Falcon 7X - AF Vol-2
Uploaded by
suxattilaFalcon 7X - AF Vol-2
Uploaded by
suxattilaFalcon 7X Technical Training
System Descriptions and Diagrams
Volume-2
Revision 2
Copyright © 2014 CAE SimuFlite
All Rights Reserved
Rev 2, Jan 2014
The information contained within this Training Manual is based on information excerpted
from the Dassault Aviation Falcon 7X Maintenance Library. Excerpted materials used in
this publication have been reproduced with permission of Dassault Falcon Jet Corp. As
this information is for TRAINING PURPOSES ONLY, if any conflict exists between this
document and the official technical publication, the official technical publication will take
precedence.
CAE SimuFlite and Dassault Falcon Jet Corp. are pleased to provide this publication to
further meet the valued requests and expectations of the Falcon 7X Maintenance
Technician. Any suggestions for changes or improvements to this manual are welcome,
and may be forwarded to:
CAE SimuFlite
ATTN: Courseware
PO Box 619119
DFW Airport, TX 75261
Falcon 7X Technical Training
System Descriptions and Diagrams
Volume 2
21 ....................................................................................................... Air Conditioning
22 ................................................................................................................ Auto Flight
23 ...................................................................................................... Communications
24 ....................................................................................................... Electrical Power
26 .......................................................................................................... Fire Protection
27 .......................................................................................................... Flight Controls
28 ............................................................................................................................ Fuel
29 ....................................................................................................... Hydraulic Power
30 ........................................................................................... Ice and Rain Protection
31 ..............................................................................Indicating / Recording Systems
32 ............................................................................................................ Landing Gear
33 .........................................................................................................................Lights
34 ................................................................................................................. Navigation
35 ...................................................................................................................... Oxygen
36 ................................................................................................................. Pneumatic
38 ...................................................................................................... Waste and Water
44 ......................................................................................................... Cabin Systems
45 ....................................................................... Central Maintenance System (CMS)
46 ................................................................................................Information Systems
49 ........................................................................................ Airborne Auxiliary Power
71 ............................................................................................................... Power Plant
72 ......................................................................................................... Engine Turbine
73 ..........................................................................................Engine Fuel and Control
74 ...................................................................................................................... Ignition
75 .............................................................................................................................. Air
76 ....................................................................................................... Engine Controls
77 ..................................................................................................... Engine Indicating
78 ..................................................................................................................... Exhaust
79 ............................................................................................................................... Oil
80 ...................................................................................................................... Starting
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80
For Training Purposes Only Falcon 7X
TABLE OF CONTENTS
Flight Controls .......................................................................................................... 27-3
Digital Flight Control System (DFCS) ....................................................................... 27-7
Aileron and Spoiler Control System ......................................................................... 27-59
Aileron Control System............................................................................................. 27-59
Spoiler Control System............................................................................................. 27-65
Ailerons and Spoilers Component Chart .................................................................. 27-74
Elevators................................................................................................................... 27-77
Elevators Component Chart ..................................................................................... 27-84
Rudder ...................................................................................................................... 27-87
Elevator, Aileron and Rudder Servo Actuator Monitoring Logic............................... 27-93
Horizontal Stabilizer ................................................................................................. 27-97
Horizontal Stabilizer Component Chart .................................................................... 27-109
ATA 27 Flaps Control System ............................................................................................... 27-111
Flaps Component Chart ........................................................................................... 27-124
Airbrake Control System .......................................................................................... 27-129
FLIGHT CONTROLS Airbrakes Component Chart ..................................................................................... 27-142
Slat Control System.................................................................................................. 27-145
Slats Component Chart ............................................................................................ 27-159
Flight Controls Maintenance Considerations ........................................................... 27-163
Modular Electronic Flight Control System (FCS) and
Cockpit Controls Component Chart .................................................................... 27-166
Wiring Diagrams
Copilot Take Over, Side Sticks CMD ....................................................................... 27-30
FBW 1-3 MFCC FDC MAU IRS ............................................................................... 27-42
FBW 2-4 MFCC FDC MAU IRS ............................................................................... 27-44
Back-Up Fly-By-Wire ................................................................................................ 27-48
Flaps Secondary FCS .............................................................................................. 27-120
Airbrakes – Extension / Retraction in Normal Mode ................................................ 27-136
Airbrakes – Automatic Extension on Ground at Landing and RTO.......................... 27-138
Airbrakes – Automatic Retraction ............................................................................. 27-140
Slats Secondary FCS ............................................................................................... 27-158
27-1
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 1
Primary and Secondary Flight Controls
27-2
R1
FLIGHT CONTROLS NOTES:
Overview
The Falcon 7X aircraft is fitted with a Fly-By-Wire (FBW) system controlling the aircraft attitude on the three axes (pitch,
roll and yaw) to achieve the desired flight path according to pilot or auto-pilot commands by way of eight primary flight
control surfaces:
− Two Ailerons (L9500CR)/(R9500CR)
− Two Elevators (L9500CP)/(R9500CP)
− One Rudder (9500CL)
− One Horizontal Stabilizer (9500CH)
− Two Spoilers (L9501CR)/(R9501CR)
The FCS includes the following subsystems:
− Ailerons and Spoilers
− Rudder
− Elevators
− Horizontal Stabilizer
− Flaps (L9500CF)/(L9501CF)/(R9500CF)/(R9501CF)
− Airbrakes (L9500CD)/(L9501CD)/(R9500CD)/(R9501CD)
− Slats (L9500CM)/(L9501CM)/(L9502CM)/(R9500CM)/(R9501CM)/(R9502CM)
− Modular Electronic Flight Control System (FCS) and Cockpit Controls
The modular electronic Flight Control System (FCS) ensures:
− Computation of Control Surface Deflections
− Avionics/FCS Interconnections
− Integrated Maintenance
The computation of control surface deflections is organized around three functions:
− Sensor Data Acquisition and Consolidation
− Computation of Control Laws
− Actuation and Monitoring of Control Surfaces
The modular electronic FCS controls:
− Ailerons and Spoilers
− Rudder
− Elevators
− Horizontal Stabilizer
− Slats
The control surface deflections are computed from signals transmitted by:
− Sidesticks
− Attitude and Heading Reference System (AHRS)
− Inertial Reference System (IRS)
− Air Data System (ADS)
These functions are performed by modules installed in four racks (2001CZ)/(2002CZ)/(2003CZ)/(2004CZ).
27-3
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 2
FCS Hydraulic and Electrical Power Supplies
27-4
R1
FLIGHT CONTROLS (CONTINUED)
Overview (Continued)
Modes of the FCS
In order to optimize flight safety, the FCS has three operating modes:
NORMAL Laws: In normal mode, full functionality is provided including all control augmentation, envelope
protection, and enhanced flying quality functions.
ALTERNATE Laws: Provide handling characteristics similar to those of the normal laws around 1g within a restricted
flight envelope. The applicable procedures are as if all the protections were lost, although some
of them may still be active. The FCS enters this mode automatically when NORMAL modes
cannot be supported due to failures in computation, servo-actuators, sensors or interfacing
system.
DIRECT Laws: Implement the minimum functions enabling a safe flight and landing. The FCS enters this mode
automatically when NORMAL / ALTERNATE modes cannot be supported due to failures in
computation, servo-actuators, sensors or interfacing system.
In addition, an independent BACK-UP mode is provided.
BACK-UP: This mode is entered when the NORMAL, ALTERNATE and DIRECT modes are lost. It consists
in direct control laws from dedicated pilot transducers to the horizontal stabilizer (9500CH) and
the spoiler actuators (L101CR)/(R101CR). Unlike the NORMAL, ALTERNATE and DIRECT
modes, the BACK-UP mode is designed to operate temporarily while the crew attempt to recover
one of the upper modes.
A set of electro-hydraulic and electric actuators performs the actuation of the eight primary control surfaces:
− Seven electro-hydraulic servo-actuators:
• LH Aileron (L9500CR) and RH Aileron (R9500CR) (one dual-barrel servo-actuator on each side)
• LH Elevator (L9500CP) and RH Elevator (R9500CP) (two single-barrel servo-actuators on each side)
• Rudder (9500CL) (one dual-barrel servo-actuator)
− One Electric Actuator: the HSTA (101CH) and its associated electrical control units (the HSECU (301CH) for the
HSTA motor 3 (9510CH) and the HSTA motor 4 (9520CH), the HSEBU (401CH) for the HSTA back-up motor
(9530CH))
− Two spoiler actuators (L101CR)/(R101CR) and their associated electrical control units, the Spoiler Power Control Unit
(SPPCU) (301CR) (with a hydraulic back-up)
Figure 3
Modes of the FCS
27-5
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 4 Figure 5
FCS Architecture DFCS Principle Diagram
27-6
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS)
Overview Secondary Flight Control Interface
Functions of the DFCS There are two Secondary Flight Control Interface modules (502CZ)/(402CZ) dedicated to three main functions as follows:
FCS Concentration Function Control of the The SFCI 3 module (502CZ) module controls the middle/outboard slat normal actuators and the
This function concentrates redundant data from the avionics system and several sensors, and then transmits it to the Slats inboard slat actuators via the E3 power source,
Flight Control Computers (FCC) to perform the Flight Control Laws (FCL) and the control surface deflections. The FCS The SFCI 4 module (402CZ) module controls the middle/outboard slat back-up actuators via the
concentration function is performed by five Flight Data Concentrators (FDC) (602CZ)/(701CZ)/(702CZ)/ E4 power source.
(1401CZ)/(1102CZ). The FDCs ensure three functions:
Control of the These functions are distributed over the SFCI 3 module (502CZ) (copilot control) and the SFCI 4
− Data Acquisition (pilot sidestick inputs, rudder/brake pedal inputs, data from the IRS and the AHRS, analog and Sidestick module (402CZ) (pilot control) and ensure the following, based on orders transmitted by the Main
discrete inputs, EASy system data) Handle Flight Control Computers (MFCC):
− Encapsulation (cyclic data sample/hold and sensor data message assembly, data transmission safety protocol) Solenoids − Control of the sidestick lock solenoid to neutral position when the AutoPilot (AP) is engaged,
− Transmission (cyclic transmission of the sensor data message to the Main Flight Control Computers (MFCC) and the − Control of the vibrating solenoid.
Secondary Flight Control Computers (SFCC)
Control of the These functions are distributed over the SFCI 3 module (502CZ) (copilot control) and the SFCI 4
Airbrakes module (402CZ) (pilot control) and ensure the following actions, based on orders transmitted by
FCS Computing Function
(A/B) the MFCCs:
This function computes the actuator control commands by execution of the control laws in accordance with:
− A/B autodeploy
− Pilot / copilot sensors, rudder/brake pedal sensors, aircraft motion sensors and air data sensors via the FDC
− A/B autoretract
concentration function
− Avionics data via the MAIC function
− Control surface deflections and actuator status FCS Maintenance and Avionics Interface Function
The FCS maintenance and avionics interface function provides the following:
The computation of control laws is ensured by two types of computers: − System in-flight continuous monitoring of the FCS health. Each MFCC and SFCC sends its own safety device data to
the Maintenance and Avionics Interface Computer (MAIC) (1402CZ)/(1502CZ)/(601CZ)/(501CZ)/(1202CZ)/
− Three dual MFCCs (MFCC 1A module (901CZ), MFCC 1B module (801CZ), MFCC 2A module (1101CZ), MFCC 2B
(1302CZ)/(401CZ)/(301CZ). The MAIC collects data and detects the transitions (caused by a failure occurrence or
module (1001CZ), MFCC 3A module (1301CZ) and MFCC 3B module (1201CZ))
removal). Each transition is dated and memorized to be used both by the crew alerting function (real-time use) and
− Three SFCCs (SFCC 1 module (802CZ), SFCC 2 module (902CZ), SFCC 2 module (902CZ)) the on-board maintenance capabilities (in-flight and/or ground use)
− Generation of crew warning, caution and advisory messages
Depending on the FCS electrical or mechanical failures, the MFCCs implement three modes of computation: − On-board maintenance capabilities: processing of the system in-flight continuous monitoring data in order to identify
− Normal Mode the possible failed function, and implementation of pre-flight and ground maintenance tests
− Alternate Mode
− Direct Mode FCS Power Supply Function
This function provides the electrical power supply for the modular electronic FCS. There are:
In case of MFCC failure, the SFCCs ensure the implementation of direct laws only. The data transmitted by MFCCs and − Three power supply modules (201CZ)/(1501CZ)/(101CZ)/(1602CZ)/(1702CZ)/(302CZ) in each front FCS rack
SFCCs is consolidated and selected by the actuation function. (2001CZ)/(2002CZ) to supply the FDC, FCC, MAIC and SFCI modules
− Two power supply modules (1703CZ)/(103CZ)/(104CZ)/(1704CZ) in each rear FCS rack (2003CZ)/(2004CZ) to
FCS Actuator Control and Monitoring Function supply the ACMU modules
This function ensures control and monitoring of the electric and electro-hydraulic actuators. The actuation function is
performed by four Actuator Control and Monitoring Units (ACMU). Each ACMU contains a SELection and MONitoring unit The main sources of electrical power are:
module (SELMON) and several servoloop modules. The list of servoloop modules is as follows: − Engine 1 FCS Permanent Magnet Alternator (PMA) (L2000PC) (driven by engine 1) and a specific power rectifier, for
− Four servoloop modules (604CZ)/(504CZ)/(1203CZ)/(1103CZ) for the LH aileron servo-actuator (L102CR) E1 power source
− Four servoloop modules (1003CZ)/(903CZ)/(804CZ)/(704CZ) for the RH aileron servo-actuator (R102CR) − Engine 2 FCS PMA (M2000PC) (driven by engine 2) and a specific power rectifier, for E2 power source
− Four servoloop modules (1004CZ)/(904CZ)/(803CZ)/(703CZ) for the LH elevator actuators (L101CP)/(L201CP) − LH Essential Bus, for E3 power source
− Four servoloop modules (603CZ)/(503CZ)/(1204CZ)/(1104CZ) for the RH elevator actuators − RH Essential Bus, for E4 power source
(R101CP)(R101CP)/(R201CP)
− Four servoloop modules (304CZ)/(304CZ)/(1403CZ)/(1303CZ) for the rudder servo-actuator (103CL)
− Two Secondary Flight Control Interface (SFCI) modules (502CZ)/(402CZ) for the slat actuators
(L401CM)/(L301CM)/(L201CM)/(R201CM)/(R301CM)/(R401CM)
− Two Horizontal Stabilizer Trim Control (HSTC) modules (403CZ)/(1304CZ)) for the Horizontal Stabilizer Trim Actuator
(HSTA) (101CH)
− One back-up electronic box (105CZ) is dedicated to the actuation of the spoilers in normal and back-up modes, and to
the HSTA back-up motor (9530CH)
27-7
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 6
DFCS Equipment
27-8
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components
Fly By Wire (FBW) Racks
The Fly by Wire modules is located in 4 Racks: 2 in the front and 2 in the rear of the aircraft. The front racks contain:
− Flight Data Concentrator (5FDC)
− Flight Control Computers (3 MFCC A, 3 MFCC B and 3 SFCC)
− Maintenance and Avionics Interface Computer (2 MAIC A and 2 MAIC B)
− 6 Power Supplies
− 2 Secondary Flight Control Interface (SFCI)
The rear racks contain the Actuator Control and Monitoring Unit (ACMU) with:
− 4 SELMON Modules
− 20 Servoloop Modules
− 4 Power Supplies
The Backup unit contains:
− 1 Power-Supply Board (PWR)
− 2 Analog Spoiler Servo-Loop Control Boards
− 1 Conditioner And Safety Board
− 2 Analog Boards (BU Order Elaboration)
− 2 Digital Spoiler Servo-Loop Modules
LH Front FBW Rack
Figure 7
FCS Module Power Supplies
27-9
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Analog and Boolean Inputs Analog and Boolean Inputs (continued) Analog and Boolean Outputs Maintenance Signals
Name Type Nose landing gear supply validity 2 Discrete 28 Name Type Name Type
Pilot pitch sensor signal Analog Nose landing gear weight on wheel 1 Discrete 0 Pilot pitch sensor supply Hi Analog Test pilot pitch sensor signal Analog
Copilot pitch sensor signal Analog Nose landing gear weight on wheel 2 Discrete 0 Pilot pitch sensor supply Lo Analog Test copilot pitch sensor signal Analog
Pilot roll sensor signal Analog Nose landing gear weight on wheel 3 Discrete 0 Copilot pitch sensor supply Hi Analog Test pilot roll sensor signal Analog
Copilot roll sensor signal Analog LH landing gear supply validity 1 Discrete 28 Copilot pitch sensor supply Lo Analog Test copilot roll sensor signal Analog
Yaw sensor signal Hi 1 Analog LH landing gear supply validity 2 Discrete 28 Pilot roll sensor supply Hi Analog Test yaw signal Analog
Yaw sensor signal Lo Analog LH landing gear weight on wheel 1 Discrete 0 Pilot roll sensor supply Lo Analog Test Manchester Hi Digital
Yaw sensor signal Hi 2 Analog LH landing gear weight on wheel 2 Discrete 0 Copilot roll sensor supply Hi Analog Test Manchester Lo Digital
IRS hi-speed Hi Digital LH landing gear weight on wheel 3 Discrete 0 Copilot roll sensor supply Lo Analog Test roll trim LH Boolean TTL
IRS hi-speed Lo Digital RH landing gear supply validity 1 Discrete 28 Yaw sensor supply Hi Analog Test roll trim RH Boolean TTL
AHRS/IRS fault Discrete 0 RH landing gear supply validity 2 Discrete 28 Yaw sensor supply Lo Analog Test pitch trim up Boolean TTL
AHRS hi-speed Hi Digital RH landing gear weight on wheel 1 Discrete 0 Flap sensor supply Hi Analog Test pitch trim down Boolean TTL
AHRS hi-speed Lo Digital RH landing gear weight on wheel 2 Discrete 0 Flap sensor supply Lo Analog Test yaw trim LH Boolean TTL
ADS hi-speed Hi Digital RH landing gear weight on wheel 3 Discrete 0 FDC → FCC digital link 1 Hi Digital Test yaw trim RH Boolean TTL
ADS hi-speed Lo Digital Airbrake lever position Hi Analog FDC → FCC digital link 1 Lo Digital
ADS fault Discrete 0 Airbrake lever position Lo Analog FDC → FCC digital link 2 Hi Digital
Roll trim LH control 1 Discrete 0 Airbrake lever switch Discrete 0 FDC → FCC digital link 2 Lo Digital
Roll trim LH control 2 Discrete 0 Airbrake autodeploy Discrete 0 FDC → FCC digital link 3 Hi Digital
Roll trim RH control 1 Discrete 0 Airbrake autoretract Discrete 0 FDC → FCC digital link 3 Lo Digital
Roll trim RH control 2 Discrete 0 Flap sensor signal Analog FDC → FCC digital link 4 Hi Digital
Pitch trim nose up control 1 Discrete 0 MAU hi-speed Hi Digital FDC → FCC digital link 4 Lo Digital
Pitch trim nose up control 2 Discrete 0 MAU hi-speed Lo Digital FDC → FCC digital link 5 Hi Digital
Pitch trim nose down control 1 Discrete 0 MAU validity Discrete 0 FDC → FCC digital link 5 Lo Digital
Pitch trim nose down control 2 Discrete 0 Reset signal Discrete TTL FDC → FCC digital link 6 Hi Digital
Yaw trim LH control 1 Discrete 0 FDC position # [0] Discrete TTL FDC → FCC digital link 6 Lo Digital
Yaw trim LH control 2 Discrete 0 FDC position # [1] Discrete TTL Power Supply PFCS clear cmd Discrete 0
Yaw trim RH control 1 Discrete 0 FDC position # [2] Discrete TTL
Yaw trim RH control 2 Discrete 0 Logic power supply Hi Power supply
Copilot AP disconnect/take over 1 cmd Discrete 0 Logic power supply Ground Power supply
Pilot AP disconnect/take over 1 cmd Discrete 0 Analog power supply Hi Power supply
Copilot AP disconnect/take over 2 cmd Discrete 0 Analog power supply Lo Power supply
Pilot AP disconnect/take over 2 cmd Discrete 0 Analog power supply Zero Power supply
Copilot sidestick pitch sync cmd Discrete 0 Optocouplers power supply Hi Power supply
Pilot sidestick pitch sync cmd Discrete 0 Optocouplers power supply Lo Power supply
PFCS clear cmd Discrete 0
Nose landing gear supply validity 1 Discrete 28
Figure 8
Analog and Boolean Inputs
27-10
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) FDC Outputs
Flight Data Concentrators (FDC) (602CZ)/(701CZ)/(702CZ)/(1401CZ)/(1102CZ) Potentiometer References The sidesticks and the flap analog inputs need voltage references supplied by the FDC
The FDC performs three functions: modules. For safety purposes (redundancy), the pilot and copilot sensors are fed by
− Data Acquisition (pilot sidestick inputs, rudder/brake pedal inputs, data from the Inertial Reference System (IRS), data different references, but the pitch and roll sensors for the same sidestick use the same
from the Attitude Heading Reference system (AHRS), analog and discrete inputs, etc.) references.
− Encapsulation (cyclic data sample/hold and sensor data message assembly with data transmission safety protocol) Yaw RVDT Primary The Yaw sensor needs a RVDT primary voltage supply compliant with the sensor
− Transmission (cyclic transmission of the sensor data message to the MFCCs and the SFCCs) Voltage Supply requirements.
Manchester Serial Links The FDC modules supply the MFCCs and the SFCCs with acquired flight data via
FDC Inputs Manchester serial links.
Pilot Sidesticks The FDC modules convert four analog one-wire inputs coming from the LH pilot sidestick Maintenance For maintenance purposes, the LH pilot sidestick (101CK), the RH pilot sidestick
(101CK) and the RH pilot sidestick (201CK) (pitch and roll axis) into integer numeric format. (201CK) and the flap signals are also provided as outputs (before the input stage) on
Each analog input is protected by an Electro Magnetic Impulse (EMI) filter. the dedicated test connector at the front of the FDC modules.
Flap Position The FDC modules convert one analog one-wire input coming from the flap position sensors Power-Up Test After each reset and before the functional sequence begins, the FDC modules perform
Sensors (R9101CF), (9401CF), (L9201CF), (R9201CF), (L9101CF) into integer numeric format. Each a built-in autotest once. The results of the autotest and of the analog monitoring are
analog input is protected by an EMI filter. included in each transmitted capsule.
Airbrake Level The FDC modules convert one two-wire differential input coming from Slat/Flap/Airbrake Unit
Sensor (SFAU) (9001CF) through the Secondary Flight Control Interface (SFCI) 4 module (402CZ)
and the Secondary Flight Control Interface (SFCI) 3 module (502CZ).
Copilot/Pilot Yaw The FDC modules convert one analog three-wire Rotary Variable Differential Transformer
Sensor (RVDT) input coming from the rudder/brake pedals into two-integer numeric format. Each
analog input is protected by an EMI filter.
ARINC 429 The FDC modules feature five ARINC 429 receivers. They receive inputs from:
− IRS
− Air Data System (ADS)
− Modular Avionics Units (MAU)
− AHRS
Ground/Open The FDC modules interface 37 ground/open Boolean data inputs. These inputs come from
Boolean different units (trim, landing gears, pilots' keys, etc.). Each Boolean input is protected by
optical isolation. All the inputs are converted by the FDC modules into 0-1 binary logic.
+28 V/Open Boolean The FDC modules interface six +28 V/open Boolean data inputs. These inputs come from the
and Spares three landing gears. All the inputs are converted by the FDC modules into 0-1 binary logic.
Control Signals The FDC uses an external reset signal.
Figure 9
Concentration Function
27-11
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 10
Main Flight Control Computer (MECC) Exchanges
27-12
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) Through the FDCs Data from the − Pitch And Roll Sidestick − Trim Unit
Main Flight Control Computers (1301CZ)/(1201CZ)/(1101CZ)/(1001CZ)/(901CZ)/(801CZ) (Continued) Pilot Sensors: − Rudder Pedal − Touch Control Steering
The three MFCCs (lane A and B) (1301CZ)/(1201CZ)/(1101CZ)/(1001CZ)/(901CZ)/(801CZ) are located in the LH front − Quick Disconnect/Take Over
FCS rack (2001CZ). The role of the Main Flight Control Computer (MFCC) is: Data from the − Pitch And Roll Sidestick − Trim Unit,
− To compute control laws which convert the positions of the pilot controls, depending on aircraft response and attitude Copilot Sensors: − Rudder Pedal − Touch Control Steering.
(acceleration, angular speeds, angle of attack, speed, Mach, etc.), into commands to control surfaces, which are sent − Quick Disconnect/Take Over
to the Actuator Control and Monitoring Units (ACMU)
Data from the Weight-On-Wheel Sensors (information and validity)
− To consolidate aircraft data
− To detect aircraft sensor failures Data from the Avionics System
− To determine the applicable status of Flight Control Laws (FCL) (normal laws, alternate laws or direct laws operative) From the Maintenance and Command to start the Built-In Test combined with the Enhanced Avionics System
Avionics Interface (EASy).
Computer (MAICs)
Moreover, the MFCC receives actuator data (position, failure, engagement) for the FCL, and retransmits this data after
consolidation to the Maintenance and Avionics Interface Computer (MAIC). The MFCC is composed of three redundant From the Actuator Control − Servo-Control Failures − Horizontal Stabilizer,
hardware channels. Each MFCC channel includes two redundant hardware lanes. This allows a single MFCC channel to and Monitoring Units − Servo-Control Positions and − Left and Right Spoilers
continue operating with full failure detection capability after the loss of two other channels. The two hardware lanes (ACMUs): Statuses − Test Results
(CPU-A/CPU-B) are hardware-identical but run different software. The inputs/outputs are split into each lane, CPU-A and − Right And Left Aileron − MFCC/SFCC Failures, Leading
CPU-B. The global organization of the MFCC redundancies is as follows: − Right And Left Elevators Computers
− Each CPU-Ai (i=1,2,3) is a control lane capable of generating the nine primary surface commands in the NORMAL, − Rudder
ALTERNATE and DIRECT modes, from the sensor data messages From the Secondary Flight − flap positions
− The three surface command outputs (one per MFCC channel) are consolidated at the input of the actuator servo- Control Interface (SFCI) 3 − airbrake positions
loops in the ACMU by the Selection of Monitoring Unit (SELMON) mechanism, module (502CZ) or the − airbrake commands
− Each CPU-Bi (i=1,2,3) is a monitoring lane dedicated to its associated CPU-Ai. It receives the same sensor data SFCI 4 module (402CZ):
messages, the same pilot command outputs and generates the same output data.
Outputs
A Built-In Test (BIT) is started at each power up. This BIT is in charge of detecting any internal failure. The three MFCCs
(lane A and B) are respectively supplied by the electrical power sources E2 to E4. To the ACMUs − Servo-Actuator Commands for Lane A and B
− Channel Validity
Inputs − Maintenance Message, Test Command
− Force Fight Adjustment
Through the FDCs Data from the − Primary Body Rate (Pitch, Roll, Yaw)
Inertial Reference − Primary Body Acceleration (Longitudinal, Lateral, Normal) − Actuator Zero Position
System (IRS): − Angle (Pitch, Roll) To the MAICs: − Data from the ACMUS (Actuator Status, MFCC Status, SFCC Status, Etc.)
− Speed (Ground, Inertial Vertical) − Data from the Fault Manager (Voter, Line Monitoring, Etc.)
− Flight Path Angle − Sensor Failure
− IRS Discrete Validities
− MFCC Lane Failure
Data from the − Body Rate (Pitch, Roll, Yaw) − MFCC Channel Failure
Attitude And − Body Acceleration (Longitudinal, Lateral, Normal) − Data To The Avionics Systems
Heading Reference − Attitude (Pitch, Roll)
System (AHRS): − AHRS Discrete Validities To the Modular Avionics − AP Engagement Status.
Units (MAUs) (avionics):
Data from the Air − Pressure (Static, Dynamic)
Data System (ADS): To the SFCI: − Automatic Slat Extension
− Angle Of Attack
− Automatic In-Board Slat Retraction
− Side Slip
− Automatic Airbrake Retraction
− VMO (Velocity Maximum Operating), MMO (Maximum Mach
Operation). − Flap Position and Validity
− Leading Computer Information from the ACMU’s
Data from the Primary Flight Control System (PFCS).
Overhead Panel:
Data from the Pilot − Pitch And Roll Sidestick − Trim Unit
Sensors: − Rudder Pedal − Touch Control Steering
− Quick Disconnect/Take Over
27-13
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 11
Secondary Flight Control Computer (SFCC) Exchanges
27-14
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued)
Secondary Flight Control Computers (802CZ)/(902CZ)/(1002CZ)
The three SFCCs (802CZ)/(902CZ)/(1002CZ) are located in the RH front FCS rack (2002CZ). The role of the Secondary
Flight Control Computer (SFCC) is to compute control laws which convert the positions of the pilot controls, depending on
aircraft response and attitude (acceleration, angular speeds, angle of attack, etc. ), into commands to control surfaces,
which are sent to the ACMU. The SFCC is composed of three hardware- and software-identical channels. Each single
channel SFCC (i=1,2,3) provides the nine primary surface commands in the DIRECT mode.
A given SFCC directly receives:
− Sensor data messages from three FDCs
− Control surface positions and statuses from two ACMUs
and this SFCC sends:
− Functional commands towards the four ACMUs
− Commands towards the SFCI 3 module (502CZ) or the SFCI 4 module (402CZ)
− Functional and maintenance message towards the 4 MAICs
− Data to telemetry
In order to have the same three input vectors, the input vector of a channel is exchanged with those of other channels.
The surface command outputs (one per SFCC channel) are consolidated at the input of the actuator servo-loops in the
ACMU.
A BIT is started at each power up. This BIT is in charge of detecting any internal failure.
The three SFCCs are respectively supplied by the electrical power sources E1, E3 and E4.
Inputs
The SFCC receives the same data as the MFCC, but it does not consolidate all the information.
Outputs
To the ACMUs Servo-Actuator Commands
Maintenance Message, Test Command
To the MAICs Data from the ACMUS (Actuator Status, MFCC Status, SFCC Status, Etc.)
Data from the Fault Manager (Voter, Link Failures, Etc.)
