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Introduction
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Falcon 50
October 1997
1-1
Developed for Training Purposes Only
1-2
Developed for Training Purposes Only
Falcon 50
October 1997
Introduction
Introduction
Falcon 50
October 1997
1-3
Developed for Training Purposes Only
1-4
Developed for Training Purposes Only
Falcon 50
October 1997
Operating Procedures
Falcon 50
October 1997
2-1
Developed for Training Purposes Only
2-2
Developed for Training Purposes Only
Falcon 50
October 1997
Preflight
Table of Contents
Falcon 50
October 1997
2A-1
Developed for Training Purposes Only
2A-2
Developed for Training Purposes Only
Falcon 50
October 1997
Preflight Inspection
Batteries . . . . . . . . . . . . . . . . . . . . . CONNECTED
Documents . . . . . . . . . . . . . . . . . . . . . ON BOARD
registration certificate
airworthiness certificate
radio station license
aircraft log (with flight and inspection times)
Airplane Flight Manual
operating/performance manuals
systems pilot manuals.
Keys . . . . . . . . . . . . . . . . . . . CHECKED/STOWED
Smoke Goggles . . . . . . . . . . . . . CHECKED/STOWED
C and D Bus Switches . . . . . . . . . . . . . . . . . . TIED
Battery 1 and 2 Switches . . . . . . . . . . . . . . . . . . ON
Left and Right Main Buses . . . . . . . . CHECK VOLTAGE
(24V OR MORE)
#2P.BK Annunciator . . . . . . . . . . . . . EXTINGUISHED
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . SET
If parking brake is already applied, move the parking
brakehandle full forward, then aft to the intermediate
detent to provide moderate braking. When the handle is
in the full forward position, note that the #2P.BK light is
extinguished. If the light is blinking, activate the standby
hydraulic pump. If parking brake is not applied, move the
handle to the intermediate detent.
Falcon 50
October 1997
2A-3
Developed for Training Purposes Only
2A-4
Developed for Training Purposes Only
Falcon 50
October 1997
Preflight Inspection
Cabin Inspection
Emergency Exit Security Devices . . . . . REMOVE/STOW
First Aid Kit . . . . . . . . . ON BOARD/CONTENTS VALID
Extinguishers . . . . . . . ON BOARD/VALID INSPECTION
Crash Ax (if on aircraft equipment list) . . . . . . STORED
Nose and Main Gear
Free Fall Extension Controls . . . . . . . . . . STOWED
ECU Inlet Door Control . . . . . . . . . . . . . . . . CHECK
Handle . . . . . . . . . . . . . . . . . . . . . . PUSHED IN
The door remains open except for ditching.
Fuel Transfer Shutoff
Valve Controls . . . . . . . . . . . . . . . . CHECK OPEN
Operating Tool . . . . . . . . . . . . . . . . . . . . STORED
Survival Equipment
(overwater flight) . . . . . . . . . . . . . STORED/VALID
INSPECTION DATES
Passenger Seats/Belts . . . . SECURE/GOOD CONDITION
Galley and Lavatory . . . . . . . . . . . CLEAN/SECURED
Passenger Oxygen Masks . . . . . . . . . . . . . SECURE
Falcon 50
October 1997
2A-5
Developed for Training Purposes Only
Exterior Walkaround
Preliminary Check
A
C
Covers/Pins . . . . . . . . . . . . . . . . . . REMOVE/STOW
Ladder . . . . . . . UNFOLD/CONFIGURE AS NECESSARY
A Left Nose
Left Static Port . . . . . . . . . . . . . . . . . . . . . . CLEAR
Stall Vane . . . . . . . . . . FREE/HORIZONTAL POSITION
Emergency Static Port . . . . . . . . . . . . . . . . . . CLEAR
I
H
G
D5_PF_001.ai
Wiper . . . . . . . . . . . . . . . . . . . . . . . . . PARKED
2A-6
Developed for Training Purposes Only
Falcon 50
October 1997
B Right Nose
Right Pitot Tube . . . . . . . . . . . . . . . UNOBSTRUCTED
Emergency Static Port . . . . . . . . . . . . . . . . . . CLEAR
Right Nose Cone Latches . . . . . . . . . . . . . . . SECURE
Stall Vane . . . . . . . . . . FREE/HORIZONTAL POSITION
Right Static Port . . . . . . . . . . . . . . . . . . . . . CLEAR
Lavatory Service Door (if forward) . . . . CLOSED/SECURE
Right Windshield . . . . . . . . . CLEAN/GOOD CONDITION
Wiper . . . . . . . . . . . . . . . . . . . . . . . . . PARKED
Angle-of-Attack Probe (if installed) . . . . . MOVES FREELY
Falcon 50
October 1997
2A-7
Developed for Training Purposes Only
2A-8
Developed for Training Purposes Only
Falcon 50
October 1997
Preflight Inspection
Falcon 50
October 1997
2A-9
Developed for Training Purposes Only
2A-10
Developed for Training Purposes Only
Falcon 50
October 1997
Preflight Inspection
Falcon 50
October 1997
2A-11
Developed for Training Purposes Only
F Aft Compartment
Aft Compartment Door . . . . . . . . . . . . . . . . . . OPEN
Electrical Panel . . . . . . . . . . . . . . . . . . . . INSPECT
Circuit Breakers (Figure 2A-1) . . . . . . . . . . . . . . . IN
See Systems, page 4-18, for a functional description of
these circuit breakers.
Generator Switches . . . . . . . . . . . . . . . . GUARDED
Batteries . . . . . . . . . . . . . . . . . . . . . CONNECTED
Apply clockwise pressure to each connector knob to ensure
connector is seated.
Hydraulic Reservoirs . . . . . GOOD CONDITION/LEAKAGE
Fluid Level (sight gages) . . . . . . . OPERATION RANGE
Standby Pump Selector . . . . . . . . . . . SAFETY-WIRED/
IN FLIGHT POSITION
Engine Fire Extinguisher Gages (3) . . . CHECK PRESSURE
Determine proper pressure according to information on the
bottle decal.
APU Extinguisher Pressure . . . . . . . . . . 360 TO 385 PSI
S-Duct Door (optional) . . . . . . . . . . . . . . . . . . OPEN
No. 2 Engine:
Fan/Spinner . . . . . . . . . . . . . . . . . . UNDAMAGED
Pt2/Tt2 Probe . . . . . . . . . . . . . . . UNOBSTRUCTED
S-Duct Door . . . . . . . . . . . . . . . . . . . CLOSE/LATCH
2A-12
Developed for Training Purposes Only
Falcon 50
October 1997
Preflight Inspection
D5_Pf_002.ai
Circuit Breakers
Falcon 50
October 1997
2A-13
Developed for Training Purposes Only
2A-14
Developed for Training Purposes Only
Falcon 50
October 1997
Preflight Inspection
Falcon 50
October 1997
2A-15
Developed for Training Purposes Only
2A-16
Developed for Training Purposes Only
Falcon 50
October 1997
Preflight Inspection
Falcon 50
October 1997
2A-17
Developed for Training Purposes Only
2A-18
Developed for Training Purposes Only
Falcon 50
October 1997
Preflight Inspection
Interior/Passenger Loading
Baggage . . . . . . . . . . . . . . . . . . . . . . . SECURED
Cabin Door . . . . . . CLOSED/LATCHED/UNOBSTRUCTED
Emergency Exits . . . . . . . . . . . . . . . ACCESS CLEAR
Passenger Briefing . . . . . . . . . . . . . . . . . COMPLETE
According to Part 91.519 requirements, the pilot-in-command
or a crewmember briefs the passengers on smoking, use of
safety belts, location and operation of the passenger entry
door and emergency exits, location and use of survival
equipment, and normal and emergency use of oxygen
equipment. For flights over water, the briefing should include
ditching procedures and use of flotation equipment.
An exception to the oral briefing rule is if the pilot-in-command
determines the passengers are familiar with the briefing
content. A printed card with the above information should be
available to each passenger to supplement the oral briefing.
Passengers Seat Belts . . . . . . . . . . . . . . . FASTENED
Keys . . . . . . . . . . . . . . . . . . . ON BOARD/STOWED
Falcon 50
October 1997
2A-19
Developed for Training Purposes Only
2A-20
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-1
Developed for Training Purposes Only
2B-2
Developed for Training Purposes Only
Falcon 50
December 1998
Checklist Usage
Tasks are executed in one of two ways:
as a sequence that uses the layout of the cockpit controls and
indicators as cues (i.e., flow pattern)
as a sequence of tasks organized by event rather than panel
location (e.g., After Takeoff, Gear RETRACT, Yaw Damper
ENGAGE).
Placing items in a flow pattern or series provides organization and
serves as a memory aid.
A challenge-response review of the checklist follows execution of
the tasks; the PNF calls the item, and the appropriate pilot responds
by verifying its condition (e.g., Engine Anti-Ice [challenge] ON
[response]).
Two elements are inherent in the execution of normal procedures:
use of either the cockpit layout or event cues to prompt the correct
switch and/or control positions
use of normal checklists as done lists.
Falcon 50
October 1997
2B-3
Developed for Training Purposes Only
Normal Procedures
D5_En_001.ai
2B-4
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-5
Developed for Training Purposes Only
2B-6
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-7
Developed for Training Purposes Only
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
2B-8
Developed for Training Purposes Only
Falcon 50
October 1997
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
Falcon 50
October 1997
2B-9
Developed for Training Purposes Only
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Press the APU MASTER button. Observe illumination of the
MASTER button. Press the GEN light switch, which energizes the START button relays. Press the APU START button. Observe an increase in APU N1 RPM. Observe ignition
on the EGT gage when RPM exceeds 10%. Maximum EGT
during start is 975 C. Maximum stabilized EGT is 735C.
Stabilized RPM is 100%. To discontinue start and shutdown
APU, press the STOP/LOP button. If that fails, press the
MASTER button.
On aircraft with SBF50-0051, automatic APU shutdown occurs
for:
overtemperature
overspeed
low oil pressure
fire detection
flight/ground relays inflight
APU accessories overcurrent.
When automatic shutdown occurs, the MASTER button flashes
and must be reset before attempting another start.
APU Generator . . . . . . . . . . . . . . . . . . CHECKED
Check loads less than 300A (1.0). Check Main bus voltage 27V
within three minutes of the start, 28.5V thereafter.
Batteries . . . . . . . . . . . . . . . . . . . CHARGE RATE
2B-10
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-11
Developed for Training Purposes Only
2B-12
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-13
Developed for Training Purposes Only
2B-14
Developed for Training Purposes Only
Falcon 50
October 1997
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
Falcon 50
October 1997
2B-15
Developed for Training Purposes Only
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
2B-16
Developed for Training Purposes Only
Falcon 50
October 1997
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
Falcon 50
October 1997
2B-17
Developed for Training Purposes Only
Starting Engines
Parking Brake . . . . . . . . . FULL FORWARD/FULL AFT
Observe the #2P.BK light extinguishes at forward position.
#2P. BK Light . . . . . . . . . . . . . . . . . . . ON STEADY
Cabin Warning Light . . . . . . . . . . . . . . . . . . . OUT
Fuel Booster Pumps . . . . . . . . . . . . . . . . . . . . ON
Select the No. 1 and 3 BOOSTER pumps on; select the No.
2 BOOSTER pump on. Check the FUEL 1, FUEL 2, and
FUEL 3 annunciators extinguish.
External Lights . . . . . . . . . . . . . . ON AS REQUIRED
Engines . . . . . . . . . . . . . . . . . . . . . . . . . START
Recommended start sequences are 2-3-1 or 3-2-1.
Start Button . . . . . . . . . HELD 2 SECONDS/RELEASED
Observe N2 rotation.
At 12 to 15% N2 and with N1 indicating rotation:
Power Lever . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Observe the IGN light illuminates when power lever is
advanced.
Observe ignition on the ITT within 10 seconds after power
lever moved to IDLE. Observe oil pressure indications within
10 seconds of ignition indication. Observe idle stabilized
within 50 seconds of ignition. Maximum allowable ITT during
start is 907C. Use the same procedure for each engine in
turn. Between engine starts, check the load on the generator
of the first engine started, and delay subsequent starts until
it is less than 300A. Discontinue a start whenever any of the
following occur.
There is no N1 rotation or N1 remains close to zero when N2
reaches 20%.
2B-18
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-19
Developed for Training Purposes Only
After Start
Engine Instruments . . . . . . . . . . . . . . . . CHECKED
Hydraulic Pressures/Quantities . . . . . . . . . CHECKED
Check quantities are in green range and pressures are
2,800 to 3,200 PSI.
Hydraulic Warning Lights . . . . . . . . . . . . . CHECKED
Check all lights extinguished except #2P.BK.
Power Selector Switch . . . . . . . . . . . . . . . NORMAL
APU/GPU . . . . . . . . . . . . SHUT DOWN/DISCONNECT
If APU no longer needed, shut down the APU.
APU STOP/LOP (STOP) Switchlight . . . . . . . PRESSED
BLEED Switchlight . . . . . . . . . . . . . PRESSED/OUT
GEN Switchlight . . . . . . . . . . . . . . . PRESSED/OUT
Verify that APU EGT is decreasing and APU N1 is
decreasing to 0%. The LOP (OIL) light should illuminate
between 40 and 30% N1 RPM.
If the GPU is in use, a disconnect signal should be given
to the ground crew. The crew should ensure that they
have received a GPU disconnected signal from the
ground crew before taxiing.
Failure Warning Panel . . . . . . . . . . . . . . . . NORMAL
L. PITOT, R. PITOT, MACH TR, BUS TIED, and YAW DAMP
(Sperry, if installed) are the only annunciators illuminated.
Main Bus Tie
(LH-RH Bus) Selector . . . . . . . . . . . . FLT NORMAL
Observe that BUS TIED light extinguishes.
Bus Voltage . . . . . . . . . . . . . . . . . . . . . CHECKED
Check bus voltage 27V for first three minutes after last start
sequence ended, then 28.5V.
2B-20
Developed for Training Purposes Only
Falcon 50
October 1997
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
Falcon 50
October 1997
2B-21
Developed for Training Purposes Only
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
2B-22
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-23
Developed for Training Purposes Only
Standby Pump . . . . . . . . . . . . . . . . . . . . . . . . ON
Cockpit Voice Recorder . . . . . . . . . . . . . . . TESTED
Flight Recorder (if installed) . . . . . . . . . . . CHECKED
Flight Recorder (if installed) Date and Time . . . . . . SET
Radios/Navs . . . . . . . . . . . . . . . . . . ON/CHECKED
*STALL 1 (and AUTO SLATS Light
if SBF50-0166 is installed) . . . . . . . . . . . . TESTED
Press the STALL 1 test button; the three IGN lights illuminate.
Observe sounding of the stall warning horn; the horn cannot
be silenced. Observe the red slats-in-transit light illuminate;
the red light extinguishes and the green slats extended light
illuminates. Visually check the outboard slats extended. With
SB F50-166 installed, hold the button depressed for five
seconds; the AUTO SLATS light illuminates. Release the
button and observe the green slats extended light extinguish;
the red in-transit light illuminates then extinguishes when the
outboard slats are retracted. The three IGN lights extinguish
in ten seconds.
Mach Trim . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Turn the switch ON. Observe that it holds in position and the
MACH TR annunciator extinguishes. The Mach trim system
does a self-test before engaging.
Autopilot/FD Function . . . . . . . . . . . . . . . CHECKED
Autopilot Disengage . . . . . . . . . . . . . . . . CHECKED
Yaw Damper . . . . . . . . . . . . . . . . . . . ON/OFF/(ON)
Turn the yaw damper ON, then OFF as required:
ON for a Sperry autopilot
OFF for a Collins APS 80 autopilot
ON or OFF for Collins APS 85 autopilot with linear yaw
damper system.
INS/IRS . . . . . . . . . . . . . . . . . . . . . . . . . . . NAV
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
2B-24
Developed for Training Purposes Only
Falcon 50
October 1997
Taxi
Taxi Light . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Parking Brake . . . . . . . . . . . . . . . . FULL FORWARD
Steering . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Depress the steering wheel and turn in each direction; observe
appropriate aircraft turns.
Brakes (#2 and #1) . . . . . . . . . . . . . . . . . CHECKED
Move brake selector switch to #2 position and push each
brake individually; observe the #2P.BK light illuminate and
the aircraft slowing. Move brake selector switch to #1/ON.
Push the brakes sufficiently to verify the #1 brakes are again
functioning.
*Slats/Flaps . . . . . . . . . . . . . . . . . . . CYCLED/SET
Sequentially (i.e., one position at a time) set the SLAT/
FLAP handle to S + FLAPS 48, then back to S + FLAPS
20. Observe slat and flap extension and retraction on the
indicators. Check for proper indication at each stop of the
SLAT/FLAP handle. From the S + FLAPS 20 position,
return the flap handle directly to CLEAN; check that the
SLATS green light extinguishes. The red in-transit light
illuminates until the flaps are at zero, then extinguishes.
Set the SLAT/FLAP handle to S + FLAPS 20 for takeoff
(slats only if desired). Check that the SLATS green light
illuminates and the flaps indicator position is correct.
*Thrust Reverser . . . . . . . . . . . . . . . . . . CHECKED
Move the thrust reverser lever to reverse idle; observe
illumination first of the amber TRANSIT light, then the green
DEPLOYED light when the TRANSIT light extinguishes.
Move the reverser stow switch to STOW; observe the REV
UNLOCK annunciator illuminate. The DEPLOYED light
extinguishes and the TRANSIT and REV UNLOCK lights
illuminate, then extinguish after a few seconds. Stow the
thrust reverser lever, then move the reverser stow switch
to the guarded position.
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
Falcon 50
October 1997
2B-25
Developed for Training Purposes Only
Before Takeoff
Trims (3) . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Slats/Flaps . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Flight Controls . . . . . . . . . . . . . . . . . . . CHECKED
Move all three flight controls through full travel. Ensure that
they return to neutral, with no binding.
Cockpit Window . . . . . . . . . . . . . . CLOSED/LOCKED
Check that the green band on the release button is visible.
Crew Briefing . . . . . . . . . . . . . . . . . . . COMPLETE
In accordance with current SOP, brief first assigned heading,
altitude, fix and emergency intentions.
Flight Instruments . . . . . . . . . . . . SET FOR TAKEOFF
Check that avionics, radios, and flight instruments are properly
set for departure.
APU BLEED, GEN, MASTER . . . . . . . . . . . . . . . OFF
APU MASTER switch to off after APU N1 is less than 1%
and after BLEED and GEN switches are off.
Brake Selector . . . . . . . . . . . . . . . . . . . . . . #1/ON
F.A.T.S. . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Check flaps, airbrakes, trims, speeds (i.e., F.A.T.S.) for
takeoff.
2B-26
Developed for Training Purposes Only
Falcon 50
October 1997
Lineup
Start Selectors (3) . . . . . . . . . . . . . . . . . AIR START
IGN lights illuminate.
Pitot Heat Switches (2) . . . . . . . . . . . . . . . . . . . ON
The L PITOT and R PITOT annunciators extinguish.
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . OFF (ON)
Set as required according to weather conditions.
Exterior Lights . . . . . . . . . . . . . . ON AS REQUIRED
Warning Lights/Flags . . . . . . . . . . . . . . . . . CLEAR
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Transponder . . . . . . . . . . . . . . . . . . . . . . . . . ON
Falcon 50
October 1997
2B-27
Developed for Training Purposes Only
Climb
Start Selectors (3) . . . . . . . . . . . . . . . . GRD START
IGN lights extinguish.
Anti-Ice (Eng/Airframe) . . . . . . . . . . . . . . . OFF(ON)
Set as required by meteorological conditions.
Taxi Light . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
No Smoking . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . UP
Slats/Flaps . . . . . . . . . . . . . . . . . . . . . . . CLEAN
Standby Pump . . . . . . . . . . . . . . . . . . . . . . AUTO
Pressurization/Temperature Controllers . . . . CHECKED
Check cabin altitude and differential PSI on the triple indicator
for proper operation. Adjust temperature controls as required
for passenger/crew comfort.
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . ON
Above 10,000 Ft
Seat Belts/No Smoking . . . . . . . . . . . . . . . OFF(ON)
Set as required for flight conditions.
Transition Altitude
Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . 29.92
Oxygen Quantity . . . . . . . . . . . . . . . . . . CHECKED
Exterior Lights . . . . . . . . . . . . . . ON AS REQUIRED
Turn landing lights and ice inspection lights off if not required.
2B-28
Developed for Training Purposes Only
Falcon 50
October 1997
Cruise
The following checklist should be accomplished on a formal
basis after level-off, at one hour intervals during cruise, and prior
to beginning descent.
Entrance Door Curtain . . . . . . . . . . . . . . . . CLOSED
Systems Checks . . . . . . . . . . . . . . . . COMPLETED
Circuit Breakers . . . . . . . . . . . . . . . . . . . ALL SET
Electrical Systems . . . . . . . . . . . . . . . . . . CHECK
Check Main bus voltage and generator and battery
loads. Check AC 1 and AC 2 volts.
Fuel System . . . . . . . . . . . . . . . . . . . . . . CHECK
Check quantities; regulation levels; maintain balance;
crosscheck fuel used counters.
Engines . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check all engine parameters.
Hydraulic System . . . . . . . . . . . . . . . . . . . CHECK
Check pressures and quantities.
Environmental System . . . . . . . . . . . . . . . . CHECK
Check cabin altitude, differential pressure, vertical
speed, and temperature.
Oxygen System . . . . . . . . . . . . . . . . . . . . CHECK
Check pressure and crew mask oxygen flow availability.
Falcon 50
October 1997
2B-29
Developed for Training Purposes Only
Descent
Pressure/Temperature Controllers . . . . . . . . . . . SET
Set landing field elevation on the pressure controller. For
alternate setting procedures, see Maneuvers chapter.
Cockpit Curtain/Door . . . . . . . . . . . . . . . . . . OPEN
Entrance Door Curtain . . . . . . . . . . . . . . . . . OPEN
Anti-Ice Systems . . . . . . . . . . . . . . . . . . . ON (OFF)
Select anti-icing ON before entering icing conditions.
Altimeters (Transition Level) . . . . . . . . . . . . SET QNH
Exterior Lights . . . . . . . . . . . . . . ON AS REQUIRED
Turn landing lights, anti-collision lights, and ice inspection
lights on before passing FL 180 transition level.
Seat Belt/No Smoking . . . . . . . . . . . . . . . . . . . ON
Select on prior to passing 10,000 ft.
Approach
2B-30
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-31
Developed for Training Purposes Only
2B-32
Developed for Training Purposes Only
Falcon 50
October 1997
Before Landing
Landing Gear . . . . . . . . . . . . . . . . . . . . . . DOWN
Hydraulic Pressures/Quantities . . . . . . . . . CHECKED
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . . . TESTED
Depress the brake pedals. The green L and R lights remain
extinguished. Press and release the ANTI-SKID test button.
The green L and R lights illuminate until the test button is
released. After approximately one-half second, the green L
and R lights illuminate again for two seconds, then extinguish.
Release the brake pedals; observe the L and R lights remain
extinguished.
Start Selectors . . . . . . . . . . . . . . . . . . . AIRSTART
IGN lights illuminate.
*STALL 1 and STALL 2 . . . . . . . . . . . . . . . . TESTED
Press the STALL 1 and STALL 2 test buttons. No indication
hould occur. An active test indicates a failure in the flight/
ground detection system. Test is not required if SB F50-0166
is installed.
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . OFF/ON
Set OFF for aircraft with Collins APS 80 autopilot
Set ON for aircraft with Sperry autopilot
Set OFF or ON for Collins APS 85 autopilot with linear
yaw damper system.
Exterior Lights . . . . . . . . . . . . . . ON AS REQUIRED
Airbrakes . . . . . . . . . . . . . . . . . . . . . RETRACTED
Slats/Flaps . . . . . . . . . . . . . . . . SET FOR LANDING
Autopilot . . . . . . . . . . . . . . . . . . . . DISENGAGED
*Items marked with an asterisk (*) are accomplished only on the first flight of the
day.
Falcon 50
October 1997
2B-33
Developed for Training Purposes Only
After Landing
Main Bus Tie LH-RH Bus Selector . . . . . . . . . . . TIED
Observe BUS TIED light illuminated.
Start Selectors . . . . . . . . . . . . . . . . . . GRD START
Observe IGN lights extinguish.
