SB 94
(Warm) Amber Light
(Hot) Red Light
120 F (48.9 C)
150 F (65.5 C)
After SB 94
(Warm) Amber Light
(Hot) Red Light
120 F (48.9 C)
160 F (71.1 C)
Falcon 900 A/B
FlightSafety
Limitations
international
Falcon 900 A/B
Maximum Differential Pressure
9.6 psi
Falcon 900 A/B
FlightSafety
Limitations
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 C732 C)
Range as short as possible.
Falcon 900 A/B
FlightSafety
Limitations
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
Maximum Amperage
Transient (1 minute max)
Up to 43,000 Ft.
Above 43,000 Ft.
Falcon 900 A/B
32 V
350 A
300 A
260 A
FlightSafety
Limitations
international
APU
Ground use only
Operation of APU with passengers in the cabin and no crew member
monitoring is not authorized
1.
2.
3.
4.
Maximum N1 Speed
Starting EGT Temp
Stabilized EGT
Maximum Generator Output
?%
?C
?C
a. Transient (1 minute max)

b. Stabilized
?A
?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
2. Starting EGT Temp
3. Stabilized EGT
4. Maximum Generator Output
110 %
870 C and 985 C
maximum < 10 seconds
679 C
a. Transient (1 minute max)

b. Stabilized
Falcon 900 A/B
350 A
300 A
FlightSafety
Limitations
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
FlightSafety
Limitations
international
ENGINE ANTI-ICE
1. Must not be used with total air
temperature above
?C
WING ANTI-ICE
temperature above
Falcon 900 A/B
?C
ENGINE ANTI-ICE
temperature above
10 C
WING ANTI-ICE
temperature above
Falcon 900 A/B
10 C
FlightSafety
Limitations
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

Falcon 900 Pilot Training Manual

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Falcon 900 Pilot Training Manual

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FlightSafety

Copyright 2007 by FlightSafety International, Inc.

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