Sensor Failures
Data to the Avionics Systems
To the SFCI Automatic (Mid-Out) Slat Extension
Figure 12
LH/RH Front FCS Racks – MFCC and SFCC Locations
27-15
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 13
Links between SELMON and Servo-Loops
27-16
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) SELMON
Actuator Control and Monitoring Unit 1, 2, 3 and 4 The role of the SELMON is to select the actuator commands issued from the computing function and distribute them to
the servo-loop. There are two types of SELMON modules, named SELMON A and SELMON B.
Actuator Control and Monitoring Unit (ACMU) composed of the SELection and MONitoring computers (SELMON) and the
servo-loop computers. Its main function is to control the actuators using the actuator commands computed by the Main
Flight Control Computer (MFCC) or the Secondary Flight Control Computer (SFCC). The function is identical for the two types of SELMON modules, but their hardware and software are different.
There are four ACMUs (1, 2, 3, 4) respectively supplied by the electrical power sources E1, E2, E3 and E4. Inputs
ACMU 1 One SELMON A (SMA) module, the SELMON 1 module (204CZ) From the MFCC − MFCC Lane A Data
Five ACA modules to perform servo-loop actuation for: − MFCC Lane B Data
− Rudder N1 module (304CZ) From the SFCC − SFCC Data
− LH aileron N1 module (604CZ) − SFCC Validity
− LH elevator outboard N1 module (1004CZ)
From the Servo-Loop − Actuator Position Lane A Data
− RH aileron S2 module (704CZ)
− Actuator Position Lane B Data
− RH elevator outboard S2 module (1104CZ)
− Engagement Statuses
ACMU 2 One SELMON B (SMB) module, the SELMON 2 module (1503CZ) − Internal Failures
Five ACB modules to perform servo-loop actuation for:
From the Overhead Panel − Flight control computers re-engaged (FCS
− Rudder S1 module (1403CZ) (5000PM) Engage Normal/Std-by)
− LH aileron S2 module (1103CZ)
From the Back-Up Electronic − Validity of the internal supplies
− LH elevator inboard S2 module (703CZ)
Box (105CZ)
− RH aileron N1 module (1003CZ)
− RH elevator inboard N1 module (603CZ)
ACMU 3 One SMB module, the SELMON 3 module (303CZ),
In order to have all the inputs at their disposal, the lane A and the lane B of a SELMON exchange their input data.
Five ACB modules to perform servo-loop actuation for:
− Rudder S2 module (1303CZ),
Outputs
− LH aileron S1 module (1203CZ),
− LH elevator inboard S1 module (803CZ), To the servo-loop − Consolidated Actuator Commands
− RH aileron N2 module (903CZ), − Test Information
− RH elevator inboard N2 module (503CZ). To the MFCC and the SFCC − Actuator Positions, Servo-Loop Statuses and
− One HSTC 3 module (403CZ) to perform servo-loop actuation for the SELMON Internal Statuses
horizontal stabilizer (9500CH). − Reset Request
ACMU 4 One SMA module, the SELMON 4 module (1604CZ)
Five ACA modules to perform servo-loop actuation for:
− Rudder N2 module (404CZ)
− LH aileron N2 module (504CZ)
− LH elevator outboard N2 module (904CZ)
− RH aileron S1 module (804CZ)
− RH elevator outboard S1 module (1204CZ)
− One HSTC 4 module (1304CZ) to perform servo-loop actuation for the
horizontal stabilizer (9500CH)
27-17
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 14
Servo-Loops and Actuator Links
27-18
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) Back-Up Electronic Box (105CZ)
Servo-loop The back-up electronic box (105CZ) consists of:
The role of the servo-loop module is to control the servo-actuator and to detect actuator failures or module internal − One power supply board (PWR)
failures. The module is based on a dual-lane redundant functionality. Electronic functions are physically segregated on the − Two HSTA - SPOILERS boards (HSSA/HSSB) which process:
same module to ensure that failure of one lane is detected and leads, if necessary, to disengage their associated servo- • The HSTA (101CH) command from the trim unit (106CZ)
loop. • The LH spoiler (L9501CR) and the RH spoiler (R9501CR) commands from the LH rudder/brake pedals (L201CL)
and the RH rudder/brake pedals (R201CL)
The processor of each of the two lanes (A and B) performs several functions: − One SENSORS - MON board (SEN) which performs the conditioning of all spoiler sensors and the management of
− Slaving the actuators sensors and spools
− Controlling the servo-loop: it monitors the outputs of the other lane and disengages the module functionality if a − Two SPOILERS CTRL boards (SPCA/SPCB) which perform the analog slaving function and Electrical Back-up
difference is detected Hydraulic actuator (EBHA) management in back-up mode
− Monitoring the servo-loop command and the actuator: both lanes of a servo-loop module control the solenoid valve − One CPU board (CPU) which performs:
and the drive motor of an actuator • The spoiler control and EBHA management in normal mode
• The test processing for the spoilers and the HSTA Back-up function
There are four types of servo-loop modules: − Two Roll rate gyros (GYA/GYB) respectively dedicated to lanes A and B, and used to process the Spoiler B/U
− Two types of actuator control modules, named Actuator Control A (ACA) and Actuator Control B (ACB), for monitoring command (HSSA/HSSB boards)
the elevators, the ailerons and the rudder.
The ACA module differs from the ACB module by:
− Its processor Back-Up Electronic Box (105CZ)
− Its electronic architecture
− Two types of horizontal stabilizer control modules, named Horizontal Stabilizer Control 3 (HSTC3) and Horizontal
Stabilizer Control 4 (HSTC4), for actuation of the Horizontal Stabilizer
The HSTC3 module differs from the HSTC4 module by:
− Its processor
− Its electronic architecture
In addition, for actuation of the spoilers (Normal and BU mode) and for the HSTA back-up motor (9530CH), the FCS
includes one back-up electronic box (105CZ) with several boards.
Inputs / Outputs
The inputs and outputs are:
− Actuator position command from SELMON and engagement request status
− Actuator position servo-loop
− Hydraulic pressure sensor
− Spool position sensor
− Selector sensor
− EV relay command
− Actuator command
− Information regarding the engagement of the other servo-actuators
The module interfaces several engagement status signals from other modules.
Sensor Interfaces
Two ACA (or ACB) modules interface five Linear Variable Differential Transformer (LVDT) sensors from each servo-
actuator. The first ACA module interfaces LVDT Feedback, spool and selector sensors, the second ACA module
interfaces monitoring and accumulator LVDT sensors. A special ruggedized ±15V power supply is used to supply sensor
interface and sensor pressure.
27-19
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 15
Maintenance Avionics Interface Computer
27-20
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) From MFCCs Each MAIC receives a serial data link from the three MFCCs. The following data is acquired via these
Maintenance Avionics Interface Computers - MAICs serial links:
The MAIC 1 (A/B) (1402CZ)/(1502CZ) and the MAIC 3 (A/B) (1202CZ)/(1302CZ) are located in the RH front FCS rack − AP Data − Light Commands (Pilot/Copilot
(2002CZ). The MAIC 2 (A/B) (601CZ)/(501CZ) and the MAIC 4 (A/B) (401CZ)/(301CZ) are located in the LH front FCS − Air Data System (ADS) Data Priority)
rack (2001CZ). The MAICs perform the following functions: − Actuator Positions − Degradation and Loss Information
− In-flight continuous monitoring of the integrity of the Flight Control System (FCS): − Inertial Data (Normal/Alternate Modes, Actuator
• Each FCS computer (Main Flight Control Computer (MFCC), Secondary Flight Control Computer (SFCC), − Trim Data States)
Actuator Control and Monitoring Unit (ACMU), Secondary Flight Control Interface (SFCI)) sends its own safety − Pilot Control Commands − Weight-On-Wheel (WOW) States
device information to the MAICs, − PFCS Commands (Overhead Panel (5000PM) - − MFCC AND ACMU Internal
• The MAICs collect data and detect any transition (caused by a failure occurrence or removal), NORM "FCS ENGAGE" pushbutton (L9980PM)/ST- Failures
• Each transition is dated and memorized to be used for the crew alerting function (real-time usage) and the on- BY "FCS ENGAGE" pushbutton (L9990PM) − Initiated Built-In Test (Ibit) Results
board maintenance capabilities (in flight and/or on ground). From SFCCs Each MAIC receives a serial data link from the three SFCCs. The following data is acquired via these
− Generation of crew warning, caution and advisory messages. With this data, the Enhanced Avionics System (EASy) serial links:
elaborates the message displayed to the crew. Each MAIC analyzes the elementary failure statuses received from the − Actuator Positions − Light Commands (Pilot/Copilot
safety devices of each computer (MFCC, SFCC, ACMU, SFCI). The MAICs elaborate a synthetic view of the Flight Priority)
− Ads Data
Control System (FCS) status. This status snapshot is sent to the Modular Avionics Units (MAU) via a digital ARINC
− Inertial Data − Degradation and Loss Information
429 data link.
− Trim Data (Actuator States)
− On-board maintenance capabilities. These capabilities are organized in two main ways: − WOW States
− Pilot Control Commands
• Processing of the system in-flight continuous monitoring data in order to identify the possible failed function. In the − PFCS Commands (Overhead Panel (5000PM) NORM − SFCC and ACMU Internal Failures
case of system failure, dedicated expert algorithms are run in each MAIC to determine the most probable failed "FCS ENGAGE" pushbutton (L9980PM)/ST-BY "FCS − IBIT Results
Line Replaceable Unit (LRU) or groups of LRUs from the list of generated elementary events. This diagnosis ENGAGE" pushbutton (L9990PM))
phase is started either in flight for crew information or on ground for line maintenance. The associated result and
synthesis data is transmitted for display to the Centralized Maintenance Computer (CMC) of the EASy avionics From Each MAIC receives the two serial data links from the SFCI 3 module (502CZ) and the SFCI 4
via an ARINC 429 data link. Secondary module (402CZ). The following data is acquired via these serial links:
• Implementation of pre-flight and ground maintenance tests. Pre-flight test is scheduled by the MAIC driven by Flight Control
EASy in order to check the correct FCS initialization. In case of bad initialization or detected failure, the MAICs Interface − Slat Positions − SFCI internal failures
perform the test data processing to provide the necessary GO/NOGO information for the crew to make a decision (SFCI) − Slat Extension/Retraction Commands − SFCI status
regarding aircraft dispatch. Ground maintenance tests initiated by the maintenance team are performed by the Modules − Airbrake Extension/Retraction Commands − BIT results.
MAICs in order to provide: From Other Each MAIC receives three data links from MAIC n+1, MAIC n+2 and MAIC n+3. The following data is
▪ Failure presence confirmation (maintenance messages), MAICs acquired via these serial links:
▪ Complementary troubleshooting information, − IBIT commands
▪ Dormant failure detection, − IBIT results
▪ Repair action confirmation (no failure display + functional tests), − Internal failures of other MAICs,
▪ FCS flight clearance validation after repair action. Each MAIC receives the validity discrete signal of the other MAICs.
Each MAIC consists of a computing part, named MAIC 1A module (1402CZ), MAIC 2A module (601CZ), MAIC 3A module From The MAIC 3 receives the following booleans from the copilot sidestick:
(1202CZ), MAIC 4A module (401CZ), and an interface part, named MAIC 1B module (1502CZ), MAIC 2B module Sidesticks − Copilot Sidestick Radio Command
(501CZ), MAIC 3B module (1302CZ), MAIC 4B module (301CZ). − Copilot Sidestick EVS Command
Inputs The MAIC 4 receives the following booleans from the pilot sidestick:
− Pilot Sidestick Radio Command
From MAUs Each MAIC is associated to one MAU and receives a serial ARINC 429 data link from its dedicated − Pilot Sidestick EVS Command
MAU:
− the MAIC 1B module (1502CZ) receives data from MAU 2 CH B over the serial ARINC 429 From Power Each MAIC receives several discrete signals generated by the power supplies:
data link (through the generic I/O 3 module (4301FY)), Supplies − Power supply validity of the power supply module which supplies the MAIC module
− the MAIC 2B module (501CZ) receives data from MAU 1 CH B over the serial ARINC 429 data − Power supply auto test results of the three power supply modules plugged in its own rack
link (through the generic I/O 2 module (4201FY)),
− the MAIC 3B module (1302CZ) receives data from MAU 1CH A over the serial ARINC 429
data link (through the generic I/O 1 module (4101FY)),
− the MAIC 4B module (301CZ) receives data from MAU 2 CH A over the serial ARINC 429 data
link (through the generic I/O 4 module (4401FY)).
The following data is acquired via these serial links:
− Auto Pilot (AP) data from the flight directors,
− Ground FCS maintenance data.
27-21
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 16
LH/RH Front FCS Racks – MFCC and SFCC Locations
27-22
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED) NOTES:
Components (Continued)
Outputs
To MAUs Each MAIC sends a serial ARINC 429 data link to its associated MAU, according to the following
assignments:
− MAIC 1B module (1502CZ) sends data to MAU 2 CH B over the serial ARINC 429 data link
(through the generic I/O 3 module (4301FY))
− MAIC 2B module (501CZ) sends data to MAU 1 CH B over the serial ARINC 429 data link
(through the generic I/O 2 module (4201FY))
− MAIC 3B module (1302CZ) sends data to MAU 1 CH A over the serial ARINC 429 data link
(through the generic I/O 1 module (4101FY))
− MAIC 4B module (301CZ) sends data to MAU 2 CH A over the serial ARINC 429 data link
(through the generic I/O 4 module (4401FY))
The following data is transmitted via these serial links:
− FCS AP Data
− Warning, Caution and Advisory Messages
− Functional parameters to be displayed to the crew or transmitted to the Digital Flight Data
Recorder (DFDR)
− In-Flight Periodic Maintenance Messages
− On-Ground Maintenance Messages
To MFCCs Both MAIC 3 modules (1202CZ), (1302CZ) and both MAIC 4 modules (401CZ), (301CZ) send a serial
data link to the three MFCCs. The data is transmitted by a given MAIC to all MFCCs. The IBIT
commands are sent via these links.
To SFCCs Both MAIC 3 modules (1202CZ), (1302CZ) and both MAIC 4 modules (401CZ), (301CZ) send a serial
data link to the three SFCCs. The data is transmitted by a given MAIC to all SFCCs. The IBIT
commands are sent via these links.
To MAICs Each MAIC sends three serial data links to MAIC n+1, MAIC n+2 and to MAIC n+3. The data is
transmitted by a given MAIC to all other MAICs. The following data is transmitted via these serial links:
− IBIT Commands for both MAIC 3 modules (1202CZ), (1302CZ) and both MAIC 4 modules
(401CZ), (301CZ)
− IBIT Results
− Internal Failures
Each MAIC sends a validity discrete signal to MAIC n+1, MAIC n+2, MAIC n+3.
To Light Each MAIC sends four booleans intended to drive the pilot priority lights:
Commands − Pilot Priority Amber Light
− Pilot Priority Green Light
− Copilot Priority Amber Light
− Copilot Priority Green Light
27-23
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 17
LH/RH Front FCS Racks – MFCC and SFCC Locations
27-24
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) E3/E4 - Power Sources
FCS Power Supply Function The E3 and E4 power sources (+28 V) are provided by the LH and the RH essential busses. The power supplies to the
FCS computers are summarized below:
E1/E2 - Power Sources
The E1 and E2 power sources (+28V) are provided by the engine 1 FCS PMA (L2000PC) and the engine 2 FCS PMA E3 RH Front FCS Rack (2002CZ): LH Front FCS Rack (2001CZ): LH Rear FCS Rack (2003CZ):
(M2000PC). Each PMA voltage is fed to a dedicated PMA converter (PMAC), the FCS PMA converter 2 (L107CZ) or the − RH Front Power 3 Module − LH Front Power 3 Module − LH Rear Power 3 Module
FCS PMA converter 1 (R107CZ). These PMACs produce a 28 VDC regulated voltage, which is distributed on five (1702CZ) (1501CZ) (103CZ)
separate outputs. The DC voltage is produced from the variable amplitude and wild frequency 3–phase voltage provided
by the PMA. − SFCI 3 Module (502CZ) − MFCC 2A Module (1101CZ) − Rudder S2 Module (1303CZ),
− FDC 3 Module (702CZ) − MFCC 2B Module (1001CZ) − LH Aileron S1 Module
− SFCC 2 Module (902CZ) (1203CZ)
The PMAC principle is based on a 2–stage conversion:
− MAIC 3A Module (1202CZ) − RH Aileron N2 Module
− A 3–phase diode rectifier generates a variable DC voltage (Ubus) from the PMA voltage, (903CZ)
− A DC/DC converter with a high-frequency transformer provides: − MAIC 3B Module (1302CZ)
− LH Elevator Inboard S1
• Galvanic isolation between the PMA input and the 28 VDC voltage, Module (803CZ)
• Regulated 28 VDC generation, − RH Elevator Inboard N2
• Output current limitation. Module (503CZ)
− HSTC 3 Module (403CZ)
The power supplies to the FCS computers are summarized below: − SELMON 3 Module (303CZ)
E1 RH Front FCS Rack (2002CZ): RH Rear FCS Rack (2004CZ): E4 RH Front FCS Rack (2002CZ): LH Front FCS Rack (2001CZ): RH Rear FCS Rack (2004CZ):
− RH Front Power 1 Module (1602CZ) − RH Rear Power 1 Module (104CZ) − RH Front Power 4 Module − LH Front Power 4 Module − RH Rear Power 4 Module
− FDC 1 Module (602CZ) − SELMON 1 Module (204CZ) (302CZ) (101CZ) (1704CZ)
− SFCC 1 Module (802CZ) − Rudder N1 Module (304CZ) − SFCI 4 Module (402CZ) − FDC 4 Module (1401CZ) − Rudder N2 Module (404CZ)
− MAIC 1A Module (1402CZ) − LH Aileron N1 Module (604CZ) − SFCC 3 Module (1002CZ) − MFCC 3A Module (1301CZ) − LH Aileron N2 Module
− FDC 5 Module (1102CZ) − MFCC 3B Module (1201CZ) (504CZ)
− MAIC 1B Module (1502CZ) − RH Aileron S2 Module (704CZ)
− MAIC 4A Module (401CZ) − RH Aileron S1 Module
− LH Elevator Outboard N1 Module (1004CZ)
− MAIC 4B Module (301CZ) (804CZ)
− RH Elevator Outboard S2 Module (1104CZ)
− LH Elevator Outboard N2
E2 LH Front FCS Rack (2001CZ): LH Rear FCS Rack (2003CZ): Module (904CZ)
− LH Front Power 2 Module (201CZ) − LH Rear Power 2 Module (1703CZ) − RH Elevator Outboard S1
− MFCC 1A Module (901CZ) − SELMON 2 Module (1503CZ) Module (1204CZ)
− MFCC 1B Module (801CZ) − Rudder S1 Module (1403CZ) − HSTC 4 Module (1304CZ)
− FDC 2 Module (701CZ) − LH Aileron S2 Module (1103CZ) − SELMON 4 Module (1604CZ)
− MAIC 2A Module (601CZ) − RH Aileron N1 Module (1003CZ)
− MAIC 2B Module (501CZ) − LH Elevator Inboard S2 Module (703CZ) DC power is provided by the LH and the RH essential buses and battery buses located in the LH Primary Power
− RH Elevator Inboard N1 Module (603CZ) Distribution Box (PPDB) (5000PC) and the RH PPDB (6000PC).
The FCS PMA converter 2 (L107CZ) and the FCS PMA converter 1 (R107CZ) are located in the servicing compartment. Protections
The segregation of electrical power to various points in the aircraft is provided by:
− LH PPDB (5000PC)
− RH PPDB (6000PC)
− LH Front Secondary Power Distribution Box (SPDB) (L1000PM)
− RH Front SPDB (R1000PM)
− LH Rear SPDB (L2000PM)
− RH Rear SPDB (R2000PM)
Protection of the aircraft wiring from overheating during fault conditions is provided by protective devices, i.e., in the PPDB
by fuses and circuit breakers, and in the SPDB by circuit breakers and Solid State Power Controllers (SSPC).
27-25
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Copilot Sidestick (201CK) Copilot Sidestick (201CK)
27-26
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) Control of the Sidestick Handle Solenoids
Cockpit Controls and Indications These functions are distributed over the SFCI 3 module (502CZ) (copilot control) and the SFCI 4 module (402CZ) (pilot
control) and ensure the following, based on orders transmitted by the Main Flight Control Computers (MFCC):
The cockpit controls and Flight Controls System (FCS) indications are:
− Control of the sidestick lock solenoid to neutral position when the AutoPilot (AP) is engaged
− Pilot Sidesticks (101CK) and (201CK) for Pitch and Roll Control, Priority Selection, Quick Disconnect and Touch
Control Steering (TCS) − Control of the vibrating solenoid
− Rudder and Brake Pedals Assemblies (RBPA) (L201CL) And (R201CL) For Yaw Control
− Trim Unit (106CZ) for Yaw, Pitch and Roll Trim Unit
− SFAU (9001CF) The trim unit (106CZ) is located on the pedestal. The function consists in providing manual trim control on the three axis
when “Normal” control laws are failed. The trim unit interfaces with the FCS. It includes:
− Overhead Panel (5000PM)
− Three trim control dual rockers:
− Configuration/Warning Panels (L1000FW) And (R1000FW)
• “PITCH” Trim Control Dual Rockers
− Multi-Function Display Units (MDU): Upper MDU (M101FD) and Lower MDU (201FD)
• “YAW” Trim Control Dual Rockers
− Primary Display Units (PDU): LH PDU (L101FD) and RH PDU (R101FD)
• “ROLL” Trim Control Dual Rockers
• a lighting panel
Sidesticks (101CK/201CK)
The aircraft is fitted with two independent sidesticks (101CK) and (201CK), one for the pilot and one for the copilot. The
force feedback is provided by mechanical elements (spring, fluid damper, …). The two sidesticks (101CK) and (201CK)
are independent (they are not mechanically / electrically linked). The functions of the sidesticks (101CK) and (201CK) are:
− To measure the pilot order through two directions (pitch and roll)
− To transmit the pilot commands to the Flight Control System (FCS)
− To provide the pilot with a force feedback Trim Unit (106CZ)
− To add a force threshold at neutral when autopilot is engaged (to lock at neutral)
− To provide, through the control handle, commands to radio system, autopilot and priority between pilot and copilot
The sidestick interfaces with the FCS, the Automatic Flight Control System (AFCS), the communication system and the
Head-up Guidance System (HGS). Each sidestick includes:
− One pilot sidestick handle (9530CK) /(9540CK) with four pushbuttons:
• Priority/AP Disconnect Pushbutton
• TCS (Pitch Synchronizer) Pushbutton
• Enhanced Vision System (EVS) Declutter Pushbutton (when EVS option is not installed, this pushbutton is not
connected)
• Radio (VHF) Pushbutton
− One Box Sidestick (101CK) and (201CK)
− One protecting elastomer boot between the handgrip and the box
− One gimbal system allowing the decomposition of movement into two axis
− Two Artificial Feel Units (AFU) for roll axis
− One roll axis dash-pot
− Two AFUs for pitch axis
− One pitch axis dash-pot
− One force increasing device (supplementary threshold) in neutral position when auto-pilot is engaged. This device is
controlled by the FCS
− One soft stop on pitch axis
− Mechanical stops on each axis
− Five potentiometers for pitch orders detection, all driven simultaneously by their own lever
− Five potentiometers for roll orders detection, all driven simultaneously by their own lever
− A vibrating device within the pilot sidestick handle (9530CK)/(9540CK)
− Six connectors under the box sidestick (101CK) and (201CK)
27-27
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
LH Rudder / Brake Pedals (L201CL) RH Rudder / Brake Pedals (R201CL)
27-28
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued)
Rudder / Brake Pedal Stations (RBPS) (L201CL/R201CL)
There are two redundant RVDT for each RBPS to provide inputs to the aircraft flight control system. Each RVDT is geared
to the transfer yoke by a single gear and sector, mating with a anti-backlash gear on each pedal. One of these redundant
RVDT is used to provide inputs to the steering system. One potentiometer is installed as a back-up for each RBPS.
There are two redundant Linear Variable Differential Transducer (LVDT) for each RBPS to provide inputs to the brake
control system when the pedal is depressed. A re-centering / feel mechanism produces artificial feel for the pilots and
causes the pedals to return to neutral position after pilot input.
NOTE: For aircrew ergonomics, each RBPS includes an electrical pedal height adjustment mechanism. Using
cockpit controls, the electrical adjustment mechanism allows the pilot to find a comfortable pedal height.
In the event that the electric adjustment of the RBPS pedals is not available, manual adjustment of the pedals is available.
Use the tool used to adjust the height of pilot seats. The tool must be inserted into the adjustment nut on the plate on the
top of the RBPS.
Connecting Rod
The RBPS are linked together by an adjustable connecting rod so that each pilot is always informed of the flight crew
input.
NOTE: The length of the rod can be adjusted upon assembly, such that the rudder-centered positions of each
assembly are coincident.
Figure 18
Rudder / Brake Pedal Assembly
27-29
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Legend
181J/P FR/RR FBW E4 ELEC CUT-OFF CONNECTOR
176J/P FR/RR FBW E3 ELEC CUT-OFF CONNECTOR
150J/P FBW E3/RH BASIC ELEC CUT-OFF CONNECTOR
149J/P FBW E4/LH BASIC ELEC CUT-OFF CONNECTOR
148J FBW E4/RH BASIC ELEC CUT-OFF CONNECTOR
145J FBW E2/LH BASIC ELEC CUT-OFF CONNECTOR
R1000FW RH CONFIGURATION/WARNING PANEL
L1000FW LH CONFIGURATION/WARNING PANEL
201CK RH PILOT SIDESTICK
101CK LH PILOT SIDESTICK
2002CZ RH FRONT FCS RACK
2001CZ LH FRONT FCS RACK
Figure 19
Copilot Take Over, Side Sticks CMD
27-30
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED) LH Configuration / Warning Panel (L1000FW)
Components (Continued)
Pilot / Copilot Configuration and Warning Panel
The configuration / warning panels (L1000FW) /(R1000FW) are located on the instrument panel. Sidestick priority logic
allows the crew to select which of the pilot or copilot, or both control the plane. The Master Warning and Master Caution
announce to the crew that an alarm appeared in the CAS window.
The LH Configuration / Warning Panel (L1000FW) has:
− LH "PTY" light (L110CK) for the pilot priority defined by:
• Black background with green marking “PTY”,
• Black background with red arrow (right direction)
The RH Configuration / Warning Panel (R1000FW) has:
− RH "PTY" light (R110CK) for the pilot priority defined by:
• Black background with green marking “PTY”
• Black background with red arrow (left direction)
In case of dual inputs from pilot and copilot, aural and tactile warning devices are generated. Tactile warning is made by a
vibrating device within the pilot sidestick handle (9530CK) /(9540CK).
Left Side Right Side
Aural
Config.
Side Takeover Priority Tactile Side Takeover Priority Tactile Warning
Stick P/B Light Warning Stick P/B Light Warning
Left Pilot
Flying Not Neutral Not
Deflected
(W/O Depressed free Depressed
Priority)
RH Configuration / Warning Panel (R1000FW)
Right
Pilot
Neutral Not Not
Flying Deflected
free Depressed Depressed
(W/O
Priority)
Both
Not Not “DUAL
Pilots Deflected X Deflected X
Depressed Depressed INPUT”
Flying
Left Pilot
Deflected
Flying Not “PRIORITY
Deflected Depressed or
With Depressed LEFT”
Not
Priority
Right
Pilot Deflected
Not “PRIORITY
Flying or Deflected Depressed
Depressed RIGHT”
With Not
Priority
27-31
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
FCS ENGAGE Pushbuttons (L9980PM / L990PM)
Figure 20
FCS Synoptic Page
27-32
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) MFCC Status Indicator
Overhead Panel This indicator is composed of a frame with “MFCC” at the top. This indicator is:
FCS Engage (Norm and St-By) − Green, if the "FCS: MFCC FAULT" CAS message is not displayed,
The goal of the "FCS ENGAGE" pushbuttons (L9980PM) /(L9990PM) is to reengage either an xFCC computer (MFCC or − Amber, if the "FCS: MFCC FAULT" CAS message is displayed,
SFCC) when a computer is declared as valid and not in control (standby) by Selmons, either an actuator control channel − An amber cross symbol, if no data is valid.
after an automatic recovery of the failure. The "FCS ENGAGE" pushbuttons (L9980PM)/(L9990PM) have the same
functionality. When the pilot depress the "FCS ENGAGE" pushbuttons (L9980PM)/(L9990PM), upper blue indicator lights
signal the action.
The use of these pushbuttons is as follows:
− xFCC Engagement:
• When a computer (MFCC respectively SFCC) is declared valid and not in control by Selmons, a "FCS ENGAGE"
pushbutton (L9980PM)/(L9990PM) depress lead the Selmons to engage the highest computer available.
− Actuator Channel Control Engagement: MFCC Channel Status Indicators
• When a temporary failure is detected on servoactuator or inside the servoloop function, and after the failure has These indicators consist of three boxes, each showing the number of an MFCC channel (1, 2, 3). Each MFCC channel
disappeared. By depressing the "fcs engage" pushbutton (l9980pm) and (l9990pm), the crew can try to reengage status indicator is computed independently. The MFCC channel status indicators are displayed green in normal mode. If
the servoactuator channel provided the failure condition has disappeared. one or two MFCC channels fail, the corresponding MFCC channel status indicator is displayed amber, but the MFCC
status indicator stays green because at least one MFCC channel is operative.
Procedures and Limitations
Using FCS engage requests the following conditions:
The stabilized flight path angle and wing level,
The pilot sidestick handle (9530CK) /(9540CK) at neutral position (sidestick handle released by pilot),
Autopilot disconnected.
Multi-function Display Unit (MDU) FCS Synoptic Page SFCC Status Indicator
The MDU FCS synoptic page contains synoptic information to be displayed for surfaces positions, trims orders and This indicator is composed of a frame with “SFCC” at the top.
computers status. On the specific synoptic, data displayed are transmitted from the FCS by four MAIC, so MAU have to This indicator is:
select MAIC source in order to have a unique data used in the MAU treatments.
− Green, if the "FCS: SFCC FAULT" CAS message is not displayed,
− Amber, if the "FCS: SFCC FAULT" CAS message is displayed,
The FCS synoptic page is displayed on MDU either on pilot request or either on request by the FCS. An undetermined
steady amber symbol shall be displayed if no MAIC data set is valid. This figure illustrates how to display undetermined − Gray, if the "FCS: MFCC FAULT" CAS message is not displayed,
data in MDU FCS synoptic page full invalid configuration. − An amber cross symbol, if no data is valid.