Pitot Heat Switches . . . . . . . . . . . . . . . . . . . . OFF
Windshield/Side Heat . . . . . . . . . . . . . . . . . . . OFF
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . OFF/(ON)
In icing conditions, leave the engine anti-ice on.
Airframe Anti-Ice . . . . . . . . . . . . . . . . . . . . . . OFF
Anti Collision Lights . . . . . . . . . . . . . . . . . FUS/RED
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . OFF
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Transponder . . . . . . . . . . . . . . . . . . . . . STANDBY
Thrust Reverser . . . . . . . . . . . . . . . . . . . STOWED
Slats/Flaps . . . . . . . . . . . . . . . . . . . . . . . CLEAN
Airbrakes . . . . . . . . . . . . . . . . . . . . . . POSITION 0
Floor Switches . . . . . . . . . . . . . . . . . . . . . . . OFF
APU . . . . . . . . . . . . . . . . . . . . . . . . . . ON (OFF)
2B-34
Developed for Training Purposes Only
Falcon 50
October 1997
Shutdown
Trims . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
Radios/INS/IRS . . . . . . . . . . . . . . . . . . . . . . . OFF
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Parking Brake . . . . . . . . . . . . . . . . . . . . FULL AFT
EFIS Masters (if installed) . . . . . . . . . . . . . . . . OFF
Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Engine Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . OFF
Standby Horizon . . . . . . . . . . . . . . . . . . . . CAGED
Emergency Bat 2 Power (if installed) . . . . . . . . . . OFF
Standby Pump . . . . . . . . . . . . . . . . . . . . . . . OFF
Power Levers . . . . . . . . . . . . . . . . . . . . . CUTOFF
Transfer (XFR) Pumps (3) . . . . . . . . . . . . . . . . . OFF
Booster Pumps (3) . . . . . . . . . . . . . . . . . . . . . OFF
Exterior/Interior Lights . . . . . . . . . . . . . . . . . . OFF
Emergency Lights . . . . . . . . . . . . . . . . . . . . . OFF
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Main Bus Tie (LH-RH Bus) Selector . . . . . . . FLT NORM
C and D Bus Switches . . . . . . . . . . . . . . . . . . . OFF
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Chocks . . . . . . . . . . . . . . . . . . . . . . . INSTALLED
Parking Brake (after chocks installed) . . . . . . . . . OFF
Entrance, Stair, and Aisle Light Switches . . . . . . . OFF
Turn off the entrance light switch when leaving the aircraft.
Oxygen Valve . . . . . . CLOSED (IF A LONG STOPOVER)
Falcon 50
October 1997
2B-35
Developed for Training Purposes Only
2B-36
Developed for Training Purposes Only
Falcon 50
October 1997
Parking
Aircraft . . . . . . . . . . . . . . . . . . PARKED INTO WIND
Park the aircraft in a laterally level condition. If the parking
area is pitched, level the lateral axis.
Battery Switches . . . . . . . . . . . . . . . . . . . . . . OFF
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . SET
Push the button on the PARK BRAKE handle to unlock, then
pull out to set to intermediate detent.
Cautio
Do not set brakes permanently while they are heated.
Main Landing Gear Wheels . . . . . . . . . . . . CHOCKED
Park Brake . . . . . . . . . . . . . . OFF (FULL FORWARD)
note:
There is no locking system for either the control
surfaces or linkages. When the aircraft is parked
and engines shut down, stored hydraulic pressure
in the actuator barrels holds the control surfaces
in neutral position.
Falcon 50
October 1997
2B-37
Developed for Training Purposes Only
Postflight
Protective Covers . . . . . . . . . . . . . . . . . INSTALLED
Entry, Aft and Baggage
Compartment Doors . . CLOSED/LOCK AS REQUIRED
Engine Oil Level . . . . . . . . . . . . . . . . . . CHECKED
Check oil level within one hour of shutdown.
Engine Oil Filter and
Fuel Filter Bypass Pins . . . CHECKED NOT EXTENDED
General Postflight Inspection . . . . . . . . . PERFORMED
Mooring
2B-38
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-39
Developed for Training Purposes Only
STE
ER
60
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11.2
M(
ING
36.
74
TO CONT
FT.
WIN RO
)
GR LR
AD ELE
IUS AS
p
ED
13.
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D5_En_002.ai
2B-1
2B-40
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2B-41
Developed for Training Purposes Only
2B-42
Developed for Training Purposes Only
Falcon 50
October 1997
Engine Starts
Taxi
Takeoff
Falcon 50
December 1998
2B-43
Developed for Training Purposes Only
2B-44
Developed for Training Purposes Only
Falcon 50
December 1998
Falcon 50
December 1998
2B-45
Developed for Training Purposes Only
2B-46
Developed for Training Purposes Only
Falcon 50
December 1998
Starting
note:
Depending on the ambient temperature, APU and
engine can be slower than normal. Oil pressure
peaks may be observed during starts.
note:
It is recommended that idle power not be exceeded
until oil temperature is greater than 30C.
Falcon 50
December 1998
2B-47
Developed for Training Purposes Only
After Start
Taxi
2B-48
Developed for Training Purposes Only
Falcon 50
December 1998
Takeoff
After Takeoff
Falcon 50
December 1998
2B-49
Developed for Training Purposes Only
Landing
Crosswind Considerations
2B-50
Developed for Training Purposes Only
Falcon 50
December 1998
After Landing
Falcon 50
December 1998
2B-51
Developed for Training Purposes Only
2B-52
Developed for Training Purposes Only
Falcon 50
December 1998
Falcon 50
December 1998
2B-53
Developed for Training Purposes Only
Deicing
2B-54
Developed for Training Purposes Only
Falcon 50
December 1998
Falcon 50
December 1998
2B-55
Developed for Training Purposes Only
2B-56
Developed for Training Purposes Only
Falcon 50
December 1998
Falcon 50
December 1998
2B-57
Developed for Training Purposes Only
2B-58
Developed for Training Purposes Only
Falcon 50
December 1998
Falcon 50
October 1997
2C-1
Developed for Training Purposes Only
2C-2
Developed for Training Purposes Only
Falcon 50
October 1997
General Information
Definitions
Flow Patterns
Falcon 50
October 1997
2C-3
Developed for Training Purposes Only
Checklists
Omission of Checklists
2C-4
Developed for Training Purposes Only
Falcon 50
October 1997
Challenge/No Response
If the PNF observes and challenges a flight deviation or critical
situation, the PF should respond immediately. If the PF does
not respond by oral communication or action, the PNF must
issue a second challenge that is loud and clear. If the PF does
not respond after the second challenge, the PNF must ensure
the safety of the aircraft. The PNF must announce that he is
assuming control and then take the necessary actions to return
the aircraft to a safe operating envelope.
Abnormal/Emergency Procedures
Falcon 50
October 1997
2C-5
Developed for Training Purposes Only
Rejected Takeoffs
2C-6
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2C-7
Developed for Training Purposes Only
Altitude Assignment
The PNF sets the assigned altitude in the altitude alerter and
points to the alerter while orally repeating the altitude. The PNF
continues to point to the altitude alerter until the PF confirms the
altitude assignment and alerter setting.
Pre-Departure Briefings
2C-8
Developed for Training Purposes Only
Falcon 50
October 1997
Falcon 50
October 1997
2C-9
Developed for Training Purposes Only
2C-10
Developed for Training Purposes Only
Falcon 50
October 1997
PN
call:
Before Takeoff
checklist.
action:
Complete Before
Takeoff checklist.
call:
Before Takeoff
checklist complete.
Takeoff Briefing
Brief the following:
action:
initial heading/
course
initial altitude
airspeed limit
(if applicable)
clearance limit
emergency return
plan
SOP deviations
Consider the following:
impaired runway
conditions
weather
obstacle clearance
SIDS
Cleared for Takeoff
call:
Lineup checklist.
Complete Lineup
action:
checklist.
call:
Lineup checklist
complete.
Falcon 50
October 1997
2C-11
Developed for Training Purposes Only
Takeoff Roll
P
PN
call:
Max power.
call:
CALL Your yoke.
At V1
V1.
call:
action:
Move hand from
power levers to yoke.
call:
My yoke.
(if left hand is still on
nose steering wheel)
call:
Your yoke.
At VR
call:
Rotate.
action:
Rotate to takeoff pitch
attitude (approximately
14 or higher as required
by performance).
2C-12
Developed for Training Purposes Only
Falcon 50
October 1997
Climb
P
PN
Falcon 50
October 1997
2C-13
Developed for Training Purposes Only
Climb (cont)
P
PN
call:
Clean wing
selected. When slat
red light goes out,.
call:
Clean wing indicated.
At 1.5VS (Minimum)
call:
Climb power.
Climb power set.
call:
At 1,500 Ft (Minimum) Above Airport Surface and Workload
Permitting
call:
Climb checklist.
Complete climb
action:
checklist.
call:
Climb checklist
complete.
At Transition Altitude
29.92 set.
call:
Transition Altitude
checklist.
call:
29.92 set.
action:
Complete Transition
Altitude checklist.
call:
Transition Altitude
checklist complete.
2C-14
Developed for Training Purposes Only
Falcon 50
October 1997
Climb (cont.)
P
PN
call:
_____ (altitude) for
_____ (altitude).
(e.g., 9,000 for 10,000.)
Falcon 50
October 1997
call:
_____ (altitude) for
_____ (altitude).
(e.g., 9,000 for 10,000.)
2C-15
Developed for Training Purposes Only
Cruise
P
PN
call:
Cruise Checklist.
Complete Cruise
action:
checklist.
call:
Cruise checklist
complete.
Altitude Deviation in Excess of 100 Ft
call:
Altitude.
Correcting.
call:
Course Deviation in Excess of One Half Dot
call:
Course.
call:
Correcting.
2C-16
Developed for Training Purposes Only
Falcon 50
October 1997
Descent
P
call:
Descent checklist.
PN
action:
Complete Descent
checklist.
call:
Descent checklist
complete.
call:
Altimeter set .
At 10,000 Ft
call:
10,000 ft.
call:
Check.
Speed 250 kts.
Falcon 50
October 1997
2C-17
Developed for Training Purposes Only
Descent (continued)
P
PN
Review
Review the following:
approach to be executed
field elevation
appropriate minimum sector altitude(s)
inbound leg to FAF, procedure turn direction and altitude
final approach course heading and intercept altitude
timing required
DA/MDA
MAP (non-precision)
VDP
special procedures (DME step-down, arc, etc.)
type of approach lights in use (and radio
keying procedures, if required)
missed approach procedures
runway information conditions
heading
--
altitude
--
intentions
abnormal implications.
2C-18
Developed for Training Purposes Only
Falcon 50
October 1997
Precision Approach
P
PN
action:
Complete Approach
checklist up to slat
and flap selection.
Slats only.
call:
Slats selected.
call:
When slat green
light illuminates,
Slats indicated.
Flaps 20.
call:
call:
Flaps selected 20.
When flaps indicate 20
Flaps indicate 20.
call:
Approach checklist
complete.
call:
Localizer/course
alive.
call:
Glideslope alive.
call:
Localizer captured.
Falcon 50
October 1997
call:
Localizer captured.
2C-19
Developed for Training Purposes Only
PN
call:
Glideslope captured.
call:
Flaps FULL (or 48).
call:
Flaps selected FULL (or
48).
When flaps indicate
48, Flaps indicate
FULL (or 48).
2C-20
Developed for Training Purposes Only
Falcon 50
October 1997
PN
At FAF
call:
Outer marker.
or Final fix.
action:
Start timing.
Visually crosscheck
that both a
ltimeters
agree with crossing
altitude.
Set missed approach altitude in
altitude alerter.
Check PF and PNF
instruments.
Call FAF inbound.
call:
Outer marker. or
Final fix.
Altitude checks.
At 1,000 Ft Above DA(H)
call:
Check.
Falcon 50
October 1997
1,000 ft to
call:
minimums.
2C-21
Developed for Training Purposes Only
PN
2C-22
Developed for Training Purposes Only
Falcon 50
October 1997
PN
call:
Going visual. Land.
or Missed approach.
call:
Runway (or visual
reference) _____
oclock.
action:
As PF goes visual,
PNF transitions to
instruments.
At DA(H)
call:
Minimums. Runway
(or visual reference)
_____ oclock.
action:
Announce intentions.
call:
Going visual. Land.
or Missed approach.
Falcon 50
October 1997
action:
As PF goes visual,
PNF transitions to
instruments.
2C-23
Developed for Training Purposes Only
PN
At DA(H)
Missed approach.
call:
action:
Apply power firmly
and positively. Activate
go-around mode and
initially rotate the nose
to the flight director
go-around attitude.
call:
Flaps 20.
Minimums. Missed
call:
approach.
Assist PF in setting
action:
power for go-around.
call:
Flaps selected 20.
When flaps indicate 20,
Flaps indicate 20.
2C-24
Developed for Training Purposes Only
Falcon 50
October 1997
PN
call:
Correcting.
call:
One half dot (right,
left) and (increasing,
holding, decreasing).
call:
Correcting.
call:
Speed (plus or minus)
_____ and (increasing,
holding, decreasing).
At or Below VREF
VREF. or
call:
VREF minus _____
(knots below VREF).
call:
Correcting.
Rate of Descent Exceeds 1,000 FPM
call:
Correcting.
Falcon 50
October 1997
2C-25
Developed for Training Purposes Only
Non-Precision Approach
P
PN
call:
Slats only.
call:
Flaps 20.
Complete Approach
action:
checklist except for
slats and flaps.
Slats selected.
call:
When slat green
light illuminates,
Slats indicated.
call:
Flaps selected 20.
When flaps indicate 20,
Flaps indicate 20.
call:
Approach checklist
complete.
Localizer/course
call:
alive.
call:
Localizer/course
alive.
2C-26
Developed for Training Purposes Only
call:
Localizer/course
captured.
Falcon 50
October 1997
PN
Prior to FAF
call:
Gear down.
Landing checklist.
2 miles/1 minute
call:
from FAF.
Gear selected down.
call:
When gear indicates
down, Gear
indicates down.
Complete Landing
action:
checklist except for
full flaps and autopilot/
yaw damper.
Falcon 50
October 1997
2C-27
Developed for Training Purposes Only
PN
At FAF
call:
Outer marker.
or Final fix.
call:
Outer marker or
Final fix.
action:
Start timing.
Visually crosscheck
that both altimeters
agree.
Set MDA (or nearest
100 ft above) in altitude
alerter.
Check PF and PNF
instruments.
Call FAF inbound.
call:
Altimeters check.
call:
Check.
2C-28
Developed for Training Purposes Only
call:
1,000 ft to minimums.
Falcon 50
October 1997
PN
Check.
call:
Falcon 50
October 1997
Minimums. (time) to
call:
go. or Minimums.
(distance) to go.
2C-29
Developed for Training Purposes Only
PN
call:
Going visual. Land.
or Missed approach.
2C-30
Developed for Training Purposes Only
call:
Runway (or
visual reference)
_____ oclock.
Falcon 50
October 1997
PN
At MAP
call:
Missed approach.
action:
Apply power firmly
and positively. Activate
go-around mode and
initially rotate the nose
to the flight director
go-around attitude.
call:
Missed approach point.
Missed approach.
Assist PF in setting
action:
power for go-around.
call:
Flaps 20.
call:
Flaps selected 20.
When flaps indicate 20,
Flaps indicate 20.
At Positive Rate of Climb
Positive rate.
call:
call:
Gear up.
call:
Gear selected up.
When gear indicates up,
Gear indicates up.
action:
Announce heading
and altitude for
missed approach.
Falcon 50
October 1997
2C-31
Developed for Training Purposes Only
PN
call:
Wing selected clean.
When slat red light
goes out, Wing
indicates clean.
2C-32
Developed for Training Purposes Only
Falcon 50
October 1997
PN
and (increasing,
holding, decreasing).
call:
Correcting.
5 At or Beyond Midpoint for NDB Approach
call:
(degrees off
call:
Correcting.
VAP 10 kts
call:
Speed (plus or
call:
Correcting.
minus) and
(increasing,
holding, decreasing).
At or Below VREF
call:
VREF. or
call:
Correcting.
call:
Correcting.
Falcon 50
October 1997
hundred and
(increasing, holding,
decreasing).
2C-33
Developed for Training Purposes Only
PN
action:
Complete approach
checklist.
call:
Slats selected.
When slat green
light illuminates,
Slats indicated.
call:
Flaps 20.
Flaps selected 20.
call:
When flaps indicate 20,
Flaps indicate 20.
call:
Approach checklist
complete.
Downwind
call:
Gear down. Landing
checklist.
call:
Gear selected down.
When gear indicates
down, Gear
indicates down.
Complete Landing
action:
checklist except
for full flaps.
2C-34
Developed for Training Purposes Only
Falcon 50
October 1997
PN
call:
Check.
call:
1,000 AGL.
call:
Check.
call:
500 AGL.
call:
Check.
Falcon 50
October 1997
call:
200 AGL.
2C-35
Developed for Training Purposes Only
Landing
P
PN
action:
Push autopilot
disconnect switch.
call:
Flaps selected FULL (or
48).
When flaps indicate
48, Flaps indicate
FULL (or 48).
action:
Continue with:
speed check
vertical speed check
Autopilot/yaw
call:
damper off.
callouts
gear down verification
flap verification.
call:
Final gear and flaps
recheck.
Before Landing checklist
complete.
2C-36
Developed for Training Purposes Only
Falcon 50
October 1997
Landing (cont.)
P
PN
Falcon 50
October 1997
2C-37
Developed for Training Purposes Only
2C-38
Developed for Training Purposes Only
Falcon 50
October 1997
Maneuvers
Table of Contents
Falcon 50
October 2005
2D-1
Developed for Training Purposes Only
2D-2
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Normal Takeoff
TAKEOFF
FLIGHT DIRECTOR - SET
BRAKES - HOLD
POWER - SET T/O THRUST
BRAKES - RELEASE
3
AT 80 KT
AIRSPEED INDICATORS - CROSSCHECK
AT V1
CALL "V1"
RIGHT HAND - MOVE TO CONTROL WHEEL
ROLLING TAKEOFF*
POWER - FULL THRUST
*SEE NOTE
4
WHEN APPROPRIATE
NOSE STEERING WHEEL - RELEASE
LEFT HAND - MOVE TO CONTROL WHEEL
NOTE: THE AFM DOES NOT PRESENT ROLLING
TAKEOFF DATA, HOWEVER, THE TAKEOFF
WILL MEET RUNWAY REQUIREMENTS IF
FULL TAKEOFF THRUST IS ACHIEVED AT A
POINT WHERE THE REMAINING RUNWAY
IS GREATER THAN THE BALANCED FIELD
LENGTH REQUIRED.
AT VR
CALL "VR"
ROTATE TO COMPUTED
PITCH ATTITUDE
Falcon 50
October 2005
D5_2D_001.ai
2D-3
Developed for Training Purposes Only
2D-4
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Rejected Takeoff
T AKEOFF
FLIGHT DIRECTOR - SET
BRAKES - HOLD
POWER LEVERS - FULL FORWARD
BRAKES - RELEASE
TIMING - START
ROLLING TAKEOFF*
POWER - FULL THRUST
*SEE NOTE
NOTE:
PRIOR TO V1
DECISION TO REJECT
CALL "ABORT" - ABORT AS BRIEFED
BRAKES - MAXIMUM PRESSURE
POWER LEVERS - IDLE
AIRBRAKES - POSITION 2
THRUST REVERSER - DEPLOY
LEFT HAND - MOVE TO STEERING
AT 80 KT
1AIRSPEED INDICATORS CROSSCHECK
NOSE STEERING WHEEL RELEASE WHEN APPROPRIATE
LEFT HAND - MOVE TO
CONTROL WHEEL
Falcon 50
October 2005
BE PREPARED TO
ACCOMPLISH EMERGENCY SHUTDOWN AND
EVACUATION CHECKLIST IF REQUIRED
CLEAR THE RUNWAY, IF POSSIBLE
D5_2D_002.ai
2D-5
Developed for Training Purposes Only
2D-6
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Engine Failure at V1
TAKEOFF
FLIGHT DIRECTOR - SET
BRAKES - HOLD
POWER - SET T/O THRUST
BRAKES - RELEASE
3
AT 80 KT
AIRSPEED INDICATORS - CROSSCHECK
AT V1
RIGHT HAND - MOVE TO CONTROL WHEEL
ENGINE FAILURE RECOGNIZED
MAINTAIN DIRECTIONAL CONTROL
ROLLING TAKEOFF*
POWER - FULL THRUST
*SEE NOTE
4
WHEN APPROPRIATE
NOSE STEERING WHEEL - RELEASE
LEFT HAND - MOVE TO CONTROL WHEEL
NOTE: THE AFM DOES NOT PRESENT ROLLING
TAKEOFF DATA, HOWEVER, THE TAKEOFF
WILL MEET RUNWAY REQUIREMENTS IF
FULL TAKEOFF THRUST IS ACHIEVED AT A
POINT WHERE THE REMAINING RUNWAY
IS GREATER THAN THE BALANCED FIELD
LENGTH REQUIRED.
AT VR
ROTATE TO 14 (MIN)
(OR COMPUTED PITCH ATTITUDE)
Falcon 50
October 2005
2D-7
Developed for Training Purposes Only
2D-8
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Steep Turns
CLEAN CONFIGURATION
POWER - 74%
AIRSPEED - 250 KIAS
ATTITUDE - 2
3
THIS MANEUVER MAY BE USED FOR 180 OR 360
TURN, AND MAY BE FOLLOWED BY A
REVERSAL TO THE OPPOSITE DIRECTION.
TOLERANCES:
SPEED 10 KIAS
ALTITUDE 100 FT
BANK 5
HEADING 10
Falcon 50
October 2005
D5_2D_004.ai
ALTITUDE - MAINTAIN
TRIM - AS DESIRED
PITCH - INCREASE TO 3.5
POWER - SET TO MAINTAIN
ALTITUDE AND AIRSPEED
2D-9
Developed for Training Purposes Only
2D-10
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Approach to Stalls
CON
STA
NT
E
UD
TIT
AL
T
N
TA
NS
CO
ALT
ITU
DE
Falcon 50
October 2005
D5_2D_005.ai
2D-11
Developed for Training Purposes Only
2D-12
Developed for Training Purposes Only
Falcon 50
October 2005
Falcon 50
October 2005
D5_2D_006.ai
2D-13
Developed for Training Purposes Only
2D-14
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Precision Approach and Landing
RADAR VECTORS
WITHIN RANGE
POWER - 60% N1
AIRSPEED - 1.5 VS (MIN)
CONFIGURATION - CLEAN
APPROACH CHECKLIST - BEGIN
AIRSPEED BUG - SET TO VREF
RADAR VECTORS
2A TERMINAL AREA
CONFIGURATION - SLATS
POWER - 65%
AIRSPEED - 200 KTS
3A
3
PROCEDURE TURN INBOUND
CONFIGURATION - S + FLAPS 20
AIRSPEED 140 KTS
CHECKLIST - APPROACH
CHECKLIST COMPLETE
IAF OUTBOUND
TIMING - START
AIRSPEED - 200 KTS (MAXIMUM)
ON FINAL
AIRSPEED VREF + WIND FACTOR
BEFORE LANDING CHECKLIST - COMPLETE
GEAR - DOWN
BEFORE LANDING CHECKLIST - BEGIN
AT GLIDESLOPE INTERCEPT
CONFIGURATION - S + FLAPS 48
SLOWING TO VREF + WIND FACTOR
Falcon 50
October 2005
THRESHOLD
AIRSPEED VREF + WIND FACTOR
POWER REDUCE TO IDLE
TOUCHDOWN
AIRBRAKE EXTEND
BRAKES AS REQUIRED
REVERSE THRUST AS REQUIRED
D5_2D_007.ai
1A
2D-15
Developed for Training Purposes Only
2D-16
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Non Precision Approach and Landing
1A
RADAR VECTORS
WITHIN RANGE
AIRSPEED - 1.5 VS (MIN)
CONFIGURATION - CLEAN
APPROACH CHECKLIST - BEGIN
AIRSPEED BUG - SET TO VREF
RADAR VECTORS
2A TERMINAL AREA
CONFIGURATION - SLATS
AIRSPEED - 160 KTS
3A
RADAR VECTORS
CONFIGURATION S + FLAPS 20
APPROACH CHECKLIST - COMPLETE
AIRSPEED - 140 KIAS
2
PROCEDURE TURN INBOUND
33
CONFIGURATION - S + FLAPS 20
AIRSPEED 140 KTS
CHECKLIST - APPROACH
CHECKLIST COMPLETE
IAF OUTBOUND
TIMING - START
AIRSPEED - 200 KTS (MAXIMUM)
BEGIN APPROACH CHECKLIST
AT MDA
ALTITUDE - MAINTAIN
POWER - INCREASE
AIRSPEED - 140 KIAS
PROCEED TO VDP OR MAP
5 AT FAF
PRIOR TO FAF
GEAR - DOWN
BEFORE LANDING CHECKLIST - BEGIN
AIRSPEED - 140 KIAS
Falcon 50
October 2005
THRESHOLD
AIRSPEED VREF + WIND FACTOR
POWER REDUCE TO IDLE
TOUCHDOWN
AIRBRAKE EXTEND
BRAKES AS REQUIRED
REVERSE THRUST AS REQUIRED
D5_2D_008.ai
2D-17
Developed for Training Purposes Only
2D-18
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Non-Precision Approach and Landing
(Constant Rate Descent)
AIRSPEED 200 KT OR AS
REQUIRED
CHECKLIST DESCENT
CHECKLIST COMPLETE
IAF OUTBOUND
AIRSPEED - 200 KTS MAX
TIMING START
CHECKLIST APPROACH CHECKLIST
AT FAF
FLAPS LANDING
AIRSPEED APPROPRIATE
FOR CONFIGURATION
CHECKLIST LANDING CHECKLIST COMPLETE
TOUCHDOWN
AIRBRAKES POSITION 2
BRAKES AS REQUIRED
REVERSE THRUST AS REQUIRED
4 OUTSIDE FAF
6 THRESHOLD
Falcon 50
October 2005
D5_2D_009.ai
2D-19
Developed for Training Purposes Only
2D-20
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Visual Approach / BalkedLanding
BASE LEG
RATE OF DESCENT ESTABLISH AT 600 TO 800 FPM
CONFIGURATION - APPROACH SLATS + FLAPS
DESCENT
DESCENT CHECKLIST COMPLETE
AIRSPEED BUGS SET
6A THRESHOLD LANDING
AIRSPEED VREF + WIND FACTOR
POWER IDLE
ON FINAL
AIRSPEED VREF + WIND FACTOR
CONFIGURATION S + FLAPS 48
Falcon 50
October 2005
D5_2D_010.ai
2D-21
Developed for Training Purposes Only
2D-22
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Circling Approach and Landing
1
1
FLY 90 DEGREES TO
RUNWAY START TIMING
CROSSING RUNWAY
CENTERLINE AFTER 15
SECONDS, TURN TO
DOWNWIND
15 SEC
15 SEC
4
30 0 BANK
30
C
SE
45 DEG
ABEAM POINT
15 SEC
RECOMMENDATIONS
CONFIGURATION - S + 20
GEAR DOWN
AIRSPEED 140 KT
F/D ALTITUDE HOLD SELECT
F/D HEADING SELECT
USE OF AUTOPILOT IS OPTIONAL
SLIGHT ADJUSTMENTS TO TIME OR HEADING
MAY BE MADE TO ADJUST FOR WIND
KEY POINT
CAUTION: FAR 91.175 REQUIRES
IMMEDIATE EXECUTION OF
THE MISSED APPROACH PROCEDURE
WHEN AN IDENTIFIABLE PART OF THE
AIRPORT IS NOT DISTINCTLY VISIBLE
TO THE PILOT DURING THE CIRCLING
MANEUVER, UNLESS THE INABILITY
TO SEE RESULTS FROM A NORMAL
BANK OF THE AIRCRAFT DURING THE
APPROACH.
Falcon 50
October 2005
1
TURN TO FLY OVER RUNWAY
AT RUNWAY END, 30 DEGREES
BANKED TURN TO DOWNWIND
AT THRESHOLD:
AIRSPEED VREF + WIND FACTOR
D5_2D_011.ai
NOTE:
BASED ON 30 DEG BANK TURNS USE CATEGORY C OR
D MINIMUMS. A MINIMUM OF 300 FT OBSTACLE
CLEARANCE PROVIDED AT 1.7 NM (CATEGORY C) OR
2.3 NM (CATEGORY D) FROM ANY RUNWAY.
2D-23
Developed for Training Purposes Only
2D-24
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
No-Flap Approach and Landing
2A
3A
1
2
IAF OUTBOUND
TIMING START
CHECKLIST APPROACH CHECKLIST
COMPLETE TO SLATS EXTENDED
GLIDESLOPE INTERCEPT
CHECKLIST LANDING
CHECKLIST COMPLETE
LANDING ASSURED
AIRSPEED VREF + 20
Falcon 50
October 2005
THRESHOLD
POWER POWER LEVERS TO IDLE
TOUCHDOWN
AIRBRAKES POSITION 2
BRAKES AS REQUIRED
REVERSE THRUST AS
REQUIRED
D5_2D_012.ai
1A
2D-25
Developed for Training Purposes Only
2D-26
Developed for Training Purposes Only
Falcon 50
October 2005
Maneuvers
Go-Around / Missed Approach
1 MISSED APPROACH
FLIGHT DIRECTOR - GO-AROUND
PITCH - 14 (MINIMUM)
POWER - MAXIMUM THRUST
AIRSPEED - VREF - 5 (MINIMUM)
AIRBRAKES - 0
CONFIGURATION - IF S + 48 SELECT S + 20
- IF S + 20 SELECT SLATS ONLY
- IF SLATS ONLY, MAINTAIN
Falcon 50
October 2005
POSITIVE RATE
GEAR - UP
AIRSPEED - VREF - 5 (MIN)
D5_2D_013.ai
2D-27
Developed for Training Purposes Only
2D-28
Developed for Training Purposes Only
Falcon 50
October 2005
Limitations
Table of Contents
Falcon 50
October 1997
3-1
Developed for Training Purposes Only
3-2
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
General Limitations
Authorized Operations
Baggage Limit
Maximum Passengers
Falcon 50
October 1997
3-3
Developed for Training Purposes Only
Noise Levels
84.8 *
Approach **
S + FLAPS 20***
S + FLAPS 48
89.8
97.1 **
Sideline
91.5
3-4
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
Operational Limitations
Weight Limits
Falcon 50
October 1997
3-5
Developed for Training Purposes Only
Loading
3-6
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
D5_3_001.ai
Falcon 50
October 1997
3-7
Developed for Training Purposes Only
Speed Limits
Operational Speeds
VA, Maneuvering . . . . . . . . . . . . . . . . . . . . 210 KIAS
Cautio
Full application of rudder and aileron controls, as well as
maneuvers that involve angles-of-attack near the stall, must
be confined to speeds below VA.
VFE, Slats and Flaps Operating or Extended (maximum)
Slats . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
Slats + Flaps 20 . . . . . . . . . . . . . . . . . . 190 KIAS
Slats + Flaps 48 . . . . . . . . . . . . . . . . . . 175 KIAS
Slats + Flaps 20
(German Registration) . . . . . . . . . . . . . . 170 KIAS
Slats + Flaps 48
(German Registration) . . . . . . . . . . . . . . 165 KIAS
AUTO SLAT Light Illuminated . . . . . . . . . . . 270 KIAS
VLE/MLE, Landing Gear Extended . . . . . . 220 KIAS/0.75 M
VLO/MLO, Landing Gear Operating . . . . . . 190 KIAS/0.70 M
VMCA, Minimum Control Air . . . . . . . . . . . . 82.5 KCAS
VMCA (Dutch Registration) . . . . . . . . . . . . . . . 84 KCAS
VMO/MMO, Maximum Operating
Sea Level to 10,000 ft . . . . . . . . . LINEAR INCREASE
FROM 350 TO 370 KIAS
10,000 to 24,000 ft . . . . . . . . . . . . . . . . . 370 KIAS
Above 24,000 ft . . . . . . . . . . . . . . . . . . . . 0.86 M
Falcon 50
October 1997
Limitations
10,000 to 23,380 ft (German registration) . . . . . 370 KIAS
Above 23,380 ft (German registration) . . . . . . . . 0.85 M
Cautio
The maximum operating limit speed (VMO/MMO) must not be
deliberately exceeded in any regime of flight (i.e., climb,
cruise, descent) unless a higher speed is authorized for flight
test or pilot training.
Cracked Windshield
DV Window Open
Hydraulic System
Mach Trim
Tire Speed
Falcon 50
October 1997
3-9
Developed for Training Purposes Only
Contaminated Runway
Engine Synchronizer
3-10
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
Tailwind
Runway Conditions
Falcon 50
October 1997
3-11
Developed for Training Purposes Only
10
13
6.1
8.7
CBR
12.5
16.2
3-12
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
Center of Gravity Limits
D5_3_002.ai
Falcon 50
October 1997
3-13
Developed for Training Purposes Only
Cautio
Take all necessary precautions to maintain the oxygen controller
in the CLOSED position as long as the aircraft is on the ground.
The NORMAL position should be used only during the climb as
soon as the cabin altitude is below 9,500 ft.
3-14
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
D5_3_003.ai
Falcon 50
October 1997
3-15
Developed for Training Purposes Only
Flaps Up . . . . . . . . . . . . . . . . . . . . . . . +2.6 TO -1
Flaps Down . . . . . . . . . . . . . . . . . . . . +2 TO ZERO
These load factors limit the angle of bank permitted in turns
and limit the severity of pull-up and pushover maneuvers.
3-16
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
Systems Limitations
Avionics and Communications
Autopilot APS 80 and APS 85
Minimum Engaged Height Excluding Approach . . . 1,000 FT
Minimum Engaged Height:
Radio Altimeter Operative . . . . . . . . . . . . . . . 50 FT
Radio Altimeter Inoperative . . . . . . . . . . . . . . 100 FT
The autopilot must be off for takeoff and landing.
Collins APS-85 Autopilot (Falcon Jet STC)
Maximum autopilot operation speed is VMO/MMO.
During autopilot operation, a pilot must be seated at the
controls with seat belt fastened.
The autopilot must not be used during takeoff or landing.
The autopilot preflight must be conducted and found
satisfactory prior to each flight on which the autopilot is to
be used.
Do not use autopilot if normal stabilizer trim is inoperative.
This system has been evaluated and approved for Category II
landings meeting the performance standards of Appendix 1 or
AC 120-29 if the green CAT II light is illuminated. Compliance
with these performance standards does not constitute approval
to conduct Category II operations.
Collins VNI-80D
The VNI-80D must not be used as a primary means for
vertical navigation.
The VNI-80D must not be used for approach.
Falcon 50
October 1997
3-17
Developed for Training Purposes Only
3-18
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
Falcon 50
October 1997
3-19
Developed for Training Purposes Only
To 39,000 Ft . . . . . . . . . . . . . . . . . . . . . . . . . 300A
Above 39,000 Ft . . . . . . . . . . . . . . . . . . . . . . 250A
Transient . . . . . . . . . . . . . 350A (1 MINUTE MAXIMUM)
Output . . . . . . . . . . . . . . . . . . . . . . . . . . . 750VA
Output (aircraft with M1703) . . . . . . . . . . . . . . 350VA
Flight Controls
Airbrakes
Flaps
Cautio
At altitudes above 20,000 ft, do not establish or maintain a
configuration with the flaps or the slats extended.
3-20
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
Fuel
Approved Anti-Icing Additives
Approved Fuels
Fuel Capacities
Falcon 50
October 1997
3-21
Developed for Training Purposes Only
Specific Gravity
Unusable Fuel
The amount of fuel left in the tanks when the fuel quantity
indicators reach zero is not safely usable in all flight
conditions.
3-22
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
D5_3_004.ai
Falcon 50
October 1997
3-23
Developed for Training Purposes Only
Hydraulics
Hydraulic Fluids
Hydraulic Systems
Standby Pump
+10C.
Wing Anti-Ice
+10C.
3-24
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
Nose Wheels
Oxygen System
Falcon 50
October 1997
3-25
Developed for Training Purposes Only
APU
3-26
Developed for Training Purposes Only
Limitations
Engine Operating Limits
N1%*
RPM
N2%**
RPM
ITT
(C)
Time Limit
9071
9272
10 seconds
9773
5 seconds
101.5
100
9071
5 minutes
917
10 seconds
Maximum Continuous
101.5
100
8851
Transient (Maximum)
103
103
1 minute
105
105
5 seconds
Maximum Cruise
(TFE731-3D-1C Engine Only)
885
10 seconds
maximum
25 seconds
maximum
50 seconds
maximum
Condition
Takeoff - Normal
Takeoff - Transient
(Maximum)
Falcon 50
October 1997
3-27
Developed for Training Purposes Only
Engine Synchronizer
Oil Pressure
3-28
Developed for Training Purposes Only
Falcon 50
October 1997
Limitations
Oil Temperature
Powerplant Manufacturer/Model
Garrett, TFE731-3-1C
Thrust Setting
Falcon 50
October 1997
3-29
Developed for Training Purposes Only
Thrust Reverser
3-30
Developed for Training Purposes Only
Falcon 50
October 1997
Systems
Table of Contents
Avionics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-1
Electrical Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4B-1
Environmental Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . 4C-1
Fire Proctection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4D-1
Flight Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4E-1
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4F-1
Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4G-1
Ice and Rain Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . 4H-1
Landing Gear, Brakes, Steering . . . . . . . . . . . . . . . . . . . . . 4I-1
Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4J-1
Powerplant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4K-1
Thrust Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4L-1
Falcon 50
October 1997
4-1
Developed for Training Purposes Only
4-2
Developed for Training Purposes Only
Falcon 50
October 1997
Avionics
Pitotic/Static System
EXT TEMP
PROBE
COPILOT'S PITOT
PROBE
TOTAL TEMP
PROBE
MACH/
AIRSPEED
INDICATOR
STANDBY
ALTIMETER
CURRENT
SENSE
A
LH PITOT
HEAT
NORM EMERG
A
L PITOT
R PITOT
CP
B
U
S
CP
COPILOT'S
ALTIMETER
VERTICAL SPEED
INDICATOR
AIR DATA
COMPUTER
2
STATIC
SELECTOR
SLATS IAS
SWITCH
MACH/AIRSPEED
INDICATOR
AIR DATA
COMPUTER
1
TRIPLE INDICATOR
(ALT, P, AND
CABIN VERTICAL
SPEED)
PILOT'S
ALTIMETER
A BUS
VMO/MMO
WARNING
MISC
TOTAL TEMP
Falcon 50
October 1997
CURRENT
SENSE
OTHER
NORMAL PANEL
ONLY
COPILOT
PITOT/STATIC
SELECTOR
RH PITOT
HEAT
B
U
S
LDG 160 KT
SWITCH
ROLL
ARTHUR-Q UNIT
PT2
ELEVATOR
ENGINE 1 ARTHUR-Q UNIT
D5_4A_001.ai
PILOT'S PITOT
PROBE
4A-1
Developed for Training Purposes Only
NO. 1
EFD-85 (EADI)
OR
EFD-86 (EADI)
(PFD)
NO. 2
EFD-85 (EADI)
OR
EFD-86 (EADI)
(PFD)
MFD-85A
NO. 1
EFD-85 (EHSI)
OR
EFD-86 (EHSI)
(ND)
NO. 2
EFD-85 (EHSI)
OR
EFD-86 (EHSI)
(ND)
WEATHER
RADAR
SYSTEM
WXP-85
NO. 1
DPU-85G
OR
DPU-86G
NO. 2
DPU-85G
OR
DPU-86G
MPU-85G
OR
MPU-86G
AIRCRAFT
SYSTEM
NO. 1
NO. 1
DCP-85E
NO. 2
DCP-85E
CHP-85D
AIRCRAFT
SYSTEM
NO. 2
TRANSFER OF EHSI
IMAGE ON MFD
UP
NORM
ON
CDRV
ATT
HDG
CTL
DISPLAY
MIX
ADC
TEST
EFIS TEST
X-FER
ADC COMMUTATION
4A-2
Developed for Training Purposes Only
COMMUTATION
ON IRS 3
DCP COMMUTATION
D5_4A_002.ai
Falcon 50
October 1997
Avionics
Pitot/Static System
Falcon 50
October 1997
4A-3
Developed for Training Purposes Only
4A-4
Developed for Training Purposes Only
Falcon 50
October 1997
Avionics
Collins EFIS 86
Later model aircraft have an electronic flight instrumentation
system that consists of:
pilots electronic attitude director indicator (EADI) and
horizontal situation indicator (EHSI)
copilots EADI and EHSI
pilots and copilots display control panels
multifunction display (MFD)
two display processing units and one multifunction
processing unit.
The MFD functions as a navigation data display and radar indicator. Several types of reversionary switching systems allow
composite display of EADI or EHSI data on a crewmembers
single display (e.g., EADI on EHSI or EHSI on EADI). Switching
also allows the multifunction processing unit to drive either the
pilots or copilots electronic flight instruments.
The Dassault International separate pilot and copilot installed
reversionary panels control the reversionary modes for each
side of the instrument panel separately. Controls for composite
(mix) modes, MPU drive to replace the DPU, DCP selection,
and attitude information source are on those panels.
The most common installation is the Dassault Falcon Jet reversionary panel with four, three-vertical-position lever locking
switches. The middle position on all the switches is the default
(or normal) condition. The outside left or right switches placed
up will display the composite mode on the respective left or right
EADI. The same switches selected down will display the composite mode on the respective left or right EHSI. The second
switch from the left edge of the reversionary panel controls the
display control panels (DCPs). When selected to the up position, the pilots DCP controls both EADIs and EHSIs.
Falcon 50
May 1998
4A-5
Developed for Training Purposes Only
4A-6
Developed for Training Purposes Only
Falcon 50
May 1998
Electrical Systems
DC Electrical System
FLITE FONE
A
D
F
2
D
M
E
2
V
O
R
2
V
H
F
2
ATC 2
E N G I N E M O N I TO R I N G A N D C O P I L O T ' S
INSTRUMENT PANEL LIGHTING
CONTROL CIRCUITS OF BELLY ANTI-COLLISION
LIGHT AND RH LANDING LIGHT
BELTS - NO SMK'G-PASSENGER INSTRUCTIONS
TOILET COMPARTMENT LIGHT
COPILOT'S MAPLIGHT
LIGHTING OF RH SIDE OF CONTROL PEDESTAL
LH GROUND/FLIGHT SWITCHES
ELECTRICALLY-DRIVEN PUMP CONTROL CIRCUIT
HEATING CONTROL CIRCUIT FOR PILOT'S WINDSHIELD
LH PITOT HEAT-HEATING CIRCUIT FOR LH PITOT PROBE
HEATING CIRCUIT FOR LH STATIC PORT
HEATING CIRCUIT FOR LH STALL VANE
PILOT'S WINDSHIELD WIPER
NO.1 ENGINE ANTI-ICING SYSTEM
CONTROL CIRCUIT FOR FLIGHT COMPARTMENT
AIR-CONDITIONING
PRESSURIZATION, AUTO DUMP
NO. 2 ENGINE ANTI-ICING SYSTEM
NO. 1 AND NO. 2 ENGINE HP BLEED
NO. 2 ENGINE PRV VALVE
DEFOGGING OF SLIDING WINDOW
AIRBRAKE CONTROL SYSTEM
ARTHUR Q-UNIT MONITORING
NORMAL HORIZONTAL STABILIZER CONTROL SYSTEM
CONTROL CIRCUIT FOR LH AUTO SLATS
INDICATION SYSTEM FOR SLATS
AIR DATA COMPUTER
EXT TEMP - ANTI-ICING OF OUTSIDE
TEMPERATURE PROBE
FLIGHT RECORD - FLIGHT RECORDER
AP-RUD-YAW DAMPER
AP-ELEV-ELEVATOR POWER SERVO UNIT
AP-AIL-AILERONS POWER SERVO UNIT
AP-CMPTR-AUTOPILOT COMPUTER
HRZN-ST-BY PWR-STANDBY HORIZON
INSTR 1 - INSTRUMENT CONNECTED TO
THE AIR DATA COMPUTER
ANNUC LH - FLIGHT DIRECTOR ANNUNCIATOR
COMPAR - COMPARATOR
FD1 - PILOT'S FLIGHT DIRECTOR
TO STBY INVERTER
TO COPILOT INVERTER
E BATT
2
(OPTIONAL)
0
20
B
U
S
200
A_
300
350
R
M B
A U
I S
N
M
A
I
N
R W/S
HEAT
B
U
S
PRIMARY A BUS
AUXILIARY C BUS
PILOT'S WINDSHIELD
ELECTRIC DRIVEN HYDRAULIC PUMP
TIE OF LH AND RH MAIN BUSES
CONTROL OF LH STARTERGENERATORS LH DC VOLTMETER
L
M B
A U
I S
N
A-B
GEN 3
A-B
BAT 1
M
A
I
N
B
U
S
GEN 2
RCR
V_
30
B
U
S
A-B
HOT BAT
100
100
A_
A-B
GCU
START
GPU
BATT
1
Falcon 50
October 1997
AC SN 95 AND
SUBSEQUENT
GEN 2
GEN 1
GEN 1
GEN 2
BAT 1
FRENCH
AMERICAN
VOLTMETER
HORIZ
STBY BATT
SERIES
START
RELAY
1 SHUNT SYMBOLS
200
300
350
GPU
START
GCU
RCR
L
AMMETER
A-B
A-B
GEN 1
GEN
S
T
A
R
T
L W/S
HEAT
GEN 3
+
BATT
2
BATT BUS
A-B
MAKE AND
BREAK RELAY
GCU
PARALLEL
START
SERIES
PROTECTION
25
BAT
BAT 2
BUS TIED
SWITCH
STBY
PUMP
20
APU
GEN
START
BUS TIED
B
U
S
115V AC
APU
START
MAKE AND
BREAK RELAY
C BUS
SWITCH
B
U
S
26V AC
BATTERY
GCU
RCR
D BUS SWITCH
GEN 3
GPU
RCR
B
U
S
B
U
S
BAT 2
B
A B
T U
T S
R
AMMETER
VOLT
METER
B
U
S
A
U
X
B
U
S
100
30
V_
PRIMARY B BUS
AUXILIARY D BUS
INS INVERTER
COPILOT'S WINDSHIELD
STANDBY INVERTER
TIE OF LH AND RH MAIN BUSES
CONTROL OF RH STARTERGENERATOR RH DC VOLTMETER
25
BAT
100
GEN
B
U
S
A
U
X
TO PILOT INVERTER
D5_4B_001.ai
4B-1
Developed for Training Purposes Only
4B-2
Developed for Training Purposes Only
Falcon 50
October 1997
Electrical Systems
AC Electrical System
TO RIGHT
MAIN BUS
INS
FROM
C BUS
TO B
BUS
VOLT
METER
AC
BUS 1
INS 115V BUS
INS
CONTROL
26V Y BUS
AC
BUS 2
INS
INVERTER
2
6
V
FLT-GROUND
RELAYS
(FLT MODE)
1
1
5
V
A
C
INV 1
AC 1
A
C
PILOT
INVERTER
FROM
A BUS
B
U
S
W
B
U
S
400 CPS
FREQUENCY
MONITOR
STBY
INVERTER
FROM R
MAIN BUS
FROM
B BUS
STBY
INV 2
A.C. 2
2
6
V
FROM
B BUS
A.C. 1
AC 2
COPILOT
INVERTER
B
U
S
1
1
5
V
A
C
X
B
U
S
PHASE PARALLELING
CIRCUIT (SIMPLIFIED)
A
B
26V Z BUS
NO. 2 HYDRAULIC PRESSURE AC S/N 001-202
NO. 2 VERTICAL GYRO SYNCHROS
COPILOT'S HEADING REFERENCE SYSTEM
COCKPIT'S RMI SYNCHROS
NO. 2 FLIGHT DIRECTOR SYNCHROS
FREQUENCY MONITORING OF COPILOT'S AC POWER SYSTEM
115V X BUS
A
C
STBY
115V W BUS
VERTICAL GYRO 1
PILOT'S HEADING REFERENCE SYSTEM
FLIGHT RECORDER
TURN AND BANK INDICATOR
LH ELECTRICAL PACK BLOWER
AUTOMATIC PILOT AMPLIFIER
AUTOMATIC PILOT COMPUTER
YAW DAMPER
WINDSHIELD DEFOGGING BLOWER AC S/N 001-079
PILOT'S FLIGHT DIRECTOR
ADC 1 (SPERRY)
NOTE: STANDARD LRFC COMPLETED AIRCRAFT 163 AND SUBSEQUENT DO NOT HAVE AC-POWERED VERTICAL GYROS OR
HEADING REFERENCE SYSTEMS. THE ASSOCIATED 26V AC AND
115V AC CIRCUITS FOR FLIGHT INSTRUMENTS (EXCEPT THE
RMI's) ARE NOT REQUIRED. THE INSTRUMENTS ARE
DC-POWERED.