FCS Mode Indicator
The FCS mode indicator shows the FCS operative mode. The operative mode status indication is:
− ”NORMAL” , if the "66 FCS: DIRECT LAWS ACTIVE" and "FCS: ALTN LAWS ACTIVE" CAS messages are not
displayed
− ”ALTERNATE”, if the "FCS: ALTN LAWS ACTIVE" CAS message is displayed,
− ”DIRECT”, if the "66 FCS: DIRECT LAWS ACTIVE" CAS message is displayed,
− An amber cross symbol, if no data is valid.
27-33
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 21
FCS Synoptic Page
27-34
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) Fault Messages
SFCC Channel Status Indicators Fault Message Description Latched
These indicators consist of three boxes, each showing the number an SFCC channel (1, 2, 3). Each SFCC channel status
is computed independently. The SFCC channel status indicators are displayed green in normal mode. If an SFCC channel "FCS: ACMU1 ACTUATION FAULT" Failure on a part of the ACMU1 function No
fails, the corresponding SFCC channel status indicator is displayed amber. "FCS: ACMU2 ACTUATION FAULT" Failure on a part of the ACMU2 function No
"FCS: ACMU3 ACTUATION FAULT" Failure on a part of the ACMU3 function No
"FCS: ACMU4 ACTUATION FAULT" Failure on a part of the ACMU4 function No
(A/C with M305 or SB 018). Dispatchable force fighting on at least one aileron or elevator No
"FCS: ACTUATOR MISADJUST" surface
"FCS: ALTERNATE MODE CAUSE" Display of the cause of the alternate mode engagement No
Roll Trim Position Indicator
"FCS: B/U FUNCTION FAULT" Failure on a part of the B/U function No
The roll trim position indicator is a green marker that moves along a half-circle scale. The scale is graduated from – 1 to
+ 1. The marker indicates the roll deflection. The roll trim position indicator displays the roll trim position computed by the "FCS: DIRECT MODE CAUSE" Display of the cause of the direct mode engagement No
FCL according to the pilot commands applied using the roll trim switches located on the trim unit (106CZ). The display "FCS: E1 COMPUTING FAULT" Failure on a part of the computers powered by E1 No
range for the roll trim position indicator is – 1 to + 1. As long as the value is within this range and if the data is valid, the
roll trim position indicator is green at the position given by the data. If the data is valid and out of range, or invalid, an "FCS: E2 COMPUTING FAULT" Failure on a part of the computers powered by E2 No
“undetermined” steady amber symbol is displayed at the center of the scale. "FCS: E3-LHF COMPUTING FAULT" Failure on a part of the computers powered by E3–LHF No
"FCS: E3-RHF COMPUTING FAULT" Failure on a part of the computers powered by E3–RHF No
"FCS: E4-LHF COMPUTING FAULT" Failure on a part of the computers powered by E4–LHF No
"FCS: E4-RHF COMPUTING FAULT" Failure on a part of the computers powered by E4–RHF No
"FCS: MULTIPLE WOW FAULT" Failure on at least two parts of the WOW function Yes
"FCS: NO DISPATCH" FCS failure. Maintenance is required prior next flight. No
Yaw Trim Position Indicator
The yaw trim position indicator is a green marker that moves along a half-circle scale. The scale is graduated from – 1 to "FCS: ONE WOW FAULT" Failure on a part of the WOW function Yes
+ 1. The marker indicates the yaw deflection. The yaw trim position indicator displays the yaw trim position computed by "FCS: PITCH MAN TRIM FAIL" Manual pitch trim control failed No
the FCL according to the pilot commands applied using the yaw trim switches located on the trim unit (106CZ).
"FCS: QD/TCS SWITCH FAULT" Failure on one of the QD/TCS sidesticks switches No
The display range for the yaw trim position indicator is – 1 to + 1. As long as the value is within this range and if the data "FCS: ROLL MAN TRIM FAIL" Manual roll trim control failed No
is valid, the yaw trim position indicator is green at the position given by the data.
"FCS: SECONDARY FCS FAULT" Failure on a part of the slats or spoilers functions No
"FCS: SFCC FAULT" All SFCC inoperative No
If the data is valid and out of range, or invalid, an “undetermined” steady amber symbol is displayed at the center of the
scale.
27-35
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Cruise
Land
Park
Taxi
TO
Message Description
Warning (Red) CAS Messages
60 FCS: ACTIVE" BACK-UP Back-up mode operative R R R R R
66 FCS: DIRECT LAWS ACTIVE Direct laws mode operative R R R R R
FCS: LH SIDESTICK FAIL Complete failure of pitch or roll sensors on the LH pilot
R R R R R
sidestick (101CK)
FCS: RH SIDESTICK FAIL Complete failure of pitch or roll sensors on the RH pilot
R R R R R
sidestick (201CK)
Caution (Amber) CAS Messages
FCS: ALTN LAWS ACTIVE Alternate laws mode operative A A A A A
AFCS: AP FAIL Autopilot not available due to a failure A A A A A
Flight Control System powered to operate maintenance
FCS: E1 MAINT MODE A A A - -
only.
Flight Control System powered to operate maintenance
FCS: E2 MAINT MODE A A A - -
only.
FCS: LH SIDESTICK DEGRAD Pitch or roll control loss at next sensor failure on the LH
A A A A A
pilot sidestick (101CK)
FCS: MFCC FAULT MFCC 1 fault and MFCC 2 fault and MFCC 3 fault A A A A A
FCS: NO DISPATCH No dispatch A A A
FCS: PITCH AUTOTRIM INOP Pitch autotrim inoperative A A A A A
FCS: PITCH MAN TRIM FAIL Pitch manual trim failure A A - - -
FCS: RH SIDESTICK DEGRAD Pitch or roll control loss at Next sensor failure on the
A A A A A
RH pilot sidestick (201CK)
FCS: ROLL MAN TRIM FAIL Roll manual trim failure A A - - -
FCS: RUDDER PEDAL INOP Complete failure of yaw sensors A A A A A
FCS: SFCC FAULT SFCC 1 fault and SFCC 2 fault and SFCC 3 fault A A - - -
FCS: TEST FAIL Test failed A A - - -
FCS: TEST NOT PERFORME Test has not been performed A A - - -
One of the trim orders is greater than ± 90% of its
FCS: TRIM LIMIT A A A A A
authority
FCS: YAW MAN TRIM FAIL Yaw manual trim failure A A - - -
Advisory (White) CAS Messages
FCS: TEST IN PROGRESS Test in progress W W - - -
27-36
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Components (Continued) FCS: TEST FAIL This CAS message is displayed when the FCS pilot test has been performed and
CAS Messages has failed.
60 FCS: BACK-UP ACTIVE This CAS message is displayed when the back-up mode is operative. This applies FCS: TEST NOT PERFORMED This CAS message is displayed when the FCS pilot test has not been performed
in case of loss of all MFCC and SFCC computers. since aircraft power on.
66 FCS: DIRECT LAWS ACTIVE This CAS message is displayed when the flight control direct laws mode is FCS: TRIM LIMIT This CAS message is displayed when one of the absolute values of the trim order is
activated. It could happen either in MFCC degraded mode or in SFCC mode with greater than ± 90% of its authority.
MFCC inoperative.
FCS: YAW MAN TRIM FAIL This CAS message is displayed when a failure of the yaw manual trim occurs. It
FCS: LH SIDESTICK FAIL This CAS message is displayed when a complete failure of the pilot pitch or roll could happen if a discrepancy between the dual switches for each axis (LH or RH)
sensors is detected. This alert occurs if less than two sensors are valid per axis, of the manual trim remains after the failure time delay, or if the two axes are still
which means that four or five sensors are not valid. seen simultaneously after a failure time delay.
FCS: RH SIDESTICK FAIL This CAS message is displayed when a complete failure of the copilot pitch or roll FCS: TEST IN PROGRESS This CAS message is displayed when the FCS pilot test is in progress.
sensors is detected. This alert occurs if less than two sensors are valid per axis,
which means that four or five sensors are not valid.
AFCS: AP FAIL This CAS message is displayed when autopilot is not available due to a failure on
ground or in flight.
FCS: E1 MAINT MODE This CAS message is displayed when the Flight Control System is powered to
operate maintenance only.
FCS: E2 MAINT MODE This CAS message is displayed when the Flight Control System is powered to
operate maintenance only.
FCS: ALTN LAWS ACTIVE This CAS message is displayed when the flight control alternate laws mode is
activated.
FCS: LH SIDESTICK DEGRAD This CAS message is displayed when a degradation of the sidestick sensor
redundancy occurs, which could lead to pitch or roll control loss at the next sensor
failure. This applies if only two sensors remain valid per axis, which means that
three of out of five sensors are not valid
FCS: MFCC FAULT This CAS message is displayed when a failure of all MFCC channels occurs.
FCS: NO DISPATCH This CAS message is displayed to warn the pilot that the next flight will be cancelled
due to a failure prohibiting a new flight.
FCS: PITCH AUTOTRIM INOP This CAS message is displayed when the pitch autotrim function is off.
FCS: PITCH MAN TRIM FAIL This CAS message is displayed when a failure of the pitch manual trim occurs. It
could happen if a discrepancy between the dual switches for each axis (up or down)
of the manual trim remains after the failure time delay, or if the two axes are still
seen simultaneously after a failure time delay.
FCS: RH SIDESTICK DEGRAD This CAS message is displayed when a degradation of the sidestick sensor
redundancy occurs, which could lead to pitch or roll control loss at the next sensor
failure. This applies if only two sensors remain valid per axis, which means that
three out of five sensors are not valid.
FCS: ROLL MAN TRIM FAIL This CAS message is displayed when a failure of the roll manual trim occurs. It
could happen if a discrepancy between the dual switches for each axis (LH or RH)
of the manual trim remains after the failure time delay, or if the two axes are still
seen simultaneously after a failure time delay.
FCS: RUDDER PEDAL INOP This CAS message is displayed when a complete failure of the yaw sensors occurs.
This applies if none or only one (0 or 1) of the sensors remains valid, which means
that three or four out of the four sensors are not valid.
FCS: SFCC FAULT This CAS message is displayed when a failure of all SFCC channels occurs,
resulting from a failure of at least two SFCC channels.
27-37
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 22
Fly by Wire Functional Diagram
27-38
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Operation − Four Maintenance and Avionics Interface Computers (MAIC) provide:
The functions performed at system level by the FCS are the following: • System in-flight continuous monitoring
− Detection of pilot commands (pitch, roll, and yaw), including artificial feel function • Messages to the Crew Alerting System (CAS), FCS synoptics, data to other systems. These messages contain
internal PFCS status data such as:
− Interface with pilot input transducers and aircraft sensors
▪ Mode (Normal laws, Alternate laws, Direct laws)
− Control law computation from pilot commands, auto-pilot commands and aircraft sensors
▪ Actuator statuses (failures detected)
− Control of the actuators, including implementation of servoloops
▪ Computer statuses (failures detected)
− Actuation of the eight primary flight control surfaces
▪ On-board maintenance capabilities including ground maintenance tests
− In-flight continuous monitoring of the system and peripheral components in order to:
▪ Flight Data Recorder (FDR) data transmission
• Determine the integrity of the various system components
▪ Auto-pilot outer loop interface
• Elaborate and send messages to the Crew Alerting System (CAS). These messages are used by the CAS to
display warning, caution, and advisory messages to the crew − A set of electro-hydraulic and electric actuators performs the actuation of the eight primary control surfaces:
− Elaboration and transmission of data to the Flight Data Recorder (FDR) • Seven electro-hydraulic servo-actuators:
− Integrated maintenance functions to identify the failures present in the system and to assist in their repair ▪ The LH aileron (L9500CR) and the RH aileron (R9500CR) (one dual-barrel servo-actuator on each side)
− Implementation of ground maintenance tests for detection of dormant failures, confirmation of repair action, ▪ The LH elevator (L9500CP) and the RH elevator (R9500CP) (two single-barrel servo-actuators on each side)
complementary troubleshooting information. ▪ The rudder (9500CL) (one dual-barrel servo-actuator)
• One electric actuator: the HSTA (101CH) and its associated electrical control units (the HSECU (301CH) for the
These functions are performed as follows: HSTA motor 3 (9510CH) and the HSTA motor 4 (9520CH), the HSEBU (401CH) for the HSTA back-up motor
(9530CH))
− Pilot commands are detected by means of two sidesticks (101CK)/(201CK) (for pitch and roll control) providing also
artificial feel function on the two axes, two rudder/brake pedal assemblies (L201CL)/(R201CL)(for yaw control) and • Two spoiler actuators (L101CR)/(R101CR) and their associated electrical control units, the Spoiler Power Control
one trim unit (106CZ). Unit (SPPCU) (301CR) (with a hydraulic back-up)
− Inputs from the pilot controls, auto-pilot commands, aircraft motion information from the air data and inertial sensors,
as well as all needed discrete and analog FCS inputs are received by five Flight Data Concentrators (FDC), where
they are digitized if necessary, and then sent on serial data links to the Main Flight Control Computers (MFCC) and
Secondary Flight Control Computers (SFCC).
− Two sets of digital Flight Control Computers (FCC) provide for the computation of control laws, based on the FCS
input data transmitted by the FDCs:
• Three MFCCs perform the vote-processing of the sensors and the computation of the NORMAL, ALTERNATE or
DIRECT laws. Each MFCC is dual-channel. This allows one MFCC to continue operating after the loss of the
other two MFCCs. Consolidation of MFCC commands and detection of failures are also performed by the
Actuator Control and Monitoring Units (ACMU),
• Three SFCCs perform the vote-processing of the sensors and the calculation of the DIRECT laws. Each SFCC
has a single computation channel. Consolidation of SFCC commands and detection of failures is also performed
by the ACMUs.
− The back-up electronic box (105CZ) provides commands for the spoilers (the back-up electronic box also contains a
specific digital board which controls the two spoilers (L9501CR)/(R9501CR) when the PFCS is operating per the
NORMAL, ALTERNATE or DIRECT laws) and for the Horizontal Stabilizer Trim Actuator (HSTA) (101CH) in back-up
mode.
− The pilot input transducers used in the B/U (Back-Up) mode are separate from those used by the MFCCs and SFCCs.
However, the trim lever inputs are the same for pitch manual trim as for B/U, but they use separate contacts. Some
contacts are dedicated to PFCS control laws through the FDCs. The other contacts are used by the back-up
electronic box (105CZ).
− Four ACMUs perform the following:
• Elaboration of actuator commands by consolidation (failure detection and selection) of FCC outputs through the
SELection and MONitoring Unit (SELMON).
• Control and servoloop implementation, and monitoring of the electric and electro-hydraulic actuators (servoloop).
27-39
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 23
Vote of Actuator Commands
27-40
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Operation (Continued)
MFCC/SFCC Channel Eligibility
The validity of the xFCC is determined during the vote processing. However, before performing the vote, the ACMU must
determine which channels are eligible for each FCC.
MFCC Channel Eligibility
For a given MFCC channel, an MFCC-SELMON link is valid if:
− The integrity of data circulating on this link is correct (check of the capsule and of the timestamp)
− The SELMON lane has received the lane A and the lane B actuator commands from its corresponding MFCC lane.
Each SELMON lane A receives data from each MFCC lane A, and each SELMON lane B receives data from each MFCC
lane B. Each MFCC lane sends the data from both lanes. The lane A of each MFCC channel sends data of lane A and B
and, similarly, the lane B of each MFCC channel also sends data of lane A and B. This data contains actuator commands,
with their offset and discrete information.
An MFCC channel is eligible if the following conditions are met:
− At least one of two MFCC-SELMON links is valid
− On the valid MFCC-SELMON link(s), the lane A actuator commands must be almost equal to the lane B actuator
commands. This equality is evaluated within a tolerated margin of error, except if the SFCC is lost
− On the valid MFCC-SELMON link(s), the lane A discrete values must be strictly equal to the lane B discrete values.
This equality is determined within a tolerated temporal margin, except if the SFCC is lost
SFCC Channel Eligibility
An SFCC channel is eligible if:
− The integrity of data received from this channel is correct (check of the capsule),
− The validity discrete issued from the SFCC channel is true.
Vote of Actuator Commands
Channel Selection
The channel selection consists in analyzing which channels of a FCC can be selected for the vote.
Vote of Actuator Commands
Each actuator command coming from xFCC is voted as follows:
− If the three xFCC channels are selected for the vote and not in failure, the voted actuator command is the median
value of the three commands,
− If two xFCC channels are selected for the vote and not in failure, the voted actuator command is the mean value of
the two commands,
− If one xFCC channel is selected for the vote and not in failure, the voted actuator command is equal to the command
issued from this channel.
Figure 24
Channel Eligibility
27-41
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
2002CZ
RHF
2102NH
151
1 105
AHRS1
AHRS DATA1 HI R R 1 R R
64 AHRS1 HS HI
43 20/24 82/24
B B 2 B B 65
AHRS DATA1 LO 44 AHRS1 HS LO
MFCC2 MAIC3 HS DIGIT LO WARNING
MFCC2 MAIC1 HS DIGIT LO WARNING
MFCC2 MAIC3 HS DIGIT HI WARNING
MFCC2 MAIC1 HS DIGIT HI WARNING
2
FDC3 MFCC2 HS DIGIT LO WARNING
FDC3 MFCC2 HS DIGIT HI WARNING
MAIC3 MFCC1 HS DIGIT LO TEST
MAIC3 MFCC2 HS DIGIT LO TEST
MAIC3 MFCC3 HS DIGIT LO TEST
22/24 83
MAIC3 MFCC1 HS DIGIT HI TEST
MAIC3 MFCC2 HS DIGIT HI TEST
MAIC3 MFCC3 HS DIGIT HI TEST
ADAHRS VALIDITY 1 3 3 66 AHRS1 FAULT
A 2 2 1
FDC1 MFCC1 HS DIGIT LO
FDC1 MFCC2 HS DIGIT LO
FDC1 MFCC3 HS DIGIT LO
FDC1 MFCC1 HS DIGIT HI
FDC1 MFCC2 HS DIGIT HI
FDC1 MFCC3 HS DIGIT HI
34-11-00
102NH
147 307
IRS1
R SD 34-40-00 R 101 R 88/24 R 60 IRS1 HS HI ARINC 429
38
39 B B B B 61 IRS1 HS LO ARINC 429
102
33 4/24 103 89 38 IRS1 FAULT
IRS1 VALIDITY 1
1
CR
10
18
19
26
27
28
49
50
51
11
1
2
3
9
4
5
6
7
307 105
W
B
B
2001CZ
1
308
1 W
99/26SF
B
2
3 W 100/26SF
B
9
10 W
101/26SF
B
11
18 W 30/26SF
19 B
W 3
4 31/26SF
5 B 2004CZ
6 W 32/26SF
B 333FT 305
7
94 W 4 W
16 MFCC2A ACMU4 HS DIGIT HI
36/24S1
95 B B 17 MFCC2A ACMU4 HS DIGIT LO
W W 18
96 37/24S1 MFCC2B ACMU4 HS DIGIT HI
4101FY B B 19
97 MFCC2B ACMU4 HS DIGIT LO
W 11 4 W 4
MAU1A 308 14 38/24S1 MFCC2A ACMU1 HS DIGIT HI
1 B B 5
22 MFCC2A ACMU1 HS DIGIT LO
/24 8/24 91 W W 32
AP STATUS 2 52 113 8 AP STATUS 2 OUT 23 39/24S1 MFCC2B ACMU1 HS DIGIT HI
B B 33
2 8 8 2 24 MFCC2B ACMU1 HS DIGIT LO
8
RHR
1125 2003CZ
114/24
11 306
CR 40
32 48 MFCC INIT REQUEST
W 5 W
69 41/24S1 49 MFCC2A ACMU2 HS DIGIT HI
B B
70 50 MFCC2A ACMU2 HS DIGIT LO
W W
79 42/24S1 60 MFCC2B ACMU2 HS DIGIT HI
Legend - Figure 25 80
B B 61 MFCC2B ACMU2 HS DIGIT LO
45 W 7 1 W
1125J MAU1 MAINTENANCE CONNECTOR 43/24S1 1 MFCC2A ACMU3 HS DIGIT HI
B B
46 2 MFCC2A ACMU3 HS DIGIT LO
W 3 W
151J/P FBW E1/LH BASIC ELEC ELEC CUT-OFF CONNECTOR 56
B
44/24S1
B
25 MFCC2B ACMU3 HS DIGIT HI
FROM ADS1 501FE 57 26 MFCC2B ACMU3 HS DIGIT LO
147J/P FBW E3/LH BASIC ELEC ELEC CUT-OFF CONNECTOR 34-11-00 59 W 6
45/24S1
W
27 ACMU3 MFCC2 HS DIGIT HI
B B
2102NH ADAHRS UNIT 71
12 2
28 ACMU3 MFCC2 HS DIGIT LO
LHR
102NH IRU 1 110
4101FY GENERIC I/O 1 MODULE 110
W
2004CZ RH REAR FCS RACK 26
B
102/26SF
27
2003CZ LH REAR FCS RACK 28 W 103/26SF
49 B 2004CZ
2002CZ RH FRONT FCS RACK W 35/26SF
50 332FT 104
2001CZ LH FRONT FCS RACK 51 B
57
66 59 MFCC INIT REQUEST
1 12
Legend - Figure 26 FROM ADS3 301FC
148J/P FBW E4/RH BASIC ELEC ELEC CUT-OFF CONNECTOR 34-11-00
145J/P FBW E2/RH BASIC ELEC ELEC CUT-OFF CONNECTOR
W W 94
76J/P RH FR1 BASIC ELEC ELEC CUT-OFF CONNECTOR 13
B
52/24S1
B 95
ACMU1 MFCC3 HS DIGIT HI
14 ACMU1 MFCC3 HS DIGIT LO
2102NH ADAHRU 5 11
302NH IRU 3 403 334FT 372FT 374FT 409
W 110/24S1 W 60
35 ACMU 4 MFCC1 HS DIGIT HI
202NH IRU 2 47 B B 61
ACMU 4 MFCC1 HS DIGIT LO
110 W 7 9 W 25
4401FY GENERIC I/O 4 MODULE 111/24S1
B 26
ACMU 4 MFCC2 HS DIGIT HI
111 B ACMU 4 MFCC2 HS DIGIT LO
4201FY GENERIC I/O 2 MODULE 9 2
2004CZ RH REAR FCS RACK LHF
RHR
2003CZ LH REAR FCS RACK
WD270700AA6002
2002CZ RH FRONT FCS RACK
2001CZ RH FRONT FCS RACK
1138J FBW E4/RH BASIC ELEC ELEC CUT-OFF CONNECTOR
1125J FBW E2/RH BASIC ELEC ELEC CUT-OFF CONNECTOR
Figure 25
FBW 1-3 MFCC FDC MAU IRS
27-42
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Fly By Wire Laws
Operation (Continued)
When the Primary Flight Control System (PFCS)is operating nominally, all the functions are available; the system status is
Mechanical / Electrical Interfaces between Systems called NORMAL LAWS. The flight control system failures may result from failures of:
The PFCS has interfaces with the primary control surfaces, the secondary control system (slats, flaps and airbrakes), the − The sensors used at the input of the control laws
Air Data System, the Avionics, the electrical and hydraulic systems, the airframe, the landing gears (after the final relay of
− The PFCS computers and transmission between them
each sensor) and Nose Wheel Steering System (NWSS).
− The actuation of aerodynamic surfaces (including slats, flaps and airbrakes)
Interface with the Control surfaces for attachment of actuators and monitoring devices.
Primary Control Surfaces In order to minimize the number of degraded laws from the pilot point of view, the different status of the PFCS after
Interface with the The airbrake system for spoiler and airbrake pilot commands at the input of each front failures, according to the level of degradation, are gathered into 3 laws:
Secondary Flight Control FCS rack (2001CZ)/(2002CZ). Auto-airbrake commands at the output of the RH front − NORMAL LAWS:
System FCS rack (2002CZ).The slat system for auto-slat commands, slat pilot commands and
• Implementing all the functions
positions, at the input / output of the RH front FCS rack (2002CZ). The flap system for
flap position feedback at the input of each front FCS rack (2001CZ)/(2002CZ). − ALTERNATE LAWS:
• Handling characteristics similar to NORMAL laws around 1g,
Interface with the Air ADS ARINC 429 links at the input of each front rack.
Data System • all the protections are considered to be lost, even though some of them may still be active,
• entered when NORMAL laws cannot be supported due to a computation, servo-actuator, sensor or interfacing
Interface with the Enhanced Avionics System (EASy) Modular Avionics Unit (MAU) ARINC 429 links at the
system failure.
Avionics System input / output of each front FCS rack (2001CZ)/(2002CZ). Theses links carry data from /
to the Radio Altimeters, flight director, indicating system and centralized maintenance − DIRECT LAWS:
computer, Flight Data Recorder (FDR), landing gear position and landing gear control • Implementing the minimum functions enabling a safe flight and landing.
handle (303GM). Discrete: Auto-Pilot (AP) engagement status, AP disconnect, TCS
control, radio push-to-talk, Enhanced Vision System (EVS). Inertial Reference System In addition, an independent BACK-UP law is provided.
(IRS) with dedicated links at the input of each front FCS rack (2001CZ)/(2002CZ).
− BACK-UP:
Interface with the Electrical system at the input of each FCS rack (2001CZ)/(2002CZ)/(2003CZ)/(2004CZ). • Entered when the NORMAL, ALTERNATE and DIRECT laws are lost.
Electrical System − RH front FCS rack (2002CZ): − RH rear FCS rack (2004CZ): • Direct command laws from dedicated Pilot transducers to horizontal stabilizer and spoiler actuators.
• E1, E3 (LH essential bus) • E1, E4 (RH essential bus) • Back-up law is foreseen to operate temporarily when crew attempts to recover one of the upper laws.
• E4 (RH essential bus) − LH rear FCS rack (2003CZ):
− LH front FCS rack (2001CZ): • E2, E3 (LH essential bus)
Normal Law Functions
• E2, E3 (LH essential bus)
• E4 (RH essential bus) Following paragraphs detail each of the functions available in the normal laws.
The protective devices and wiring are physically included in the electrical system.
Aerodynamic Configuration Optimization
Interface with the At the hydraulic pressure and return of each servo-actuator and the SPPCU (301CR). Slats Automatic Control
Hydraulic System
For stall protection, the PFCS commands:
Interface with the Wings, fuselage and horizontal stabilizer (9500CH) for attachment of actuators,
− In clean configuration: the extension of the middle and outboard slats at AOA=9°,
Airframe monitoring devices, computers, pilot sidesticks (101CK)/(201CK),
− If inboard slats were extended, inboard slats are retracted at very high AOA (AOA=26°) to increase deep stall margin.
Rudder/brake pedal assemblies (L201CL)/(R201CL) and the trim unit (106CZ),
Brake Control Unit (BCU) ARINC 429 link at the input of each front FCS rack
(2001CZ)/(2002CZ). Airbrakes Automatic Control
Interface with the Wires for the WOW signal at the input of each FCS racks The middle airbrake panels authority for airbrake function is progressively reduced for an AOA between 10° and 16°. The
Landing Gear System (2001CZ)/(2002CZ)/(2003CZ)/(2004CZ) and wheel speed. PFCS commands the airbrakes retraction at AOA=16°. This command is sent to:
− The inboard and outboard airbrakes panels,
Interface with the Nose Wires for the Nose Wheel Steering (NWS) control signal at the output of the rudder/brake
Wheel Steering System pedal assemblies (L201CL)/(R201CL). − The middle airbrakes panels, which can still be used as spoilers (e.g. for roll function).
For low speed protection, the PFCS will command the airbrakes retraction if maximum Take Off power is commanded.
NOTE: Combination of inoperative items is only authorized regarding the PFCS when these items are involved in
the same PFSC functional line - refer to Table 1 on page 2-27-2 and Table 2 on page 2-27-3 of the
MMEL Maintenance and Operating Procedures DGT106044, which details the PFCS functional lines per NOTE: Once the airbrakes have been automatically retracted, the airbrake handle must to be reset before the
rack power supply. airbrakes can be extended again.
CAUTION: It is reminded that an item - such as IRS, AHRS, ADS, and MAU channels - which is not only
dedicated to PFCS may be inoperative provided its individual dispatch conditions are
complied with.