DASSAULT MODIFICATION M1703 ELIMINATES THE STANDBY
INVERTER. ONLY THE PILOT AND COPILOT INVERTERS DIRECTLY
SUPPLY THEIR RESPECTIVE 115V AND 26V BUSES. THE AC 1 AND
AC 2 LIGHTS INDICATE THE FAILURE OF THE RESPECTIVE
INVERTERS.
CIRCUIT BREAKERS ON AC BUSES HAVE GREY COLLARS.
TO A/C BUS
Falcon 50
October 1997
D5_4B_002.ai
FROM R
MAIN BUS
4B-3
Developed for Training Purposes Only
4B-4
Developed for Training Purposes Only
Falcon 50
October 1997
Electrical Systems
DC System
Batteries
Falcon 50
October 1997
4B-5
Developed for Training Purposes Only
Generators
4B-6
Developed for Training Purposes Only
Falcon 50
October 1997
Electrical Systems
The GCUs also:
regulate generator output to 28.5V DC
equalize generator voltages
provide overvoltage protection
limit generator load to 370A
reduce battery charging after engine start
prevent generator operation under certain conditions (e.g.,
external power connected).
If the GCU detects an overvoltage or the field circuit short
protection detects an overcurrent in the field circuit, the generator
switch is tripped off, the field circuit is broken, and the GCU
opens the associated RCR. If excessive current flows from the
Main bus to the generator, a reverse current loop in the RCR
opens the RCR by breaking its holding circuit. The associated
generator is not connected to the Main bus and the GEN light
illuminates when the RCR opens.
APU Generator
Falcon 50
October 1997
4B-7
Developed for Training Purposes Only
External Power
Power Distribution
4B-8
Developed for Training Purposes Only
Falcon 50
October 1997
Electrical Systems
The Left Main bus receives power from the:
No. 1 battery
No. 1 generator
No. 2 generator
ground power unit.
The Right Main bus receives power from the:
No. 2 battery
No. 3 generator
APU generator.
Normally, the Left and Right Main buses receive power from
separate sources. If a Main bus loses power (i.e., generator
loss), placing the Bus Tie switch in the closed (horizontal)
position energizes the bus tie relay to tie the Left and Right
Main buses. With the bus tie switch in the tied position, the BUS
TIED annunciator illuminates.
The Left Main bus supplies the A and C buses and the Right
Main bus supplies the B and D buses. Both the C and D buses
are load shedding buses. If necessary to reduce the aircrafts
electrical load, placing the BUS C and BUS D knobs in the load
shed position opens relays to disconnect these buses from the
respective Main bus.
Circuit breakers and fuses connect the buses to the various
pieces of aircraft equipment requiring DC power. CBs on the
overhead panel are color coded to identify their power source.
White CBs protect those circuits supplied by the A or B bus;
red CBs protect items powered by both the A and B buses,
and green CBs protect C or D bus items. Gray CBs protect AC
powered items.
Falcon 50
October 1997
4B-9
Developed for Training Purposes Only
Function
BAT 1/BAT 2
IGNITION 1
IGNITION 2
IGNITION 3
APU
FIRE
EMGY LIGHT
BAT BUS PW 1
BAT BUS PW 2
LH BUS COUPLING
RH BUS COUPLING
SERIES START
4B-10
Developed for Training Purposes Only
Falcon 50
October 1997
Electrical Systems
AC System
Most aircraft have two primary 750VA static inverters that supply
115V and 26V AC for various aircraft equipment. A third standby
inverter provides 115V and 26V AC if a primary inverter fails.
On the ground the standby inverter can also supply power for
optional inertial navigation system (INS) equipment.
On aircraft with a simplified AC system, two 350VA static
inverters are the sole source of 115V and 26V AC power. If
an inverter fails, the associated 115V and 26V AC buses lose
power.
Optional static inverters supply 115V AC for INS equipment.
The 26V AC outputs are unused.
Placing the AC 1 and AC 2 switches in the on position supplies 28V DC from the A and B buses to the pilots and copilots
inverter oscillating circuits. The inverters convert the 28V DC
power input from the A and B buses into 115V and 26V AC, 400
Hz, singlephase power. The pilots inverter supplies the 115V
W bus and the 26V Y bus. The copilots inverter supplies the
115V X bus and the 26V Z bus. Selecting AC BUS1 or AC BUS2
allows monitoring of AC bus 1 or AC bus 2 voltage on the AC
voltmeter.
B bus power controls the activation of the standby inverters oscillator control circuit and the connection of the standby inverter
output to the pilots or copilots AC buses. The Right Main bus
powers the standby inverter.
If an inverters output voltage varies from 26V or frequency varies from 400 Hz, the inverters monitor circuit illuminates the associated AC1/AC2 annunciator. On aircraft with SB F50-0214,
the circuit monitors 26V AC to a closer tolerance.
On aircraft without the simplified AC system, the standby
inverter can be manually selected through the ST-BY switch
if an inverter fails (AC1/AC2 annunciator illuminated). Moving
the ST-BY switch toward the failed inverters switch connects
the standby inverters 115V and 26V AC outputs to the failed
inverters buses. Whenever the Right Main bus is powered, the
standby inverter is powered.
Falcon 50
October 1997
4B-11
Developed for Training Purposes Only
Lighting
Lighting System
Control
Power Source
Dome
Door/Overhead Switches
Battery Bus
Map
Lights Rheostat
A bus (pilots)
D bus (copilots)
Glareshield
SHIELD
CB Panel
A bus
Overhead Panel
OVERHEAD
A & B buses
Integral Instrument
Pilots INSTRUMENTS
Pilots SIDE/CENTER
Copilots INSTRUMENTS
Copilots SIDE/CENTER
A bus
A bus
D bus
D bus
DIM/BRIGHT
A & B buses
Cockpit
Passenger Compartment
Window/Panel
CABIN
Various
Reading/Spot
Individual Controls
C bus
Lavatory
Door Switch
D bus
Warning Signs
FASTEN BELTS
No Smoking
D bus
Emergency
EMERGENCY ARMED/
ON/OFF
A & B buses
(charging)
Battery packs
(illumination)
Navigation
NAV
A bus
Anti-collision
ANTICOL
A bus
D bus
Landing
LANDING
A bus (left)
D bus (right)
Taxi
TAXI
C bus
Wing Inspection
WING
A bus (left)
D bus (right)
Exterior Lighting
4B-12
Developed for Training Purposes Only
Falcon 50
October 1997
Electrical Systems
Electrical System
Power Source
Two batteries
26V DC, 23 amp/hour
Three engine-driven generators
28.5V DC, 350A maximum
APU-driven generator
28.5V DC, 300A maximum
Three inverters 750 VA maximum total
115V AC, 400 Hz, 750 VA maximum
26V AC, 400 Hz, 150 VA maximum
Two inverters (aircraft with modification
M1703) 350 VA maximum total
115V AC, 400 Hz, 350 VA maximum
26V AC, 400 Hz, 150 VA maximum
INS inverter
115V AC, 400 Hz, 750 VA maximum
Distribution
DC Power
Battery bus
Start bus
Left Main bus
Primary A bus
Auxiliary C bus
Right Main bus
Primary B bus
Auxiliary D bus
Distribution
AC Power
Falcon 50
October 1997
4B-13
Developed for Training Purposes Only
DC System
Power selector switch
GEN 1/GEN 2/GEN 3 switches
BAT 1/BAT 2 switches
Bus tie switch
Auxiliary C and D (Load-shedding) switches
AC System
AC1 inverter switch
AC2 inverter switch
Standby inverter switch (except on aircraft
with modification M1703)
Monitor
DC voltmeter/ammeters
Annunciators
GEN 1, GEN 2, GEN 3
BAT 1, BAT 2
HOT BAT
BUS TIED
Battery temperature indicator
AC voltmeter
AC1/AC2 annunciators
Protection
Circuit breakers
Current limiters
Reverse current relays
Generator control units
4B-14
Developed for Training Purposes Only
Falcon 50
October 1997
Electrical Systems
Lighting System
Power Source
28V DC
Primary A and B buses
Auxiliary C and D buses
115V AC, 400 Hz
X bus
Control
Monitor
Protection
Circuit breakers
Falcon 50
October 1997
4B-15
Developed for Training Purposes Only
4B-16
Developed for Training Purposes Only
Falcon 50
October 1997
Environmental Systems
D5_4C_001.ai
Falcon 50
October 1997
4C-1
Developed for Training Purposes Only
4C-2
Developed for Training Purposes Only
Falcon 50
October 1997
Environmental Systems
Air Conditioning System
B BUS
D BUS
1
BAG
PRESS
COND'G
CABIN
CAB TEMP
CONTROL
CREW
40
CKPT TEMP
CONTROL
AUTO
PASSENGER
20
AUTO
0
COLD HOT
OFF
HP
BLEED
1-2
LP
LP
CABIN
TEMP
A BUS
AUTO
C BUS
ON
PROBE
AMPLIFIER
BAGGAGE COMPARTMENT
INTERCONNECTION VALVE
OFF
BLEED AIR
CREW
CABIN
AUTO
MAN.
BAGGAGE
COMPARTMENT
CABIN
A-B
COND'G
OVHT
AUTO
OFF
PRV
HP2
HP3
HP1
ISOLATION
AUTO
MANUAL
HP BLEED 3
TO CREW
TEMP CONTROL
COND'G
CREW
S-DUCT
ANTI-ICE
RECIRCULATED
AIR
TO
CREW
TEMP
VALVE
INDIC
GASPER
BAG
TIME
DELAY
CIRCUIT
TIME
DELAY
CIRCUIT
LP BLEED
NO. 2
BAGGAGE
SUPPLY VALVE
CREW
ECU
PRV
CABIN
ECU
DUCT
PROBE
GASPER
TO CREW
PROBE
AMPLIFIER
APU
PRV AIR
RECIRCULATED
AIR
FLOW
RESTRICTORS
BLEED AIR
OVERHEAT
SENSORS
LP BLEED NO. 3
LP BLEED NO. 1
CONDITIONED AIR
MECHANICAL CONNECTION
Falcon 50
October 1997
OFF
MASTER
ON
START
GEN
BLEED
AIR
STOP
LOP
AIRFRAME
ANTI-ICE
D5_4C_002.ai
CABIN AIR
1 "BAG PRESS" ON
4C-3
Developed for Training Purposes Only
4C-4
Developed for Training Purposes Only
Falcon 50
October 1997
Environmental Systems
Pressurization System
COPILOT
STATIC SYSTEM
10
TRIPLE INDICATOR
MB
AR
8
6
4
AR
P0
7
60
8.8
I)
PS
-1
T
AL
UP
RATE
1000 0
DN
10
20
30
40
AIRCRAFT ALTITUDE (* 1,000 FT)
CABIN
40
PNEUMATIC
OUTFLOW VALVE
(EMERGENCY)
5
7
1
2
3
4
CABIN
PRESS
INPUT
MB
COPILOT
PITOT
STATIC
SELECTOR
9
20
10
50
MANUAL
PRESSURIZATION
CONTROLLER
E
JET
PUMP
10
0
HT
T
AL
B A RO
25
8
7
30
ABC
40 SEMO 35
FILTER
CABIN
AIR
30 in. Hg
50
45
A BUS
29
FL IG
10,000 FT
CABIN ALTITUDE
CABIN
.
0M
R AT
A-B
4
5
AUTOMATIC
PRESSURIZATION
CONTROLLER
AUTO
M
A
N
DUMP
AUTO
MAN
DUMP
ELECTROPNEUMATIC
OUTFLOW VALVE
PRESSURIZATION
SELECTOR SWITCH
STATIC AIR
VACUUM PRESSURE
Falcon 50
October 1997
CABIN
PRESS
A BUS
D5_4C_003.ai
4C-5
Developed for Training Purposes Only
4C-6
Developed for Training Purposes Only
Falcon 50
October 1997
Environmental Systems
Falcon 50
October 1997
4C-7
Developed for Training Purposes Only
Air Conditioning
4C-8
Developed for Training Purposes Only
Falcon 50
October 1997
Environmental Systems
Placing the AUTO/MAN switch in the MAN position allows the
crew to manually control the temperature control valves through
the COLD/HOT switches. Holding the switch toward COLD increases airflow through the ECU to decrease air temperature;
holding the switch toward HOT decreases airflow through the
ECU to increase air temperature.
Air entering the ECU first passes through the air-cooled heat
exchanger where it is initially cooled. The air continues through
a second section of heat exchanger which uses previously
cooled air conditioned air to cool that section. At this stage of
the cooling process, water vapor in the airflow condenses; the
recovered water is then used to assist cooling in the heat exchanger. Air entering the turbine gives up its remaining heat
while its pressure rapidly decreases as it expends energy to
spin the turbine. The turbine also drives a fan that forces outside air through the heat exchanger. The rapid cooling effect
created by the turbine can cause the air temperature to drop
below freezing. To prevent this temperature drop from occurring, a temperature-controlled antiice valve injects hot bleed air
into the air stream to maintain it at approximately 37F (3C).
Baggage Compartment
The airflow bypassing the crew ECU also supplies the baggage
compartment ventilation system. With the BAG switch in ON,
28V DC from the A bus powers the supply and isolation valves
open. Hot bleed air flowing through the supply valve warms the
baggage compartment. The isolation (interconnection) valve
serves to balance pressure between the baggage compartment
and the passenger cabin. Placing the switch in OFF closes both
valves to isolate the baggage compartment from the cabin and
the air conditioning system.
Falcon 50
October 1997
4C-9
Developed for Training Purposes Only
Nose Cone
On the ground only, a fan powered by 28V DC from the C bus
circulates cooling air through the nose cone compartment. In
flight with the NOSE handle in the open position, a valve opens
to admit cockpit air into the nose cone for air conditioning.
Pressurization
4C-10
Developed for Training Purposes Only
Falcon 50
October 1997
Environmental Systems
Automatic Operation
With the pressurization selector switch in AUTO, 28V DC from
the A bus supplies the pressurization system controller. After
setting the desired cabin altitude (ALT), cabin rate-of-change
(RATE), and reference pressure (BARO) adjustments, the
pressurization system regulates cabin altitude and rate-ofchange.
On the ground, the system holds the outflow valves open and
the cabin does not pressurize.
Advancing the throttles above 54 FCU on the ground signals
the controller to begin cabin pressurization. The controller
closes the electro-pneumatic outflow valve. The pneumatic
valve follows the electro-pneumatic valve. Cabin altitude does
not exceed ambient pressure and ambient air should not be
entering the cabin.
When the aircraft leaves the ground, the controller pressurizes
the cabin based on the RATE setting and cabin altitude. When
the aircraft reaches cruising altitude, the controller governs the
outflow valves, which open to stabilize cabin air loss at a rate
necessary to maintain the desired cabin altitude.
Manual Operation
If the normal pressurization system fails, placing the pressurization selector switch in MAN cuts power to the pressurization
controller. Adjusting the manual PRESSURIZATION knob
between DN and UP directly controls outflow valve opening and
closing with vacuum pressure supplied by the pressurization jet
pump.
Falcon 50
October 1997
4C-11
Developed for Training Purposes Only
With the knob in DN, the manual pressurization controller provides a cabin descent rate of approximately 1,000 FPM down
by cutting vacuum pressure to the outflow valves. The outflow
valves closes and cabin pressure increases. Placing the knob in
UP supplies vacuum pressure to the outflow valves. The valves
open and cabin altitude climbs at approximately 1,500 FPM.
Adjusting the knob within the white sector between DN and UP
regulates vacuum pressure to provide a relatively stable cabin
altitude.
Dump
Placing the pressurization controller switch in DUMP supplies
28V DC from the A bus to drive the electro-pneumatic outflow
valve to the full open position with the pneumatic outflow valve
following it. An altitude limiting aneroid on both outflow valves
limits cabin altitude by closing the outflow valves at 12,500
1,500 ft (14,500 1,500 ft on aircraft with SB F50-154).
4C-12
Developed for Training Purposes Only
Falcon 50
October 1997
Environmental Systems
Distribution
Common manifold
RH (crew/baggage) conditioning
LH (cabin) conditioning
Wing and S-duct anti-icing
Control
Switches
ISOLATION valve
APU BLEED AIR
Engine power regulation
Monitor
Annunciators
APU BLEED
BLEED OVHT
APU BLEED AIR switchlight
Distribution
Control
Monitor
Annunciators
TK.P1
TK.P2
Fuel transfer
Falcon 50
October 1997
4C-13
Developed for Training Purposes Only
Distribution
Common manifold
Conditioning systems
Wing and S-duct anti-icing
Pressure regulating valve
Engine anti-icing internal
Control
Switches
HP1, HP2, HP3
PRV
ISOLATION
ENG 2 and AIRFRAME anti-ice
Engine power regulation
Monitor
Protection
Circuit breakers
Distribution
Control
Monitor
Triple indicator
RATE
DIFF PRESSURE
Cabin ALTITUDE
4C-14
Developed for Training Purposes Only
Falcon 50
October 1997
Environmental Systems
Pressurization System
Power Source
Distribution
Control
Switches
CABIN BLEED AIR
CREW BLEED AIR
BAG BLEED AIR
PRV
AUTO-MAN-DUMP pressurization selector
ALT/RATE/BARO automatic pressurization
control knobs
UP/DN manual pressurization control knob
NOSE cone control handle
Monitor
Triple indicator
RATE
DIFF PRESSURE
Cabin ALTITUDE
Cabin annunciator
Audible warning
Falcon 50
October 1997
4C-15
Developed for Training Purposes Only
Circuit breakers
Overpressure relief
Negative pressure relief
Cabin altitude limiter
4C-16
Developed for Training Purposes Only
Falcon 50
October 1997
Environmental Systems
Distribution
Cabin
Crew
Baggage compartment
Nose cone compartment
Control
Switches
HP1, HP2, HP3
PRV
ISOLATION
CABIN BLEED AIR
CREW BLEED AIR
BAG BLEED AIR
CREW AND PASSENGER AUTO/MANUAL
CREW AND PASSENGER COLD/HOT
Auto temperature selectors
CREW
PASSENGER
NOSE cone control handle
Crew/cabin gaspers
Rapid pre-conditioning (flood duct) door
Electric floor heat switches and rheostat
Falcon 50
October 1997
4C-17
Developed for Training Purposes Only
Protection
Circuit breakers
4C-18
Developed for Training Purposes Only
Falcon 50
October 1997
Fire Proctection
FUEL SHUTOFF
VALVE
ENGINE 3
DETECTOR
WHEELS
DETECT 3
L R
B BUS
ENG 3
AUDIO
WARN A A
PULL
PULL
PULL
FIRE
BAG COMP
1
0
FIRE
AFT COMP
1
0
1
0
TEST
FIRE
FIRE
APU
1
0
1
0
DETECT 2
B
U
REAR CMPT S
BAG CPMPT
1
0
A BUS
B BUS
A
L/G WHEEL
WELL DETECTORS
FIRE
AFT COMPARTMENT
BAGGAGE
COMPARTMENT
B
U
S
AURAL
WARNING
AFT
COMPARTMENT
FIRE DETECTOR
FIRE
APU
DETECTOR
ENGINE 2
DETECTOR
APU
ENG 2
SMOKE
DETECTOR
B
AUDIO U
WARN B S
APU EXTINGUISHER
ENGINE
EXTINGUISHERS
ENG 1
DETECT
1
ENGINE 1
DETECTOR
Falcon 50
October 1997
A BUS
DISCHARGE
INDICATORS
SYSTRON-DONNER
FIRE DETECTION LOOP
NOTE: PLACING THE AFT COMP
EXTINGUISHER SWITCH TO POSITION 1
DISCHARGES BOTH THE BAGGAGE
AND AFT COMPARTMENT BOTTLES
INTO THE AFT COMPARTMENT.
D5_4D_001.ai
DISCHARGE
INDICATORS
4D-1
Developed for Training Purposes Only
4D-2
Developed for Training Purposes Only
Falcon 50
October 1997
Fire Protection
Fire Detection
Stainless steel sensing tubes (Systron Donner detector) connected to a responder provide fire detection for the engine
nacelles, APU compartment, main gear wheel wells, and aft
compartment (see Table 4D-1).
When exposed to a high ambient temperature along the tubes
length, the tubes inert gas expands and pressure within the
tube increases. Exposing a small section of the tube to high
temperature (e.g., flame) results in the release of a gas by the
tubes titanium core. As the gas pressure in the tube increases,
it closes the responder pressure switch. The associated visual
warning light illuminates and the fire horn sounds.
Pulling an illuminated engine FIRE PULL handle mechanically
closes the associated engines fuel shutoff valve. Pulling the
No. 2 engine FIRE PULL handle also stops fuel flow to the APU
by closing the No. 2 engine fuel shutoff valve.
Fire Detection
System
Temperature
14C
25F
Engine
Ambient
Spot
204
482
400
900
APU
Ambient
Spot
204
482
400
900
Wheel Well
Ambient
Spot
132
427
270
800
Aft Compartment
Ambient
Spot
132
315
270
600
Warning
FIRE PULL
Fire Horn
FIRE APU
Fire Horn
APU shutdown
L/R WHEELS
Fire Horn
FIRE AFT COMP
Fire Horn
Falcon 50
October 1997
4D-3
Developed for Training Purposes Only
If a sensing tube leaks and loses its inert gas, the normally
closed responder integrity switch opens. The affected system
fails its next test.
Pressing the TEST button tests the fire protection system by:
sounding the fire horn
illuminating the FIRE PULL, FIRE APU, FIRE AFT COMP,
FIRE BAG COMP lights
checking sensing tube integrity
checking fire extinguisher squib continuity
checking the baggage compartment smoke detector.
If a portion of the fire protection system fails, the associated
warning light fails to illuminate.
When there is a sufficient smoke build-up in the baggage
compartment, an optical smoke detector sounds the fire horn
and illuminates the FIRE BAG COMP light.
Fire Extinguishing
Three dual outlet fire extinguisher bottles supply fire extinguishing agent for the No. 1, 2, and 3 engines. Two single-outlet bottles
supply the APU and aft compartment. A single dual-outlet bottle
supplies the baggage compartment and aft compartment. All
six bottles contain Halon 1301 extinguishing agent pressurized
with nitrogen. The nitrogen charge increases bottle pressure for
quick discharge.
If a bottle overheats, the increased bottle pressure ruptures
an overpressure relief device to discharge bottle contents to
atmosphere through a vent on the left rear fuselage. Bottle
discharge dislodges the vents opaque cap revealing its red
interior.
4D-4
Developed for Training Purposes Only
Falcon 50
October 1997
Fire Protection
Placing an ENG switch in the 1 position supplies 28V DC from
the A bus (No. 1 and 2 engine) or B bus (No. 3 engine) to fire
the associated bottles explosive cartridge. Extinguishing agent
flows to the engine nacelle. Placing the switch in the 2 position
supplies 28V DC from the Battery bus to discharge another
bottle in the same engine.
Selecting the 1 position on the APU FIRE switch supplies 28V
DC from the Battery bus to fire the APUs fire extinguisher bottle
into the APU enclosure.
Selecting position 1 of the FIRE AFT COMP switch supplies
28V DC from the Battery bus to discharge both bottles in the
baggage compartment into the aft compartment.
Selecting position 1 of the FIRE BAG COMP switch supplies
28V DC from the Battery bus to discharge the right side
baggage compartment fire extinguisher bottle into the baggage
compartment.
Falcon 50
October 1997
4D-5
Developed for Training Purposes Only
Fire Detection
Power Source
Primary A bus
Engine 1
Engine 2
Baggage compartment
Wheel wells L/R
Aft compartment
Primary B bus
Engine 3
APU
Distribution
Control
Test button
Horn silence
Monitor
Protection
Circuit breakers
System fails to test if faulty
4D-6
Developed for Training Purposes Only
Falcon 50
October 1997
Fire Protection
Fire Extinguishing
Power Source
Primary A bus
ENG 1 and ENG 2 position 1
Primary B bus
ENG 3 position 1
Battery bus
ENG 1, ENG 2, ENG 3 position 2
FIRE BAG COMP position 1
FIRE AFT COMP position 1
FIRE APU position 1
Distribution
Control
Monitor
Protection
Circuit breakers
Thermal discharge overpressure relief for
bottles
Falcon 50
October 1997
4D-7
Developed for Training Purposes Only
4D-8
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Controls
Slats
Normal Operation
INBOARD SLAT
NORMAL
ACTUATORS
OUTBOARD SLAT
E
EMERGENCY
ACTUATOR
R
R
AIR
BRAKE
SUPPLY
CONTROL
VALVE
FLAPS
UP
DN
SLATS
48 20
SLAT
INDIC
RESTRICTOR
OUTBOARD SLATS
EMER SOLENOID
VALVE
SOLENOIDS
SLATS
CONTROL
VALVE
A
B
U
S
R P
2 FLAP
SWITCH
NO. 1
SYSTEM
TELEFORCE
CONTROL CABLE
EMERG
SLATS
CLEAN
SLATS
S + FLAPS 20
S + FLAPS 48
R
NO. 2
SYSTEM
Falcon 50
October 1997
D5_4E_001.ai
EMERGENCY
ACTUATOR
4E-1
Developed for Training Purposes Only
Slats
Emergency Operation
INBOARD SLAT
NORMAL
ACTUATORS
OUTBOARD SLAT
EMERGENCY
ACTUATOR
SUPPLY
CONTROL
VALVE
FLAPS
UP
DN
SLATS
RESTRICTOR
48 20
OUTBOARD SLATS
EMER SOLENOID
VALVE
SLAT SOLENOIDS
INDIC
SLATS
CONTROL
VALVE
A
B
U
S
B
TELEFORCE
CONTROL CABLE
NO. 1
SYSTEM
B
U
S
CLEAN
SLATS
S + FLAPS 20
S + FLAPS 48
4E-2
Developed for Training Purposes Only
P
NO. 2
SYSTEM
EMERG
SLATS
D5_4E_002.ai
AIR
BRAKE
EMERGENCY
ACTUATOR
Falcon 50
October 1997
Flight Controls
Slats
Automatic System 1
INBOARD SLAT
NORMAL
ACTUATORS
OUTBOARD SLAT
E
EMERGENCY
ACTUATOR
R
R
AIR
BRAKE
EMERGENCY
ACTUATOR
FLAPS
UP
DN
SLATS
SUPPLY
CONTROL
VALVE
48 20
SLAT
INDIC
OUTBOARD SLATS
EMER SOLENOID
VALVE
A
SLATS
CONTROL
VALVE
B
U
S
LH AUTO
SLAT
A
AUTO
SLATS
SOLENOID A
17 OR 27 LH
STALL VANE
SWITCHES
TELEFORCE
CONTROL
CABLE
EMERG
SLATS
R P
NO. 1
SYSTEM
R
NO. 2
SYSTEM
CLEAN
S + FLAPS 20
S + FLAPS 48
Falcon 50
October 1997
D5_4E_003.ai
SLATS
4E-3
Developed for Training Purposes Only
Slats
Automatic System 2
INBOARD SLAT
NORMAL
ACTUATORS
OUTBOARD SLAT
E
EMERGENCY
ACTUATOR
R
R
AIR
BRAKE
EMERGENCY
ACTUATOR
FLAPS
UP
DN
SLATS
48 20
SUPPLY
CONTROL
VALVE
SLAT
INDIC
A
SLATS
CONTROL
VALVE
B
U
S
R P
B
B
U
S
OUTBOARD SLATS
EMER SOLENOID
VALVE
RH AUTO
SLAT
AUTO
SLATS
NO. 1
SYSTEM
SOLENOID B
EMERG
SLATS
R
NO. 2
SYSTEM
TELEFORCE
CONTROL
CABLE
19 OR 27 RH
STALL VANE
SWITCHES
SLATS
S + FLAPS 20
S + FLAPS 48
4E-4
Developed for Training Purposes Only
D5_4E_004.ai
CLEAN
Falcon 50
October 1997
Flight Controls
2 LIMIT SW
(LEADING
EDGES)
TO SLATS INDICATING
CLEAN
SLATS
I
N
D
I
C
A
T
I
N
G
S
W
I
T
C
H
SLATS RETRACTED
A-B
T/O
CONFIG
SLATS
EXTENDED
FLAP 0
S + FLAPS 20
S + FLAPS 48
AIR
BRAKE
0 TO 5
0 TO 22
FLAPS
RETRACTED
0
0 TO 22
DOUBLE ANGLE
DRIVE
0
0 TO 48
>22
0 TO 20
0 TO 48
FLAPS
EXTENDED 48
TO L/G
WARNING
EXTENDED
FLAP
CONTROL
FLAP
ASYMMETRY
EXTENDED
RH FLAP POSITION
TRANSMITTER
RETRACTED
FLAP A/B
INDIC
+28V DC
FAILURES
FLAP
RETRACT
SOLENOID
#2 HYD
SYSTEM
PRESSURE
ANGLE
DRIVE
SCREW
ACTUATOR
ELECTROVALVE
B
B
U
S
#2 HYD
SYSTEM
RETURN
48
RETRACTED
B
U
S
FLAPS
48 20
>5
>5
FLAP
HYDRAULIC
MOTOR WITH
GEAR
REDUCTION BOX
FLAP
EXTENSION
SOLENOID
>20
DN
0 TO 5
>22
UP
SLATS
TO T/O CONFIG
FLAPS
20
SLATS/FLAPS
CONTROL UNIT
TO AP GAIN
AND AUTHORITY
SWITCHING
INBOARD
FLAP
LINK ROD
LIAISON
FLAP POSITION
INDICATOR
N
+
(43D)
DEUTSCH
DIFF
RELAY
EXTENDED
EXTENDED
LH FLAP POSITION
TRANSMITTER
RETRACTED
EXTENDED
Falcon 50
October 1997
OUTBOARD
FLAP
POTENTIOMETER
FOR ASSYMETRY
DETECTION
D5_4E_005.ai
S
L
A
T
S
4E-5
Developed for Training Purposes Only
4E-6
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Controls
Airbrake System
TRIM/AIRBRAKE
CONTROL UNIT
P
R
I
M
A
R
Y
POS 1
A/B
CONTROL
B
U
S
1
2
EXTENDED
RETRACTED
RH OUTBOARD
AIRBRAKE
EXTENDED
INBOARD/
OUTBOARD
POS 2
RETRACTED
RH MEDIAN
AIRBRAKE
NORMAL
EXTENDED
RH INBOARD
AIRBRAKE
RETRACTED
B
AIR
BRAKE
TO STANDBY
HYD PUMP
A-B
T/O
CONFIG
MEDIAN
LH INBOARD
AIRBRAKE
PRINTED
CIRCUIT
BOARD
GROUND/FLIGHT RELAYS
CHECK VALVE
84 FCU
POWER
LEVER
SWITCHES
LH MEDIAN
AIRBRAKE
LH OUTBOARD
AIRBRAKE
CALIBRATED VALVE
SYSTEM PRESSURE
SYSTEM RETURN
1
Falcon 50
October 1997
D5_4E_006.ai
4E-7
Developed for Training Purposes Only
4E-8
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Controls
Falcon 50
October 1997
4E-9
Developed for Training Purposes Only
Ailerons
Moving the control wheel left or right from neutral deflects the
ailerons through a system of tubes, bellcranks, rods, and an
amedee unit connected to the two aileron servo-actuators.
Pressing the left or right side of the dual-action AILERON trim
switch supplies 28V DC from the C bus to the aileron trim
actuator. The actuator, exerting force on the aileron control
linkage, shifts the linkage to provide approximately 50% of
normal aileron deflection.
Pressing one of the EMERG buttons supplies 28V DC from the
B bus to drive the emergency trim actuator. The emergency
trim actuator directly acts on the left aileron servo-actuator. If
the trim actuator is not in the neutral position, the AIL ZERO
annunciator illuminates. The emergency aileron trim actuator
provides limited roll control if the aileron control linkage fails.
Elevator
Moving the control column forward or aft from neutral
operates a system of bellcranks, levers, and rods connected
to the hydraulically powered elevator servo-actuator. The
servo-actuator then deflects the elevator for pitch control.
Actuating the control wheel trim switches supplies 28V DC from
the A bus to the dual-motor horizontal stabilizer trim actuators
primary motor. The actuator then pivots the stabilizer on its
rear hinge point for trim control. If the normal trim system fails,
actuating the TAILPLANE EMERG switch supplies 28V DC from
the B bus to the actuators other motor and mechanically opens
the normal trim circuit breaker.
With the aircraft on the ground, the power levers forward of 84
FCU, and the horizontal stabilizer is out of the takeoff range (-3
to -7), the T/O CONFIG annunciator illuminates.
4E-10
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Controls
Rudder
Crew inputs through the interconnected rudder pedals deflect the
rudder left or right from neutral through a system of bellcranks,
rods, and tubes connected to the rudder servo-actuator in the
vertical stabilizer. The rudder servo-actuator also provides
gust dampening on the ground with the hydraulic systems
unpowered.
Actuating the split dual-action RUDDER switch left or right
supplies 28V DC from the D bus to the rudder trim actuator.
The actuator then positions the rudder left or right from neutral
through the normal linkage.
Slats
Moving the slats/flaps handle from the CLEAN to SLATS position
mechanically operates the slat control valves pilot spool. No. 1
hydraulic system pressure then flows through the slat supply
distributor and control valve to the inboard and outboard slat
actuators extend ports. Restrictor valves in the pressure supply
lines ensure that the outboard slats extend faster than the inboard
slats. During slat transition, a red in transit light illuminates.
When the slats extend completely, four microswitches actuate
to extinguish the in transit light and illuminate the green SLATS
extended light. Actuation of the inboard slat microswitches also
energizes the control valve solenoid slide valve. This slide valve
prevents retraction of the outboard slats until the inboard slats
retract.
Falcon 50
October 1997
4E-11
Developed for Training Purposes Only
Emergency Extension
If the normal slats extension system malfunctions or the No.
1 hydraulic system fails, actuating the EMERG SLATS switch
energizes the emergency solenoid selector valve with 28V DC
from the B bus. The selector valve then supplies No. 2 hydraulic
system pressure to the outboard slat emergency actuators. The
inboard slats do not extend.
Automatic Extension
If the aircrafts local angle-of-attack (AOA) exceeds 17, the left
AOA vane energizes the control valves A solenoid with 28V DC
from the A bus. The control valve then supplies No. 1 hydraulic
system pressure to extend the outboard slats. A safety feature
provided by the air data computer (ADC) prevents automatic
slat extension above 265 KIAS.
When local AOA decreases below 17, the left AOA vane deenergizes the control valve solenoid; outboard slats retract.
If the No. 1 system fails or the No. 1 automatic slat system
fails to extend the slats and the aircrafts local AOA exceeds
approximately 19, the right AOA vane energizes the control
valves B solenoid with 28V DC from the B bus. If No. 1 system
pressure is available, the control valve then supplies No. 1
system pressure to extend the outboard slats. Whether No. 1
system pressure is available or not, the emergency solenoid
selector valve activates to supply the emergency outboard
actuators to extend the outboard slats. An indicated airspeed
switch supplied by the copilots pitot/static system prevents
automatic slat extension above 265 5 KIAS.
4E-12
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Controls
If the safety features for the No. 1 and No. 2 automatic slat
extension systems fail, a monitor circuit detects the malfunction
above 270 kts and illuminates the AUTO SLATS annunciator.
With the annunciator illuminated, limit airspeed to 270 kts to
prevent structural damage caused by inadvertent automatic slat
extension at high airspeeds.
Flaps
Each two section (inboard and outboard) Fowler-type flap
extends either partially to increase lift or fully to increase lift and
drag. The slat/flap handle has detents for:
CLEAN flaps and slats retracted
SLATS only slats extended
S + 20 FLAPS slats extended and flaps at 20 deflection
S + 48 FLAPS slats extended and flaps at 48 deflection.
A mechanical stop at the slat/flap handle S + FLAPS 20 position
prevents direct selection of S + 48 FLAPS from CLEAN or
SLATS and retraction from S + 48 FLAPS to SLATS or CLEAN.
The slat/flap handle should not be selected to the next position
during extension until the slats or flaps have reached their
previously selected position.
Lifting then moving the slat/flap handle from one position to
the next actuates a microswitch associated with the selected
position. During flap extension, 28V DC from the D bus energizes
the control valve extend solenoid. During flap retraction, the
control valve retract solenoid energizes.
The control valve then routes No. 2 hydraulic system pressure
to the flap motor. The flap motor extends or retracts the
flaps through a reduction gearbox, mechanical linkages, and
screwjacks. When the flaps reach the selected position, a
flap position microswitch opens to cut power to the energized
solenoid. Hydraulic system pressure to the motor is stopped
and the flaps stop at the selected position.
Falcon 50
October 1997
4E-13
Developed for Training Purposes Only
Airbrakes
4E-14
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Controls
Distribution
Arthur Q Units
Power Source
Hydraulic System 1
Copilot static system (static pressure data)
Copilot pitot system (aileron Arthur Q)
Engine No. 1 pressure (Pt2) probe
(elevator Arthur Q)
Control
Monitor
Q UNIT light
Falcon 50
October 1997
4E-15
Developed for Training Purposes Only
Primary A bus
Control
Distribution
Horizontal stabilizer
Monitor
Trim indicator
Clacker
T/O CONFIG light
Protection
Circuit breakers
Cross relays
Primary B bus
Control
TAILPLANE switch
Distribution
Horizontal stabilizer
Monitor
Trim indicator
Clacker
Protection
Circuit breakers
4E-16
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Controls
Auxiliary C bus
Control
AILERON switch
Monitor
Protection
Circuit breakers
Cross relays
Primary B bus
Control
Distribution
Left aileron
Monitor
Protection
Circuit breakers
Rudder Trim
Power Source
Auxiliary D bus
Control
RUDDER switch
Distribution
Rudder
Monitor
Protection
Circuit breakers
Cross relays
Falcon 50
October 1997
4E-17
Developed for Training Purposes Only
Hydraulic System 1
Primary A bus
Indication
Manual
Control Extension
Manual and Primary A bus
Control retraction
Control
Distribution
Inboard slats
Outboard slats
Monitor
Slats Emergency
Power Source
Hydraulic System 2
Primary B bus
Control
Distribution
Monitor
Protection
Circuit breakers
4E-18
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Controls
Hydraulic System 1
Primary A bus
Control
Distribution
Outboard slats
Monitor
Protection
Circuit breakers
Control
Distribution
Outboard slats
Monitor
Protection
Falcon 50
October 1997
Circuit breakers
4E-19
Developed for Training Purposes Only
Flaps
Power Source
Control
Slat/flap handle
Distribution
Monitor
Protection
Circuit breakers
Flaps assymetry circuit (cuts power to
hydraulic reduction gear motor)
Airbrakes
Power Source
Hydraulic System 2
Primary A bus (control)
Primary B bus (indication)
Control
Airbrake handle
Distribution
Monitor
Annunciators
AIRBRAKE
T/O CONFIG
Protection
Circuit breakers
4E-20
Developed for Training Purposes Only
Falcon 50
October 1997
Fuel System
Fuel System
C B US
LO
B
FUEL 3
FUEL GAGE
PROBE
A
B
XFR
D B US
XFR
PUMP 2
HI
FIRE
3
PULL
L O FUEL
B B US
MECHANICAL
DEFUEL VALVE
XFR
PUMP 3
APU SOLENOID
VALVE
SOLENOID
VALVES
XFR PUMP
XFR PUMP
BOOST 3
FIRE
2
PULL
XFR
BOOST
1
B B US
BOOST
2
XFR PUMP
FUEL GAGE
PROBE
XFR
A B US
A
XFR
XFR
LO FILL
SWITCH
MECHANICAL
DEFUEL VALVE
X FEED
FIRE
1
PULL
B B US
FUEL TRANSFER
SHUTOFF VALVES
(MECHANICAL)
A
XFR
JET
PUMP
PRESSURE-OPERATED
TRANSFER VALVES
CONTROLLED BY
LOWER FLOAT VALVES
Falcon 50
October 1997
TELEFORCE
CABLE
A
FUEL 1
SOLENOID
VALVE
BOOSTER
BOOSTER
X FEED
FUEL 2
XFR
INTERCOM
BOOSTER
ENG 2
ENG 1
FUEL
SYSTEM
X FEED
2-1
X FEED
2-3
C B US
D B US
LOW PRESSURE
HIGH PRESSURE
PRESSURE NO FLOW
MOTIVE FLOW
FUEL SUPPLY
TELEFORCE CABLE
D5_4F_001.ai
XFR
PUMP 1
REAR
D B US
PRESSURE
FUELING
4F-1
Developed for Training Purposes Only
4F-2
Developed for Training Purposes Only
Falcon 50
October 1997
Fuel System
Refueling System
CONTROLLED BY VENT VALVE
CONTROL MICROSWITCH
OVERFULL
SWITCHES
FILL SWITCHES
FILL SWITCHES
FUELING
OK
6
STOP
FUELING
ON
CENTER
OFF
LH WING
OFF
REFUEL
SOLENOID
VALVES
ON
LO
RH WING
TO TRANSFER
MANIFOLD
STOP
FUELING
FUELING
OK
ON
TO
TRANSFER
MANIFOLD
TEST
CIRCUIT
VALVE
REFUELING
TEST
LEVER
CENTER
ON
DEFUEL
VALVE
RH WING
ON
TEST
OFF
OFF
OFF
HI
DEFUELING
OFF
REAR
LO
LH REAR RH
VENT VALVE TEST
REFUEL
MANIFOLD
HI
REAR
2
LH WING
ON
OFF
TRANSFER
MANIFOLD
ON
VENT VALVE
CONTROL MICROSWITCH
DEFUEL
VALVE
LO LEVEL
FLOAT SWITCH 1,750 LBS
(ON FUEL GAGING PROBE)
PRESSURE REFUELING
COUPLING
Falcon 50
October 1997
D5_4F_002.ai
REFUELING PRESSURE
MECHANICAL CONNECTION
4F-3
Developed for Training Purposes Only
4F-4
Developed for Training Purposes Only
Falcon 50
October 1997
Fuel System
Fuel Storage
U.S.Gals
Pounds
Liters
Kilograms
559
410
559
3748
2749
3748
2117
1553
2117
1700
1247
1700
210
367
210
1404
2460
1404
793
1390
793
637
1116
637
91
261
91
609
1750
609
344
988
344
276
794
276
2315
1971
15513
13213
8763
7463
7037
5993
Feeder
(High Level Fill)
Left
Center
Right
Feeder
(Low Level Fill)
Left
Center
Right
Total
High Level
Low Level
Falcon 50
October 1997
4F-5
Developed for Training Purposes Only
The center wing tank extends from the forward to aft spar and
from wing root to wing root.
The feeder tanks consist of a fuselage tank between the
passenger cabin and the baggage compartment separated by
two structural frames. The left feeder tank supplies the No. 1
engine, the center tank supplies the No. 2 engine, and the right
tank feeds the No. 3 engine.
Capacitance-type fuel probes in the wing and feeder tanks drive
three fuel quantity indicators. With the selector switch in the
TOT position, the indicators show total fuel quantity in each
tank group (i.e., left, center, and right wing plus the respective
left, center, and right feeder tanks). Placing the switch in REAR
shows feeder tank fuel quantity. If any feeder tanks fuel level
drops to 300 lbs, a float-operated switch illuminates the LO
FUEL annunciator.
Manually operated drains at the tanks low points allow
accumulated water removal and fuel sampling. Electrically
operated valves vent the tanks to atmosphere during refueling.
Nonpressurized air spaces between the cabin and the center
and feeder tanks vented with ported cabin air prevent fuel fume
accumulation.
With the No. 1 or No. 2 engine operating, auxiliary LP bleed air
pressurizes the wing and feeder tanks to ensure fuel movement
without operation of the transfer and booster pumps. Pressure
reducing valves pressurize the wing tanks to 4.2 PSI and the
feeder tanks to 1.9 PSI above ambient pressure. If a tank
overpressurizes, relief valves open at 5.5 PSI (wing) or 3.3
PSI (feeder tanks). Each wing tank has a negative pressure
relief valve that opens at -0.29 PSI to vent the wing tanks to
atmosphere.
4F-6
Developed for Training Purposes Only
Falcon 50
October 1997
Fuel System
Fuel Distribution
Falcon 50
October 1997
4F-7
Developed for Training Purposes Only
Refueling
4F-8
Developed for Training Purposes Only
Falcon 50
October 1997
Fuel System
Fuel flows from the refueling receptacle through the refuel
manifold into the left, center, and wing tanks through the refuel
valves and the into feeder tanks through the transfer valves.
Operating the TEST LEVER supplies fuel directly to the feeder
tank float valve bowls and operates the wing tank solenoid
valves. The transfer and solenoid valves close, and fueling
stops. Resetting the TEST LEVER continues normal fueling.
The wing tanks can be partially fueled by placing the L.H. WING,
CENTER, and R.H. WING switches in OFF when the desired
fuel level is reached. The refueling solenoid valves close, and
fueling stops.
As the wing tanks reach full, float switches open to cut power to
the refuel solenoid valves. The solenoid valves close; fuel flow
to the wing fuel tanks stop. As the fuel level in the feeder tanks
reach their selected level, the associated float valve actuates to
close the transfer valve. The center feeder tank employs a float
switch that stops fueling at the LO fill level. Fueling then stops.
When fueling is complete, moving the refueling lever down
after disconnecting the refueling nozzle closes the fuel tank
vent valves. The FUELING OK light extinguishes; the STOP
FUELING light illuminates. Place the L.H. WING, CENTER,
and R.H. WING switches in the OFF position and the REAR
switch in the LO position. Close the access door starting with
the forward latch then moving rearward.
If the FUELING annunciator illuminates, it indicates:
fueling access door not closed
vent valve not closed
D bus not powered
defueling valve not closed.
Falcon 50
October 1997
4F-9
Developed for Training Purposes Only
4F-10
Developed for Training Purposes Only
Falcon 50
October 1997
Fuel System
Fuel System
Power Source
Primary A Bus
Left and center booster pumps
Left and center fuel gages
Primary B bus
Right booster pump
Right fuel gage
Fuel temperature gage (SB F50-0136)
Transfer intercom valves
EMERG. FUEL TRANSFER switch
(SB F50-0175)
Auxiliary C bus
Left and center transfer pumps
Left crossfeed valve
Auxiliary D bus
Right transfer pump
Right crossfeed valve
Distribution
Control
Falcon 50
October 1997
4F-11
Developed for Training Purposes Only
4F-12
Developed for Training Purposes Only
Falcon 50
October 1997
Hydraulic System
Hydraulic System
A BUS (28V DC)
LH MAIN BUS
ST-BY
PUMP
STBY
PUMP
AUTO
SYSTEM 1
RESERVOIR
ON
B BUS
OFF
TK.P1
PMP3
SYSTEM 2
RESERVOIR
PMP 2
A BUS
ST
PMP
TK.P2
STANDBY
PUMP
SELECTOR
PUMP NO. 2
CENTER ENGINE
PUMP
NO. 1
LH ENGINE
STANDBY
PUMP
SYSTEM 2
ACCUMULATOR
PMP 1
SYSTEM 1
ACCUMULATOR
SYSTEM 2
PRESSURE
TRANSMITTER
HYDR
AILERON
HYDR 1
C BUS
AC1-26V BUS
PUMP NO. 3
RH ENGINE
RUDDER
3
2
1
0
HYDR 1
THRUST
REVERSER
ACCUMULATOR
T
THRUST
REVERSER
STANDBY PUMP CONTROL
PRESSURE SWITCH
ELEVATOR
ELEVATOR
ARTHUR Q
FLAPS
AILERON
ARTHUR Q
AIRBRAKES
SLATS
NORMAL
EMERGENCY
SLATS
LANDING
GEAR
NOSE WHEEL
STEERING
3
2
1
0
QTY PSI 1000
HYDR 2
HYDR 2
D BUS
BRAKES
EMER
BRAKES
NORMAL
BRAKES
PARKING
AC2-26V BUS
#2P. BK
Falcon 50
October 1997
PARKING BRAKES
ACCUMULATOR
D5_4G_001.ai
4G-1
Developed for Training Purposes Only
4G-2
Developed for Training Purposes Only
Falcon 50
October 1997
Hydraulic System
Hydraulic Systems
The left and center engine hydraulic pumps power the No. 1
hydraulic system and the right engine and standby hydraulic
pumps power the No. 2 hydraulic system. During ground
operations, a hydraulic mule can power each hydraulic system
separately.