27-43
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
2002CZ
RHF
MFCC3 MAIC3 HS DIGIY LO
MFCC3 MAIC1 HS DIGIY LO
MFCC3 MAIC3 HS DIGIY HI
MFCC3 MAIC1 HS DIGIY HI
FDC5 MFCC1 HS DIGIT LO
FDC5 MFCC2 HS DIGIT LO
FDC5 MFCC3 HS DIGIT LO
FDC4 SFCC3 HS DIGIT LO
FDC5 MFCC1 HS DIGIT HI
FDC5 MFCC2 HS DIGIT HI
FDC5 MFCC3 HS DIGIT HI
FDC4 SFCC3 HS DIGIT HI
MFCC1 MAIC3 HS LO
MFCC1 MAIC1 HS LO
MFCC1 MAIC3 HS HI
MFCC1 MAIC1 HS HI
FDC2 SFCC1 HS LO
FDC2 SFCC2 HS LO
FDC2 SFCC3 HS LO
FDC2 SFCC1 HS HI
FDC2 SFCC2 HS HI
FDC2 SFCC3 HS HI
AHRS2 FAULT
AHRS2 HS LO
AHRS2 HS HI
18
19
26
27
28
49
50
51
66
10
18
19
20
21
12
13
54
11
7
4
5
1
2
3
9
4
5
E2 E4
210 403
R
B
B
B
FROM ADS2 FROM ADS4
15
15
2001CZ
8
1
7
63/24
25/24
401FE 201FE
LHF
34-11-00 34-11-00
4201FY 207 2102NH
MAU1B 145 8 126 AHRS2
4 207 104 34-11-00
W 3 14/26SF 148
132/24 73/24 77 1 B 2
40 27 AP STATUS OUT 1 12
AP STATUS 1
6 9 9 2
2 W 12 26/24 A AHRS VALIDITY 2
3 15/26SF 82 3
B R 83 R 64/24 R 43 FBW AHRS1 DATA HI
9 W 10 B 84 B B 44
1125 108 B 16/26SF FBW AHRS1 DATA LO
133/24 109 W
6 116 17/26SF SD 34-40-00 2004CZ
B
CR 117 W 4 18/26SF
4 B 331FT 371FT 373FT 210
5 W W MFCC1A ACMU4 HS DIGIT HI
12 B 104/24S1 B 1617 MFCC1A ACMU4 HS DIGIT LO
13 W 9 4 W
106/24S1 MFCC1B ACMU4 HS DIGIT HI
127 B B 1819 MFCC1B ACMU4 HS DIGIT LO
128 W 5 W 10
14 107/24S1 MFCC1A ACMU1 HS DIGIT HI
B B 11
22 6 MFCC1A ACMU1 HS DIGIT LO
W 108/24S1 W 12
23 B 37 MFCC1B ACMU1 HS DIGIT HI
B
24 118 MFCC1B ACMU1 HS DIGIT LO
32 W 9
125 B 117/24S1
302NH 126
W 6 116/24S1
35 B
IRS3 145 47 W
45 B 115/24S1
38 R SD 34-40-00 R 13 R 5 84/24 R 60 IRS3 IN HS HI 46
39 B B ARINC 429
14 B 85 1
B 61 IRS3 IN HS LO 112
W 8 114/24S1
IRS VALIDITY 3 33 82/24 38 IRS3 FAULT B
15 113
CR 4 5 114
W 113/24S1
B
121 408
W 36 MFCC3A ACMU4 HS DIGIT HI
B 37 MFCC3A ACMU4 HS DIGIT LO
1 W 48
B 49 MFCC3B ACMU4 HS DIGIT HI
W 25 MFCC3B ACMU4 HS DIGIT LO
B 26 MFCC3B ACMU1 HS DIGIT HI
2 MFCC3B ACMU1 HS DIGIT LO
38 MFCC INIT REQUEST
1
409
W 36
B 37 ACMU4 MFCC3 HS DIGIT HI
1 ACMU4 MFCC3 HS DIGIT LO
202NH 403 W 48 MFCC3A ACMU1 HS DIGIT HI
4 127 B 49 MFCC3A ACMU1 HS DIGIT LO
IRS2 148 13
404 W
1 3 98/26SF
R R 79 R R 2 B RHR
38
B
SD 34-40-00
B B 58/24 4 B 12 IRS2 IN HS HI ARINC 429 W 374FT
39 80 7 52 13 IRS2 IN HS LO 3 97/26SF
IRS VALIDITY 2 6/24 B
33 105 6 IRS2 FAULT 9
11 11 10 W 21/26SF
B
11 372FT 2003CZ
A 18 W 22/26SF
19 B
34-29-20
4 W 4 23/26SF 204
5 B 48 MFCC INIT REQUEST
20 W 24/26SF 1 W 49 MFCC1A ACMU3 HS DIGIT HI
21 B 334FT B 50 MFCC1A ACMU3 HS DIGIT LO
W 2 31/24S1 W 60
4401FY 8 B MFCC1B ACMU3 HS DIGIT HI
76 15 B 61
W MFCC1B ACMU3 HS DIGIT LO
16 38/24S1 W 116
MAU2A 1 B B ACMU2 MFCC1 HS DIGIT HI
130/24 124/24 95/24 17 10 117 ACMU2 MFCC1 HS DIGIT LO
AP STATUS 3 126 102 56 20 AP STATUS OUT 3 14 W 5 39/24S1 W
49 B 22 MFCC1A ACMU2 HS DIGIT HI
2 CR 8 8 22 B 23
W 5 W MFCC1A ACMU2 HS DIGIT LO
23 40/24S1 32 MFCC1B ACMU2 HS DIGIT HI
24 B B
1138 33 MFCC1B ACMU2 HS DIGIT LO
131/24
9
CR
94 W 11 41/24S1
B 372FT 374FT 409
95
56 W 6 42/24S1 W 49
B MFCC3A ACMU2 HS DIGIT HI
57 B 50
1 MFCC3A ACMU2 HS DIGIT LO
68 W 43/24S1 W 60 MFCC3B ACMU2 HS DIGIT HI
58 B B 61
MFCC3B ACMU2 HS DIGIT LO
39 W 13 44/24S1 W 27
B B 28 MFCC3A ACMU3 HS DIGIT HI
40 2 MFCC3A ACMU3 HS DIGIT LO
51 W 45/24S1 W 25
B MFCC3B ACMU3 HS DIGIT HI
52 B 26 MFCC3B ACMU3 HS DIGIT LO
100
32
5 LHR
WD270600AA4002
Figure 26
FBW 2-4 MFCC FDC MAU IRS
27-44
R1
NOTES: NOTES:
27-45
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 27 Figure 28
Transitions between Modes in Case of Failure Excessive Attitude Protection
27-46
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Operation (Continued) For example, the loss of Radar Altimeter would induce the loss of pitch auto trim, and therefore the use of manual trims.
Stability Augmentation
Roll manual trim is only available:
The stability augmentation function aims at providing a good level of static and dynamic stability to the aircraft on each
− In the case of direct laws.
axis.
Yaw manual trim:
Stability Augmentation on the Pitch Axis
− Is provided to the pilot even in normal operation of the PFCS (normal laws),
On the pitch axis, the stability augmentation function enables:
− In order to enable lateral equilibrium stick and pedals free in the case of engine failure.
− Augmentation of the static margin,
− Augmentation of pitch damping, Pilot Controls Adaptation
− De-rotation at touch down: on the ground at landing, a pitch-down order through the elevator is introduced, depending This function aims at reaching a good level of pilotability through homogenisation of aircraft response to pilot controls.
on airbrake extension, in order to create derotation when the stick is released.
Protections
Stability Augmentation on the Roll Axis The protections aim at preventing from:
On the roll axis, the stability augmentation function enables: − Structural overstress
− Reduction of induced roll during side-slipping − Overspeed
− Increased roll damping − Loss of control (stall protection)
− Recovery of positive static spiral stability above 35° of bank angle − Excessive attitudes
With regard to the "positive static spiral stability above 35° of bank": While enabling instinctive emergency maneuvers with:
− If the sidestick is released to neutral above 35° of bank, the airplane bank angle is automatically gently driven back to − Predictive aircraft behaviour
35°
− Maximum aircraft performance available if needed
− While if sidestick is released to neutral below 35° of bank, the airplane roll rate is maintained at zero (refer to roll
Autotrim) Structural Overstress Protection
Stability Augmentation on the Yaw Axis This function aims at providing, when aerodynamically reachable:
On the yaw axis, the stability augmentation function enables: − A maximum reachable load factor (the minimum of 3g and of the load factor leading to structural limit) upon
emergency stick action leading to reach the aft stop
− Dutch roll damping (the natural aircraft has low dutch roll damping).
− -1g, flaps retracted, or 0g, flaps extended, upon emergency stick action leading to reach the hard forward stop
Autotrims and Trims − This function also allows to reach a predictive (0.2g) load factor upon an instinctive action leading stick to reach the
Pitch Autotrim soft forward stop
In flight (above 50 ft RA): with stick free, pitch autotrim maintains a zero flight path angle variation. During the flare (below On the yaw axis, this function prevents from exceeding limit loads on the vertical fin in static conditions and as much as
50 ft RA): the auto trim and THS position are frozen. In case of radar altimeter height detected loss, the pitch autotrim possible in dynamic conditions.
function is commuted on a manual pitch trim on a low speed and low altitude condition. On the ground below 60 kt, the
THS is automatically positioned at -6° for take-off when flaps are extended (detected through flap positions) and at 0° Stall and Speed Protections from the PFCS General
when flaps are retracted. This automation is interrupted if the pilot commands pitch trim manually. It is restored on the
The PFCS provides:
ground by transition between flaps retracted and flaps extended with Vc < 60 kt.
− Stall and low speed protection, which consists in:
Yaw and Roll Autotrim • Airplane configuration adaptation (automatic orders of slats and airbrakes at high AOA or automatic Airbrakes
Both roll and yaw autotrim functions aim at compensating small asymmetries (petrol asymmetries for example) and at order for low speed protection),
providing a partial compensation of lateral engine failure and of actuators failures. Stick free, the roll autotrim maintains a • In order to maintain a safe maximum AOA (17° in flaps extended configuration and around 14° in clean
zero bank angle time derivative within +/- 35 deg of bank angle. The yaw autotrim maintains a zero body axis lateral configuration), the PFCS will command a pitch down order to descend and maintain sufficient speed if thrust
acceleration. Both roll and yaw autotrim function are inhibited on ground power is not increased.- Overspeed protection, which consists in:
• The PFCS will initiate wing level and pitch up commands above VMO (VMO + 6kt) or above MMO (MMO +
Manual Trims 0.012).
Pitch manual trim is only available:
− On the ground or Excessive Attitude Protection
− In the case of loss of pitch autotrim. The excessive attitude protection function aims to prevent the airplane from exceeding the pitch angle:
− - 25° pitch angle for speeds below 100 kt to 35° pitch angle for speeds above 250 kt with sidestick at its aft stop,
− - -18° pitch angle for speeds below 100 kt down to -28° pitch angle for speeds above 250 kt with sidestick at the
forward stop.
27-47
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Legend
401CH HSEBU
101CH HSTA
R201CL RH RUDDER/BRAKE PEDALS
L201CL LH RUDDER/BRAKE PEDALS
401CR SPECU
301CR SPPCU
R201CR RH SPOILER SENSOR
L201CR LH SPOILER SENSOR
106CZ TRIM UNIT
105CZ BACK-UP ELECTRONIC BOX
2004CZ RH REAR FCS RACK
2003CZ LH REAR FCS RACK
6000PC RH PPDB
Figure 29
Back-Up Fly-By-Wire
27-48
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Operation (Continued) Activation of Back-Up Mode for Spoiler Control
Auto Pilot Functions The spoilers are controlled by the back-up electronic box (105CZ) when the following conditions are present:
The autopilot functions within the flight control system aims at: − Loss of MFCC and SFCC detected by the ACMU
− Piloting the aircraft to respect the outer loop (Flight Director) orders (flight path and bank angle) − Loss of aileron servo-actuators (L102CR) and (R102CR)
− Managing the autopilot engagement status and associated CAS messages
Activation of Manuel Direct Control on the Horizontal Stabilizer
All other functions are still active while in AP (including autotrims and protections), and the main specific sensors used for A dedicated electronic device is in charge of engaging the HSTA back-up motor (9530CH) for the horizontal stabilizer
this function are: (9500CH) when requested. This electronic device is dual-lane.
− Side sticks position, quick disconnect command for AP disengagement
− TCS button for TCS law The two conditions for the HSTA back-up engagement are:
− AP orders (bank angle and flight path commands) issued from MAU − HSTA motor 3 (9510CH) (HSTA motor driven by HSTC 3 module (403CZ)) disengaged. This event can occur upon:
• Loss of command from HSTC 3 module (403CZ)
• HSTA motor 3 (9510CH) failure
Transitions Between Laws
− HSTA motor 4 (9520CH) (HSTA motor driven by HSTC 4 module (1304CZ)) disengaged. This event can occur upon:
The downgrading transition between laws is automatic. The transition and status of the laws is announced to the crew
through CAS messages and a dedicated synoptic in the avionics. The upgrading transition is: • Loss of command from HSTC 4 module (1304CZ)
− Automatic for some sensors failures • HSTA motor 4 (9520CH) failure
− Commanded by the crew with associated flight domain and procedure through action on:
• FCS ENGAGE button after computer failures Availability of Functions in Various Flight Control Laws
• FCS ENGAGE button for safety device re-engagement Code Availability of the Function
Back-Up Mode Activation Yes The function is available in the active control laws
The back-up mode is implemented on the PFCS to protect the aircraft from the effects of unforeseen events (PFCS Potentially The function is potentially available. As a precautionary measure, the function should be
computers cannot control the actuators). This type of events, as other systematic failures (temperature, electromagnetic considered to be lost.
compatibility) cannot be quantitatively assessed. Therefore, only a qualitative approach is retained for the system No The function is not available in the active control laws
architecture to achieve the safety objective.
Transition to the back-up mode is automatic when: Availability Of Function Depending On Active Control Laws
− Computing functions (MFCC and SFCC) are lost
Functions Normal Laws Alternate Laws Direct Laws
− Actuator control (Selmon + Servo-loops) is lost
Pitch Stability Augmentation Yes Yes No
NOTE: The detection of lost actuators is only performed on the aileron actuators to mitigate the risk of a “non- Roll Stability Augmentation Yes Yes No
engagement of the Back-Up mode” in case of loss of servo-loop function.
Yaw Stability Augmentation Yes Yes Yes
The probability of an unwanted engagement due only to the loss of ailerons is less than 10 -12 (including
dispatch case). Pitch, Roll, Yaw Autotrim Yes Potentially No
Yaw Manual Trim Yes (1) Potentially Yes (1)
The back-up mode causes: Pitch Manual Trim Yes on ground or if Pitch Potentially Yes (1)
− Aileron servo-actuators (L102CR) and (R102CR) to be in damped mode Auto trim inoperative
− Elevator servo-actuators (L101CP), (R101CP), (L201CP), (R201CP) to be in centered mode (if hydraulic power is
Roll Manual Trim No No Yes (1)
available) or (in other cases) in damped mode
− Rudder servo-actuator (103CL) actuator to be in damped mode Protections Yes Potentially No
− Spoiler actuators (L101CR) and (R101CR) to be driven by the back-up computer Autopilot Inner Loop Yes (1) Potentially No
− HSTA (101CH) to be controlled through the manual horizontal stabilizer trim 1) Some failures might lead to the loss of these functions, but the system will not revert to a lower level of Flight Control
Laws.
When MFCC and SFCC actuator position commands are unavailable, each SELMON disengages the servo-actuators (via
their associated Digital Servo-loops) in order to engage the PFCS back-up mode.
27-49
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 30 Figure 31
Troubleshooting Procedure with no Logistic Resources Available Troubleshooting Procedure with Electrical and Hydraulic GPU’s
27-50
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Maintenance Considerations After a flight, when FCS failures have been reported, the maintenance technician must configure the aircraft for
troubleshooting. Using the CMC to analyze FCS failures requires energizing the aircraft systems (E1, E2, E3, E4) and
Maintenance Principle
pressurizing the hydraulic systems (A, B, C) to prevent false failures due to an incorrect configuration.
The maintenance function provides a diagnosis of the FCS (Flight Control System) before each flight, and manages the
historical record of FCS statuses over “n” consecutive flights. The purpose of the maintenance function is to detect and
locate failures in the FCS system. The maintenance function ensures the following tasks: With the aircraft systems energized with GPU, the “TEST E1” and “TEST E2” switches will be set to the ON position to
observe the configuration with 4 electrical power sources.
− Detection of failures that have an impact on aircraft dispatch, either on ground before the flight, or in flight for a
possible diversion to an airport with maintenance facilities
− Reporting and recording of any elementary failure of the FCS system The maintenance technician must run a FCS ground test, then check the "Active Maintenance Messages" from the CMC,
and troubleshoot successively each of these "Active Maintenance Messages”.
Fault detection is mainly based on operational safety devices which monitor the functions relating to safety and system
availability: These maintenance messages are classified per ATA chapters and sections (ATA 27 for the FCS). According to the
number of failures recorded, there may be several maintenance messages distributed in several ATA sections (27-00 /
− On-ground running of embedded tests, used to check for correct operation of functions inactive or inhibited during
27-10 …).
flight
− Filtering of failures detected in flight or during tests, to generate the relevant Fault reports sent to the Centralized
Maintenance Computer (CMC) and used to locate faulty equipment items Recommendation
If several LRUs of different types are indicated as "Possible LRU at fault" in a Maintenance Message, the maintenance
technician must proceed in the following sequence:
The maintenance function is implemented in the Maintenance and Avionics Interface Computers (MAIC) which interface
with the two Modular Avionics Units (MAU) of the EASy avionics. 1. Replace first the indicated electronic module(s) and validate their replacement by running a Ground Test,
2. If the failure persists, replace the mechanical or hydro-mechanical LRUs and validate their replacement by
running a Ground Test.
FCS failures are divided in three categories:
− Failures preventing next flight: NO DISPATCH
NOTE: This troubleshooting principle ignores failure reporting due to initialization and configuration problems on
− Failures degrading aircraft performance, but not affecting flight safety: DISPATCH, i.e., flight authorized under
FCS peripheral systems, such as IRS, ADS, etc.
obligation of repair within the next X flight hours (50 hours)
− Failures affecting neither flight safety nor aircraft performance: flight authorized, with repair on the next scheduled
maintenance inspection Component Failure Detection
Electronic Modules
FCS Troubleshooting Principle Failure detection is based on the following main principles:
The flowcharts that follow give the different troubleshooting procedures used for the FCS. − Maximum use of auto-tests. These tests are either run at initialization of the computer, or as triggered tests
− Troubleshooting procedure with no logistic resources available: Figure 30 − Test of interfaces, performed through feedback of outputs to inputs, controlled by the computer
− Troubleshooting procedure with electrical and hydraulic GPUs: Figure 31 − Application of a number of discrete or analog inputs (function implementation, computer reset, etc.) in test mode,
through dedicated maintenance controls
• Troubleshooting based on flight crew report: Figure 32
• Troubleshooting based on CMC maintenance messages and screens: Figure 33
Tests of Mechanical and Hydraulic Equipment
The movements of the control surfaces are generated by the SELMON (SLM) modules on receipt of the test command,
The “Troubleshooting based on CMC maintenance messages and screens” Figure 33 flowchart is detailed in the
this test command being summed to the functional command resulting from the control laws. In the absence of the test
illustration that follow:
message, the SLMs restore the normal status of the servo-loop.
− Troubleshooting the FCS from the CMC: Figure 34 and Figure 35.
FCS troubleshooting is based on the following:
− Use of active Maintenance Messages
− Use of Maintenance Screens
− Use of AMM:
• SDS 20–27–X0–0X - MAINTENANCE MESSAGES,
• SDS 30–27–X0–0X - MAINTENANCE SCREENS,
• TSK 27-00-00-720-803 - GENERAL TROUBLESHOOTING PROCEDURES FOR THE FCS
The use of the CMC is described in the task “Use of the Central Maintenance Computer (CMC)”.
27-51
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 32 Figure 33
Troubleshooting based on Flight Crew Report Troubleshooting based on CMC Maintenance Messages and Screens
27-52
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Maintenance Considerations (Continued) Maintenance Messages
Maintenance Architecture Purpose
The Maintenance of the Flight Control System (FCS) is based on three components: The purpose of the information provided by the Maintenance Messages, whenever possible, is to identity the LRU(s)
failed, following the display of a CAS Message or of a Fault Message indicating a failure.
− Pre-flight test for FCS integrity check: Pre-Flight Test (PFT)
− Permanent monitoring throughout the flight. This monitoring ensures: Principle
• Detection of failures through the operational safety devices monitoring the different functions The FCS includes about a hundred different LRUs, such as:
• Eleboration and transmission of FCS warnings to the MAUs − Hydraulic Actuators
• Recording of basic failures for maintenance purpose and for updating the DISPATCH status − Electric Actuators
− Complementary ground tests: Ground Maintenance Tests (GMT), performed after a failure for troubleshooting or − Mechanical Devices Such As Sensors, Trim Unit, Microswitches
periodically on all the redundant functions to check for any dormant failures
− FCS Rack Containing The Electronic Modules
− Electronic Modules
Pre-Flight Test
− Electronic Units
This test is performed to check the FCS for correct operation before a flight. It also activates and checks some redundant
FCS functions which are not active in the nominal mode. The result of the PFT can be DISPATCH (flight authorized) or The FCS exchanges data, over dedicated links, with other aircraft systems, such as MAUs, AHRS, IRS, ADS, WOW,
NO DISPATCH (flight not authorized - Troubleshooting requested). The flowcharts provided, define the PFT running SFAU, TCU, overhead panel and BCU. The FCS contains four MAIC modules, which send the same data at the same
process, and the actions to be done according to the test result. moment to the Generic I/O modules of the MAUs over four ARINC links. The EASY system performs an "OR" between
the data delivered by the four MAICs, before recording it in the "CMC " data base for use as Maintenance Messages.
The duration of the PFT is approximately 1 minute. The PFT checks for correct operation of the FCS through its testable
modules, i.e.: Three categories of messages are generated for each LRU:
− MFCCs − Internal Failure:
− SFCCs • Which groups all the possible internal failures for the indicated LRU,
− SFCIs − Communication Interface Failure:
− MAICs • Which groups the failures of the serial data links between the indicated LRU and the other LRUs belonging to the
FCS. Depending on the architecture, this communication interface failure can occur as a single failure or in
− SELMONs
connection with another interface failure occurring simultaneously (case of a point-to-point link: the failure is
reported by the receiver, but the two communication failures will be displayed).
The functional failure messages from the above-listed computers are recorded in the MAIC modules which, after filtering, − Discrete Interface Failure:
send them over dedicated ARINC 429 links to the MAU modules, for operational processing (CAS messages, fault
• Which groups the failures of the discrete interfaces between the indicated LRU and the other LRUs belonging to
messages, maintenance messages, maintenance screens). The PFT is initiated and the results are displayed through the
the FCS. Depending on the architecture, this discrete interface failure can occur as a single failure or in
EASY avionics.
connection with another interface failure occurring simultaneously.
Permanent Monitoring Displayed information
Permanent monitoring is based on two types of tests: − 27-00 "BCU & SFAU SIGNALS"
Power-up Built-In Test (PBIT): Autotest of the modules at power-up. It checks the statuses of processors, ARINC − 27-00 "FCS ELECTRICAL SUPPLIES (1/2)"
links and power supplies, and compares lanes A and B information of each − 27-00 "FCS ELECTRICAL SUPPLIES (2/2)"
module. − 27-00 "OVERHEAD PANEL COMMANDS"
Continuous Built-In Test (CBIT): Test run on a cyclic basis. It monitors the modules during operation. − 27-00 "RUDDER PEDALS & FLAPS"
− 27-00 "THROTTLES COMMANDS"
On initialization, some of these tests may inhibit the start of a computer if their result is not correct. − 27-00 "ZERO SURFACE ADJUSTMENT"
− 27-00 "LANDING GEAR WOW STATUS"
Ground Maintenance Tests
Using the CMC, the maintenance technician can perform the following actions:
− faulty Line Replaceable Units (LRU) isolation, if a failure indicates several LRU as possibly failed,
− validation after replacement of LRU(s).
The CMC displays the following on the MDU:
Maintenance Messages
Maintenance Screens (Parameter Monitoring)
The CMC also allows to trigger complementary ground tests from dedicated Maintenance Screens.
27-53
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 34
Troubleshooting the FCS from the CMC (1 of 2)
27-54
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Maintenance Considerations (Continued) Composition
Related Documentation According to the sub-system displayed, the Maintenance Screen provides the maintenance technician with information on
the failure statuses:
FCS maintenance Fault codes are as follows: 27x0EFCSxxx like in the following example for fault code “2790EFCS001”:
− Internal − Logic Interface
− 27: ATA Chapter
− Function − Sensors
− 90: ATA Section
− Communication Interface
− EFCS: FC System
− 001: Maintenance Message Number
The composition of the screens can be different according to the type of information to be provided, but failure statuses
The Sub-manual numbers and Section numbers are used to identity in the Fault Isolation Manual (FIM), the maintenance and discrete signal statuses are displayed in the same way in all the screens:
documentation associated to the Maintenance Message indicated by this Fault Code; e.g. : for a Fault Code − Red oblong symbol: failure reported
27x0EFCSxxx, refer to:
− SDS 20-27-x0-00 for the details of the Maintenance Message
− SDS 30-27-x0-xx for the details of the corresponding Maintenance Screen
As all the parameters which are transmitted by the FCS to the CMC and may be useful for troubleshooting are not − White oblong symbol: no failure reported
displayed on the MDU as maintenance messages, the technician will have to refer to the corresponding maintenance
documentation to be able to use all the parameters.
The table below gives the cross-references between the FIM sections identifying the Maintenance Messages and the
associated documentation.
− Green square symbol: discrete signal active
Associated Maintenance
Chapter Section
Documentation
27 00 - Flight Controls – General SDS 20-27-00-00
27 10 - Ailerons and Spoilers SDS 20-27-10-00
− White square symbol: discrete signal not active
27 20 - Rudder SDS 20-27-20-00
27 30 - Elevators SDS 20-27-30-00
27 40 - Horizontal Stabilizer SDS 20-27-40-00
27 80 - Slats SDS 20-27-80-00
All failures, status and value data are displayed the "Maintenance screens” as transmitted by each of the four MAIC
27 90 - Elec. Flight Control System SDS 20-27-90-00
modules, which are labelled:
SDS 20-27-90-01
FBW 1
FBW 2
Parameter Monitoring - Maintenance Screens FBW 3
Purpose FBW 4
The purpose of Maintenance Screens generated from the "parameter monitoring" CMC function is to help the
maintenance technician to:
The maintenance technician can refer to the associated maintenance documentation to find additional information which
− Cross-check, if in doubt before replacing (a) failed LRU(s), may help him identity the faulty LRU(s).
− Validate the replacement of (a) LRU(s) after troubleshooting,
− Run triggered tests from the Maintenance Screen, when applicable.
"Parameter Monitoring" is a CMC functionality which provides real-time display of the statuses or values of all parameters
circulating over the communication bus of the EASY (ASCB) system.
Principle
The Maintenance Screens are presented per function in each ATA section and contain the functional data and the failures
associated to that function. The failures displayed in these screens are identical to those identified in the Maintenance
Messages.
27-55
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 35
Troubleshooting the FCS from the CMC (2 of 2)
27-56
R1
DIGITAL FLIGHT CONTROL SYSTEM (DFCS) (CONTINUED)
Maintenance Considerations (Continued) The “Troubleshooting based on CMC maintenance messages and screens” Figure 33 flowchart is detailed in the
illustration that follow:
The table below gives the cross-references between the FIM sections identifying the Maintenance screens and the
associated documentation. − Troubleshooting the FCS from the CMC: Figure 34 and Figure 35.
Chapter Section Associated Maintenance Documentation FCS troubleshooting is based on the following:
27 00 - Flight Controls –General SDS 30-27-00-01 SDS 30-27-00-05 − Use of active Maintenance Messages
− Use of Maintenance Screens
SDS 30-27-00-02 SDS 30-27-00-06
− Use of AMM:
SDS 30-27-00-03 SDS 30-27-00-07 • SDS 20–27–X0–0X - MAINTENANCE MESSAGES,
• SDS 30–27–X0–0X - MAINTENANCE SCREENS,
SDS 30-27-00-04 SDS 30-27-00-08
• TSK 27-00-00-720-803 - GENERAL TROUBLESHOOTING PROCEDURES FOR THE FCS
27 10 - Ailerons and Spoilers SDS 30-27-10-01 SDS 30-27-10-03 The use of the CMC is described in the task “Use of the Central Maintenance Computer (CMC)”.
SDS 30-27-10-02 After a flight, when FCS failures have been reported, the maintenance technician must configure the aircraft for
troubleshooting. Using the CMC to analyze FCS failures requires energizing the aircraft systems (E1, E2, E3, E4) and
pressurizing the hydraulic systems (A, B, C) to prevent false failures due to an incorrect configuration.
27 20 - Rudder SDS 30-27-20-01
With the aircraft systems energized with GPU, the “TEST E1” and “TEST E2” switches will be set to the ON position to
observe the configuration with 4 electrical power sources.
27 30 - Elevators SDS 30-27-30-01 SDS 30-27-30-02
The maintenance technician must run a FCS ground test, then check the "Active Maintenance Messages" from the CMC,
and troubleshoot successively each of these "Active Maintenance Messages”.
27 40 - Horizontal Stabilizer SDS 30-27-40-01
These maintenance messages are classified per ATA chapters and sections (ATA 27 for the FCS). According to the
27 80 - Slats SDS 30-27-80-01 SDS 30-27-80-02 number of failures recorded, there may be several maintenance messages distributed in several ATA sections (27-00 /
27-10 …).
27 90 - Elec. Flight Control System SDS 30-27-90-01 SDS 30-27-90-06 Recommendation
If several LRUs of different types are indicated as "Possible LRU at fault" in a Maintenance Message, the maintenance
SDS 30-27-90-02 SDS 30-27-90-07 technician must proceed in the following sequence:
3. Replace first the indicated electronic module(s) and validate their replacement by running a Ground Test,
SDS 30-27-90-03 SDS 30-27-90-08 4. If the failure persists, replace the mechanical or hydro-mechanical LRUs and validate their replacement by
SDS 30-27-90-04 SDS 30-27-90-09 running a Ground Test.
SDS 30-27-90-05
NOTE: This troubleshooting principle ignores failure reporting due to initialization and configuration problems on
FCS peripheral systems, such as IRS, ADS, etc.
Triggered Tests
For additional maintenance purpose, the maintenance technician can control triggered tests from the CMC.
FCS Troubleshooting Principle
The flowcharts that follow give the different troubleshooting procedures used for the FCS.
− Troubleshooting procedure with no logistic resources available: Figure 30
− Troubleshooting procedure with electrical and hydraulic GPUs: Figure 31
• Troubleshooting based on flight crew report: Figure 32
• Troubleshooting based on CMC maintenance messages and screens: Figure 33
27-57
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Aileron Actuator
Figure 36
Aileron Control System
27-58
R1
AILERON AND SPOILER CONTROL SYSTEM
Overview A variable heating device meant to improve operation in cold temperature.
The aileron and spoiler control system perform the roll control: The two barrels of the LH aileron servo-actuator (L102CR) are controlled by the four Servoloop modules:
− Actuation and monitoring of the position of the two ailerons − LH Aileron N1 Module (604CZ)
− Actuation and monitoring of the position of the two spoilers − LH Aileron N2 Module (504CZ)
− LH Aileron S1 Module (1203CZ)
The aileron and spoiler control system includes the sub-subsystems that follow: − LH Aileron S2 Module (1103CZ)
− Spoiler Control System
− Aileron Control System LH actuator barrel N is powered by hydraulic system A and controlled through electrical generations E1 or E4.
LH actuator barrel S is powered by hydraulic system B and controlled through electrical generations E2 or E3.
AILERON CONTROL SYSTEM
The two barrels of RH aileron servo-actuator (R102CR) are controlled by the four Servoloop modules:
Overview − RH Aileron N1 Module (1003CZ)
The aircraft is fitted with two ailerons (L9500CR) / (R9500CR). The aileron control is ensured on each wing by a dual − RH Aileron N2 Module (903CZ)
barrel parallel mounted servo-actuator (L102CR) / (R102CR). Both servo-actuators are strictly identical. The barrels are − RH Aileron S1 Module (804CZ)
conventionally called N and S. The assembly is of moving piston and oscillating body type. Each aileron servo actuator is
− RH Aileron S2 Module (704CZ)
a hydraulically powered linear actuator displacing the control surface in response to electrical position command signals
issued from the ACMU’s.
RH actuator barrel N is powered by hydraulic system C and controlled through electrical generations E2 or E3.
Components RH actuator barrel S is powered by hydraulic system B and controlled through electrical generations E1 or E4.
Aileron Servoactuators (L102CR) / (R102CR)
Each barrel includes:
− Cylinder and its associated piston and bearings. The piston rod is fitted with a double Linear Variable Position
Transducer (LVDT) for position measurement purpose.
− Power control block
The power control block includes:
− Filter and a check valve on the hydraulic supply line
− Solenoid valve switched on when the barrel is active, and off when the barrel is failed
− Direct Drive Valve (DDV) including a force-motor directly driving a spool valve and an associated LVDT position
transducer. The servo-valve is capable to be driven by two independent ACMU control channels (supplied by 2
different electrical power sources).
− Selector spool valve controlled by the solenoid valve utilization pressure and allowing either the spool valve to supply
the barrel cylinder chambers (solenoid valve switched on) or to connect the cylinder chambers to the damping system
(solenoid valve switched off). A LVDT allows the selector spool position to be monitored.
NOTE: Fighting force may occur on a servoactuator when both barrels are simultaneously active. It is generated
by electronic and mechanical position deviations between the two barrels, and its detection generates a
trimming correction.
− Set of check valves and calibrated orifices allowing actuator damping function when the solenoid valve is switched off
or in case of hydraulic supply loss.
− Two cylinder chamber pressure sensors allowing the implementation of an anti-flutter automatic test, and also used as
inputs to the Fighting Force Detection Test (FFDT).
− Accumulator and a check valve located on the return line. These devices retain hydraulic fluid in the barrel in the
event of pressure drop and guarantee the damping system to correctly operate during a specified duration after
hydraulic system loss. A LVDT allows the accumulator position to be monitored.
27-59
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 37
FCS Synoptic Page
Figure 38 Figure 39
ENG-FUEL-TRM Window – Trims Position “ENG-TRM” Window
27-60
R1
AILERON CONTROL SYSTEM (CONTINUED)
Components (Continued) "FCS: CONTROL SURFACE JAM" One aileron is jammed in position.
Aileron Controls and Indicating Systems "FCS: ACTUATOR MISADJUST" Force fighting trimming enters dispatchable range but remains still below no
The aileron control subsystem interfaces with the subsystem electronic modular Flight Control System (FCS) that sends (A/C with M305 or SB 018). dispatch value for one or two ailerons or one or two elevators. The control surface
the information to the EASy system for display of the associated indications in the cockpit. involved is named on status page.
"FCS: AILERON DEGRAD" One barrel on one or two aileron servoactuators is in damped mode.
FCS Synoptic Page
"FCS: ONE AILERON FAIL" One aileron servoactuator is in antiflutter mode. The corresponding aileron is no
Aileron Position Indicator
more controlled.
A green bar graph represents the position of each aileron.
− Top of the bar represents an aileron deflection of 25° upwards "FCS: BOTH AILERONS FAIL" Both aileron servoactuators are in antiflutter mode. Both ailerons are no more
controlled.
− Bottom of the bar represents an aileron deflection 25° downwards
− Center of the bar indicates that the aileron is in neutral position
If the data is valid the indicator is green at the position given by the data. If the data is out of range or invalid, a steady
amber cross will be displayed in the entire bar.
NORMAL DAMPED MODE ANTI-FLUTTER MODE INVALID DATA
CAS Messages
The aileron control system includes the CAS messages that follow:
Cruise
Land
Park
Taxi
TO
MESSAGE DESCRIPTION
Warning (Red) CAS Messages
FCS: CONTROL SURFACE JAM One aileron is jammed in position R R R R R
Caution (Amber) CAS Messages
FCS: ACTUATOR MISADJUST Dispatchable force fighting trimming on one or two
ailerons or one or two elevators. A A - - -
(A/C with M305 or SB 018)
FCS: AILERON DEGRAD Loss of one barrel on one or two ailerons A A A A A
FCS: ONE AILERON FAIL Loss of both barrels on one aileron A A A A A
FCS: BOTH AILERONS FAIL Loss of both barrels on each aileron A A A A A
27-61
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 40
LH Aileron – Principal Diagram (RH similar)
27-62
R1
AILERON CONTROL SYSTEM (CONTINUED)
Operation The pressure sensors fitted in each chamber allow checking periodically for the efficiency of the anti-flutter protection
(Anti-flutter Automatic Test).
Logic of Engagement
The N and S barrels of the aileron servo-actuators (L102CR) and (R102CR) are active simultaneously. The only switching
possibilities for N1, N2, S1, S2, are N1 to N2 and S1 to S2. It is impossible to have N1 and N2 or S1 and S2 engaged
together.
There are three possible operating modes: normal, damped and anti-flutter.
Normal Mode
Both barrels are simultaneously active. The input order is provided, for each barrel, by the servo-loop modules on two
separate channels (A and B) with permanent mutual comparison for monitoring purpose. Two electric inputs provided by
two servo-loop modules are available on each barrel, with only one being active, and with switching on the second one in
case of failure of the primary one.
The actuator position feedback is obtained through comparison between the input order and the actual actuator position,
measured by a double LVDT attached to the body and to the piston. One LVDT signal is active for feedback; the other
one performs a monitoring function through comparison with the first one. In order to avoid a common point failure, the
barrel N (resp. S) feedback sensor is compared to the monitoring S (resp. N) sensor.
The position/order difference is converted into an electric signal sent by one Servoloop module, on two separate channels
(A and B), to the two coils of a linear motor, that directly drives the main spool valve, thus controlling the pressure and
flow in the cylinder chambers. The motor coil current determines a displacement of the spool, measured by a LVDT. The
LVDT information is also used for monitoring purpose. The comparison between the position and the current realizes the
feedback inner loop, with the help of a leaf spring for stability purpose.
The electric control is made active through the energization of a solenoid valve, the authorization of which depends on the
status of the related safeties (Or Faulty logic). The solenoid valve utilization chamber controls a selector valve which,
when in open position, hydraulically connects the spool valve utilization ports to the cylinder chambers. The selector valve
is fitted with a LVDT for monitoring purpose.
Damped Mode (Loss of One Barrel)
This mode may result from a hydraulic system loss, or a double electrical generation loss, or an internal barrel failure, or
an order comparison failure between channels A and B, detected by the various safeties. The active barrel operates the
same way as described before, the only operational differences being a diminishment of the maximum speed, due to the
damping effect generated by the other barrel, and the reduction by two of the operating force. When the solenoid valve is
switched off, the related barrel operates in damping mode.
The selector valve spool is pushed back by a spring in closed position, where:
− Spool valve utilization ports are isolated from the cylinder chambers
− Spool valve supply port is connected to the return line
− Cylinder chambers are interconnected through a calibrated orifice, generating a counteracting differential pressure
when the servo-actuator is ordered from one position to another
Anti-Flutter Mode (Loss of Both Barrels on One Aileron)
This mode may result from a double hydraulic system loss, or a quadruple electrical generation loss, or a double internal
barrel failure, or a double order comparison failure between channels A and B, detected by the various safeties.
Both barrels are simultaneously operating in damping mode. The protection against flutter is ensured by a set of check
valves, and by an accumulator fitted with a LVDT, used for monitoring purpose. The accumulator is meant to provide the
cylinder chambers with hydraulic fluid in order to compensate for possible seepage. The LVDT allows checking for proper Figure 41
operation of the accumulator and checking valves. A thermal valve protects the body against possible overpressure. RH Aileron – Engagement Exchanges
27-63
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
LH Spoiler Sensor (L201CR) LH Spoiler Actuator (L101CR)
27-64
R1
SPOILER CONTROL SYSTEM
Overview
The aircraft is fitted with one spoiler on each wing. The spoilers are located between the inboard and outboard airbrakes.
The system is powered by electrical power supply E4 and by hydraulic system C. The logic for the LH and RH spoilers is
controlled by the servo-loop spoiler control A (SPC A) and spoiler control B (SPC B) in the back-up electronic box
(105CZ). The spoiler control system can be activated according to the following functions:
Spoiler Servo-Loop A and B in the Back-up Box (105CZ)
− Airbrake function as per the position of the Slat/Flap/Airbrake Unit (SFAU) (9001CF)
• AB0: Full Retraction
• AB0 to AB1: Progressive Extension
• AB1: Full Extension
− Additional roll capability function according to the flight control laws
− Roll capability in Back-Up mode, using dedicated inputs:
• One pedal dedicated transducer
• Two roll rates
pressure drop occurs in flight. During landing, it remains active as long as the ground speed is above 30 kt The spoiler
control system includes:
− LH Spoiler Actuator (L101CR) and RH Spoiler Actuator (R101CR)
− LH Spoiler Sensor (L201CR) and RH Spoiler Sensor (R201CR), including two dual Rotary Variable Differential
Transformers (RVDT) for position measurement purposes
− Spoiler Power Control Unit (SPPCU) (301CR), including a standby electric pump meant to keep controlling the
actuators in case of hydraulic system loss
− Spoiler Electrical Control Unit (SPECU) (401CR), providing electrical power to the standby electric pump.
Components
Actuators
The LH spoiler actuator (L101CR) and the RH spoiler actuator (R101CR) are identical. The retraction chambers are
permanently submitted to the supply pressure. The extension chambers are submitted to a controlled pressure out of the
SPPCU (301CR). Each actuator includes:
− A housing fitted with hydraulic couplings
− A bearing and a nut
− A piston and an attachment rod fitted with a greaser
Position Sensors
The LH spoiler sensor (L201CR) and the RH spoiler sensor (R201CR) are identical. Each one includes:
− An output lever for connection to the control surface,
− A housing fitted with an electric connector,
− A dual RVDT driven by the output lever. A torsion spring brings back the RVDT on the extended mechanical stop in
case of lever disconnection, thus commanding the retraction of the control surface.
27-65
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Spoiler Electronic Control Unit (SPECU) (401CR)
27-66
R1
SPOILER CONTROL SYSTEM (CONTINUED)
Components
Spoiler Power Control Unit (SPPCU)
The SPPCU (301CR) includes the following components and subassemblies:
− A power control block fitted with hydraulic couplings
− A filter and a check valve on the high pressure line
− A solenoid valve switched on when the control is operative, switched off in case of failure
− Two Direct Drive Valves (DDV), one per actuator control, including a force motor directly driving a spool valve and an
associated Linear Variable Differential Transformer (LVDT) for position measurement purposes
− A selector spool valve controlled by the solenoid valve utilization pressure and allowing hydraulic supply to both DDVs
− A LP check valve maintaining the low pressure at a preset value
− A HP calibrated pressure relief valve, for overpressure protection Spoiler Power Control Unit (SPPCU) (301CR)
− A manual depressurization valve for ground maintenance purposes
− A high pressure sensor
− A high pressure switch
− A low pressure sensor
− A standby electric pump
− A reservoir for the electric pump circuit
− An accumulator for the electric pump circuit
− A check valve meant to isolate the electric pump HP line from the aircraft main supply line
Spoiler Electronic Control Unit (SPECU)
The SPECU (401CR) contains the electronic components necessary to the standby electric pump control. The SPECU is
located in the center bay between the two main wheel wells.
The main function of the SPECU is to drive the motor in accordance with the orders received from Spoiler Servoloop
control boards. The SPECU is then composed of the power electronic device in one hand and the regulation and control
electronic device in the other hand. It receives signal from the Hall effect sensors of the motor and the ON/OFF command
of the brushless motor from Spoiler Servoloop control boards. Moreover the SPECU will inform the Spoiler Servoloop
control boards (in case of failure of itself or of the motor) thanks to a BIT made before each flight.
27-67
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 42 Figure 43
FCS Synoptic Page HYD Synoptic Page
27-68
R1
SPOILER CONTROL SYSTEM (CONTINUED)
Components (Continued) CAS Messages
Controls and Indicating Systems
Cruise
Land
Park
Taxi
Spoiler Indications
TO
Message Description
The spoiler control subsystem interfaces with the subsystem electronic modular Flight Control System (FCS) which sends
the information to the EASy system for display of the associated indications in the cockpit.
Caution (Amber) CAS Messages
FCS Synoptic Page "FCS: SPOILERS FAIL" Loss of LH spoiler (L9501CR) and RH spoiler
Spoiler Position Indicator A A A A A
(R9501CR)
The spoiler position is indicated by a green zone moving inside a rectangular window, starting from zero position to actual
position. The top of the scale represents a spoiler deflection of 80° upwards. The bottom of the scale indicates that the
spoiler is not extended. If the data is valid the indicator is green at the position given by the data. If the data is out of range "FCS: SPOILERS FAIL" The LH spoiler (L9501CR) or the RH spoiler (R9501CR) are no longer controlled.
or invalid, an "Undetermined" steady amber symbol (cross) will be displayed at the center of the scale.
Integrated Maintenance
NORMAL FAILED INVALID DATA CMC Maintenance Screens
− 27-10 "AILERONS ACTUATORS (1/2)"
− 27-10 "AILERONS ACTUATORS (2/2)"
− 27-10 "SPOILERS ACTUATORS"
CMC Maintenance Messages
− Refer to SDS 27-10-00
Tests
The “ailerons and spoilers” system can be tested using the triggered tests provided by the CMC.
Spoiler Actuator Status Indicator
− “LEFT SPOIL” indicates the status of the LH spoiler actuator (L101CR).
− “RIGHT SPOIL” indicates the status of the RH spoiler actuator (R101CR).
− “LEFT SPOIL” or “RIGHT SPOIL” is displayed in green in normal operation.
− “LEFT SPOIL” or “RIGHT SPOIL” is displayed in amber when failed.
− “LEFT SPOIL” or “RIGHT SPOIL” is displayed white when no data valid.
HYD Synoptic Page
Electrical Backup Hydraulic Actuator (EBHA) Indicators
Two symbols are displayed:
− A white “EBHA” in the right corner of the window,
− A pump symbol for the spoiler EBHA pump.
EBHA Pump Symbol Status
− The pump is green if no failure when active.
− The pump is amber if failure when active.
− The pump is grey when inactive (hydraulic system C present).
− The pump is amber with invalid cross when no data valid.
27-69
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 44
Spoilers Principal Diagram
27-70
R1
SPOILER CONTROL SYSTEM (CONTINUED)
Operation Maintenance Mode
Normal Mode Any intervention at actuator level necessitates to depressurize the circuit. A calibrated pressure relief valve on the high
pressure line and one on the return pressure line allow the system to be manually depressurized. This causes the
This mode supposes that hydraulic system C is available.
drainage of the accumulator and reservoir into the return line.
The high pressure is delivered by the aircraft hydraulic system C. The low pressure line is pressurized thanks to a
Activation of Back-Up Mode for Spoiler Control
calibrated check valve. The high pressure acts on a calibrated pressure relief valve located on the return pressure line
and holds it open. The valve is closed by a spring in case of hydraulic system loss. The spoilers are controlled by the back-up electronic box (105CZ) when the following conditions are present:
− Loss of MFCC and SFCC detected by the ACMU,
The actuators retraction chambers are permanently submitted to the high pressure, which ensures spoilers retraction − Loss of aileron servo-actuators (L102CR) and (R102CR).
when no order is given. The input order is provided by SPC A and SPC B on two separate lanes (A and B) with
permanent mutual comparison for monitoring purposes. NOTES:
The actuator position feedback is obtained through comparison between the input order and the actual actuator position,
measured by the position sensor attached to the control surface. One RVDT signal is active for feedback, the other one
performs a monitoring function through comparison with the first one. The position/order difference is converted into an
electric signal sent by SPC A and SPC B to the two coils of a linear motor, that directly drives the main spool valve, thus
controlling the pressure and flow in the actuator extension chamber.
The motor coil current determines a displacement of the spool, measured by a LVDT. The LVDT information is also used
for monitoring purposes. The comparison between the position and the current provides the feedback inner loop, with the
help of a leaf spring for stability purposes.
In case of overpressure in the high pressure line, a calibrated pressure relief valve opens and evacuates the pressure
towards the return pressure line. This pressure relief valve is held closed by a spring in normal conditions.
The electric control is made active through the energization of a solenoid valve, the authorization of which depends on the
status of the related safeties (Or Faulty logic). The solenoid valve utilization chamber controls a selector valve which,
when in open position, hydraulically supplies the DDV spools. In case of failure, depending upon its type, one or both
spoilers are maintained in retracted position by the high pressure present in the retraction chambers.
Isolated Mode
In case of failure of the aircraft hydraulic system C, the aircraft circuit becomes isolated through the closing of the high
pressure check valve and of the calibrated return pressure relief valve.
The engagement of the hydraulic local generator is commanded by the high pressure switch. To be valid, this information
must be confirmed by the information given by the pressure sensors on the high pressure line and the return pressure
line, and by a built-in test provided by the SPECU (401CR). Each SPC emits an enable signal towards the SPECU
(401CR).
The local generator is composed of a brushless motor fitted with Hall effect sensors, an SPECU (401CR) and a gear
pump, meant to ensure the spoilers actuation. The generator includes a reservoir and an accumulator, integral to the
SPPCU (301CR).
The pump cycling is determined by the high pressure value, measured by a sensor. Another pressure sensor on the
return pressure line checks for the proper filling of the reservoir. The position control and related safeties are the same as
in Normal mode.
27-71
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 45
Spoilers Safety Diagram
27-72
R1
SPOILER CONTROL SYSTEM (CONTINUED) NOTES:
Operation (Continued)
Monitoring Logic
When spoilers are controlled by MFCC or SFCC command; safety is performed at 2 levels:
− Local safety (or faulty 1) where only one spoiler is retracted with the shut down of the linear drive command switch
− Global safety (or faulty 2) where both spoilers are retracted with the shut down of the linear drive command switch
and the electro-valve switch
Retract
Retract of 1
of Both
Spoiler
Spoilers
Positioning control device
X
Sensor invalidity domain
X
Comparison between actuator feedback position,
X
sensor and actuator monitoring position sensor
Comparison between electrical command of the
X
linear sensor lane A/lane B
Comparison between the spool position command
X
and the spool position issued from spool sensor
If an error is detected on one lane, the associated shut down switches are opened and the "Local Or Faulty" or "Global Or
Faulty" signal is sent to the other lane that also acts on the shut down switches.
When spoilers are controlled by Back-Up command; safety is insured by:
− Comparison between actuator feedback position sensor and actuator monitoring position sensor
− Comparison between the spool position command and the spool position issued from spool sensor
When one of the above failures is detected, Analog Servo-loop control boards switch off the solenoid valve and the direct
drive relay commanding a retraction of the two spoilers.
27-73
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
AILERONS AND SPOILERS COMPONENT CHART
L101CR LH Spoiler Actuator R201CR RH Spoiler Sensor 7202CR Flexible Hose
Location: WING, SPOILER, LH (573) Location: WING, SPOILER, RH (673) Location: WING RIB 26-31, LH (544)
Access: Not Applicable Access: Not Applicable Aileron Servo-Actuator Access Panel (544AB),
References: References: Aileron Servo-Actuator Bellcrank Inboard Access
Description: SDS 27-11-00 Description: SDS 27-11-00 Access: Panel (581BB), Aileron Servo-Actuator Bellcrank
Outboard Access Panel (581CB), Aileron Bellcrank
Wiring Diagram: None Wiring Diagram: WD 27-15-00 Fairing (581DB)
Removal/Installation: TASK 27-11-01-900-801 Removal/Installation: TASK 27-11-05-900-801
References:
R101CR RH Spoiler Actuator 301CR SPPCU Description: SDS 27-12-00
Location: WING, SPOILER, RH (673) Location: F26-27, FUEL EQUIPMENT BAY (151) Wiring Diagram: Not Applicable
Access: Fuel Equipment Bay Door (151AL) Removal/Installation: Not documented
Access: Not Applicable
References: References:
L8102CR Flexible Hose
Description: SDS 27-11-00 Description: SDS 27-11-00
Location: WING RIB 26-31, LH (544)
Wiring Diagram: None Wiring Diagram: WD 27-15-00
Aileron Servo-Actuator Access Panel (544AB),
Removal/Installation: TASK 27-11-01-900-801 Removal/Installation: TASK 27-11-09-900-801 Aileron Servo-Actuator Bellcrank Inboard Access
Access: Panel (581BB), Aileron Servo-Actuator Bellcrank
L102CR LH Aileron Servo-Actuator 401CR SPECU Outboard Access Panel (581CB), Aileron Bellcrank
Location: WING RIB 26-31, LH (544) Location: F26-27, FUEL EQUIPMENT BAY (151) Fairing (581DB)
Aileron Servo-Actuator Access Panel (544AB), Access: Fuel Equipment Bay Door (151AL) References:
Aileron Servo-Actuator Bellcrank Inboard Access References: Description: SDS 27-12-00
Access: Panel (581BB), Aileron Servo-Actuator Bellcrank Description: SDS 27-11-00 Wiring Diagram: Not Applicable
Outboard Access Panel (581CB), Aileron Bellcrank Wiring Diagram: WD 27-15-00 Removal/Installation: Not documented
Fairing (581DB)
Removal/Installation: TASK 27-11-13-900-801
References: R8102CR Flexible Hose
Description: SDS 27-12-00 411CR "SPOILER EBHA" Fuse Location: WING RIB 26-31, RH (644)
Wiring Diagram: WD 27-11-00 Location: RH PPDB (6000PC) Aileron Servo-Actuator Access Panel (644AB),
Removal/Installation: TASK 27-12-01-900-801 Access: Frame 40 Center Lining (271RZ) Aileron Servo-Actuator Bellcrank Inboard Access
References: Access: Panel (681BB), Aileron Servo-Actuator Bellcrank
R102CR RH Aileron Servo-Actuator Description: SDS 27-11-00 Outboard Access Panel (681CB), Aileron Bellcrank
Location: WING RIB 26-31, RH (644) Fairing (681DB)
Wiring Diagram: WD 27-15-00
Aileron Servo-Actuator Access Panel (644AB), References:
Removal/Installation: TASK 24-61-25-900-801
Aileron Servo-Actuator Bellcrank Inboard Access Description: SDS 27-12-00
Access: Panel (681BB), Aileron Servo-Actuator Bellcrank 7102CR Flexible Hose Wiring Diagram: Not Applicable
Outboard Access Panel (681CB), Aileron Bellcrank
Location: WING RIB 26-31, LH (544) Removal/Installation: Not documented
Fairing (681DB)
References: Aileron Servo-Actuator Access Panel (544AB),
Aileron Servo-Actuator Bellcrank Inboard Access L8202CR Flexible Hose
Description: SDS 27-12-00 Access: Panel (581BB), Aileron Servo-Actuator Bellcrank Location: WING RIB 26-31, LH (544)
Wiring Diagram: WD 27-11-00 Outboard Access Panel (581CB), Aileron Aileron Servo-Actuator Access Panel (544AB),
Removal/Installation: TASK 27-12-01-900-801 Bellcrank Fairing (581DB) Aileron Servo-Actuator Bellcrank Inboard Access
References: Access: Panel (581BB), Aileron Servo-Actuator Bellcrank
L201CR LH Spoiler Sensor Outboard Access Panel (581CB), Aileron Bellcrank
Location: WING, SPOILER, LH (573) Description: SDS 27-12-00 Fairing (581DB)
Access: Not Applicable Wiring Diagram: Not Applicable References:
Removal/Installation: Not documented Description: SDS 27-12-00
References:
Description: SDS 27-11-00 Wiring Diagram: Not Applicable
Wiring Diagram: WD 27-15-00 Removal/Installation: Not documented
Removal/Installation: TASK 27-11-05-900-801
27-74
R1
R8202CR Flexible Hose L9501CR LH Spoiler 804CZ RH Aileron S1 Module
Location: WING RIB 26-31, RH (644) Location: WING, SPOILER, LH (573) Location: RH Rear FCS Rack (2004CZ)
Aileron Servo-Actuator Access Panel (644AB), Access: Not Applicable Frame 39 Lower Lining (272NZ), Frame 40 Lower
Aileron Servo-Actuator Bellcrank Inboard Access Access:
References: Lining (272QZ)
Access: Panel (681BB), Aileron Servo-Actuator Bellcrank References:
Outboard Access Panel (681CB), Aileron Bellcrank Description: SDS 27-10-00
Fairing (681DB) Wiring Diagram: None Description: SDS 27-94-00
References: Removal/Installation: TASK 57-70-05-900-801 Wiring Diagram: None
Description: SDS 27-12-00 Removal/Installation: TASK 27-90-01-900-801
R9501CR RH Spoiler
Wiring Diagram: Not Applicable
Location: WING, SPOILER, RH (673) 903CZ RH Aileron N2 Module
Removal/Installation: Not documented
Access: Not Applicable Location: LH Rear FCS Rack (2003CZ)
9102CR Flexible Hose References: Frame 39 Lower Lining (271MZ), Frame 40 Lower
Access:
Location: WING RIB 26-31, RH (644) Description: SDS 27-10-00 Lining (271PZ)
Aileron Servo-Actuator Access Panel (644AB), Wiring Diagram: None References:
Aileron Servo-Actuator Bellcrank Inboard Access Removal/Installation: TASK 57-70-05-900-801 Description: SDS 27-94-00
Access: Panel (681BB), Aileron Servo-Actuator Bellcrank Wiring Diagram: None
Outboard Access Panel (681CB), Aileron Bellcrank 105CZ Back-Up Electronic Box Removal/Installation: TASK 27-90-01-900-801
Fairing (681DB) Location: F12-20, UNDER CABIN FLOOR, LH (131)
References: Access: Cabin Floor (121GZ) 1003CZ RH Aileron N1 Module
Description: SDS 27-12-00 References: Location: LH Rear FCS Rack (2003CZ)
Wiring Diagram: Not Applicable Description: SDS 27-90-00 Frame 39 Lower Lining (271MZ), Frame 40 Lower
Access:
Removal/Installation: Not documented Wiring Diagram: WD 27-04-00, WD 27-35-00, WD 27-44-00 Lining (271PZ)
Removal/Installation: TASK 27-95-01-900-801 References:
9202CR Flexible Hose Description: SDS 27-94-00
Location: WING RIB 26-31, RH (644) 504CZ LH Aileron N2 Module Wiring Diagram: None
Aileron Servo-Actuator Access Panel (644AB), Location: RH Rear FCS Rack (2004CZ) Removal/Installation: TASK 27-90-01-900-801
Aileron Servo-Actuator Bellcrank Inboard Access Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access: Panel (681BB), Aileron Servo-Actuator Bellcrank Access: 1103CZ LH Aileron S2 Module
Lining (272QZ)
Outboard Access Panel (681CB), Aileron Bellcrank Location: LH Rear FCS Rack (2003CZ)
References:
Fairing (681DB)
Description: SDS 27-94-00 Frame 39 Lower Lining (271MZ), Frame 40 Lower
References: Access:
Wiring Diagram: None Lining (271PZ)
Description: SDS 27-12-00 References:
Removal/Installation: TASK 27-90-01-900-801
Wiring Diagram: Not Applicable Description: SDS 27-94-00
Removal/Installation: Not documented 604CZ LH Aileron N1 Module Wiring Diagram: None
Location: RH Rear FCS Rack (2004CZ) Removal/Installation: TASK 27-90-01-900-801
L9500CR LH Aileron
Frame 39 Lower Lining (272NZ), Frame 40 Lower
Location: WING, AILERON, LH (582) Access: 1203CZ LH Aileron S1 Module
Lining (272QZ)
Access: Not Applicable References: Location: LH Rear FCS Rack (2003CZ)
References: Description: SDS 27-94-00 Frame 39 Lower Lining (271MZ), Frame 40 Lower
Description: SDS 27-10-00 Access:
Wiring Diagram: None Lining (271PZ)
Wiring Diagram: None Removal/Installation: TASK 27-90-01-900-801 References:
Removal/Installation: TASK 57-60-00-900-801 Description: SDS 27-94-00
704CZ RH Aileron S2 Module Wiring Diagram: None
R9500CR RH Aileron Location: RH Rear FCS Rack (2004CZ) Removal/Installation: TASK 27-90-01-900-801
Location: WING, AILERON, RH (682) Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access: Not Applicable Access:
Lining (272QZ)
References: References:
Description: SDS 27-10-00 Description: SDS 27-94-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 57-60-00-900-801 Removal/Installation: TASK 27-90-01-900-801
27-75
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
RH Inboard Elevator Actuator Access Panels
Figure 46
Elevator Actuator
27-76
R1
ELEVATORS
Overview
The aircraft is fitted with two symmetrical elevators (L9500CP) and (R9500CP). The elevator control is ensured on each
surface side by two single barrel servo-actuators, hydraulically supplied through a pressure reducing valve.
− The reducing valve AB (301CP) for the LH elevator (L9500CP)
− The reducing valve AC (401CP) for the RH elevator (R9500CP)
All four elevator servo-actuators (L101CP), (L201CP), (R101CP) and (R201CP) are strictly identical. The two barrels
related to one elevator are conventionally called N and S. The assembly is of the moving piston and oscillating body type.
The LH outboard servo-actuator (barrel N) is powered by hydraulic system A and controlled through power sources E1
and E4.
The LH inboard servo-actuator (barrel S) is powered by hydraulic system B and controlled though power sources E2 and
E3.
The RH inboard servo-actuator (barrel N) is powered by hydraulic system C and controlled though power sources E2 and
E3.
The RH outboard servo-actuator (barrel S) is powered by hydraulic system A and controlled though power sources E1
and E4.
Components
Elevator Servo-Actuators
Each elevator servo-actuator (L101CP), (L201CP), (R101CP) and (R201CP) includes a cylinder and its associated piston
and bearings. The piston rod is fitted with a double Linear Variable Position Transducer (LVDT) for position measurement
purposes.