No. 1 hydraulic system supplies:
aileron, elevator, and rudder actuator barrel 1
aileron and elevator Arthur-Q units
inboard and outboard normal slats
landing gear
normal No. 1 braking
thrust reverser actuator.
No. 2 hydraulic system supplies:
aileron, elevator, and rudder actuator barrel 2
flaps
airbrakes
outboard (emergency) slats
nose wheel steering
emergency No. 2 braking
parking brakes.
Each engine-driven hydraulic pump draws fluid from the
ressurized reservoir associated with its system. Pressurization
p
of the reservoir to 21.3 PSI (1.47 bar) ensures positive fluid flow
to the pumps and prevents cavitation. Pressure and vacuum
relief valves prevent reservoir overpressurization (26.1 PSI)
and a negative pressure (0.38 PSI). If a reservoirs pressure
drops below 16 PSI (1.1 bar), a pressure switch illuminates the
respective TK.P1 or TK.P2 light.
Falcon 50
October 1997
4G-3
Developed for Training Purposes Only
Under approximately 2,800 to 3,200 PSI pressure, the selfregulating pumps deliver fluid through check valves, filters, and an
accumulator to the using systems. The accumulator, pressurized with nitrogen at 1,470 PSI (100 bar), provides a pressure
reserve during system operation and absorbs pressure surges
caused by system cycling.
If a pump fails, a pressure switch downstream of the pump
outlet closes at 1,508 PSI (104 bar) to illuminate the associated
PMP light.
A pressure transmitter downstream of the accumulator drives
the cockpit HYDR pressure gages.
After powering the various aircraft systems, hydraulic fluid returns to the reservoir.
In addition to the engine-driven pumps, an electrically powered
standby hydraulic pump is in the aft compartment. The A bus
supplies control power and the Left Main bus supplies operating
power.
On the ground, the standby hydraulic pump can supply either
the No. 1 or No. 2 hydraulic system through the selector valve.
Normally, the selector valve is left in the IN FLIGHT position
where the standby pump connects with the No. 2 hydraulic system. If the valve is not in the IN FLIGHT position, the ST PUMP
annunciator illuminates continuously.
On the ground with the STBY PUMP switch in ON or AUTO,
the standby pump operates when No. 2 hydraulic system pressure drops below 1,500 PSI. In flight with the switch in ON, the
pump operates when No. 2 system pressure drops to 1,500
PSI. However, in the AUTO position, the pump does not operate
until No. 2 system pressure drops to 1,500 PSI and the airbrake
selector is in 1 or 2 position. In all cases, the pump continues
operating until system pressure reaches 2,150 PSI. If the pump
operates for more than 60 seconds, the ST PUMP annunciator
illuminates.
4G-4
Developed for Training Purposes Only
Falcon 50
October 1997
Hydraulic System
Hydraulic System
Power Source
Distribution
System 1
Rudder, elevator, and aileron
servo-actuators
Elevator and aileron Q units
Normal (inboard and outboard) slats
Thrust reverser (through an accumulator)
Landing gear
Normal (No. 1) brakes
System 2
Rudder, elevator, and aileron
servo-actuators
Flaps
Airbrakes
Emergency (outboard only) slats
Nosewheel steering
Emergency (No. 2) brakes
Parking (emergency) brakes through
an accumulator
Control
Falcon 50
October 1997
4G-5
Developed for Training Purposes Only
Protection
4G-6
Developed for Training Purposes Only
Falcon 50
October 1997
Anti-Icing Systems
HP1
WSHLD
FRONT LH
RH PITOT
HT
D BUS
DV
WINDOW
A BUS
R. PITOT
TOTAL AIR
TEMP PROBE
CURRENT
SENSE
SIDE
ENG 3
COPILOT
MAX
NORM
OFF
AFT SIDE
WINDOW
XFR
HP
PORT
LP
TO INBOARD AND
OUTBOARD
SLAT MANIFOLDS
RH PITOT
PROBE
S-DUCT
ANTI-ICING
VALVE
PT2 /TT2
PROBE
PT2 /TT2
PROBE
HP2
BLEED OVHT
SENSORS
AIR FRAME
LH COND
VALVE
ISOLATION
VALVE
L. PITOT
CURRENT
SENSE
MAX
OFF
B BUS
AIR FR
A BUS
LH PITOT
HEAT
A BUS
C BUS
STBY
AIR FR
WSHLD
FRONT LH
LP
HP1
STBY
HP3
HP BLEED
3
TO TANK
PRESSURIZATION
TO PRESS
JET PUMP
TO TANK
PRESSURIZATION
2
BLEED OVHT
SENSOR
ENG 1
ENGINE 1
A BUS
LP AIR
HP AIR
Falcon 50
October 1997
S DUCT INLET
VALVE
NORM
PT2 /TT2
PROBE
NORM
PILOT
DOME
SPINNER
ST-BY
NORM
OFF
PILOT
TO PRESS
JET PUMP
APU
ANTI-ICE
STATIC
PORTS
STALL
VANES
HP
PORT
PRV
3
LH PITOT
PROBE
HP2
BLEED
OVHT
SENSOR
RH MAIN BUS
LH MAIN BUS
EXT
TEMP
PROBE
PRV
TO S-DUCT
ANTI-ICING
HP3
RH COND VALVE
CONICAL
SPINNER
A BUS
ENGINE 2
B BUS
ENGINE 3
C BUS
HP BLEED
1-2
ENG 2
D5_4H_001.ai
COPILOT
4H-1
Developed for Training Purposes Only
4H-2
Developed for Training Purposes Only
Falcon 50
October 1997
Anti-Icing Systems
With SB 50-225
HP1
HP BLEED
1-2
ENG 2
ENG 3
B BUS
ENGINE 3
S-DUCT
ANTI-ICING
VALVE
PT2 / TT2
PROBE
TO INBOARD AND
OUTBOARD
SLAT MANIFOLDS
TO
S-DUCT
ANTI-ICING
HP
PORT
LP
PRV
HP2
BLEED
OVHT
SENSOR
PT2 / TT2
PROBE
HP3
RH COND VALVE
CONICAL
SPINNER
A BUS
ENGINE 2
HP2
BLEED
OVHT
SENSORS
AIR FRAME
LH COND
VALVE
DOME
SPINNER
ST-BY
NORM
OFF
LP
B BUS
C BUS
TO PRESS
JET PUMP
TO TANK
PRESSURIZATION
ENG 1
HP3
ENGINE 1
HP AIR
FLIGHT/
GROUND
RELAYS
30 SEC
TIME
DELAY
S DUCT
INLET
VALVE
TO TANK
PRESSURIZATION
HORN
BLEED
OVHT
SENSOR
A BUS
HP BLEED 3
LP AIR
HP/LP MIXED AIR
Falcon 50
October 1997
D5_4H_002.ai
STBY
AIR FR
TO PRESS
JET PUMP
HP1
PT2 / TT2
PROBE
AIR FR
APU
AIRFRAME
ANTI-ICE
HP
PORT
PRV
ISOLATION
VALVE
4H-3
Developed for Training Purposes Only
4H-4
Developed for Training Purposes Only
Falcon 50
October 1997
Engine
Turning the ENG 1, ENG 2, and ENG 3 switches to the on position supplies 28V DC from the A and B buses to the engine antiicing valves and the S-duct anti-icing valve. The valves open
and hot high pressure (HP) bleed air warms the engine inlets.
Bleed air from the common manifold heats the S-duct. When
bleed air supply pressure to the respective systems exceeds 4
PSI (0.276 bar), pressure switches close to illuminate the green
ENG 1, ENG 2, and ENG 3 lights. If pressure drops below 4 PSI
(0.276 bar), the green ENG light extinguishes and the indicator
illuminates amber. With an ENG switch in the off position, the
respective amber ENG light illuminates when bleed air pressure
in the anti-ice system exceeds 4 PSI (0.276 bar).
With the ENG switches in the on position, 28V DC from the A and
B buses powers the engine Pt2/Tt2 probe heating elements.
Falcon 50
October 1997
4H-5
Developed for Training Purposes Only
4H-6
Developed for Training Purposes Only
Falcon 50
October 1997
Windshield
Control
Control
Power
Heating
Power
Pilots
WINDSHIELD PILOT
A bus
LH Main
Copilots
WINDSHIELD COPILOT
D bus
RH Main
Center
Left Half
Right Half
WINDSHIELD PILOT
WINDSHIELD COPILOT
A bus
D bus
LH Main
RH Main
Left Sliding
WINDSHIELD SIDE
A bus
A bus
Right Side
WINDSHIELD SIDE
A bus
A bus
Right Rear
WINDSHIELD SIDE
C bus
C bus
Optional
Left Rear
WINDSHIELD SIDE
C bus
C bus
Falcon 50
October 1997
4H-7
Developed for Training Purposes Only
Windshield Defogging
On S/Ns 001 to 079, movement of the WSHLD handle operates a potentiometer connected to the windshield defogging
control unit. An electric blower circulates air across the inside
of the left, center, and right windshields. With the handle in the
full aft position the system is off. Advancing the handle forward
increases blower speed until at approximately 95% maximum
speed, the controller energizes a heating element to warm the
air.
When air temperature reaches 60C (140F), the control units
thermostat de-energizes the heating elements relay. If air
temperature reaches 126C (258F), a thermal fuse melts to
disable the heating element.
On S/N 080 and subsequent, air obtained from the air conditioning system defogs the windshields.
4H-8
Developed for Training Purposes Only
Falcon 50
October 1997
Windshield Wipers
Pitot/Static
Falcon 50
October 1997
4H-9
Developed for Training Purposes Only
Airframe Anti-Ice
Power Source
Distribution
Control
Switches
AIR FRAME
ISOLATION
HP 1, HP 2, HP 3
Monitor
Protection
Circuit breakers
4H-10
Developed for Training Purposes Only
Falcon 50
October 1997
Engine Anti-Ice
Power Source
Distribution
Engines 1/3
Nacelles
Elliptical spinner (if installed)
Engine 2
S-duct inlet
S-duct
Elliptical spinner (if installed)
All engine Pt2/Tt2 sensors (electrically heated)
Control
Switches
ENG 1, ENG 2, ENG 3 anti-ice
HP 1, HP 2, HP 3
Isolation valve
Monitor
Protection
Falcon 50
October 1997
Circuit breakers
4H-11
Developed for Training Purposes Only
Pitot/Static Anti-Icing
Power Source
Distribution
Pitot probes
Pilot
Copilot
Normal static ports Left and Right
Angle-of-attack probe
Total air temperature (TAT) probe
Stall vanes L/R
Control
Monitor
Annunciators
L PITOT (A bus)
R PITOT (B bus)
A/A ammeter
Protection
Circuit breakers
4H-12
Developed for Training Purposes Only
Falcon 50
October 1997
Windshield Anti-Ice
Power Source
Distribution
Control
Monitor
Protection
Circuit breakers
Windshield current limiters
Falcon 50
October 1997
4H-13
Developed for Training Purposes Only
Windshield Wipers
Power Source
Primary A bus
Auxiliary D bus
Distribution
Pilot windshield
Copilot windshield
Control
Switches
PILOT WIPER
COPILOT WIPER
Protection
Circuit breakers
4H-14
Developed for Training Purposes Only
Falcon 50
October 1997
A IR
B RA K E
L /G CONTROL
CIRCUIT CA RD
FL A PS
L/G RETRACTION
LINE
MAIN L/G
MANUAL
UNLOCKING
UP
DN
SL ATS
L /G CONTROL
SEL ECTOR
SOL ENOID VALVE
48 20
MOVING
B
U
S
RH MAIN L/G
UPLATCH BOX
L A NDING GEA R
MAIN L/G
MANUAL
UNLOCKING
NOSE L/G
UPLATCH BOX
TEST
NOSE
RH
EMER-GEAR PULL
LH
L/G
INDIC
DOOR CONTROL
SOL ENOID VALVE
LH MAIN L/G
UPLATCH BOX
NOSE GEAR
ACTUATOR
A
B
U
S
L/G
CONTROL
DOOR
OPENING
LINE
NOSE L/G
TELESCOPIC BAR
NO. 1 SYSTEM
PRESSURE
TO MANUAL
CONTROL
TO RETRACTION
BRAKING
SYSTEM
RETURN
PRESSURE
NORMAL/EMERGENCY SELECTOR
(IN NORMAL POSITION)
PRESSURE
RETURN
TELEFORCE CABLE
Falcon 50
October 1997
RH MAIN
DOOR
UPLATCH
MAIN DOOR
ACTUATING
CYLINDERS
LH MAIN
DOOR UPLATCH
D5_4I_001.ai
MICROSWITCH
4I-1
Developed for Training Purposes Only
4I-2
Developed for Training Purposes Only
Falcon 50
October 1997
Landing Gear/Brakes/Steering
AIR
BRAKE
L/G RETRACTION
LINE
L/G CONTROL
CIRCUIT CARD
FLAPS
MAIN L/G
MANUAL
UNLOCKING
UP
DN
SLATS
B
U
S
L/G CONTROL
SELECTOR
SOLENOID VALVE
48 20
MOVING
RH MAIN L/G
UPLATCH BOX
LANDING GEAR
MAIN L/G
MANUAL
UNLOCKING
NOSE L/G
UPLATCH BOX
TEST
NOSE
RH
EMER-GEA R PUL L
LH
L/G
INDIC
DOOR CONTROL
SOLENOID VALVE
LH MAIN L/G
UPLATCH BOX
A
B
U
S
NOSE GEAR
ACTUATOR
DOOR
OPENING
LINE
L/G
CONTROL
NOSE L/G
TELESCOPIC
BAR
NO. 1 SYSTEM
PRESSURE
TO MANUAL
CONTROL
MICROSWITCH
PRESSURE
NORMAL/EMERGENCY
SELECTOR
(IN EMERGENCY
POSITION)
RETURN
TELEFORCE CABLE
Falcon 50
October 1997
RH MAIN
DOOR
UPLATCH
MAIN DOOR
ACTUATING
CYLINDERS
LH MAIN
DOOR UPLATCH
D5_4I_002.ai
TO RETRACTION
BRAKING
SYSTEM
RETURN
PRESSURE
4I-3
Developed for Training Purposes Only
Nosewheel Steering
FLIGHT/GROUND
NOSE LANDING
GEAR SIGNAL
BUS C
NOSE
WHL
CONTROL WHEEL
PUSH TO ACTIVATE
CONTROL WHEEL SIGNAL
CONTROL
AMPLIFIER
SHOCK
ABSORBER ROD
RECOPY
POTENTIOMETER
HYDRAULIC
UNIT
CONTAINING
ANTI-SHIMMY
ACCUMULATOR
MECHANICALLY
OPERATED
CONTROL VALVE
L/G UP
RETURN
TO SYSTEM 2
RESERVOIR
CONTROL SIGNAL
4I-4
Developed for Training Purposes Only
#2
SYSTEM
PRESS
OPEN IN LANDING
GEAR DOWN
POSITION
RETURN
TO
SYSTEM
STEERING ELECTRO-DISTRIBUTOR
CLOSES WHEN: CONTROL WHEEL
RELEASED, AIRCRAFT IN FLIGHT
OR FAULT IN NOSEWHEEL
STEERING SYSTEM.
D5_4I_003.ai
L/G DWN
FILTER
Falcon 50
October 1997
Landing Gear/Brakes/Steering
Braking System
PEDALS FOR NORMAL-EMERGENCY BRAKING MODES
COPILOT
PILOT
BRAKE
DISTRIBUTOR
PARKING/EMERGENCY
BRAKE HANDLE
SYSTEM
RETURN
PARK
B
U
S
PARK BRAKE
DISTRIBUTOR
EMERGENCY
(#2) BRAKING
SECTION
NO.1 HYDRAULIC
SYSTEM
OFF
NO. 1
OFF
BRAKE
ACCUMULATOR
FOR PARKING
MODE OF BRAKE
APPLICATION
OVER PRESSURE
RELIEF VALVE
STANDBY
PUMP
ON
PUSH
CONTROL
NORMAL (#1)
BRAKING
SECTION
UNLOCK
EMERGENCY
(#2) BRAKE
SELECTOR
VALVE
SHUTTLE
VALVES
NO. 2
HYDRAULIC
SYSTEM
PRESSURE
SERVO
VALVE
B
#2P.BK
SERVO
VALVE
FLASHER
UNIT
B
B
U
S
ANTISKID
GEAR
CONTROL
LEVER
SWITCH
ANTI-SKID
SYSTEM
PARKING BRAKES
MECHANICAL CONNECTION
Falcon 50
October 1997
D5_4I_004.ai
RETURN
4I-5
Developed for Training Purposes Only
4I-6
Developed for Training Purposes Only
Falcon 50
October 1997
Landing Gear/Brakes/Steering
Falcon 50
October 1997
4I-7
Developed for Training Purposes Only
Proximity Switches
Two proximity switches on the nose, left main, and right main
landing gear provide on ground and in air indications to various aircraft systems. When the struts extend during takeoff, the
proximity switches energize ground/flight relays that, in turn,
complete circuits for their related aircraft system (see Table
4I-1).
Proximity Switch
Nose Gear1
Sensor 1
Sensor 1 or 2
Sensor 1 and 2
Right Main Gear1
Sensor 1
Sensor 2
System
Landing gear handle latch
Stall relay monitor (SB 50-166)
Nosewheel steering
No. 2 engine fail light
Anti-skid system
No. 2 stall relay
Crew conditioning valve
Pressurization system
INS Standby inverter disconnect
No. 1 stall relay
Standby hydraulic pressure control
Cabin conditioning valve
Pressurization system
Standby horizon
Landing gear handle latch
Stall relay monitor (SB F50-166)
Battery vent blower
Nose cone fan
Auxiliary power unit (APU)
Start circuits for ground start
Refuel circuit power
Thrust reverser system
Takeoff warning
Air data computer (ADC)
Strut extended
Strut compressed
4I-8
Developed for Training Purposes Only
Falcon 50
October 1997
Landing Gear/Brakes/Steering
Retraction
After lift-off with the nosewheel centered, extension of the nose
and left main landing gear struts actuates the proximity switches.
The ground/flight relays energize to release the landing gear
handle solenoid lock.
Moving the gear handle from the DOWN to UP position begins
the retraction sequence by shifting the door control directional
valve to the open position and illuminating the red gear handle
light. No. 1 hydraulic system pressure to the main landing gear
door actuators unlocks the doors. As the doors unlock, the red
LH and RH MOVING lights illuminate. When the doors open
completely, the landing gear directional valve shifts to supply
No. 1 hydraulic system pressure to the nose and main landing
gear actuators. The landing gear then unlocks, the green LH,
RH, and NOSE lights extinguish, the red NOSE light illuminates,
and the landing gear begins retracting.
When the landing gear retract fully, the gear engage their
mechanical uplocks and the door directional valve shifts to
route hydraulic pressure to close the main landing gear doors.
The red gear handle and NOSE lights extinguish. As the main
gear doors close, the red LH and RH lights extinguish. When
the gear is in the uplatches, hydraulic pressure to the actuators
stops.
Falcon 50
October 1997
4I-9
Developed for Training Purposes Only
Extension
Moving the landing gear control handle to the DOWN position
illuminates the red gear handle light and shifts the door control
valve to the open position. No. 1 hydraulic system pressure unlocks the doors. The red LH and RH lights illuminate. When the
doors open completely, the landing gear control valve shifts to
direct hydraulic pressure to the extend side of the landing gear
actuators. The landing gear unlocks and begins extending. The
red NOSE light illuminates.
As the landing gear locks in the extended position, the green
LH, NOSE, and RH lights illuminate and the red gear handle
and NOSE lights extinguish. The door control valve then shifts
to supply hydraulic pressure for main landing gear door closing. The doors close and the red LH and RH lights extinguish.
Hydraulic pressure remains on the extend side of the landing
gear actuators.
Emergency Extension
If the normal gear control system fails, pulling the EMERG
GEAR PULL handle out mechanically operates the emergency
gear extension control valve. The valve routes No. 1 hydraulic
system pressure to simultaneously open the main landing gear
doors and extend the landing gear.
If the No. 1 hydraulic system fails, placing the gear handle in the
DOWN position, then pulling the EMERG GEAR PULL and the
manual gear unlocking handles mechanically releases the door
and landing gear uplocks. The landing gear freefall and lock in
the extended position.
When the landing gear extends successfully, the green LH,
NOSE, and RH lights and the red LH and RH MOVING lights
are illuminated.
4I-10
Developed for Training Purposes Only
Falcon 50
October 1997
Landing Gear/Brakes/Steering
Nosewheel Steering
Falcon 50
October 1997
4I-11
Developed for Training Purposes Only
Normal Braking
Anti-Skid
With the landing gear handle in DOWN and the brake selector
switch in the #1/ON position, 28V DC from the B bus supplies the
anti-skid control unit. The anti-skid system provides maximum
braking efficiency on most runway surfaces while preventing
wheel skid. Above 23 kts (aircraft without SB F50-20) or 25 kts
(aircraft with SB F50-020) groundspeed, the anti-skid system
monitors wheel speed with a transducer in each main wheel
axle.
If the control unit senses a sudden wheel deceleration indicative
of a skid, it reduces braking pressure to the affected side through
an electrically operated servo valve. After the wheel spins up,
normal braking operation resumes.
Below 40 kts, the anti-skid servo-valve limits braking pressure
to approximately 800 PSI. This limits the aircrafts deceleration
to approximately 0.3Gs.
4I-12
Developed for Training Purposes Only
Falcon 50
October 1997
Landing Gear/Brakes/Steering
Emergency Braking
Parking Brake
Falcon 50
October 1997
4I-13
Developed for Training Purposes Only
Hydraulic System 1
Primary A and B buses
Control
Monitor
Protection
Circuit breakers
Proximity switches
Hydraulic pressure relief valves
Nose gear centering cam
4I-14
Developed for Training Purposes Only
Falcon 50
October 1997
Landing Gear/Brakes/Steering
Anti-Skid System
Power Source
Primary B bus
Hydraulic System 1
Distribution
Control
Monitor
Protection
Circuit breakers
Hydraulic pressure relief valves
Auxiliary C bus
Hydraulic System 2
Control
Monitor
Protection
Circuit breakers
Hydraulic pressure relief valves
Falcon 50
October 1997
4I-15
Developed for Training Purposes Only
4I-16
Developed for Training Purposes Only
Falcon 50
October 1997
Oxygen System
Oxygen System
PASSENGER OXYGEN
CONTROLLER UNIT
PRESSURE
GAGE
COPILOT
MASK BOX
PILOT MASK
BOX
PILOT SUPPLY
AIR VENT
(OVER PRESS RELIEF)
PRESSURE
GAGE
HP VALVE
(SHUTOFF)
COPILOT SUPPLY
PRESSURE
REDUCING
VALVE
Falcon 50
October 1997
BOTTLE
LOW PRESSURE
HIGH PRESSURE
TO PASSENGER
OXYGEN MASKS
D5_4J_001.ai
FILLING
INLET
4J-1
Developed for Training Purposes Only
4J-2
Developed for Training Purposes Only
Falcon 50
October 1997
Oxygen system
Oxygen
From a 76.6 cubic foot (2,165 liters) oxygen bottle under the left
cabin floor aft of the main entrance door, oxygen flows under
pressure through the normally open shutoff valve to the pressure
reducing valve. The bottles filler valve is accessible through a
small access panel on the left fuselage aft of the main entrance
door. The shutoff valve should be opened slowly (approximately
10 seconds) to prevent system damage caused by a pressure
surge. The reducing valve decreases normal bottle pressure
to 70 PSI (4.8 bar) before it reaches the crew and passenger
distribution systems.
To prevent bottle overpressurization, a frangible disc ruptures
between 2,700 and 3,000 PSI (186 and 206.8 bars) to release
bottle contents to atmosphere through a vent on the fuselage
side.