Each elevator servo-actuator (L101CP), (L201CP), (R101CP) and (R201CP) includes a power control block including:
− A filter and a check valve on the hydraulic supply line
− A solenoid valve switched on when the barrel is active, and off when the barrel is failed
− A Direct Drive Valve (DDV) including a force-motor directly driving a spool valve and an associated LVDT position
transducer
− A selector spool valve controlled by the solenoid valve utilization pressure and allowing either the spool valve to
supply the barrel cylinder chambers (solenoid valve switched on) or to connect the cylinder chambers to the damping
system (solenoid valve switched off). A LVDT allows the selector spool position to be monitored
− A set of check valves and calibrated orifices allowing the actuator damping function when the solenoid valve is
switched off or in case of hydraulic supply loss
− Two cylinder chamber pressure sensors allowing the implementation of an anti-flutter automatic test, and also used as
inputs to the Fighting Force Detection Test (FFDT). Fighting force may occur on servo-actuators when both are
simultaneously active. It is generated by electronic and mechanical position deviations between the two barrels, and
its detection generates a trimming correction
− An accumulator and a check valve located on the return line. These devices retain hydraulic fluid in the barrel in the
event of pressure drop and guarantee the correct operation of the damping system during a specified duration. A
LVDT allows the accumulator position to be monitored
Each power control block include a set of devices dedicated to the centered mode, including:
− A solenoid valve acting on a piston, meant to forbid hydraulically the Centered Mode when operating in Active mode
− A selector spool valve, fitted with restrictors, allowing the switching to Centered Mode
− A bypass valve
Figure 47
Elevator Servo Actuator
27-77
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
LH Inboard Elevator Servo-Actuator (L101CP) / Pressure Reducing Valve (301CP) Pressure Reducing Valve (401CP)
(401CP)
301CP
L101CP
27-78
R1
ELEVATORS (CONTINUED)
Components
Pressure Reducers
Each pressure reducing valve (301CP) and (401CP) includes a set of two interactive spool valves controlled by two
solenoid valves. 2 hydraulic pressure reducers:
− One in rudder bay of the vertical fin which control hydraulic A + B pressure (LH elevator)
− One in the mechanical bay at frame 44 which control hydraulic A + C pressure (RH elevator)
To have pitch actuator saturation at the limit of the flight envelop in normal condition, a hydraulic pressure reducer is
added before actuators in order to have:
− Hydraulic pressure divided by 2 in normal condition on each actuator
− Full Hydraulic pressure on the elevator when one actuator is not active Pressure Reducing Valve (301CP)
Figure 48
Pressure Reducing Valve – Principal Diagram
27-79
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 49
FCS Synoptic Page
27-80
R1
ELEVATORS (CONTINUED)
Components CAS Messages
Controls and Indicating Systems The Monitoring Warning Function (MWF) displays the CAS messages in the CAS window on the PDUs.
The elevator control subsystem interfaces with the subsystem electronic modular Flight Control System (FCS) which
Cruise
Land
sends the information to the Enhanced Avionics System (EASy) system for display of the associated indications in the
Park
Taxi
TO
Message Description
cockpit.
FCS Synoptic Page Warning (Red) CAS Messages
Elevator Position Indicator
The elevator position is indicated by a green zone moving inside a rectangular window, starting from neutral position to "FCS: CONTROL SURFACE JAM" One elevator is jammed in position R R R R R
actual position. Caution (Amber) CAS Messages
The top of the scale indicates an elevator deflection of –25° nose up. The bottom of the scale indicates an elevator "FCS: ACTUATOR MISADJUST" Dispatchable force fighting trimming on one or two
A A - - -
deflection of +16° nose down. The center of the scale indicates that the elevator is in neutral position. (A/C with M305 or SB 018). ailerons or one or two elevators.
"FCS: ELEVATOR DEGRAD" Loss of one barrel on one or two elevators A A A A A
If the data is valid, the indicator is displayed green at the position corresponding to the data.
"FCS: ONE ELEVATOR FAIL" Loss of both barrels on one elevator A A A A A
If the data is out of range or invalid, an "undetermined" steady amber symbol (cross) is displayed at the center of the "FCS: BOTH ELEVATORS FAIL" Loss of both barrels on each elevator (pilot and
A A A A A
scale. copilot sidesticks inactive on pitch axis)
Elevator Servoactuator Status Indicator "FCS: ACTUATOR MISADJUST" Force fighting trimming enter dispatchable range but remains still below no
− “LEFT ELEV” indicates the status of the LH elevator servo-actuators (L101CP) and (L201CP). (A/C with M305 or SB 018) dispatch value for one or two ailerons or one or two elevators. The control
surface involved is named on status page.
− “RIGHT ELEV” indicates the status of the RH elevator servo-actuators (R101CP) and (R201CP).
− “LEFT ELEV” or “RIGHT ELEV” is displayed in green in normal operation. "FCS: ELEVATOR DEGRAD" Loss of one barrel on one or two elevators.
− “LEFT ELEV” or “RIGHT ELEV” is displayed in green with an amber frame when the LH or the RH elevator is "FCS: ONE ELEVATOR FAIL" One elevator servo-actuator is in anti-flutter mode. The corresponding elevator
degraded. is no longer controlled.
− “LEFT ELEV” or “RIGHT ELEV” is displayed in amber when the LH or the RH elevator is failed. "FCS: BOTH ELEVATORS FAIL" Loss of both barrels on each elevator. (Pilot and Copilot sidestick inactive on
− “LEFT ELEV” or “RIGHT ELEV” is displayed in white when the data is invalid. pitch axis)
"FCS: CONTROL SURFACE JAM" One elevator is jammed in position.
27-81
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 50
LH Elevator – Principal Diagram (RH is Similar)
27-82
R1
ELEVATORS (CONTINUED)
Operation Damped Mode (loss of one servo-actuator)
Hydraulic Supply This mode may result from:
For each elevator, a double pressure reducing valve controls the hydraulic input of each input pressure of the two servo- − A hydraulic system loss
actuators. This device is intended to supply each servo-actuator under mid-pressure (1500 psi) in normal operation. − A double power source loss
− An internal barrel failure
When a servo- actuator is detected as failed (hydraulic or electrical failure), the related solenoid valve of the pressure − An order comparison failure between lanes A and B, detected by the various safeties
reducing valve is switched off. This leads to switch the input pressure of the active servo-actuator from mid pressure to full
pressure, and to depressurize the failed one. The active servo-actuator operates in the same way as described before, the only operational differences being a
diminishment of the maximum speed, due to the damping effect generated by the other actuator, and the reduction by two
When the two servo-actuators are detected as failed and one hydraulic system is present, the design allows to maintain of the operating force.
full pressure on the related servo-actuator, allowing the engagement of the centered mode.
When the solenoid valve is switched off, the related actuator operates in damping mode. The selector valve spool is
Logic of Engagement pushed back by a spring in closed position, where:
Each elevator servo-actuator (L101CP)/(R101CP)/(L201CP)/(R201CP) is a hydraulically-powered linear actuator − The spool valve utilization ports are isolated from the cylinder chambers
displacing the control surface in response to electrical position command signals issued from the ACMUs. − The spool valve supply port is connected to the return line
− The cylinder chambers are interconnected through a calibrated orifice, generating a counteracting differential pressure
Each elevator servo-actuator (L101CP)/(R101CP)/(L201CP)/(R201CP) is controlled by two single-barrel (N and S) servo- when the servo-actuator is ordered from one position to another
actuators.
Anti-flutter Mode (loss of both servo-actuators controlling one elevator)
The N and S barrels of the elevator servo-actuators (L101CP), (R101CP), (L201CP) and (R201CP) are active This mode may result from:
simultaneously. The only switching possibilities for N1, N2, S1, S2, are N1 to N2 and S1 to S2. It is impossible to have N1 − A double hydraulic system loss
and N2 or S1 and S2 engaged together.
− A quadruple power source loss
− A double internal barrel failure
Normal Mode
− A double order comparison failure between lanes A and B, detected by the various safeties
On each control surface, both servo-actuators are simultaneously active. The input order is provided, for each one, by one
of the two servo-loop modules on two separate lanes (A and B) with permanent mutual comparison for monitoring
purposes. The second servo-loop module is switched on in case of failure of the primary one. Both actuators are simultaneously operating in damping mode. The protection against flutter is ensured by a set of check
valves, and by an accumulator fitted with a LVDT, used for monitoring purpose. The accumulator is meant to provide the
cylinder chambers with hydraulic fluid in order to compensate for possible seepage. The LVDT is used to check for proper
The actuator position feedback is obtained through comparison between the input order and the actual actuator position, operation of the accumulator and check valves. A thermal valve protects the body against possible overpressure.
measured by a double Linear Variable Differential Transducer (LVDT) attached to the body and to the piston. One LVDT
signal is active for feedback, the other one performs a monitoring function through comparison with the first one. In order
to avoid a common point failure, the barrel N (resp. S) feedback sensor is compared to the monitoring S (resp. N) sensor. The pressure sensors fitted in each chamber are used to check periodically for the efficiency of the anti-flutter protection
(Anti-flutter Automatic Test).
The position/order difference is converted into an electric signal sent by one servo-loop module, on two separate lanes (A
and B), to the two coils of a linear motor, that directly drives the main spool valve, thus controlling the pressure and flow in Centered Mode
the cylinder chambers. This mode may result from a total electrical failure (power sources and safeties), providing that one hydraulic system at
least is operative.
The motor coil current determines a displacement of the spool, measured by a LVDT. The LVDT information is also used
for monitoring purposes. The comparison between the position and the current provides the feedback inner loop, with the It consists in hydraulically locking the actuator in neutral position by sending the main supply pressure to both cylinder
help of a leaf spring for stability purposes. chambers. In case of engagement, one of the chambers is connected to the return line through a restrictor through a
bypass valve that is kept in open position by the main pressure. The piston moves until the restrictor is obturated by the
The electric control is made active through the energization of a solenoid valve, the authorization of which depends on the piston head.
status of the related safeties (Or Faulty logic). The solenoid valve utilization chamber controls a selector valve which,
when in open position, hydraulically connects the spool valve utilization ports to the cylinder chambers. The selector valve The centered mode engagement is, in normal or damped mode, inhibited by a selector valve that is controlled by a
is fitted with a LVDT for monitoring purposes. solenoid valve (centering inhibition).
27-83
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
ELEVATORS COMPONENT CHART
L101CP LH Elevator Outboard Servo-Actuator 7101CP Flexible Hose 7701CP Flexible Hoses
Location: HORIZ STAB BOX, LH (332) Location: HORIZ STAB BOX, LH (332) Location: FIN BOX, OVER STUB (323)
Elevator Root Fairing (334AL), Elevator Outboard Access: Elevator Inboard Actuator Access Panel (332AB) Access: Rudder Servo-Actuator Access Panel (323AL)
Access: References:
Actuator Lower Access Panel (332BB) References:
References: Description: SDS 27-30-00
Description: SDS 27-30-00 Wiring Diagram: Not Applicable
Description: SDS 27-30-00 Wiring Diagram: Not Applicable Removal/Installation: Not documented
Wiring Diagram: WD 27-31-00/WD 27-32-00 Removal/Installation: Not documented
Removal/Installation: TASK 27-30-01-900-801 8101CP Flexible Hose
7201CP Flexible Hose Location: HORIZ STAB BOX, LH (332)
R101CP RH Elevator Inboard Servo-Actuator Location: HORIZ STAB BOX, LH (332) Access: Elevator Root Fairing (334AL), Elevator Outboard Actu
Location: HORIZ STAB BOX, RH (342) References:
Access: Elevator Inboard Actuator Access Panel (332AB)
Access: Elevator Inboard Actuator Access Panel (342AB) Description: SDS 27-30-00
References:
Wiring Diagram: Not Applicable
References: Description: SDS 27-30-00 Removal/Installation: Not documented
Description: SDS 27-30-00 Wiring Diagram: Not Applicable
Wiring Diagram: WD 27-31-00/WD 27-32-00 8201CP Flexible Hose
Removal/Installation: Not documented
Removal/Installation: TASK 27-30-01-900-801 Location: HORIZ STAB BOX, LH (332)
7301CP Flexible Hose Access: Elevator Root Fairing (334AL), Elevator Outboard Actu
L201CP LH Elevator Inboard Servo-Actuator Location: HORIZ STAB BOX, RH (342) References:
Location: HORIZ STAB BOX, LH (332) Description: SDS 27-30-00
Access: Elevator Inboard Actuator Access Panel (342AB)
Access: Elevator Inboard Actuator Access Panel (332AB) Wiring Diagram: Not Applicable
References: Removal/Installation: Not documented
References: Description: SDS 27-30-00
Description: SDS 27-30-00 Wiring Diagram: Not Applicable 8301CP Flexible Hose
Wiring Diagram: WD 27-31-00/WD 27-32-00 Location: HORIZ STAB BOX, LH (332)
Removal/Installation: Not documented
Removal/Installation: TASK 27-30-01-900-801 Access: Elevator Root Fairing (334AL), Elevator Outboard Actu
7401CP Flexible Hose References:
R201CP RH Elevator Outboard Servo-Actuator Description: SDS 27-30-00
Location: HORIZ STAB BOX, RH (342)
Location: HORIZ STAB BOX, RH (342) Wiring Diagram: Not Applicable
Access: Elevator Inboard Actuator Access Panel (342AB)
Removal/Installation: Not documented
Elevator Root Fairing (344AR), Elevator Outboard References:
Access:
Actuator Lower Access Panel (342BB) 8401CP Flexible Hose
Description: SDS 27-30-00
References: Location: HORIZ STAB BOX, LH (332)
Wiring Diagram: Not Applicable
Description: SDS 27-30-00 Access: Elevator Root Fairing (334AL), Elevator Outboard Actu
Removal/Installation: Not documented
Wiring Diagram: WD 27-31-00/WD 27-32-00 References:
Removal/Installation: TASK 27-30-01-900-801 7501CP Flexible Hoses Description: SDS 27-30-00
Wiring Diagram: Not Applicable
Location: FIN BOX, OVER STUB (323)
301CP Reducing Valve AB Removal/Installation: Not documented
Access: Rudder Servo-Actuator Access Panel (323AL)
Location: FIN BOX, OVER STUB (323) 8501CP Swivel Assembly
References:
Access: Rudder Servo-Actuator Access Panel (323AL) Location: FIN BOX, OVER STUB (323)
Description: SDS 27-30-00
References: Access: Rudder Servo-Actuator Access Panel (323AL)
Wiring Diagram: Not Applicable
Description: SDS 27-30-00 References:
Removal/Installation: Not documented Description: SDS 27-30-00
Wiring Diagram: WD 27-31-00/WD 27-32-00
Wiring Diagram: Not Applicable
Removal/Installation: TASK 27-30-05-900-801 7601CP Flexible Hoses
Removal/Installation: Not documented
401CP Reducing Valve AC Location: FIN BOX, OVER STUB (323)
8601CP Swivel Assembly
F33-41, BAGGAGE AND SERVICING Access: Rudder Servo-Actuator Access Panel (323AL) Location: FIN BOX, OVER STUB (323)
Location:
COMPARTMENT, EXTERNAL SIDE (270) Access: Rudder Servo-Actuator Access Panel (323AL)
Access: Servicing Compartment Door (MSD) References: References:
References: Description: SDS 27-30-00
Description: SDS 27-30-00 Wiring Diagram: Not Applicable
Description: SDS 27-30-00
Wiring Diagram: Not Applicable Removal/Installation: Not documented
Wiring Diagram: WD 27-31-00/WD 27-32-00
Removal/Installation: Not documented
Removal/Installation: TASK 27-30-09-900-801
27-84
R1
9101CP Flexible Hose 9501CP Swivel Assembly 904CZ LH Elevator Outboard N2 Module
Location: HORIZ STAB BOX, RH (342) Location: FIN BOX, OVER STUB (323) Location: RH Rear FCS Rack (2004CZ)
Access: Elevator Inboard Actuator Access Panel (342AB) Access: Rudder Servo-Actuator Access Panel (323AL) Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access:
References: References: Lining (272QZ)
Description: SDS 27-30-00 Description: SDS 27-30-00 References:
Wiring Diagram: Not Applicable Wiring Diagram: Not Applicable Description: SDS 27-94-00
Removal/Installation: Not documented Removal/Installation: Not documented Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-801
9201CP Flexible Hose 9601CP Swivel Assembly
Location: HORIZ STAB BOX, RH (342) Location: FIN BOX, OVER STUB (323) 1004CZ LH Elevator Outboard N1 Module
Access: Elevator Inboard Actuator Access Panel (342AB) Access: Rudder Servo-Actuator Access Panel (323AL) Location: RH Rear FCS Rack (2004CZ)
References: References: Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access:
Description: SDS 27-30-00 Description: SDS 27-30-00 Lining (272QZ)
Wiring Diagram: Not Applicable Wiring Diagram: Not Applicable References:
Removal/Installation: Not documented Removal/Installation: Not documented Description: SDS 27-94-00
Wiring Diagram: None
9301CP Flexible Hose 503CZ RH Elevator Inboard N2 Module Removal/Installation: TASK 27-90-01-900-801
Location: HORIZ STAB BOX, RH (342) Location: LH Rear FCS Rack (2003CZ)
Access: Elevator Inboard Actuator Access Panel (342AB) Frame 39 Lower Lining (271MZ), Frame 40 Lower 1104CZ RH Elevator Outboard S2 Module
Access: Location: RH Rear FCS Rack (2004CZ)
References: Lining (271PZ)
Description: SDS 27-30-00 References: Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access:
Wiring Diagram: Not Applicable Description: SDS 27-94-00 Lining (272QZ)
Removal/Installation: Not documented Wiring Diagram: None References:
Removal/Installation: TASK 27-90-01-900-801 Description: SDS 27-94-00
9401CP Flexible Hose Wiring Diagram: None
Location: HORIZ STAB BOX, RH (342) 603CZ RH Elevator Inboard N1 Module Removal/Installation: TASK 27-90-01-900-801
Access: Elevator Inboard Actuator Access Panel (342AB) Location: LH Rear FCS Rack (2003CZ)
References: Frame 39 Lower Lining (271MZ), Frame 40 Lower 1204CZ RH Elevator Outboard S1 Module
Access: Location: RH Rear FCS Rack (2004CZ)
Description: SDS 27-30-00 Lining (271PZ)
Wiring Diagram: Not Applicable References: Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access:
Description: SDS 27-94-00 Lining (272QZ)
Removal/Installation: Not documented
Wiring Diagram: None References:
L9500CP LH Elevator Removal/Installation: TASK 27-90-01-900-801 Description: SDS 27-94-00
Location: HORIZ STAB, ELEVATOR, LH (334) Wiring Diagram: None
Access: Not Applicable 703CZ LH Elevator Inboard S2 Module Removal/Installation: TASK 27-90-01-900-801
References: Location: LH Rear FCS Rack (2003CZ)
Description: SDS 27-30-00 Frame 39 Lower Lining (271MZ), Frame 40 Lower
Access:
Wiring Diagram: None Lining (271PZ)
Removal/Installation: TASK 55-20-00-900-801 References:
R9500CP RH Elevator Description: SDS 27-94-00
Location: HORIZ STAB, ELEVATOR, RH (344) Wiring Diagram: None
Access: Not Applicable Removal/Installation: TASK 27-90-01-900-801
References: 803CZ LH Elevator Inboard S1 Module
Description: SDS 27-30-00 Location: LH Rear FCS Rack (2003CZ)
Wiring Diagram: None Frame 39 Lower Lining (271MZ), Frame 40 Lower
Removal/Installation: TASK 55-20-00-900-801 Access:
Lining (271PZ)
References:
Description: SDS 27-94-00
Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-801
27-85
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Rudder Servo Removed Rudder Servo Installed
27-86
R1
RUDDER
Overview
The aircraft is fitted with one rudder (9500CL). The rudder control is ensured by a dual-barrel parallel-mounted servo-
actuator. The two barrels used for rudder control are conventionally called Normal (N) and Standby (S). The assembly is
of the moving piston and oscillating body type.
The rudder control subsystem performs the yaw control: actuation and monitoring of the position of the rudder (9500CL).
The rudder control subsystem interfaces with the Electrical Flight Control System (EFCS) which sends the information to
the EASy avionics system for display of the associated indications in the cockpit. The rudder control system also includes
the following sub-subsystem:
− Rudder and Brake Pedal Assembly
Rudder Servo Attachment
Components
Rudder Servo-Actuator (103CL)
Each barrel includes:
− Cylinder and its associated piston with two symmetrical strokes. The piston rod is fitted out with a dual LVDT position
transducer. Each barrel is fitted with 2 fasteners, one to attach to the structure and one to attach to the control
surface.
− Power control block including:
• Filter and a check valve on the hydraulic supply line
• Solenoid valve switched-on when the barrel is active
− Direct Drive servo-Valve including a force-motor directly driving the main spool valve and the associated single LVDT
position transducer.
− Servo valve is capable to be driven by two independent ACMU control channels (supplied by 2 different electrical
power sources).
− Selector spool controlled by the solenoid valve pressure and allowing either the main spool valve to supply the barrel
cylinder chambers (solenoid valve switched-on) or to connect the cylinder chambers to the actuator damping system
(solenoid valve switched-off). A single LVDT position transducer allows the selector spool position to be monitored.
− By-pass spool controlled by the solenoid valve pressure. This spool has 3 positions (active, damped and by-passed)
and there is a mechanical action between the by-pass spools of each barrel. So, when the solenoid valve of the first
[respectively the second] barrel is switched-on (then the solenoid of the second [respectively the first] is necessary
switched-off), the by-pass spool of this barrel is in the “active” position, and the by-pass spool of the other barrel is in
the “by-passed” position. When the solenoid valves of the two barrels are switched-off, the by-pass of the two barrels
is in “damped” position.
− Set of check valves and calibrated orifice providing anti-flutter actuator damping function when the solenoid valve is
switched-off or in case of hydraulic supply loss.
− Two cylinder chamber pressure sensors allowing the implementation of anti-flutter system periodic test.
− Accumulator and a check valve located on the return circuit. These devices retain hydraulic fluid in the barrel in the
event of pressure drop and allow the anti-flutter damping system to correctly operate during the required time period.
A single LVDT position transducer will provide accumulator functional testing capability.
27-87
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 51
FCS Synoptic Page
27-88
R1
RUDDER (CONTINUED)
Components (Continued) "FCS: CONTROL SURFACE JAM" The rudder is jammed in position.
“FCS” Synoptic Page "FCS: RUDDER PEDAL INOP" This CAS message shows in case of loss of LH RBPS and / or RH RBPS by the
The position of the rudder (9500CL) is displayed on the FCS synoptic. FCS modules.
"FCS: RUDDER DEGRAD" Loss of one barrel on the rudder servo-actuator (103CL).
Rudder Position Indicator "FCS: RUDDER FAIL" The rudder servo-actuator (103CL) is in anti-flutter mode. The rudder is no
longer position controlled.
The rudder position is indicated by a green zone moving inside a rectangular window, starting from neutral position to
actual position. The left of the rectangular window corresponds to a rudder deflection of 29° left. The right of the
rectangular window corresponds to a rudder deflection of 29° right. The center of the rectangular window indicates that NOTES:
the rudder (9500CL) is in neutral position.
Rudder Servo-actuator Status Indicator
"RUDDER" indicates the status of the rudder servo-actuator (103CL).
Rudder Position Indicator
If the data is valid, the indicator is green at the position given by the data.
If the data is out of range or invalid, an "undetermined" steady amber symbol (cross) will be displayed at the center of the
rectangular window.
Rudder Servo-actuator Status Indicator
Rudder configuration is indicated by graphic symbols:
− “RUDDER” is green in Normal operation,
− “RUDDER” is green with an amber frame when the command signal is degraded
− “RUDDER” is amber when the command signal is failed
− “RUDDER” is white when the data is invalid.
CAS Messages
Cruise
Land
Park
Taxi
TO
Message Description
Warning (Red) CAS Messages
FCS: CONTROL SURFACE JAM The rudder is jammed in position R R R R R
FCS: RUDDER PEDAL INOP Rudder pedals not operating. R R R R R
Caution (Amber) CAS Messages
FCS: RUDDER DEGRAD Loss of one of the rudder servo-actuator barrels A A A - -
FCS: RUDDER FAIL Loss of both rudder servo-actuator barrels A A A A A
27-89
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 52
Rudder
27-90
R1
RUDDER (CONTINUED)
Operation When the solenoid valve is de-energized, the related barrel operates in a reduced damping mode. The selector valve is
pushed back by a spring to the closed position, where:
The rudder command system provides the flight control system with inputs to perform actuation of the rudder (9500CL).
The data sent to the flight control system are provided by redundant Rotary Variable Differential Transducers (RVDT) in − The spool valve utilization ports are isolated
Normal, Alternate and Direct control modes. In FCS backup mode, the rudder command system provides data elaborated − The spool valve supply port is connected to the return line
by potentiometers. These data are sent to the FCS back-up electronic box (105CZ). − The cylinder chambers are interconnected through a restriction in the bypass, generating a counteracting differential
pressure when the servo-actuator is ordered from one position to another
NOTE: The RBPSs (L201CL)/(R201CL) also provides:
▪ Brake control system with inputs to control braking depending on deceleration rate based on pedal Each barrel includes a bypass valve, the spools of which are interactive. The hold of the standby bypass spool in the
deflection reduced damping position is ensured by the normal bypass spool, pushing the standby one by application of the solenoid
▪ Steering control system with inputs to control nose wheel orientation valve utilization pressure.
Logic of Engagement Standby Mode
The rudder servo-actuator (103CL) consists of two hydraulically-independent barrels, N and S, installed next to each other This mode may result from a hydraulic system loss, or a double electrical generation system loss, or an internal barrel
and bolted together. Two electric command lanes, N1, N2 and S1, S2, are associated to each of these barrels. failure (force motor, LVDT), or a control order comparison failure between lanes A and B, detected by the various safeties
The N and S barrels of the rudder servo-actuator (103CL) are not active simultaneously. The operation is identical to that of the Normal Mode, except for the standby barrel being made active through
energization of its solenoid valve. As for the normal barrel, it is operating in reduced damping mode, with its solenoid de-
The N barrel is powered by the hydraulic system A and controlled through the electrical power generation systems E1 energized and its bypass held in the reduced damping position by the pressure applied to the standby bypass by its
and/or E4. solenoid valve
The S barrel is powered by the hydraulic system B and controlled through the electrical power generation systems E2
Anti-flutter Mode
and/or E3.
This mode may result from a double hydraulic system loss, or a quadruple electrical generation system loss, or a double
internal barrel failure or a double control order comparison failure between lanes A and B, detected by the various
There are three possible operating modes: Normal, Standby and Anti-flutter.
safeties.
Normal Mode
With no control on the solenoid valves, the cylinders of both barrels are interconnected through a calibrated restrictor,
One barrel, the so-called Normal barrel, is active. The input order is provided by one of the servo-loop modules on two while being isolated from the bypass valve. The protection against flutter is ensured by a set of check valves, and by an
separate lanes (A and B) with mutual comparison for validity purpose. Two electric inputs are available on the barrel, with accumulator fitted with a LVDT for monitoring purposes. The accumulator is meant to provide the cylinder chambers with
only one being active, and with the capability of switching to the second one in case of failure of the primary one. hydraulic fluid in order to compensate for possible seepage. The LVDT checks for proper operation of the accumulator
and check valves. A thermal valve protects the body against possible overpressure.
The actuator position slaving is obtained through comparison between the input order and the actual position of the
actuator, measured by a double LVDT attached to the body and to the piston. One LVDT signal is active for slaving, the The pressure sensors fitted in each chamber periodically checks the efficiency of the anti-flutter protection (anti-flutter
other one performs a monitoring function through comparison with the first one. In order to avoid a common point failure, automatic test).
the barrel N (resp. S) feedback sensor is compared to the monitoring S (resp. N) sensor.
The position/order difference is converted into an electrical signal sent on two separate lanes (A and B) to the two coils of
a linear motor, that directly drives the main spool valve, thus controlling the pressure and flow in the cylinder chambers.
The motor coil current determines a displacement of the spool, measured by a LVDT. The comparison between the
position and the current provides the slaving inner loop, with the help of a leaf spring for stability purposes.
The electrical control is made active through the energization of a solenoid valve, the authorization of which depends on
the status of the related safeties (or faulty logic). The solenoid valve utilization chamber controls a selector valve which,
when in open position, hydraulically connects the spool valve utilization ports to the cylinder chambers.
The other barrel, the so-called Standby barrel, is not electrically controlled. Its solenoid valve is not energized. The
cylinder chambers are interconnected via a hydraulic bypass, thus providing a calibrated damping effect.
27-91
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 53
Monitoring Logic – Actuator Barrel Servo-Loop (RH Inboard Elevator Barrel N)
27-92
R1
ELEVATOR, AILERON AND RUDDER SERVO ACTUATOR MONITORING LOGIC
Overview
Logic of Engagement Principle
Each ACA (or ACB) module is assigned to a command lane on one actuator (N1 or N2 - S1 or S2). The switching
between modules is performed by relays.
Each module includes two identical lanes, named A and B. For the effectiveness of the actuator engagement, the two
lanes A and B must be engaged. The two signals of engagement (lane A and B) of one module are sent to the other
modules. Then, each lane A and B can detect a failed engagement on the adjacent module.
Monitoring Logic
Various monitoring functions are performed within each servo-control Digital Signal Processor (DSP) of the servo-loop,
that can lead to an "Or Faulty" signal and to the opening of shutdown switches.
The various monitoring functions performed in both lanes are:
− A comparison between the commanded spool position and the spool position feedback from the spool sensor
− A comparison between the position sensors as detected by lane A and lane B
− A comparison of the electrical commands to the force motor, between lane A and lane B
− Monitoring of the SELMON activity and the quality of transmitted information
The "Or Faulty" elaborated by the DSPs of the ACMU in control is sent to the DSPs of the "Passive" ACMU to allow them
to take control.
There are two types of shut down switches:
− Electrical one shuts down the command to the force motor.
− The other switch shuts down the command of the solenoid valve controlling the hydraulic depressurization of the
associated actuator barrel
Figure 54
Actuator Servo Loop Control
27-93
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 55
RH Aileron
27-94
R1
ELEVATOR, AILERON AND RUDDER SERVO ACTUATOR MONITORING LOGIC (CONTINUED)
Operation Fighting Force Trim Procedure (FFTP)
Force Fighting (Aileron and Elevator Servo Actuators only) FFTP Implementation
Definition Adjustment principle
Force fight: Refers to forces produced internally in a redundant actuator caused by unsynchronization of the independent − Determination of the difference between the two dual differential pressure (FFDT)
channels. (ARP 4386: SAE Dictionary of Aerospace Engineering) − Injection of half the above difference (with appropriate gain) into the barrel N as an amplitude limited input order
− Injection of half the above difference with the opposite sign (and appropriate gain) in the barrel S as an amplitude
Actuators involved limited input order
As the barrels on the rudder are not operating simultaneously, the force fighting is considered only on ailerons and
elevators. FFTP Sequence
1) N1/S1 ACMU channels tuning to determine FFT N1 and FFT S1 values
Causes and sizing parameters 2) N1/S2 ACMU channels to determine FFT S2 value
− Static stiffness of each actuator body: 3) N2/S1 ACMU channels to determine FFT N2 value
• Valve Pressure Gain
• Electrical Gains of the Control Loops At the adjustment completion, checking of all the ACMU channel configuration:
− Global mechanical stiffness: − N1S1, to verify the differential pressures are lower than the set threshold
• Mechanical Stiffness of Each Actuator Body − N2S1, to verify the differential pressures are lower than the set threshold
• Aircraft Structural Mechanical Stiffness − N1S2, to verify the differential pressures are lower than the set threshold
− Deviations between the pistons due to: − N2S2, to verify the differential pressures are lower than the set threshold
• Deviation Between Input Signals
• Deviation Between Actuator Position Transducers − "FCS: ACTUATOR MISADJUST" (A/C with M305 or SB 018).