Minimum pressure in the oxygen bottle for dispatch with crew
only below 10,000 ft MSL is 650 PSI. For dispatch above 10,000
ft with passengers, the minimum pressure is 700 PSI. Tables in
the Operating Manual Book 2 and charts in the Performance
Manual, General Supplement No. 1 provide the minimum
required oxygen pressure for flight above 41,000 ft and for
overwater operations.
Crew System
Falcon 50
October 1997
4J-3
Developed for Training Purposes Only
Passenger System
4J-4
Developed for Training Purposes Only
Falcon 50
October 1997
Oxygen System
Oxygen System
Power Source
Distribution
Control
Monitor
Protection
Falcon 50
October 1997
4J-5
Developed for Training Purposes Only
4J-6
Developed for Training Purposes Only
Falcon 50
October 1997
Powerplant
HIGH-PRESSURE
COMPRESSOR
PT2/TT2
PROBE
FUEL MANIFOLD
(PRIMARY/SECONDARY)
HIGH-PRESSURE
TURBINE
3-STAGE
LOW-PRESSURE
TURBINE
FAN
N1 MONOPOLE
PLANETARY
GEARBOX
OIL SCAVENGE
LINE
ACCESSORY
GEARBOX
TRANSFER
GEAR BOX
ASSEMBLY
N2 MONOPOLE
Falcon 50
October 1997
FUEL
NOZZLE
D5_4K_001.ai
BYPASS
DUCT
4K-1
Developed for Training Purposes Only
4K-2
Developed for Training Purposes Only
Falcon 50
October 1997
Powerplant
NO. 4 AND 5
BEARING CAVITY
ACCESSORY DRIVE
GEARBOX ASS'Y
COMMON
SCAVENGE
RESERVOIR
TRANSFER
GEARBOX ASS'Y
TRANSFER
GEARBOX
ASSY SCAVENGE
OIL 1
OIL 2
OIL 3
EACH
ENG
PLANETARY GEAR
ASS'Y NO.1, 2, AND 3
BEARINGS
TEMP
EACH
ENG
OIL PUMP
INLET
HP AND
SCAVENGE
OIL PUMPS
NO. 6
BEARING
SUMP
C BUS
OIL 1
150 70 60
OIL
50
C PSI
0
METAL
PARTICLE
DETECTOR
40
20
ENG #1
ENG #2
ENG #3
OIL 2
OIL 3
PRESS
EACH
ENG
D BUS
OIL COOLER
(HALF SECTION)
OIL TANK
BYPASS VALVE
CHECK
VALVE
TEMPERATURE
AND PRESSURE
CONTROL VALVE
REGULATOR AND
RELIEF VALVE
P INDICATOR
FUEL
IN
FILTER
TEMPERATURE
BYPASS VALVE
FUEL
OUT
FILTER INDICATOR
BYPASS VALVE
BYPASS
VALVE
FUEL HEATER
FUEL IN
FUEL OUT
OIL COOLER
(QUARTER SECTION)
FUEL/OIL COOLER
VENT LINE
Falcon 50
October 1997
D5_4K_002.ai
OIL SUPPLY
4K-3
Developed for Training Purposes Only
4K-4
Developed for Training Purposes Only
Falcon 50
October 1997
Powerplant
Powerplant
Falcon 50
October 1997
4K-5
Developed for Training Purposes Only
Lubrication
The engine-driven oil pumps pressure element draws oil from
the reservoir and provides it under pressure through a pressure
regulator and filter to the fuel heater. The pressure regulator
maintains oil pressure at approximately 42 4 PSI.
Hot oil flowing through the fuel heater warms fuel, if needed,
before it reaches the fuel control unit (FCU). After passing
through the fuel heater, oil flows toward the three section air/
oil cooler. A temperature-controlled bypass valve opens and
closes to regulate oil flow through the cooler.
After leaving the air/oil cooler, the oil flow splits. One flow
continues to the No. 6 bearing sump and the No. 4 and 5 bearing
cavity. The other flow splits with one branch travelling to the
accessory drive and transfer gearboxes and the other flowing
to the fuel/oil cooler.
In the fuel/oil cooler, a bypass valve opens and closes in an
attempt to maintain oil at a maximum temperature of 90C
(194F). Downstream of the fuel/oil cooler, pressure and
temperature transmitters drive the oil and temperature gages. If
oil pressure falls to 25 PSI or less, a pressure switch between
the fuel/oil cooler and fan gearbox illuminates the associated
OIL annunciator.
After flowing through the fuel/oil cooler, oil flows to the engines
No. 1, 2, and 3 bearings and the fan planetary gear case. After
the oil lubricates, cools, and cleans the engine, the oil pump
scavenge elements draw the oil from the bearing sumps,
cavities, and casings and return it to the oil tank. On the return
line to the tank, a chip detector illuminates the OIL annunciator
if sufficient metal accumulates on the chip detector.
4K-6
Developed for Training Purposes Only
Falcon 50
October 1997
Powerplant
Engine Controls
The full aft power lever position is 0 FCU (fuel cutoff). The second lever stop is at the 15 FCU or idle position. Movement from
cutoff to idle or idle to cutoff requires lifting up on a unlatching
catch to unlock the power lever. Further forward movement from
the idle position to the maximum thrust position is unrestricted.
When the EEC is operating normally, movement of the throttle
lever indirectly controls engine thrust through the EEC. The
EEC, in response to power level position as detected at the fuel
control unit (FCU angle) and engine parameters, provides an
electric signal to the hydro-mechanical FCU torque motor. The
FCU then either increases or decreases fuel flow to vary engine
thrust.
With the EEC failed or in manual mode, movement of the power
lever directly controls engine thrust through the fuel control unit
(FCU).
Falcon 50
October 1997
4K-7
Developed for Training Purposes Only
With the CMPTR switch on, the EEC commands the FCUs
torque motor to provide the correct fuel flow during all operating
conditions. The EEC provides overtemperature and overspeed
protection by limiting fuel flow through the FCU. The EEC also
controls the engines surge bleed valve to prevent engine
surging and stalling during acceleration and deceleration. The
A bus powers the No. 1 and No. 2 engine EECs and the B bus
powers the No. 3 engine EEC. The associated engine CMPTR
annunciator illuminates if the EEC loses power or fails.
Pressing a start pressure regulator (SPR) switch supplies
additional fuel during engine start. Normally, the EEC assists
engine starting by supplying additional fuel up to an ITT of
200C. During cold weather starts, pressing the switch supplies
additional fuel above 200C. Release the switch when ITT
reaches 400C.
Ignition System
On the ground, advancing the throttle lever from cutoff to idle
energizes the ignition system after a start button has been
pressed and the start selector switch is in the GRD START
position. Supplied with 28V DC from the A bus (No. 1 and 2
engines) or B bus (No. 3 engine) through relays, the ignition
exciter box supplies 18,000 to 24,000 volts to fire the two ignitor
plugs in each engine. During ignition system operation, the
respective IGN light illuminates to indicate power to the exciter
box.
Placing the start selector switch in AIR START provides
continuous ignition system operation. The start selector
switch in MOTOR START-STOP position breaks the automatic
engine start sequence and eliminates any power to the ignition
system. With the switch in this position, pressing the associated
start button motors the engine; the ignition system does not
operate.
4K-8
Developed for Training Purposes Only
Falcon 50
October 1997
Powerplant
Falcon 50
October 1997
4K-9
Developed for Training Purposes Only
4K-10
Developed for Training Purposes Only
Falcon 50
October 1997
Thrust Reverser
ACTUATOR
FROM THRUST
REVERSER CONTROL
MICROSWITCH
A-B
REV
UNLOCK
DEPLOYED
A
B
U
S
TRANSIT
THRUST REVERSER
ARMING MICROSWITCH
(IDLE)
REVERSE
CONTROL
REVERSE
WARN
FLT
GND
RELAYS
A
DOOR
LATCHED
SWITCHES
B
U
S
THRUST REVERSER
CONTROL MICROSWITCH
HYD SYSTEM
NO. 1
ELECTROMAGNET
LATCHING POWER LEVER
IN IDLE POSITION
NORM
ACCUMULATOR
4-WAY ELECTRODISTRIBUTOR
PRESSURE
RETURN
Falcon 50
October 1997
D5_4L_001.ai
TO CONTROL
CABLE SELECTOR
UNIT
STOW
ELECTROMAGNET
LATCHING THRUST
REVERSER LEVER
DEPLOY
SYSTEM RETURN
STOW
4L-1
Developed for Training Purposes Only
4L-2
Developed for Training Purposes Only
Falcon 50
October 1997
Thrust Reversers
Thrust Reverser
Deploy
With the No. 2 engine power lever in idle, the mechanical
thrust reverse lever lock releases for thrust reverser lever. A
solenoidoperated lock allows the thrust reverse lever a small
amount of upward movement but prevents full thrust reverse
lever movement.
With the aircraft on the ground, pulling the reverse lever up a small
amount electrically unlatches the door S lock then energizes the
solenoid valve to route No. 1 hydraulic system pressure to the
thrust reverser actuator. Initial movement S latch actuator and
thrust reverser doors illuminates the TRANSIT light. When the
doors reach the fully deployed position, microswitches actuate
to release the thrust reverser lever solenoid lock, extinguish the
TRANSIT light, illuminate the DEPLOY light, and maintain the
solenoid valve in the deploy position.
After the reverse lever lock releases, pulling the lever up
increases reverse thrust from the No. 2 engine.
Falcon 50
October 1997
4L-3
Developed for Training Purposes Only
Stow
Pushing the thrust reverse lever forward actuates the thrust reverser control switch to begin the stow sequence. The solenoid
valve shifts to route hydraulic pressure to the stow side of the
actuator. As the reverser doors begin stowing, microswitches
deactuate to extinguish the DEPLOY light and illuminate the
TRANSIT light and REV. UNLOCK annunciator.
When the reverser doors reach the stow position and lock, the
TRANSIT light and REV. UNLOCK annunciator extinguish and
the throttle lock releases.
Emergency Stow
If an inadvertent thrust reverser deployment occurs, placing
the THRUST REVERSER switch in the STOW position directly
energizes the solenoid valve to the stow position with 28V DC
from the A bus. The directional valve then routes No. 1 hydraulic
system pressure to the stow side of the thrust reverser actuator. Hydraulic pressure forces the thrust reverser doors to the
stowed position.
4L-4
Developed for Training Purposes Only
Falcon 50
October 1997
Thrust Reversers
Hydraulic System 1
(including a dedicated accumulator)
Primary A bus
Distribution
Center engine
Control
Monitor
Annunciators
TRANSIT (amber)
DEPLOYED (green
REV UNLOCK (red)
Reverser accumulator pressure gage
(aft compartment)
Protection
Circuit breakers
Flight/ground relays
Falcon 50
October 1997
4L-5
Developed for Training Purposes Only
4L-6
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Table of Contents
Falcon 50
October 1997
5-1
Developed for Training Purposes Only
5-2
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Tel: ( )
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Tel: ( )
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Notes
Tel: ( )
Falcon 50
October 1997
5-3
Developed for Training Purposes Only
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Tel: ( )
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Tel: ( )
Airport Ident.
FBO
Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering
Notes
Tel: ( )
5-4
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Falcon 50
October 1997
5-5
Developed for Training Purposes Only
D5_5_001.ai
5-6
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Minimum Climb/Obstacle Clearance
D5_5_002.ai
Falcon 50
October 1997
5-7
Developed for Training Purposes Only
D5_5_003.ai
5-8
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
D5_5_004.ai
Falcon 50
October 1997
5-9
Developed for Training Purposes Only
D5_5_005.ai
5-10
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Falcon 50
October 1997
5-11
Developed for Training Purposes Only
8. E
nter the weight from the TOTAL row in the ZERO FUEL
WEIGHT row, then enter the combined moment result in the
ZERO FUEL WEIGHT row in the corresponding MOMENTS
column.
9. T
he Weight and Balance DIagram (Figure 5-6) depicts an
envelope, subdivided into zones, for zero fuel weight and
moment, which must fall within the envelope to be within
zero fuel weight limits. The zone into which the zero fuel
weight and moment fall determines possible fuel loading
limitations. Zone limitations are defined at the bottom of the
diagram.
10. Record the fuel weight on the Loading Schedule FUEL row,
and enter the moment in the appropriate positive or negative
MOMENTS column of the FUEL row.
11. Add the zero fuel weight to the fuel weight; record the sum
in the WEIGHT column of the TAKEOFF WEIGHT row. Add
the zero fuel weight moment to the fuel moment, then record
the result in the appropriate negative or positive MOMENTS
column of the TAKEOFF row.
Both the zero fuel weight moment and the fuel moment may
be negative, positive, or a combination of both. Observe the
positives and negatives when combining the zero fuel weight
and fuel moments. The resultant sign determines the column
into which the final moment is entered.
12. Plot the computed takeoff weight and moment on the Weight
and Balance Diagram to determine if the intersection is in
the maximum takeoff weight envelope. Enter the derived
percent CG on the Loading Schedule CG POSITION row,
center column.
Use the Weight and Balance Diagram to determine the zero fuel
weight limits. Identify the limitations associated with the zone in
which the intersection occurs.
5-12
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
D5_5_006.ai
Falcon 50
October 1997
5-13
Developed for Training Purposes Only
5-14
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Explanation
ACC
ADCUS
Advise Customs
AFIL
ARINC
ATS
BERNA
DEC
ETP
FIC
FIR
GCA
GEOMETER
IATA
ICAO
MET
See METAR
METAR
MNPS
NAT
North Atlantic
Falcon 50
October 1997
5-15
Developed for Training Purposes Only
International Term
Explanation
NOPAC
North Pacific
OAG
OKTA
OTS
PPO
PSR
QFE
QNE
QNH
SITA
Societe Internationale de
Telecommunications Aeronautiques;
international organization provides
global telecommunications network
information to the air transport industry
SPECI
SSR
TAF
UIR
UTA
WWV/WWVH
5-16
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
I. DOCUMENTATION
PERSONNEL, CREW
Airmans certificates
Physical
Passport
Extra photos
Visa
Tourist card
Proof of citizenship (not drivers license)
Immunization records
Travelers checks
Credit cards
Cash
Passenger manifest (full name, passport no.)
Trip itinerary
International drivers license
Falcon 50
October 1997
5-17
Developed for Training Purposes Only
AIRCRAFT
Airworthiness certificate
Registration
Radio licenses
MNPS certification
Aircraft flight manual
Maintenance records
Certificates of insurance (U.S. military and foreign)
Import papers (for aircraft of foreign manufacture)
II. OPERATIONS
PERMITS
SERVICES
Inspection
Customs forms
Immigrations
Agricultural (disinfectant)
Ground
Handling agents
FBOs
5-18
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Fuel (credit cards, carnets)
Maintenance
Flyaway kit (spares)
Fuel contamination check
Financial
Credit cards
Carnets
Letters of credit
Banks
Servicing air carriers
Handling
Fuelers
Travelers checks
Cash
COMMUNICATIONS
Equipment
VHF
UHF
HF SSB
Headphones
Portables (ELTs, etc.)
Spares
Agreements
ARINC
BERNA (Switzerland)
SITA
Stockholm
Falcon 50
October 1997
5-19
Developed for Training Purposes Only
NAVIGATION
Equipment
VOR
DME
ADF
Inertial
VLF/OMEGA
LORAN
GPS
Publications
Operations manual
International Flight Information Manual
Maintenance manuals
Manufacturers sources
World Aviation Directory
Interavia ABC
Airports International Directory
MNPS/NOPAC
Customs Guide
5-20
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
V. FACILITATION AIDS
Pre-flight planner
Aircraft locks
Spare keys
Security devices
Commissary supplies
Electrical adapters (razors, etc.)
Ground transportation
Hotel reservations
NBAA International Feedback cards
Catering
WX service
Reservations
Slot times
Falcon 50
October 1997
5-21
Developed for Training Purposes Only
D5_5_007.ai
5-22
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Falcon 50
October 1997
5-23
Developed for Training Purposes Only
5-24
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Wake Turbulence Category: Insert / + H, M, or L:
/H Heavy maximum certificated T/O mass of 136,000
kg (300,000 lbs) or more
/M Medium maximum certificated T/O mass of less
than 136,000 kg but more than 7,000 kg (between 15,500
and 300,000 lbs)
/L Light maximum certificated T/O mass of 7,000 kg or
less (15,500 lbs)
Falcon 50
October 1997
5-25
Developed for Training Purposes Only
5-26
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Cruising Speed: Insert the true air speed for the first or whole
cruising portion of the flight in one of the following forms:
Kilometers per hour: K + 4 figures (e.g., K0830)
Knots: N + 4 figures (e.g., N0485)
Mach number: M + 3 figures (e.g., M082) if prescribed by
ATS.
Cruising Level: Insert the planned cruising level for the first or
whole portion of the planned route using one of the following
forms:
Flight level: F + 3 figures (e.g., F085; F330)
Standard metric level in tens of metres: S + 4 figures (e.g.,
S1130) if prescribed by ATS.
Altitude in hundreds of feet: A + 3 figures (e.g., A045;
A100)
Altitude in tens of metres: M + 4 figures (e.g., M0840)
For uncontrolled VFR flights: VFR
Route: Include changes of speed, level, and/or flight rules.
For flights along designated ATS routes:
If the departure aerodrome is on or connected to the ATS
route, insert the designator of the first ATS route.
If the departure aerodrome is not on or connected to the ATS
route, insert the letters DCT followed by the point of joining
the first ATS route, followed by the designator of the ATS
route.
Insert each point at which a change of speed, change of
level, change of ATS route, and/or a change of flight rules
is planned. For a transition between lower and upper ATS
routes oriented in the same direction, do not insert the point
of transition.
In each case, follow with the designator of the next ATS route
segment even if it is the same as the previous one (or with
DCT if the flight to the next point is outside a designated route),
unless both points are defined by geographical coordinates.
Falcon 50
October 1997
5-27
Developed for Training Purposes Only
5-28
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
3. Change of speed or level (max 21 characters):
insert point of change/cruising speed and level
LN/N0284A045, MAY/N0305F180, HADDY/N0420F330,
DUB180040/M084F350
4. Change of flight rules (max 3 characters):
insert point of change (space) change to IFR or VFR
LN VFR, LN/N0284A050 IFR
5. Cruise climb (max 28 characters)
insert C/point to start climb/climb speed / levels
C/48N050W / M082F290F350
C/48N050W / M082F290PLUS
C/52N050W / M220F580F620
Falcon 50
October 1997
5-29
Developed for Training Purposes Only
5-30
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Falcon 50
October 1997
5-31
Developed for Training Purposes Only
D5_5_008.ai
5-32
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Block 1 Check the type flight plan. Check both the VFR
and IFR blocks if composite VFR/IFR.
Block 2 Enter your complete aircraft identification, including
the prefix N, if applicable.
Block 3 Enter the designator for the aircraft, or if unknown,
the aircraft manufacturers name.
When filing an IFR flight plan for a TCAS equipped
aircraft, add the prefix T for TCAS.
Example: T/G4/R.
When filing an IFR flight plan for flight in an aircraft
equipped with a radar beacon transponder, DME
equipment, TACAN-only equipment or a combination
of both, identify equipment capability by adding a
suffix to the AIRCRAFT TYPE, preceded by a slant
(/) as follows:
/X no transponder
/T transponder with no altitude encoding capability
/U transponder with altitude encoding capability
/D DME, but no transponder
/B DME and transponder, but no altitude encoding
capability
/A DME and transponder with altitude encoding
capability
/M TACAN only, but no transponder
/N TACAN only and transponder, but with no altitude encoding capability
/P TACAN only and transponder with altitude
encoding capability
/C RNAV and transponder, but with no altitude
encoding
Falcon 50
October 1997
5-33
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Block 4 Enter your true airspeed (TAS).
Block 5 Enter the departure airport identifier code, or if
code is unknown, the name of the airport.
Block 6 Enter the proposed departure time in Coordinated
Universal Time (UTC). If airborne, specify the actual
or proposed departure time as appropriate.
Block 7 Enter the appropriate IFR altitude (to assist the
briefer in providing weather and wind information).
Block 8 Define the route of flight by using NAVAID identifier
codes, airways, jet routes, and waypoints.
Block 9 Enter the destination airport identifier code, or if
unknown, the airport name. Include the city name
(or even the state name) if needed for clarity.
Block 10 Enter estimated time enroute in hours and minutes.
Block 11 Enter only those remarks pertinent to ATC or to
the clarification of other flight plan information,
such as the appropriate call sign associated with
the designator filed in Block 2 or ADCUS.
Block 12 Specify the fuel on board in hours and minutes.
Block 13 Specify an alternate airport, if desired or required.
Block 14 Enter the complete name, address, and telephone
number of the pilot in command. Enter sufficient
information to identify home base, airport, or
operator. This information is essential for search
and rescue operations.
Block 15 Enter total number of persons on board (POB),
including crew.
Block 16 Enter the aircrafts predominant colors.
Falcon 50
October 1997
5-35
Developed for Training Purposes Only
Block 17 R
ecord the FSS name for closing the flight plan. If
the flight plan is closed with a different FSS or
facility, state the recorded FSS name that would
normally have closed your flight plan. Information
transmitted to the destination FSS consists only of
that in Blocks 3, 9, and 10. Estimated time enroute
(ETE) will be converted to the correct estimated
time of arrival (ETA).
Optional Record a destination telephone number to assist
search and rescue contact should you fail to report
or cancel your flight plan within 1/2 hour after your
estimated time of arrival (ETA).
5-36
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Falcon 50
October 1997
5-37
Developed for Training Purposes Only
5-38
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
Sample TAF
Falcon 50
October 1997
5-39
Developed for Training Purposes Only
22020KT. Surface wind. The first three digits (220) are true
direction to the nearest 10. The next two digits (20) indicate
speed. KT indicates the scale is in knots. TAFs may also use
kilometers-per-hour (KMH) or meters per second (MPS). If gusts
are forecast, a G and a two-digit maximum gust speed follow
the five-digit wind reading (e.g., 22020G10KT). Five zeros and
the appropriate suffix indicate calm winds (e.g., 00000KT/KMH/
MPS).
note:
Towers, ATIS and airport advisory service report
wind direction as magnetic.
3/4SM. Prevailing horizontal visibility. Visibility (3/4SM) is in
statue milles in the U.S. However, most countries use meters
which appears with no suffix (e.g., 1200).
-SHRA.Weather and/or obstruction to visibility (Table 5-A, page
5-42). The minus sign (-) indicates light, a plus sign (+) indicates
heavy, and no prefix indicates moderate. If no significant weather
is expected, the group is omitted. If the weather ceases to be
significant after a change group, the weather code is replaced
by the code for no significant weather (NSW).
BKN020CB.Cloud coverage/height/type. The first three letters
indicate expected cloud coverage. Cloud height is indicated by
the second set of three digits; these are read in hundreds of feet
(or multiples of 30 meters). When cumulonimbus is forecast,
cloud type (CB) follows cloud height.
When an obscured sky is expected and information on vertical
visibility is available, the cloud group is replaced by a different
five-digit code (e.g., VV004). The first two digits are Vs. The
three figures following indicate vertical visibility in units of 100
ft. For indefinite vertical visibility, the two Vs would be followed
by two slash marks (VV//).
note:
More than one cloud layer may be reported.
5-40
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
FM2030. Significant change expected in prevailing weather.
The from code (FM) is followed by a four-digit time code (2030).
Prevailing weather conditions consist of surface wind, visibility,
weather, and cloud coverage.
PROB40 2022. Probability (PROB) and a two-digit code
for percent (40) is followed by a four-digit code (2022) that
indicates a beginning time (20) and an ending time (22) to
the nearest whole hour for probable weather conditions. Only
30% and 40% probabilities are used; less than these are not
sufficient to forecast; 50% and above support the normal
forecast.
TEMPO. Temporary change followed by a four-digit time.
Forecasts temporary weather conditions. Indicates that
changes lasting less than an hour and a half may occur
anytime between the two-digit beginning time and two-digit
ending time.
Falcon 50
October 1997
5-41
Developed for Training Purposes Only
Decoding TAFs
5-42
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
BECMG 1315 20010KT P6SM NSW SKC
Change to the forecast conditions between 1300 and 1500
hours
Expected surface winds, 200 true direction at 10 kts
Visibility, more than 6 statute miles
No significant weather
Clear skies
Falcon 50
October 1997
5-43
Developed for Training Purposes Only
Sample METAR
5-44
Developed for Training Purposes Only
Falcon 50
October 1997
Flight Planning
2SM.Prevailing horizontal visibility in statute miles. In the U.S.,
issued in statute miles with the appropriate suffix (SM) appended.
When a marked directional variation exists, the reported minimum
visibility is followed by one of the eight compass points to indicate
the direction (e.g., 2SMNE).
R22L/1000FT. The runway visual range group. The letter R
begins the group and is followed by the runway description
(22L). The range in feet follows the slant bar (1000FT). In other
countries range is in meters and no suffix is used.
TSRA OVC010CB.Thunderstorms (TS) and rain (RA) with an
overcast layer at 1,000 ft and cumulonimbus clouds.
note:
More than one cloud layer may be reported.
18/16.Temperatures in degrees Celsius. The first two digits (18)
are observed air temperature; the last two digits (16) are dew
point temperature. A temperature below zero is reported with a
minus (M) prefix code (e.g., M06).
A2990.Altimeter setting. In the U.S., A is followed by inches
and hundredths; in most other countries, Q is followed by
hectopascals (i.e., millibars).
RERAB25. Recent operationally significant condition. A two
letter code for recent (RE) is followed by a two letter code for
the condition (e.g., RA for rain). A code for beginning or ending
(B or E) and a two-digit time in minutes during the previous
hour. When local circumstances also warrant, wind shear may
also be indicated (e.g., WS LDG RWY 22).
note:
A remark (RMK) code is used in the U.S. to precede
supplementary data of recent operationally significant
weather.
note:
RMK [SLP 013] breaks down SEA LVL press to
nearest tenth (e.g., 1001.3 reported as SLP 013).
Falcon 50
October 1997
5-45
Developed for Training Purposes Only
5-46
Developed for Training Purposes Only
Falcon 50
October 1997
Servicing
Table of Contents
Falcon 50
October 1997
6-1
Developed for Training Purposes Only
6-2
Developed for Training Purposes Only
Falcon 50
October 1997
Servicing
Servicing Record
DATE
QTY
DATE
QTY
Engine Oil
Hydraulic Fluid
D5_6_001.ai
Oxygen
Falcon 50
October 1997
6-3
Developed for Training Purposes Only
QTY
DATE
QTY
Other
Other
D5_6_002.ai
Other
6-4
Developed for Training Purposes Only
Falcon 50
October 1997
Servicing
Fuel
Approved Fuels
Fuel Specification
EMS 53111 - Kerosene
ASTM D 1655 (Jet A)
CAN 2-3.23 (Jet A)
EMS 53112 - Kerosene
ASTM D 1655 (Jet A1)
CAN 2-3.23 (Jet A1)
DERD 2494 (AVTUR)
DERD 2453 (AVTUR/FSii)
MIL-T-83133 (JP8)
AIR 3405C
AIR 3405C
EMS 53113 - Wide-Cut
ASTM D 1655 (Jet B)
CAN 2-3.22 (Jet B)
MIL-T-5624 (JP4)
AIR 3407B
DERD 2486 (AVTAG)
DERD 2454 (AVTAG/FSii)
CAN 2-3.22
EMS 53116 - High Flash-Point
AIR 3404C
AIR 3404C
DERD 2498 (AVCAT)
MIL-T-5624 (JP5)
DERD 2452 (AVCAT/FSii)
CAN 3GP24
CAN 3GP24
Additives
Freezing
Point
(C)
Anti-Ice
Anti-static
NATO
Code
-40
-40
*
*
*
With
-47
-47
-47
-47
-50
-50
-50
*
*
Without
With
With
Without
With
With
With
With
*
*
*
F35
F34
F34
F35
F34
-50
-50
-58
-58
-58
-58
-58
*
*
With
With
Without
With
With
*
With
With
*
*
Without
With
F40
F40
F40
F40
-46
-46
-46
-46
-46
-46
-46
Without
With
Without
With
With
Without
With
*
*
Without
Without
Without
*
*
F43
F44
F43
F44
F44
F43
F44
Falcon 50
October 1997
6-5
Developed for Training Purposes Only
Cautio
For aircraft under Australian registration, the use of wide-cut
fuels is restricted. Obtain approval from the Secretary to the
Department of Aviation. Refer to Air Navigation Order 108.46.
note:
When wide-cut fuels are used, the takeoff operating
envelope is revised (refer to Limitations chapter).
6-6
Developed for Training Purposes Only
Falcon 50
October 1997
Servicing
Fuel Capacities
Fuel Density (at 59F) . . . . . . . . . 6.7 LBS/ONE U.S. GAL
U.S.
GALS
Liters
LBS
Left
559
2117
3748
Center
410
1553
2749
Right
559
2117
3748
91
210
344
793
609
1404
91
261
367
344
988
1390
609
1750
2460
91
210
344
793
609
1404
769
2910
5152
777
2943
5209
769
2910
5152
Total Quantity
2315
8763
15,513
Falcon 50
October 1997
6-7
Developed for Training Purposes Only
Fuel Additives
The following additives and corresponding concentration ranges
are authorized for use in the Falcon 50 fuel system.
Anti-Icing
AIR 3652
MIL-I-27686 D or E
MIL-I-85470 or equivalent
Maximum Concentration . . . . . . . . 0.15% BY VOLUME
Anti-Static
SHELL ASA 3 (or equivalent) . . . . . . . . . . . ONE PPM
STADIS 450 . . . . . . . . . . . . . . . . . . . THREE PPM
Anti-Microbiological . . . . . . . . . . . . SOHIO BIOBOR JF
Maximum Concentration . . . . . . . . . . . . . . 270 PPM
(EQUIVALENT TO 20 PPM ELEMENTAL BORON)
Cautio
Do not pour non-diluted additives into an empty tank.
6-8
Developed for Training Purposes Only
Falcon 50
October 1997
Servicing
Fueling Procedures
Pressure Fueling
Falcon 50
October 1997
6-9
Developed for Training Purposes Only
Gravity Refueling
note:
Gravity refueling requires Battery bus (total refueling)
or D bus (partial refueling) power. Because of the time
required for gravity fueling, external or APU power is
required. Although Dassault only mentions the use
of external power, there is no limitation on APU use
during refueling. During APU use, a crew member
should monitor its operation from the cockpit.
Proper Grounding . . . . . . . . . . . . . . ACCOMPLISHED
Utilize life-line attach point grounding tool stowed at refueling
panel (SB F50-0183).
External Power . . . . . . . . . . . . . . . . . ON/SELECTED
Bus C, Bus D Switches . . . . . . . . . . . . . . . . . . . . ON
Gravity Fueling Switch (left electrical rack) . . . . . . . . . ON
Refueling Door . . . . . . . . . . . . . . . . . . . . . OPENED
Rear Selector Switch . . . . . . . . . . . . . . . . . . . . . LO
Overwing Fueling Port (one each wing) . . . . . . . OPENED
Refuel Wing Tanks . . . . . . . . . . . . . . . AS REQUIRED
6-10
Developed for Training Purposes Only
Falcon 50
October 1997
Servicing
XFR Intercoms . . . . . . . . . . . . . . . . . . . . . . OPEN
RH, LH XFR Pump Switches . . . . . . . . . . . . . . . . ON
Center Wing/ Feeder Tanks (through the
intercom manifold and transfer system) . . . . REFUELED
Rear Selector Switch . . . . . . . . . . . . HI (IF REQUIRED)
Feeder Tanks . . . . . . . . . . . REFUELED AS REQUIRED
Wing Tanks . . . . REPLENISHED TO DESIRED QUANTITY
Gravity Fueling Switch . . . . . . . . . . . . . . . . . . . OFF
Rear Selector Switch . . . . . . . . . . . . . . . . . . . . . LO
Refueling Door . . . . . . . . . . . . . . . CLOSED/LATCHED
Overwing Fueling Caps . . . . . . . SECURELY REPLACED
Grounding Wire . . . . . . . . . . . . . . . DISCONNECTED
FUELING Light (Failure Warning Panel) . . . . . . . . . . OFF
XFR Intercoms . . . . . . . . . . . . . . . . . . . . . CLOSED
RH, LH XFR Pump Switches . . . . . . . . . . . . . . . . OFF
Bus C, Bus D Switches . . . . . . . . . . . . . . . . . . . OFF
APU/External Power . . . . . . . . . . . . . . AS REQUIRED
Defueling
Proper Grounding . . . . . . . . . . . . . . ACCOMPLISHED
External Power . . . . . . . . . . . . . . . . . . . . . . . . ON
Bus C, Bus D Switches . . . . . . . . . . . . . . . . . . . . ON
Refueling Door . . . . . . . . . . . . . . . . . . . . . OPENED
STOP FUELING Light . . . . . . . . . . . . . . . . . . . . ON
Vent Valve Handle . . . . . . . . . . . . . . . . . . . . . . UP
STOP FUELING Light . . . . . . . . . . . . . . . . . . . . OFF
FUELING OK Light . . . . . . . . . . . . . . . . . . . . . . ON
Falcon 50
October 1997
6-11
Developed for Training Purposes Only
6-12
Developed for Training Purposes Only
Falcon 50
October 1997
Servicing
Hydraulic System
Approved Hydraulic Fluid . . . . . . . . . . . . . . MIL-H-5606
(NATO CODES H515 or H520)
Hydraulic Systems 1/2 Reservoir Capacities:
Full (each) . . . . . . . . . . . . . . . . . . . 2.62 U.S. GAL
Total (each) . . . . . . . . . . . . . . . . . . 3.65 U.S. GAL
Accumulator Preloads:
Parking Brake . . . . . . . . . . . . . . . . . . . . . 950 PSI
Main System (each) . . . . . . . . . . . . . . . . 1,450 PSI
Thrust Reverser . . . . . . . . . . . . . . . . . . 1,450 PSI
Cautio
When servicing through the reservoir filler inlets, completely
relieve systems and air pressures prior to complete removal
of the caps.
Warnin
Paint damage may occur with hydraulic fluid contact
Falcon 50
October 1997
6-13
Developed for Training Purposes Only
Strut Extension
Hydraulic Fluid . . . . . . . . . . . . . . . . . . . MIL-H-5606
Inflation . . . . . . . . . . . . . . . . . . . . . . . NITROGEN
Approximate Pressures at 20C with Full Strut Extension:
Main Gear . . . . . . . . . . . . . . . . . . . . . . . 290 PSI
Maximum travel is 16.5 inches (420 mm).
Nose Gear . . . . . . . . . . . . . . . . . . . . . . 232 PSI
Maximum travel is 11.4 inches (290mm).
6-14
Developed for Training Purposes Only
Falcon 50
October 1997
Servicing
Oil Engine
Approved Engine Oils
Oxygen System
Maximum Pressure (at 21C) . . . . . . . . . . . . 1,850 PSI
Minimum Pressure:
Crew Only Below 10,000 ft . . . . . . . . . . . . . 650 PSI
Crew/10 or Fewer Passengers to FL410 . . . . . . 700 PSI
For flight above FL410, refer to the Operations Manual,
Section 4, or Performance Manual, G.S.1.
Falcon 50
October 1997
6-15
Developed for Training Purposes Only
D5_6_001.ai
6-16
Developed for Training Purposes Only
Falcon 50
October 1997
Emergency Information
Table of Contents
The ABCs of Emergency CPR . . . . . . . . . . . . . . . . . . . . . 7-3
Heart Attack. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Emergency Equipment Record . . . . . . . . . . . . . . . . . . . . 7-6
Falcon 50
October 1997
7-1
Developed for Training Purposes Only
D5_7_002.ai
7-2
Developed for Training Purposes Only
Falcon 50
October 1997
Emergency Information
AIRWAY
Open airway: lift chin, tilt head. (With neck injury, lift chin but
do not tilt head.)
Look for chest movement.
Listen for sound of breathing.
Feel for breath on your cheek.
BREATHING
Head tilt position pinch victims nose shut while lifting chin
with your other hand.
Give two full breaths while maintaining airtight seal with your
mouth over victims mouth.
Note: A pocket mask can be used instead, but proper head
position and air-tight seal must be maintained.
CIRCULATION
7-3
Developed for Training Purposes Only
Heart Attack
Signals
7-4
Developed for Training Purposes Only
Falcon 50
October 1997
D5_7_001.ai
Emergency Information
Choking
If victim can cough or speak:
encourage continued coughing
provide oxygen if available.
7-5
Developed for Training Purposes Only
Location
Date Last
Serviced
Fire Extinguisher(s)
Fire Axe
Life Rafts
Life Vests
Oxygen (Walkaround
Bottle)
Overwater
Survival Kit
Passenger
Briefing Card
Other:
7-6
Developed for Training Purposes Only
Falcon 50
October 1997
Conversion Tables
Table of Contents
Falcon 50
October 1997
8-1
Developed for Training Purposes Only
8-2
Developed for Training Purposes Only
Falcon 50
October 1997
Conversion Tables
Distance Conversion
Meters/Feet
Meters
Feet
Meters
Feet
.3048
3.2908
.61
6.58
.91
9.87
1.22
13.16
1.52
16.45
1.83
19.74
2.13
23.04
2.44
26.33
2.74
29.62
3.1
10
32.9
6.1
20
65.8
9.1
30
98.7
12.2
40
131.6
15.2
50
165.5
18.3
60
197.4
21.3
70
230.4
24.4
80
263.3
27.4
90
296.2
31
100
329
61
200
658
91
300
987
122
400
1316
152
500
1645
183
600
1974
213
700
2304
244
800
2633
274
900
2962
305
1000
3291
Falcon 50
October 1997
8-3
Developed for Training Purposes Only
Kilometers
.62137
Nautical Miles
.53996
1.24
1.08
1.86
1.62
2.49
2.16
3.11
2.70
3.73
3.24
4.35
3.78
4.97
4.32
5.59
4.86
6.21
10
5.40
12.43
20
10.80
18.64
30
16.20
24.85
40
21.60
31.07
50
27.00
37.28
60
32.40
43.50
70
37.80
49.71
80
43.20
55.92
90
48.60
62.14
100
54.00
124.27
200
107.99
186.41
300
161.99
248.55
400
215.98
310.69
500
269.98
372.82
600
323.98
434.96
700
377.97
497.10
800
431.97
559.23
900
485.96
621.37
1000
539.96
8-4
Developed for Training Purposes Only
Falcon 50
October 1997
Conversion Tables
Nautical Miles
Statute Miles
1.8520
1.1508
3.70
2.30
5.56
3.45
7.41
4.60
9.26
5.75
11.11
6.90
12.96
8.06
14.82
9.21
16.67
10.36
18.52
10
11.51
37.04
20
23.02
55.56
30
34.52
74.08
40
46.03
92.60
50
57.54
111.12
60
69.05
129.64
70
80.56
148.16
80
92.06
166.68
90
103.57
185.20
100
115.08
370.40
200
230.16
555.60
300
345.24
740.80
400
460.32
926.00
500
575.40
1111.20
600
690.48
1296.40
700
805.56
1481.60
800
920.64
1666.80
900
1035.72
1852.00
1000
1150.80
Falcon 50
October 1997
8-5
Developed for Training Purposes Only
Weight Conversion
Lbs/Kilograms
Lbs
Kgs
Lbs
Kgs
2.2046
.4536
4.40
.91
6.61
1.36
8.82
1.81
11.02
2.27
13.23
2.72
15.43
3.18
17.64
3.63
19.84
4.08
22.0
10
4.5
44.1
20
9.1
66.1
30
13.6
88.2
40
18.1
110.2
50
22.7
132.3
60
27.2
154.3
70
31.8
176.4
80
36.3
198.4
90
40.8
220
100
45
441
200
91
661
300
136
882
400
181
1102
500
227
1323
600
272
1543
700
318
1764
800
363
1984
900
408
2205
1000
454
8-6
Developed for Training Purposes Only
Falcon 50
October 1997
Conversion Tables
(up to 5 lbs variation per 100 gallons due to fuel grade and temperature)
U.S.
Gal
Lbs
U.S.
Gal
Lbs
Ltr
Lbs
Ltr
Lbs
Ltr
Kg
Ltr
Kg
.15
6.7
.57
1.8
1.25
.8
.30
13.4
1.14
3.6
2.50
1.6
.45
20.1
1.71
5.4
3.75
2.4
.60
26.8
2.28
7.2
5.00
3.2
.75
33.5
2.85
9.0
6.25
4.0
.90
40.2
3.42
10.8
7.50
4.8
1.05
46.9
3.99
12.6
8.75
5.6
1.20
53.6
4.56
14.4
10.00
6.4
1.35
60.3
5.13
16.2
11.25
7.2
1.5
10
67
5.7
10
18
12.5
10
3.0
20
134
11.4
20
36
25.0
20
16
4.5
30
201
17.1
30
54
37.5
30
24
6.0
40
268
22.8
40
72
50.0
40
32
7.5
50
335
28.5
50
90
62.5
50
40
9.0
60
402
34.2
60
108
75.0
60
48
10.5
70
469
39.9
70
126
87.5
70
56
12.0
80
536
45.6
80
144
100.0
80
64
13.5
90
603
51.3
90
162
113.5
90
72
15
100
670
57
100
180
125
100
80
30
200
1340
114
200
360
250
200
160
45
300
2010
171
300
540
375
300
240
60
400
2680
228
400
720
500
400
320
75
500
3350
285
500
900
625
500
400
90
600
4020
342
600
1080
750
600
480
105
700
4690
399
700
1260
875
700
560
120
800
5360
456
800
1440
1000
800
640
135
900
6030
513
900
1620
1125
900
720
150
1000
6700
570
1000
1800
1250
1000
800
Falcon 50
October 1997
8-7
Developed for Training Purposes Only
Volume Conversion
Imp Gal/U.S. Gal; U.S. Gal/Ltr; Imp Gal/Ltr
Imp
Gal
.83267
U.S.
Gal
Imp
Gal
U.S.
Gal
U.S.
Gal
Ltr
U.S.
Gal
Ltr
Imp
Gal
Ltr
Imp
Gal
Ltr
1.2010
.26418
3.7853
.21997
1.67
2.40
.52
7.57
0.44
4.5460
9.09
2.49
3.60
.79
11.35
0.66
13.64
3.33
4.80
1.06
15.14
0.88
18.18
4.16
6.01
1.32
18.92
1.10
23.73
5.00
7.21
1.59
22.71
1.32
27.28
5.83
8.41
1.85
26.50
1.54
31.82
6.66
9.61
2.11
30.28
1.76
36.37
7.49
10.81
2.38
34.07
1.98
40.91
8.3
10
12.0
2.6
10
37.9
2.2
10
45.6
16.7
20
24.0
5.3
20
75.7
4.4
20
91.0
24.9
30
36.0
7.9
30
113.5
6.6
30
136.4
33.3
40
48.0
10.6
40
151.4
8.8
40
181.8
41.6
50
60.1
13.2
50
189.2
11.0
50
227.3
50.0
60
72.1
15.9
60
227.1
13.2
60
272.8
58.3
70
84.1
18.5
70
265.0
15.4
70
318.2
66.6
80
96.1
21.1
80
302.8
17.6
80
363.7
74.9
90
108.1
23.8
90
340.7
19.8
90
409.1
83
100
120
26.4
100
379
22
100
455
167
200
240
53
200
757
44
200
909
249
300
360
79
300
1136
66
300
1364
333
400
480
106
400
1514
88
400
1818
416
500
601
132
500
1893
110
500
2273
500
600
721
159
600
2271
132
600
2728
583
700
841
185
700
2650
154
700
3182
666
800
961
211
800
3028
176
800
3637
749
900
1081
238
900
3407
198
900
4091
833
1000
1201
264
1000
3785
220
1000
4546
8-8
Developed for Training Purposes Only
Falcon 50
October 1997
Conversion Tables
Temperature Conversion
Celsius/Fahrenheit
C
-54
-65
-32
-26
-10
14
12
54
34
93
-53
-63
-31
-24
-9
16
13
55
35
95
-52
-62
-30
-22
-8
18
14
57
36
97
-51
-60
-29
-20
-7
19
15
59
37
99
-50
-58
-28
-18
-6
21
16
61
38
100
-49
-56
-27
-17
-5
23
17
63
39
102
-48
-54
-26
-15
-4
25
18
64
40
104
-47
-53
-25
-13
-3
27
19
66
41
106
-46
-51
-24
-11
-2
28
20
68
42
108
-45
-49
-23
-9
-1
30
21
70
43
109
-44
-47
-22
-8
32
22
72
44
111
-43
-45
-21
-6
34
23
73
45
113
-42
-44
-20
-4
36
24
75
46
115
-41
-42
-19
-2
37
25
77
47
117
-40
-40
-18
39
26
79
48
118
-39
-38
-17
41
27
81
49
120
-38
-36
-16
-3
43
28
82
50
122
-37
-35
-15
-5
45
29
84
51
124
-36
-33
-14
-7
46
30
86
52
126
-35
-31
-13
-9
48
31
88
53
127
-34
-29
-12
-10
10
50
32
90
54
129
-33
-27
-11
-12
11
52
33
91
55
131
Falcon 50
October 1997
8-9
Developed for Training Purposes Only
International Standard
Atmosphere (ISA)
Altitude/Temperature
Altitude
(ft)
ISA
(C)
Altitude
(ft)
ISA
(C)
Altitude
(ft)
ISA
(C)
Altitude
(ft)
ISA
(C)
S.L.
15.0
11,000
-6.8
22,000
-28.5
33,000
-50.3
1,000
13.0
12,000
-8.8
23,000
-30.5
34,000
-52.3
2,000
11.0
13,000
-10.7
24,000
-32.5
35,000
-54.2
3,000
9.1
14,000
-12.7
25,000
-34.5
36,000
-56.2
4,000
7.1
15,000
-14.7
26,000
-36.5
37,000
-56.5
5,000
5.1
16,000
-16.7
27,000
-38.4
38,000
-56.5
6,000
3.1
17,000
-18.7
28,000
-40.4
39,000
-56.5
7,000
1.1
18,000
-20.6
29,000
-42.4
40,000
-56.5
8,000
-0.8
19,000
-22.6
30,000
-44.4
41,000
-56.5
9,000
-2.8
20,000
-24.6
31,000
-46.3
42,000
-56.5
10,000
-4.8
21,000
-26.6
32,000
-48.3
43,000
-56.5
8-10
Developed for Training Purposes Only
Falcon 50
October 1997
Conversion Tables
880
890
900
910
920
930
940
950
960
970
980
990
1000
1010
1020
1030
1040
1050
25.99
26.28
26.58
26.87
27.17
27.46
27.76
28.05
28.35
28.64
28.94
29.23
29.53
29.83
30.12
30.42
30.71
31.01
26.16
26.46
26.75
27.05
27.34
27.64
27.94
28.23
28.53
28.82
29.12
29.41
29.71
30.00
30.30
30.59
30.89
31.18
26.19
26.49
26.78
27.08
27.37
27.67
27.96
28.26
28.56
28.85
29.15
29.44
29.74
30.03
30.33
30.62
30.92
31.21
26.22
26.52
26.81
27.11
27.40
27.70
27.99
28.29
28.58
28.88
29.18
29.47
29.77
30.06
30.36
30.65
30.95
31.24
26.25
26.55
26.84
27.14
27.43
27.73
28.02
28.32
28.61
28.91
29.21
29.50
29.80
30.09
30.39
30.68
30.98
31.27
Inches of Mercury
26.02
26.31
26.61
26.90
27.20
27.49
27.79
28.08
28.38
28.67
28.97
29.26
29.56
29.85
30.15
30.45
30.74
31.04
26.05
26.34
26.64
26.93
27.23
27.52
27.82
28.11
28.41
28.70
29.00
29.29
29.59
29.88
30.18
30.47
30.77
31.07
26.07
26.37
26.67
26.96
27.26
27.55
27.85
28.14
28.44
28.73
29.03
29.32
29.62
29.91
30.21
30.50
30.80
31.10
Falcon 50
October 1997
26.10
26.40
26.70
26.99
27.29
27.58
27.88
28.17
28.47
28.76
29.06
29.35
29.65
29.94
30.24
30.53
30.83
31.12
26.13
26.43
26.72
27.02
27.32
27.61
27.91
28.20
28.50
28.79
29.09
29.38
29.68
29.97
30.27
30.56
30.86
31.15
8-11
Developed for Training Purposes Only
D5_8_001.ai
Cabin Altitude
8-12
Developed for Training Purposes Only
Falcon 50
October 1997