• Deviation Between Spool Valve Position and its Transducer • Force fighting trimming enter dispatchable range but remains still below no dispatch value for one or two ailerons
• Mechanical Clearances (aircraft structural, actuator,…) or one or two elevators. The control surface involved is named on status page.
Fighting Force Detection Test (FFDT) FFTP Function Location
FFDT Implementation − Test management and sequencing: MFCC
A servo actuator FFDT consists in: − FF trim values memorization:
− Measuring the differential pressure value of the two dual bodies of the servo actuator • The four correction values related to each control surface are memorized and saved after power off inside each of
the 3 MFCCs
− Verifying these two values are both lower than the predetermined threshold
• At system initialization, each previous correction value is transmitted by the MFCCs to the corresponding ACMUs
− Transmitting the result of the test to the fighting force management logic
. Each ACMU memorizes this value to be able to continue correction implementation after complete loss of the
MFCC
FFDT verification will be automatically performed before each flight during the PFCS pre-flight test: • Correction values will be continuously transmitted by the MFCC during the flight to allow the ACMUs FFT value
− On each aileron and elevator hydraulic barrel recovering after transient loss (e.g. power-supply transient loss)
− Actuator at neutral position − FFTP authority limitation: ACMU 1 to 4
− With actual ACMU channels combination driving the dual hydraulic bodies (case of MMEL situation)
FFDT Functions Location
− Differential pressure measurement:
• Can be performed on each hydraulic barrel by the two dedicated ACMUs from the two pressure transducers
associated with each jack chamber
• These transducers will be electrically fed by a consolidated power supply and their reading distributed to the two
ACMUs in order to be able to perform the FFDT in dispatch situation (one ACMU or one power supply failed)
− Checking of the two dual barrels differential pressure values: implemented in the MFCCs which perform the function
for all the barrels of all the actuators
− Fighting force management logic: implemented in the MFCCs
27-95
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 56
Horizontal Stabilizer Trim System
27-96
R1
HORIZONTAL STABILIZER
Overview
The aircraft is fitted with a horizontal stabilizer (9500CH). It is controlled by an electromechanical actuator fitted with three
electric motors. Two motors are powered by a Horizontal Stabilizer Electronic Control Unit (HSECU) (301CH). The third
motor is powered by a Horizontal Stabilizer Electronic Back-up Unit (HSEBU) (401CH). A Horizontal Stabilizer Sensor
Unit (HSSU) (201CH) provides the feedback and monitoring position data.
A new power source control system for the Horizontal Stabilizer has been added with SB-211R2 (M1235 and M1236)
which can be activated automatically by the DFCS or manually by the crew using the newly added TRIM EMERG switch
on the Emergency Panel (1001FW). This function removes E3 and E4 power from the HSECU (301CH) and forces
activation of the HSEBU (401CH). The purpose of this modification is to prevent uncommanded pitch trim movement.
The Horizontal Stabilizer Trim System (HSTS) includes:
− The Horizontal Stabilizer Trim Actuator (HSTA) (101CH) composed of a ballscrew driven via a gearbox by three
electric motors,
− The HSECU (301CH) composed of the electronics for two channels driving two independent brushless motors and
brakes.
The HSECU (301CH) interfaces with the Flight Control System (FCS) via the HSTC 3 module (403CZ) and the HSTC
4 module (1304CZ) for automatic trim. The HSECU (301CH) controls the trim speed of the horizontal stabilizer at a
variable rate as a function of input signals received,
− The HSEBU (401CH) composed of the electronics for a single channel (back-up) driving the brush motor and brake.
The HSEBU (401CH) interfaces with the back-up box and the HSSU (201CH) limit switches for manual trim. The
HSEBU (401CH) drives the HSTA (101CH) as a function of input power and of the load on the actuator via an open
loop control,
− The HSSU (201CH) composed of redundant Rotary Variable Differential Transformers (RVDT) and end-of-stroke limit
switches for surface position.
Components
Contactors or Relays 3311CH and R3311CH
Contactor or Relay 3311CH is installed on the feeder cable between the LH PPDB and HSECU to interrupt the E3 power
supply to the HSECU.
Contactor or Relay R3311CH is installed on the feeder cable between the RH PPDB and HSECU to interrupt the E4
power supply to the HSECU.
There are 3 different ways that that SB 211R2 could be installed.
− SECTION 7X-211-1 installs contactors for 3311CH and R3311CH
− SECTION 7X-211-2 installs one type of relay for 3311CH and R3311CH
− SECTION 7X-211-3 installs a different type of relay for 3311CH and R3311CH
All three methods are functionally same, but the wiring diagrams are different.
NOTE: when working on this system, be sure that you are using the correct wiring diagram for your installation.
Figure 57
Horizontal Stabilizer Trim System – Component Locations
27-97
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 58 Figure 59
Section 1 Contactors and Relays – LH Back Side Routing Section 1 Contactors and Relays – RH Back Side Routing
27-98
R1
HORIZONTAL STABILIZER (CONTINUED)
Components (Continued)
Relays 3312CH, 3313CH, 3314CH, R3312CH, R3313CH, and R3314CH
SECTION 7X-211-1: Relays 3312CH, 3313CH, and 3314CH are used to control Contactor 3311CH. Relays R3312CH,
R3313CH and R3314CH are used to control Contactor R3311CH
SECTION 7X-211-2: Relays 3312CH and 3313CH are used to control Relay 3311CH. Relays R3312CH and R3313CH
are used to control Relay R3311CH
SECTION 7X-211-3: Relays 3312CH and 3313CH are used to control Relay 3311CH. Relays R3312CH and R3313CH
are used to control Relay R3311CH
TRIM EMERG Switch (111CH)
TRIM EMERG pushbutton (111CH) is located on the Emergency Switch Box (1001FW) at the aft end of the pedestal in
the cockpit.
Figure 60
Section 2 and 3 Relays – LH Back Side Installation
27-99
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R1
For Training Purposes Only Falcon 7X
Figure 61 Figure 62
Section 2 and 3 Relays – RH Back Side Installation Test Connectors (2746J and 2747J)
27-100
R1
HORIZONTAL STABILIZER (CONTINUED)
Horizontal Stabilizer Trim Actuator (HSTA) (101CH)
Components (Continued)
Test Connectors (2746J and 2747J)
Two test connectors are located in the baggage compartment above the LH PPDB (5000PC) and RH PPDB (6000PC).
These test connectors are used to test the operation of the control relays 3312CH, 3313CH, R3312CH and R3313CH.
Horizontal Stabilizer Trim Actuator (HSTA)
The HSTA (101CH) is an irreversible, single ballscrew, dual structural load path, electromechanical linear actuator
controlled by two brushless electric motors (channels 3 and 4) or a brush motor (back-up). Channels 3 and 4 are
torque-summed, and drive through a planetary differential. Brakes on both motors are disengaged to drive. The fail-safe
brake in the back-up motor grounds the planetary ring gear of the differential to allow channels 3 and 4 to drive through
the differential.
In back-up mode, the brush motor fail-safe brake is disengaged to drive. Channels 3 and 4 brakes ground the differential
sun gear to allow the back-up motor to drive through the differential.
Each of the three motors can drive the ballscrew output through the multi-stage, speed-reducing, single load path, spur
gearbox. Irreversibility is provided by a bi-directional skewed roller no-back assembly at the ballscrew thrust flange, which
holds the horizontal stabilizer in the commanded position.
A torque limiter provides internal jam protection and limits the HSTA output force in case of surface jam. Non-jamming
mechanical stops at both ends of the ballscrew provide overstroke protection.
The secondary structural load path, including a tie rod running through the center of the ballscrew and an inverted thread
secondary nut connecting the ballscrew to the horizontal stabilizer through a secondary load path extension tube, ensures
fail-safe connection in the event of a primary load path failure.
Horizontal Stabilizer Trim Actuator (HSTA) (101CH)
Horizontal Stabilizer Electronic Control Unit (HSECU) (301CH)
The design of the secondary load path is such that the actuator will be locked in place after primary load path failure.
Horizontal Stabilizer Electronic Control Unit (HSECU)
The HSECU (301CH) includes two motor drive units for power and braking control of the channel 3 and channel 4 motors.
Each motor drive unit incorporates a temperature probe.
.
Each motor drive unit provides power supply to the motors, the brakes, the resolver and the temperature probe.
Each motor drive unit includes inductive sensors for motor current monitoring.
Each motor drive unit includes a Built-In-Test.
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-101 R1
For Training Purposes Only Falcon 7X
Horizontal Stabilizer Electronic Back-Up Unit (HSEBU) (401CH)
Horizontal Stabilizer Sensor Unit (HSSU) (201CH) Horizontal Stabilizer Electronic Control Unit (HSECU) Diode Box (501CH)
27-102
R1
HORIZONTAL STABILIZER (CONTINUED) NOTES:
Components (Continued)
Horizontal Stabilizer Electronic Back-Up Unit (HSEBU)
The HSEBU (401CH) includes a motor drive unit for power and braking control of the back-up motor.
Horizontal Stabilizer Sensor Unit (HSSU)
The HSSU (201CH) includes:
− Two independent input levers
− A housing fitted with connectors
One lever drives a dual RVDT and a single RVDT through a gear increase ratio.
The second lever drives a dual RVDT with the same gear increase ratio.
Horizontal Stabilizer Electronic Control Unit (HSECU) Diode Box (501CH)
It suppresses electrical current rejection from the HSECU (301CH).
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-103 R1
For Training Purposes Only Falcon 7X
Figure 63 Figure 64
FCS Synoptic Page “ENG-TRM” Window
27-104
R1
HORIZONTAL STABILIZER (CONTINUED)
Components (Continued) Synoptic in ENG TRIM BRK Window
Controls and Indicating Systems
The HSTS control subsystem interfaces with the subsystem Electrical Flight Control System (FCS) that sends the
information to the Enhanced Avionics System (EASy) system for display of the associated indications in the cockpit.
THS position scale is displayed in the ENG TRIM BRK window. If the data is valid, the indicator is
FCS Synoptic Page green at the position given by the data.
Horizontal Stabilizer Position Indicator
A green arrow that moves along a scale represents the position of the horizontal stabilizer.
The top of the scale indicates a deflection of +2° nose down.
The bottom of the scale indicates a deflection of -12° nose up.
If the data is valid, the indicator is displayed green at the position corresponding to the data.
If the data is out of range or invalid, an "undetermined" steady amber symbol (cross) is displayed at the center of the
scale. The indicator indicates the THS position. The take-off position is indicated by a green range. Its
amplitude is (-5.6° to -6.4°). If the data is valid and out of range or invalid, an “Undetermined”
HSTS Status Indicator steady amber symbol will be displayed in the center of the scale.
“THS” indicates the status of the HSTS.
“THS” is displayed green in normal operation.
“THS” is displayed green with an amber frame when control is degraded.
“THS” is displayed amber when control is inactive.
“THS” is displayed white when the data is invalid.
If a take-off warning is due to the horizontal stabilizer not being in the authorized take-off range,
NORMAL DEGRADED INACTIVE INVALID the THS word is displayed in red reverse video and flashing; otherwise, it is displayed white.
In the same conditions, the position pointer is displayed red and flashing; otherwise, it is
displayed green.
Synoptic in HSI Window
CAS Messages
Cruise
Land
Park
Taxi
TO
THS position scale is linear from +2° (ND: Nose Down) to -12° (NU: Nose Up). Message Description
Warning (Red) CAS Messages
FCS: CONTROL SURFACE JAM HSTA is jammed R R R R R
Tick marks correspond to 2° graduation on the scale. The indicator indicates the THS position. The Caution (Amber) CAS Messages
take-off position is indicated by a green range. Its amplitude is (-5.6° to -6.4°).
FCS: THS DEGRAD Loss of both normal channels A A A A A
If the data is valid and out of range or invalid, an “Undetermined” steady amber symbol will be 69 FCS: THS PROT FAIL Loss of HSTA no-back function A A A A A
displayed in the center of the scale.
"FCS: CONTROL SURFACE JAM" HSTA is jammed.
"FCS: THS DEGRAD" Loss of both normal channels, control is ensured by the HSTA back-up motor
(9530CH).
If take-off warning is due to the horizontal stabilizer not in the authorized take-off range, the PITCH "69 FCS: THS PROT FAIL" Loss of HSTA no-back function. Switching to ALTERNATE laws.
word is red inverse video and flashing; otherwise it is white.
In same conditions, the position pointer is red flashing; otherwise, it is green.
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-105 R1
For Training Purposes Only Falcon 7X
Figure 65
Horizontal Stabilizer Trim Actuator
27-106
R1
HORIZONTAL STABILIZER (CONTINUED)
Operation Manual Safety Loop
The system architecture consists of a three-channel redundancy system. The three channels are labeled Channel 3 / − New TRIM EMERG pushbutton on the Cockpit Emergency Panel
Channel 4 and Backup. Their operation is based on the following: − If ultimately needed, the crew can push the button to:
− Channel 3: Permanently engaged and active • Shutdown E3 and E4 electrical power, stopping any trim runaway
− Channel 4: Engaged when channel 3 or HSTC 3 module has failed • Ensure both ACMUs will revert to the Backup Computer
− Back-up: The back-up mode is engaged when both channel 3 or the HSTC 3 module (403CZ) and channel 4 or • Allow the crew to use the manual pitch through the Backup Motor
the HSTC 4 module (1304CZ) have failed. Once this channel is activated it will maintain direct and
dedicated control of the HSTA
The HSECU (301CH) channel 3 is powered by power source E3 and receives input signals from the HSTC 3 module
(403CZ). This channel drives its own dedicated brushless motor (motor 3) and controls the brakes of motors 3 and 4.
The HSECU (301CH) channel 4 is powered by power source E4 and receives input signals from the HSTC 4 module
(1304CZ). This channel drives its own dedicated brushless motor (motor 4) and controls the brakes of motors 3 and 4.
The HSEBU (401CH) back-up channel is powered by power source E4 and receives input signals from the back-up box
and the HSSU (201CH) limit switches. This channel drives its own dedicated brush motor (back-up motor) and controls its
own dedicated brake.
Activation of Manuel Direct Control on the Horizontal Stabilizer
A dedicated electronic device is in charge of engaging the HSTA back-up motor (9530CH) for the horizontal stabilizer
(9500CH) when requested. This electronic device is dual-lane. The two conditions for the HSTA back-up engagement are:
− The HSTA motor 3 (9510CH) (HSTA motor driven by HSTC 3 module (403CZ)) disengaged. This event can occur
upon:
• Loss of command from HSTC 3 module (403CZ)
• HSTA motor 3 (9510CH) failure
− The HSTA motor 4 (9520CH) (HSTA motor driven by HSTC 4 module (1304CZ)) disengaged. This event can occur
upon:
• Loss of command from HSTC 4 module (1304CZ)
• HSTA motor 4 (9520CH) failure
Automatic Safety Loop (Aircraft with SB 211 but without SB 214 or M1245)
− ACMUs are provided with the HS position sensed by the HSSU and compare it to the commanded position
− In case of command/position mismatch, ACMUs will:
• Successively shutdown E3 and E4 electrical power within a 1”-period, stopping any trim runaway
• Enable the HSEBU line to take precedence on the HSTA
• Allow the crew to use the manual pitch through the Backup Motor
Automatic Safety Loop (Aircraft with SB 214 or M1245)
− ACMUs are provided with the HS position sensed by the HSSU and compare it to the commanded position
− In case of command/position mismatch, ACMUs will:
• Shut down E3 power to deactivate Motor 3
• Revert to Motor 4
• Aircraft will remain in Normal Laws with autotrim active
Figure 66
Horizontal Stabilizer Trim Actuator – Slaving
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-107 R1
For Training Purposes Only Falcon 7X
Figure 67 Figure 68
Automatic Safety Loop Manual Safety Loop
27-108
R1
HORIZONTAL STABILIZER COMPONENT CHART
101CH HSTA 401CH HSEBU 9520CH HSTA Motor 4
Location: FIN STUB (325) Location: FIN STUB (325) Location: HSTA (101CH)
Horizontal Stabilizer Actuator Access Panel Horizontal Stabilizer Actuator Back-Up Power
Access: Access: Horizontal Stabilizer Actuator Access Panel (325AR)
(325AR), Horizontal Stabilizer Actuator Back-Up Supply Access Panel (325BL)
Power Supply Access Panel (325BL), Horizontal References: References:
Access: Stabilizer Actuator Access Panel (325AL), Description: SDS 27-40-00
Horizontal Stabilizer Leading Edge Extension Description: SDS 27-40-00
(331AR), Horizontal Stabilizer Leading Edge Wiring Diagram: WD 27-44-00
Wiring Diagram: None
Extension (341AR) Removal/Installation: TASK 27-40-13-900-801
Removal/Installation: TASK 27-40-01-900-802
References:
411CH "FBW B/U STAB" Circuit Breaker
Description: SDS 27-40-00 9530CH HSTA Back-Up Motor
Location: RH PPDB (6000PC)
Wiring Diagram: WD 27-43-00/WD 27-44-00 Location: HSTA (101CH)
Access: Frame 40 Center Lining (271RZ)
Removal/Installation: TASK 27-40-01-900-801 Horizontal Stabilizer Actuator Access Panel
References: Access:
(325AR)
201CH HSSU Description: It prevents damage to the power supply line References:
Location: FIN STUB (325) of the HSEBU (401CH).
Description: SDS 27-40-00
Lower Horizontal Stabilizer/Fin Fairing (335AL), Wiring Diagram: WD 27-43-00/WD 27-44-00
Wiring Diagram: None
Access: Removal/Installation: TASK 24-61-21-900-801
Lower Horizontal Stabilizer/Fin Fairing (335AR) Removal/Installation: TASK 27-40-01-900-802
References:
501CH HSECU Diode Box
Description: SDS 27-40-00 403CZ HSTC 3 Module
Location: FIN STUB (325)
Wiring Diagram: WD 27-43-00/WD 27-44-00 Location: LH Rear FCS Rack (2003CZ)
Horizontal Stabilizer Actuator Back-Up Power
Removal/Installation: TASK 27-40-05-900-801 Access: Frame 39 Lower Lining (271MZ), Frame 40 Lower
Supply Access Panel (325BL) Access:
Lining (271PZ)
301CH HSECU References:
References:
Location: FIN STUB (325) Description: It suppresses electrical current rejection from the
Description: SDS 27-94-00
HSECU (301CH).
Horizontal Stabilizer Actuator Back-Up Power Wiring Diagram: None
Access: Wiring Diagram: WD 27-43-00
Supply Access Panel (325BL) Removal/Installation: TASK 27-90-01-900-801
Removal/Installation: Not documented
References:
1304CZ HSTC 4 Module
Description: SDS 27-40-00 9500CH Horizontal Stabilizer
Location: RH Rear FCS Rack (2004CZ)
Wiring Diagram: WD 27-43-00/WD 27-44-00 Location: HORIZ STAB, EXTERNAL SIDE (305)
Frame 39 Lower Lining (272NZ), Frame 40 Lower
Removal/Installation: TASK 27-40-09-900-801 Access: Not Applicable Access:
Lining (272QZ)
References:
311CH "FBW STAB E3" Circuit Breaker References:
Description: SDS 27-40-00
Location: LH PPDB (5000PC) Description: SDS 27-94-00
Wiring Diagram: None
Access: Frame 40 Center Lining (271RZ) Wiring Diagram: None
Removal/Installation: TASK 55-10-00-900-801
References: Removal/Installation: TASK 27-90-01-900-801
Description: It prevents damage to the power supply line 9510CH HSTA Motor 3
3311CH Contactor
of the HSECU (301CH). Location: HSTA (101CH)
Location: Baggage Compartment (LH Side)
Wiring Diagram: WD 27-43-00 Horizontal Stabilizer Actuator Access Panel
Access:
Removal/Installation: TASK 24-61-21-900-801 (325AR)
References:
R311CH "FBW STAB E4" Circuit Breaker
Description: SDS 27-40-00
Location: RH PPDB (6000PC)
Wiring Diagram: None
Access: Frame 40 Center Lining (271RZ)
Removal/Installation: TASK 27-40-01-900-802
References:
Description: It prevents damage to the power supply line
of the HSECU (301CH).
Wiring Diagram: WD 27-43-00/WD 27-44-00
Removal/Installation: TASK 24-61-21-900-801
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-109 R1
For Training Purposes Only Falcon 7X
Figure 69
Flaps System
27-110
R1
FLAPS CONTROL SYSTEM
Overview SFAU electronics are partitioned into four separate channels:
The flaps increase the lift of the wing during take-off and landing. The pilot can set four positions of the flap system with a − Channel number 1A controls the flap extend solenoid and the inboard airbrake lock solenoid and also provides slat
lever on the slat/flap and airbrake unit SFAU (9001CF). A single lever on the SFAU (9001CF) controls the flaps and the extend command number 1 to the primary flight control system.
slats. The SFAU (9001CF) controls the transmission system which transmits torque through to the actuator system. The − Channel number 1B controls the flap retract solenoid and the inboard airbrake extend solenoid and also provides slat
actuators control the position of the flaps. extend command number 2 to the primary flight control system.
− Channels number 1A and 1B also provides flap system monitoring. A control circuit which is partitioned from both
LH Essential electrical power supplies the SFAU electronics, flaps power drive unit (3002CF) solenoids and the position Channels 1A and 1B controls the flap brake release solenoid.
sensors. Hydraulic System B provides hydraulic system pressure to the flaps power drive unit (3002CF) to enable drive to − Channels number 2A and number 2B of the SFAU are used for outboard airbrake control.
the flap system via the motor when flap extend or retract is selected.
Flap Subsystems
Flap Control and Monitoring System
The flap control and monitoring system sends signals to the flap transmission system. The control and monitoring system
monitors the position of the flaps and displays flap position data on the PDU - HSI -slat/flap/airbrake data screen.
Flap Transmission System
The flap transmission system has a set of shafts, gearboxes and a flaps power drive unit (3002CF). Torque is transmitted
from the flaps power drive unit (3002CF) in the LH MLG wheel well to four actuators on each wing.
Flap Actuation System
The flap actuation system has four ballscrew actuators on each wing. The two flaps on each wing are each operated by
two actuators.
Components
Slat / Flap and Airbrake Unit (9001CF)
The SFAU (9001CF) lets the flight crew control the position of the flaps, slats and airbrakes. The SFAU (9001CF) has the
controls that follow:
− A lever for the airbrakes and spoilers
− A single slat/flap lever
− A switch with a guard to deploy the back-up slats
The SFAU (9001CF) has the monitors that follow:
− Flap asymmetry between LH inboard and RH inboard flap panels
− Flap asymmetry between LH outboard and RH outboard flap panels
− SFAU (9001CF) low supply power condition
− Flap uncommanded movement
− Flap erroneous movement
− Slat/flap lever is not in the authorized position for the following flight condition:
• Take off
• Landing
• Go Around
The SFAU (9001CF) is installed in the center pedestal in the cockpit. The slat/flap lever can be set to four positions:
− “SF0” - slats and flaps retracted
− “SF1” - slats deployed, flaps set at 9°
− “SF2” - slats deployed, flaps set at 20°
− “SF3” - slats deployed, flaps set at 40°
Figure 70
Slat/Flap and Airbrake Unit
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-111 R1
For Training Purposes Only Falcon 7X
RH Flap Angle Gearboxes
Flap Power Drive Unit (PDU) (3002CP)
27-112
R1
FLAPS CONTROL SYSTEM (CONTINUED)
Components (Continued) 14° Flap Transmission Gearboxes (3802CF/4002CF)
Power Drive Unit (3002CP) A bevel gearbox is included in the transmission run for each wing to accommodate the wing sweep. A bevel gearbox has
been selected for this task as they provide an efficient and reliable method of achieving a large change in transmission
The Power Drive Unit contains the following sub-assemblies:
angle.
Extend and Retract Solenoid Valves
The extend and retract solenoid valves receive commands from the SFAU and port pressure to operate the direction
control valve. They are both dual ball solenoid valves with face-mounted connectors so that the wiring runs within internal
channels in the PDU.
Direction Control Valve (DCV)
The direction control valve moves in response to hydraulic signals from the extend and retract solenoid valves and RH Wing Flap Transmission Components
connects the extend and retract chambers of the hydraulic motor to supply and return as required. The direction valve is a
three-position valve that relaxes to a centre position.
Hydraulic Motor
The hydraulic motor operates in response to hydraulic supply via the direction valve and provides torque into the PDU
gearbox. The hydraulic motor is a fixed displacement cartridge-type motor.
Motor Brake
The motor brake operates in response to hydraulic signals from the brake solenoid valve to allow system movement when
required. The brake is a pressure-off, friction plate device that has been designed to restrain the system against the full
force of the motor in the worst-case load conditions. The motor brake and brake solenoid unit is manufactured as a
separate block from the main PDU housing, so that there is no possibility of a crack in the housing that connects supply to
both the motor and brake simultaneously.
Gearbox
The PDU gearbox transmits torque from the hydraulic motor into the transmission system to extend or retract the flaps as
commanded by the pilot. The gearbox comprises of a spur-gear train with an appropriate ratio to provide the required
speed and torque to the transmission shafts.
Restrictors
A flow Restrictor has been incorporated into the control line to limit the speed of the PDU motor.
Transmission Shafting
The flap transmission shafts transmit torque from the flaps power drive unit (3002CF) through the gearboxes to the
actuators.
The shafts are held by the gearboxes and the flap transmission actuators. Where the distance between gearboxes or
actuators is too long for a single shaft, more than one shaft is used. Where more than one shaft is used steady bearings
are used to hold the shaft. Splined universal joints are installed on the ends to connect to adjacent components. Where a
shaft connects to an actuator or gearbox one end of the shaft is telescopic for removal.
90° Flap Transmission Gearboxes (L3502CF/R3502CF) (L3602CF/R3602CF)
Two right-angle gearboxes are used to transmit the power from the top of the wheel bay to wing level.
The LH upper 90° flap gearbox (L3502CF) (RH upper 90° flap gearbox (R3502CF) for RH) transmit the torque from flap
transmission shaft 1 which is horizontal to flap transmission shaft 2 which is vertical. The LH lower 90° flap gearbox
(L3602CF) (RH lower 90° flap gearbox (R3602CF) for RH) transmit the torque from flap transmission shaft 2 which is
vertical to flap transmission shaft 3 which is horizontal.
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-113 R1
For Training Purposes Only Falcon 7X
Flap Actuator
Figure 71
Flap Actuators
27-114
R1
FLAPS CONTROL SYSTEM (CONTINUED) Flap Position Sensor
Components (Continued)
Ballscrew Actuators (L7003CF/R7003CF/L7103CF/R7103CF/L7203CF/R2003CF/L7403CF/R7403CF)
The actuator extends rearward to extend the flaps and retracts forward to retract the flaps. In the retracted position the
ballscrew is contained in a recess in the fuel tank. Each actuator is attached to the rear spar of the wing by a gimbal. A
ballscrew is connected to the flap with a spherical bearing. Input from the transmission system is from a spline on the
inboard side. A spline on the outboard side transmits the torque to the outboard shaft of the transmission system.
A worm-wheel gear changes the torque of the transmission shaft into the linear movement of the ballscrew. The actuator
includes a no-back assembly which prevents backdriving of the actuator by the aerodynamic forces.
Depending on the direction of rotation of the transmission shafts, the ballscrew is moved either rearward through the body
of the actuator to extend the flap, or forward to retract the flaps. Clawstops on the rear face of the actuator and the
forward end of the ballscrew prevent ballscrew extension beyond its limits if the system malfunctions.
Each actuator also includes a shear pin between the actuator input and the ballscrew nut. The shearpin limits torque
transmission through the actuator, in the event of a jam. If too much torque is transmitted through the actuator the
shearpin breaks.
Position Sensors
Each flap surface is connected by a cable to a flap position sensor that includes a dual potentiometer, gears, capstan and
housing. The signal from the potentiometer changes if the flap and cable moves. Two sensors are installed on each wing.
The inboard sensor is connected to the inboard flap and the outboard sensor is connected to the outboard flap. The
inboard sensors on each wing are installed between actuators 1 and 2. The outboard sensors are installed outboard of
actuator number 4. Each position sensor is connected to the related flap by a spring-loaded cable. An additional inboard
sensor is installed on the LH wing, next to actuator 1.
Each inboard sensor supplies two channels of flap position indication from two continuous potentiometers:
− Channel number 1 goes to the SFAU (9001CF) and is used to sense when the inboard flaps are not synchronized,
− Channel number 2 goes directly to the primary flight control system for use in the slat and airbrake control logic.
The additional inboard sensor on the LH wing supplies two channels of flap position indication from two continuous
potentiometers directly to the primary flight control system for use in the slat and airbrake control logic. Each outboard
sensor supplies one channel of flap position indication from a continuous potentiometer to the SFAU (9001CF) and is
used to sense when the outboard flaps are not synchronized.
Flap position data is transmitted by the primary flight control system to the avionics system to give flap position indication
for the flight crew. Flap position indication is then transmitted by the avionics system to the flight data recorder and to the
central maintenance computer. The central maintenance computer uses the flap position data for isolation of flap control
system faults.
The left hand inboard position sensor contains two switched track potentiometers also moved by the reduction gears. The
switched track potentiometers make a discrete signal for each of the flap positions.
Operation
As the flap surface moves a spring-loaded capstan in the position sensor is moved by a cable connected to the flap
surface. The capstan moves the potentiometer through the reduction gear. The potentiometer gives an electrical signal to
the SFAU (9001CF) or to the primary flight control system that changes in proportion to the quantity of movement of the
flap surface.
Figure 72
Flap Position Sensors
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-115 R1
For Training Purposes Only Falcon 7X
Flap/Slat/AB Indication of PDU
To Activate
Control Function Synoptic
To Deactivate
Sets Slats / Flaps to
CLEAN notch. (Slats +
Flaps retracted)
Sets Slats / Flaps to first
notch SF1. (Slats + Flaps
9°)
Sets Slats / Flaps to the
second notch SF2. (Slats
+ Flaps 20°)
Sets Slats / Flaps to the
third notch SF3 (Slats +
Flaps 40°)
Extends the outboard
slats in backup mode.
Figure 73
Flap Indications
27-116
R1
FLAP CONTROL SYSTEM (CONTINUED)
Components (Continued) Flap movement is shown with the logic that follows:
Flap Indications SFAU (9001CF)
SFAU (9001CF Synoptic Display
Flap Lever Input
The slat/flap lever is on the SFAU (9001CF). The lever can set the flaps to move to four positions:
The flap symbol is green and points to the ”- 0” position From “SF0” to “SF1”
− “SF0” — slats and flaps retracted, flaps set at 0°
The ”- 1” indication shows magenta
− “SF1” — slats deployed, flaps set at 9°
The flap symbol is green and points to the ”- 1” position From “SF1” to “SF2”
− “SF2” — slats deployed, flaps set at 20°
− “SF3” — slats deployed, flaps set at 40° The ”- 2” indication shows magenta
The flap symbol is green and points to the ”- 2” position From “SF2” to “SF3”
PDU-HSI-Slat / Flap / Airbrake Page The ”- 3” indication shows magenta
The flap synoptic shows the position of the slats and flaps. The flap synoptic also shows failure of the slat and flaps and The flap symbol is green and points to the ”- 3” position From “SF3” to “SF2”
the monitoring system. The flap synoptic is shown on the primary display unit on the cockpit instrument panel. The ”- 2” indication shows magenta
− AUTORET: Airbrake Auto Retract Indication
The flap symbol is green and points to the ”- 2” position From “SF2” to “SF1”
− FLAP Pointer
The ”- 1” indication shows magenta
− AUTO: Slat Auto Extension Indication
− SLAT Symbol The flap symbol is green and points to the ”- 1” position From “SF1” to ”SF0”
− AIRBRAKE Pointer The ”- 0” indication shows magenta
PDU-HSI-Slat/Flap/Airbrake Data Incorrect flap position is shown with the logic that follows.
When the flaps are in a specified position the flap position is shown with the logic that follows.
Synoptic Display Status
SFAU (9001CF) Flap The flap symbol flashes red and points to the ”- 3” position The configuration is not allowed for take off
Synoptic Display
Lever Input
The flap symbol is amber and points to the “SF0” position The flap system is in a status of failure
During ground maintenance the flap symbol is green and points to the ”- 0” position “SF0”
During flight above 18,000 feet there is no synoptic display unless the slat/flap lever was
moved to “SF0” during the last 15 seconds.
During flight above 18,000 feet when the flaps have moved during the last 15 seconds
the synoptic display shows ”Clean”
The flap symbol is green and points to the ”- 1” position “SF1”
The flap symbol is green and points to the ”- 2” position “SF2”
The flap symbol is green and points to the ”- 3” position “SF3”
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-117 R1
For Training Purposes Only Falcon 7X
FLAP CONTROL SYSTEM (CONTINUED)
Components (Continued) "LDG CONF: FLAPS NOT FULL"
CAS Messages This CAS message shows when the slat/flap lever on the SFAU (9001CF) is not in position “SF3” when the aircraft is at
an altitude of 1000 ft RA or below during landing. It is triggered according to the logic that follows:
Cruise
Land
Park
Taxi
TO
Message Description The parameters in the following table are fixed inputs:
CAS Fixed Input
Caution (Amber) CAS Messages Message
"LDG CONF: CAS
This shows that the two inboard position sensors does not CAS CAS
FLAPS NOT MESSAGE:
"FCS: FLAP ASYM" agree, or that the two outboard position sensors does not A A A A A ”FLIGHT MESSAGE: MESSAGE:
FULL" ”FLIGHT” ”TAWS” "TAWS:
agree. TRANSITION” "FCS: FLAP "FCS: FLAP
FLAPS
FAIL" ASYM"
This shows that a direction control valve in the PDU has OVERRIDE"
"FCS: FLAP FAIL" locked the system. This is because it has sensed movement A A A A A
ON TRUE FALSE TO < MAX VALID NOT ACTIVE NOT ACTIVE
in the system opposite to the input put into the system.
TRUE, WITH CLIMB
Advisory (White) CAS Messages TRUE POSITION
CONFIRMED
"TO CONF: FLAPS This shows that the SFAU slat/flap lever is not in the FOR MORE
- - - W -
MISCONFIG" authorized Take Off position. THAN 5
"LDG CONF: FLAPS NOT This shows that the SFAU slat/flap lever is not at SF3 MINUTES
- - - - W
FULL" position below 1000ft RA.
"CONF: FLAPS MISCONFIG This shows that the SFAU slat/flap lever is at SF3 for a Go
- - - - W
FULL" Around.
"FCS: FLAP ASYM"
This CAS message shows when the SFAU (9001CF) indicates an asymmetry condition of the flap system. This is when
the position of the LH Inboard Flap Panel is different to the position of the RH Inboard Flap Panel or the LH Outboard Flap
Panel is different to the position of the RH Outboard Flap Panel.
"FCS: FLAP FAIL"
This CAS message shows when the SFAU (9001CF) is unable to command movement of the flap panels. It is triggered
according to the conditions that follow:
− The flaps are commanded to extend and retract at the same time, OR
− There is a SFAU low electrical power condition detected, OR
− There has been an intermittent CAS message of "FCS: FLAP ASYM".
"TO CONF: FLAPS MISCONFIG" CAS Message
This CAS message shows when the slat / flap lever on the SFAU (9001CF) is not in the correct position for Take-off. It is
triggered according to the logic table that follows:
CAS Input
Message
"TO CONF: "FLAP / SLAT "FLAP / SLAT "FLAP / SLAT
“GROUND ”≥ 2
FLAPS ”GROUND” LEVER POS LEVER POS LEVER POS
TRANSITION” THROTTLES”
MISCONFIG" SF1 STATUS" SF2 STATUS" SF3 STATUS"
NOT FROM FALSE
TO TRUE, WITH
ON TRUE < TAKE OFF OPEN OPEN OPEN
TRUE CONFIRMED
FOR < 5 MINUTES
NOT FROM FALSE
TO TRUE, WITH
ON TRUE < TAKE OFF GROUND GROUND GROUND
TRUE CONFIRMED
FOR < 5 MINUTES
27-118
R1
CAS "CONF: FLAPS MISCONFIG FULL"
Input
Message This CAS message shows when the slat / flap lever on the SFAU (9001CF) is at position “SF3” when the aircraft is in a
"LDG "FLAP / "FLAP / "FLAP / "RADIO ALT "RADIO ALT “TOUCH- “PILOT Go-around. It is triggered according to the logic table that follows:
CONF: SLAT SLAT SLAT 1" 2" DOWN FLYING
FLAPS NOT CAS Message Input
LEVER POS LEVER POS LEVER POS ZONE BARO
FULL" SF1 SF2 SF3 ELEVATION ALTITUDE” "FLAP / "FLAP / "FLAP / CAS CAS
STATUS" STATUS" STATUS" FMS” "CONF: FLAPS SLAT SLAT SLAT MESSAGE: MESSAGE:
”≥ 2
MISCONFIG ”FLIGHT” LEVER LEVER LEVER ”TOGA-GA” "FCS: "FCS:
ON OPEN OPEN OPEN VALID AND * * * THROTTLES”
FULL" POS SF1 POS SF2 POS SF3 FLAP FLAP
≤ 1000 FT
STATUS" STATUS" STATUS" FAIL" ASYM"
FOR ≥ 5S
ON GROUND OPEN OPEN VALID AND * * * ON TRUE ≥ MAX GROUND GROUND GROUND ACTIVATED NOT NOT
≤ 1000 FT CLIMB FOR ≥ 10s ACTIVE ACTIVE
FOR ≥ 5S
ON GROUND GROUND OPEN VALID AND * * * Integrated Maintenance
≤ 1000 FT CMC Maintenance Screens
FOR ≥ 5S
The flap system parameters are displayed on the maintenance screens that follow:
ON OPEN OPEN OPEN INVALID VALID AND * *
− 27-50 "FLAP FAULT ISOLATION"
≤ 1000 FT
FOR ≥ 5S − 27-50 "FLAPS MONITORING INBD"
ON GROUND OPEN OPEN INVALID VALID AND * * − 27-50 "FLAPS MONITORING LH INBD SENSOR 2"
≤ 1000 FT − 27-50 "FLAPS MONITORING"
FOR ≥ 5S − 27-50 "FLAPS AND AIRBRAKES SFAU CONTROL"
ON GROUND GROUND OPEN INVALID VALID AND * *
≤ 1000 FT
FOR ≥ 5S
ON OPEN OPEN OPEN INVALID INVALID VALID ≤ TOUCH-
DOWN
ELEVATION
FMS +1000
FT FOR ≥
5S
ON GROUND OPEN OPEN INVALID INVALID VALID ≤ TOUCH-
DOWN
ELEVATION
FMS +1000
FT FOR ≥
5S
ON GROUND GROUND OPEN INVALID INVALID VALID ≤ TOUCH-
DOWN
ELEVATION
FMS +1000
FT FOR ≥
5S
*: INDIFFERENT
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-119 R1
For Training Purposes Only Falcon 7X
Legend
651J/P GEAR CUT-OFF CONNECTOR
452J/P WING SECONDARY E. F. C. S. CUT-OFF CONNECTOR
451J/P WING SECONDARY E. F. C. S. CUT-OFF CONNECTOR
151J/P FBW E1/LH BASIC ELEC ELEC CUT-OFF CONNECTOR
148J/P FBW E4/RH BASIC ELEC ELEC CUT-OFF CONNECTOR
147J/P FBW E3/LH BASIC ELEC ELEC CUT-OFF CONNECTOR
145J/P FBW E2/LH BASIC ELEC ELEC CUT-OFF CONNECTOR
143J/P FBW E3/LH BASIC ELEC ELEC CUT-OFF CONNECTOR
4201FY GENERIC I/O 2 MODULE
4101FY GENERIC I/O 1 MODULE
3002CF FLAPS POWER DRIVE UNIT
9401CF LH INBOARD FLAP POSITION SENSOR
R9201CF RH OUTBOARD FLAP POSITION SENSOR
L9201CF LH OUTBOARD FLAP POSITION SENSOR
R9101CF RH INBOARD FLAP POSITION SENSOR
L9101CF LH INBOARD FLAP POSITION SENSOR
9001CF SFAU
2002CZ RH FRONT FCS RACK
2001CZ LH FRONT FCS RACK
L1000PM LH FRONT SPDB Figure 74
Flaps Secondary FCS
27-120
R1
FLAP CONTROL SYSTEM (CONTINUED)
Operation Brake Periodic Check
Slat / Flap and Airbrake Unit (9001CF) The SFAU checks the operation of the PDU motor brake on receipt of a Flap Brake & Airbrake Lock Test signal from the
Avionics when the “FLAP A/B” test softkey is selected on the SERVICING page of the TEST synoptic page and a Weight
The flaps are extended or retracted as necessary depending on the SFAU slat/flap lever commanded position and the
On Wheels signal is present . This is achieved by the SFAU commanding energization of the extend solenoid valve.
actual flap position (from the switched track position sensors mounted on the LH flap surface). When commanded position
During this time it will be verified that the motor brake prevents the system from moving. In order to verify that the extend
is greater than flap panel position, a ‘extend’ signal is generated and the Power Drive Unit (PDU) extend solenoid and
command has been generated during the test, the SFAU will generate a SFAU Flap Fault indicating that the Extend
brake solenoid are energized. Where commanded position is less than actual position, a ‘retract’ signal is generated and
solenoid valve has been energized without energization of the brake release solenoid valve. The brake test is passed
the PDU retract solenoid and brake solenoid are energized.
providing that no movement is seen and the SFAU Flap Fault is generated during the test.
When movement is commanded, there is a short time delay before the energization of the extend or retract solenoids to
ensure that the brake is normally released whilst the system is static. When the commanded position is reached there is a
short delay before the de-energization of the brake solenoid to ensure that the brake re-engages when the system has
become static.
If the flap system continues to move beyond the commanded position (outside of normal tolerances) the SFAU will
energies the de-energized direction control solenoid (for example if the system is extending past its commanded position,
the retract solenoid will be energized). Energization of both direction control solenoids is detected as a fault condition, and
the SFAU will de-energies the brake release solenoid.
In the event that the system starts to move in a direction opposite to that commanded, due to a jammed direction control
valve in the PDU, an incorrect movement fault is detected and the SFAU will de-energies the extend, retract and brake
release solenoids so that the system is arrested and held stationary. A “SFAU Flap Fault” signal is sent to the avionics
system so that the “Flap Fault” caution is raised to alert the crew that a failure has occurred.
The SFAU compares the signals from Channel 1 of each of the four flap position sensors and generates an “Asymmetry
Fault” if the LH Inboard does not agree with the RH Inboard, or if the LH Outboard does not agree with the RH Outboard,
outside of normal tolerance. To avoid untimely detection due to wing bending when the flaps are fully extended, the
asymmetry monitoring is inhibited when the flaps are in steady extended 40° position The two independent control signals
from the slat/flap control lever are compared inherently, in that an incorrect control signal from one of the lever sensors
will result in both extend and retract solenoids being energized, and the generation of a “SFAU Flap Fault”.
PDU Operation (3002CF)
When no flap movement is commanded, the PDU direction control valve is spring-centered to a neutral position where the
motor ports are connected together. Supply pressure is isolated from the motor. The brake is de-pressurized and is
engaged on the system.
When flap movement is commanded a command from the SFAU to the brake solenoid operates the brake pistons and
disengages the friction plates. When the flap movement commanded is to deploy the flaps, a command from the SFAU to
the extend solenoid valve pilots pressure to shuttle the direction valve so that hydraulic supply pressure is supplied to the
motor extend chamber and the motor retract chamber is connected to return. This allows the motor to extend the flap via
the gearbox and transmission system.
In the same way, when the flap movement commanded is to retract the flaps, a command from the SFAU to the retract
solenoid shuttles the direction valve to connect supply to the retract chamber and to connect the extend chamber to return
so that the motor is allowed to retract the flap. If both solenoid valves are powered the direction valve will be held in the
neutral position so that the system does not move.
Figure 75
Flap Power Drive Unit (PDU) Hydraulic
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-121 R1
For Training Purposes Only Falcon 7X
FLAP CONTROL SYSTEM (CONTINUED)
Primary Display Unit Display
Operation
SFAU Interfaces with Other Systems Lever Position Signal
Lever Position Tick Mark
Avionics — MAU FLAP/SLAT LEVER FLAP/SLAT LEVER FLAP/SLAT LEVER Displayed
Interfaces from the SFAU to the MAU POS SF1 POS SF2 POS SF3
SIGNAL OPEN OPEN OPEN 0
Flap Control Signal Name Avionics Signal Type Signal Sense STATE
System LRU Interface LRU GROUND OPEN OPEN 1
SFAU (9001CF) FLAP ASYM Generic I/O 1 Ground / Open Open = No Flap Asymmetry GROUND GROUND OPEN 2
Module (4101FY) Discrete Ground = Flap Asymmetry Detected GROUND GROUND GROUND 3
SFAU (9001CF) SFAU FLAP FAULT Generic I/O 1 Ground / Open Open = SFAU Flap Fault Detected
Module (4101FY) Discrete Ground = No SFAU Flap Fault Primary Flight Control System
SFAU (9001CF) SFAU INB AIRB Generic I/O 1 Ground / Open Open = SFAU Inboard Airbrake Fault Interfaces from the SFAU to the SFCI for Slat Control
FAULT Module (4101FY) Discrete Detected
Ground = No SFAU Inboard Airbrake Flap Control PFCS Interface
Signal Name Signal Type Signal Sense
Fault System LRU LRU
SFAU (9001CF) SFAU OUTB AIRB Generic I/O 1 Ground / Open Open = SFAU Outboard Airbrake Fault SFAU SLAT EXT SFCI 3 Module Ground / Open: Slats commanded to retract
FAULT Module (4101FY) Discrete Ground = No SFAU Outboard Airbrake (9001CF) CMD 1 (502CZ) Open Discrete Ground: Slats commanded to extend
Fault Detected
SFAU SLAT EXT SFCI 3 Module Ground / Open: Slats commanded to retract
SFAU (9001CF) BACK-UP SLAT Generic I/O 1 Ground / Open Open = Back-Up Slats Switch NOT (9001CF) CMD 2 (502CZ) Open Discrete Ground: Slats commanded to extend
SW INDIC Module (4101FY) Discrete Selected
SFAU BACK-UP SLAT Slat Control Discrete 28V / Open: Back-Up Slats NOT commanded to extend
Ground = Back-Up Slats Switch
(9001CF) EXT CMD 1 Manifold (101CM) Open 28V: Back-Up Slats commanded to extend
Selected
SFAU (9001CF) FLAP / SLAT Generic I/O 2 Ground / Open Open = Flap/Slat Lever is NOT at SFAU BACK-UP SLAT Slat Control Ground / Open: Back-Up Slats NOT commanded to extend
LEVER POS SF1 Module (4201FY) Discrete Position SF1 (9001CF) EXT CMD 2 Manifold (101CM) Open Discrete Ground: Back-Up Slats commanded to extend
Ground = Flap/Slat Lever is at Position
SF1
Interfaces from the FDC to the SFAU for Flap System Control
SFAU (9001CF) FLAP / SLAT Generic I/O 2 Ground / Open Open = Flap/Slat Lever is NOT at
LEVER POS SF2 Module (4201FY) Discrete Position SF2 Flap Control Signal Name PFCS Interface Signal Type Signal Sense
Ground = Flap/Slat Lever is at Position System LRU LRU
SF2 SFAU (9001CF) M/O SLAT EXT SFCI 3 Module Ground / Open Open: Median/Outboard Slats NOT extended
SFAU (9001CF) FLAP / SLAT Generic I/O 1 Ground / Open Open = Flap/Slat Lever is NOT at INDIC 1 (502CZ) Discrete Ground: Median/Outboard Slats extended
LEVER POS SF3 Module (4101FY) Discrete Position SF3
SFAU (9001CF) M/O SLAT EXT SFCI 3 Module Ground / Open Open: Median/Outboard Slats NOT extended
Ground = Flap/Slat Lever is at Position INDIC 2 (502CZ) Discrete
SF3 Ground: Median/Outboard Slats extended
Interfaces from the MAU to the SFAU
Flap Control Avionics Interface
Signal Name Signal Type Signal Sense
System LRU LRU
Open = No Airbrake Lock and Flap
AIRB LOCK / FLAP generic I/O 2 module Ground / Open Brake Test
SFAU (9001CF)
BRAKE TEST (4201FY) Discrete Ground = Airbrake Lock and Flap Brake
Test selected
27-122
R1
Interfaces from the SFAU to the FDC for Flap System Monitoring Interfaces from the SFCI to the SFAU for Airbrake Control
Flap Control System LRU Signal Name PFCS Interface LRU Signal Flap Control PFCS Interface
Signal Name Signal Type Signal Sense
Description System LRU LRU
RH INB FLAP POS CH2 PWR FDC 4 Module (1401CZ) Analogue signal of SFAU (9001CF) AIRB SFCI 3 Module Ground / Open Open: Airbrake Lock solenoid NOT
RH Inboard Flap Position Sensor RH Inboard Flap AUTODEP 1L (502CZ) Discrete commanded
RH INB FLAP POS CH2 RTN Position Sensor
(R9101CF) Ground: Airbrake Lock solenoid commanded
RH INB FLAP POS CH2 SIG
SFAU (9001CF) AIRB SFCI 3 Module Ground / Open Open: Airbrake Extend solenoid NOT
LH INB FLAP POS CH2 PWR FDC 1 Module (602CZ) Analogue signal of AUTODEP 1E (502CZ) Discrete commanded
LH Inboard Flap Position Sensor 2 LH Inboard Flap Ground: Airbrake Extend solenoid commanded
LH INB FLAP POS CH2 RTN Position Sensor
(9401CF)
LH INB FLAP POS CH2 SIG SFAU (9001CF) AIRB SFCI 4 Module Ground / Open Open: Airbrake Lock solenoid NOT
AUTODEP 2L (402CZ) Discrete commanded
LH INB FLAP POS CH1 PWR FDC 2 Module (701CZ) Analogue signal of Ground: Airbrake Lock solenoid commanded
LH Inboard Flap Position Sensor 2 LH Inboard Flap
LH INB FLAP POS CH1 RTN Position Sensor SFAU (9001CF) AIRB SFCI 4 Module Ground / Open Open: Airbrake Extend solenoid NOT
(9401CF)
LH INB FLAP POS CH1 SIG AUTODEP 2E (402CZ) Discrete commanded
Ground: Airbrake Extend solenoid commanded
LH INB FLAP POS CH2 PWR FDC 3 Module (702CZ) Analogue signal of
LH Inboard Flap Position Sensor 1 LH Outboard Flap SFAU (9001CF) AIRB AUTORET SFCI 3 Module Ground / Open Open: Outboard Airbrake Lock solenoid
LH INB FLAP POS CH2 RTN Position Sensor
(L9101CF) SPOIL/OUTB 1 (502CZ) Discrete command permitted
LH INB FLAP POS CH2 SIG Ground: Outboard Airbrake Lock solenoid
command prohibited
Interfaces from the SFAU to the SFCI for Airbrake Control SFAU (9001CF) AIRB AUTORET SFCI 4 Module Ground / Open Open: Outboard Airbrake Extend solenoid
SPOIL/OUTB 2 (402CZ) Discrete command permitted
Flap Control System LRU Signal Name PFCS Interface Signal Description Ground: Outboard Airbrake Extend solenoid
LRU command prohibited
AIRB LEVER POS CH3 PWR SFCI 4 Module Analogue signal of Airbrake Lever SFAU (9001CF) AIRB AUTORET SFCI 3 Module Ground / Open Open: Inboard Airbrake Lock solenoid
(402CZ) position from Position 0 to 2 INB 1 (502CZ) Discrete command permitted
SFAU (9001CF) AIRB LEVER POS CH3 RET
Ground: Inboard Airbrake Lock solenoid
AIRB LEVER POS CH3 SIG command prohibited
AIRB LEVER POS CH4 PWR SFCI 4 Module Analogue signal of Airbrake Lever SFAU (9001CF) AIRB AUTORET SFCI 4 Module Ground / Open Open: Inboard Airbrake Extend solenoid
(402CZ) position from Position 0 to 2 INB 2 (402CZ) Discrete command permitted
SFAU (9001CF) AIRB LEVER POS CH4 RET
Ground: Inboard Airbrake Extend solenoid
AIRB LEVER POS CH4 SIG command prohibited
Flap Control Signal Name PFCS Interface Signal Type Signal Sense
System LRU LRU
SFAU (9001CF) AIRB LEVER SW 1 FDC 3 Module Ground / Open Open: Airbrake Lever NOT at position 2
INDIC (702CZ) Discrete Ground: Airbrake Lever at position 2
SFAU (9001CF) AIRB LEVER SW 2 FDC 4 Module Ground / Open Open: Airbrake Lever NOT at position 2
INDIC (1401CZ) Discrete Ground: Airbrake Lever at position 2
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-123 R1
For Training Purposes Only Falcon 7X
FLAPS COMPONENT CHART
3002CF Flaps Power Drive Unit 9001CF SFAU L5002CF LH Flap Transmission Shaft 2
Location: F26-28, MLG WHEEL WELL, LH (153) Location: F1-8, OVER COCKPIT FLOOR, RH (222) Location: F26-28, MLG WHEEL WELL, LH (153)
Access: MLG Main Door (733) Access: Passenger Door (PAX) Access: MLG Main Door (733)
References: References: References:
Description: SDS 27-52-00 Description: SDS 27-51-00 Description: SDS 27-52-00
Wiring Diagram: WD 27-51-00 Wiring Diagram: WD 27-51-00, WD 27-61-00, WD 27-81-00 Wiring Diagram: None
Removal/Installation: TASK 27-52-01-900-801 Removal/Installation: TASK 27-51-01-900-801 Removal/Installation: TASK 27-52-13-900-802
3802CF LH 14° Flap Gearbox 9011CF "SFC CTRL" Circuit Breaker L5202CF LH Flap Transmission Shaft 3
Location: WING, INBOARD TRAIL EDGE, LH (561) Location: LH Front SPDB (L1000PM) Location: WING, INBOARD TRAIL EDGE, LH (561)
Access: Wing Kink Gearbox Access Panel (561CT) Access: Cockpit Lateral Lining No.5 (221XZ) MLG Main Door (733), Flap Actuator No.1 Access
Access:
References: References: Panel (561BT)
Description: SDS 27-52-00 Description: SDS 27-50-00 References:
Wiring Diagram: None Wiring Diagram: WD 27-51-00 Description: SDS 27-52-00
Removal/Installation: TASK 27-52-05-900-801 Removal/Installation: TASK 24-62-21-900-801 Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-803
4002CF RH 14° Flap Gearbox L3502CF LH Upper 90° Flap Gearbox
Location: WING, INBOARD TRAIL EDGE, RH (661) L5402CF LH Flap Transmission Shaft 4
Location: F26-28, MLG WHEEL WELL, LH (153)
Access: Wing Kink Gearbox Access Panel (661CT) Location: WING, INBOARD TRAIL EDGE, LH (561)
Access: MLG Main Door (733)
References: Access: Wing Kink Gearbox Access Panel (561CT)
References:
Description: SDS 27-52-00 References:
Description: SDS 27-52-00
Wiring Diagram: None Description: SDS 27-52-00
Wiring Diagram: None
Removal/Installation: TASK 27-52-05-900-801 Wiring Diagram: None
Removal/Installation: TASK 27-52-05-900-801
Removal/Installation: TASK 27-52-13-900-803
4402CF Flap Transmission Shaft 0 L3602CF LH Lower 90° Flap Gearbox
Location: F26-27, FUEL EQUIPMENT BAY (151) L5602CF LH Flap Transmission Shaft 5
Location: F26-28, MLG WHEEL WELL, LH (153)
Access: MLG Main Door (733), MLG Main Door (743) Location: WING, INBOARD TRAIL EDGE, LH (561)
Access: MLG Main Door (733)
References: Access: Not Applicable
References:
Description: SDS 27-52-00 References:
Description: SDS 27-52-00
Wiring Diagram: None Description: SDS 27-52-00
Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-801 Wiring Diagram: None
Removal/Installation: TASK 27-52-05-900-801
Removal/Installation: TASK 27-52-13-900-803
4602CF LH Flap Transmission Shaft 1 L4202CF LH Lower Fuel Tank Protector
Location: F26-28, MLG WHEEL WELL, LH (153) L5802CF LH Flap Transmission Shaft 6
Location: F26-28, MLG WHEEL WELL, LH (153)
Access: MLG Main Door (733) Location: WING, INBOARD TRAIL EDGE, LH (561)
Access: MLG Main Door (733)
References: Access: Wing Kink Gearbox Access Panel (561CT)
References:
Description: SDS 27-52-00 References:
Description: SDS 27-52-00
Wiring Diagram: None Description: SDS 27-52-00
Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-802 Wiring Diagram: None
Removal/Installation: TASK 27-52-05-900-801
Removal/Installation: TASK 27-52-13-900-803
4802CF RH Flap Transmission Shaft 1 L4302CF LH Upper Fuel Tank Protector
Location: F26-28, MLG WHEEL WELL, RH (154) L6002CF LH Flap Transmission Shaft 7
Location: F26-28, MLG WHEEL WELL, LH (153)
Access: MLG Main Door (743) Location: WING, MIDDLE TRAILING EDGE, LH (571)
Access: MLG Main Door (733)
References: Access: Wing Kink Gearbox Access Panel (561CT)
References:
Description: SDS 27-52-00 References:
Description: SDS 27-52-00
Wiring Diagram: None Description: SDS 27-52-00
Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-802 Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-802
Removal/Installation: TASK 27-52-13-900-803
27-124
R1
L6202CF LH Flap Transmission Shaft 8 L7403CF LH Outboard Flap Actuator 4 R5202CF RH Flap Transmission Shaft 3
Location: WING, MIDDLE TRAILING EDGE, LH (571) Location: WING, MIDDLE TRAILING EDGE, LH (571) Location: WING, INBOARD TRAIL EDGE, RH (661)
Access: Not Applicable Access: Not Applicable MLG Main Door (743), Flap Actuator No.1
Access:
References: References: Access Panel (661BT)
Description: SDS 27-52-00 Description: SDS 27-53-00 References:
Wiring Diagram: None Wiring Diagram: None Description: SDS 27-52-00
Removal/Installation: TASK 27-52-13-900-803 Removal/Installation: TASK 27-53-01-900-801 Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-803
L6402CF LH Flap Transmission Shaft 9 R3502CF RH Upper 90° Flap Gearbox
Location: WING, MIDDLE TRAILING EDGE, LH (571) Location: F26-28, MLG WHEEL WELL, RH (154) R5402CF RH Flap Transmission Shaft 4
Access: Not Applicable Access: MLG Main Door (743) Location: WING, INBOARD TRAIL EDGE, RH (661)
References: References: Access: Not Applicable
Description: SDS 27-52-00 Description: SDS 27-52-00 References:
Wiring Diagram: None Wiring Diagram: None Description: SDS 27-52-00
Removal/Installation: TASK 27-52-13-900-803 Removal/Installation: TASK 27-52-05-900-801 Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-803
L6602CF LH Flap Transmission Shaft 10 R3602CF RH Lower 90° Flap Gearbox
Location: WING, MIDDLE TRAILING EDGE, LH (571) Location: F26-28, MLG WHEEL WELL, RH (154) R5602CF RH Flap Transmission Shaft 5
Access: Not Applicable Access: MLG Main Door (743) Location: WING, INBOARD TRAIL EDGE, RH (661)
References: References: Access: Not Applicable
Description: SDS 27-52-00 Description: SDS 27-52-00 References:
Wiring Diagram: None Wiring Diagram: None Description: SDS 27-52-00
Removal/Installation: TASK 27-52-13-900-803 Removal/Installation: TASK 27-52-05-900-801 Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-803
L7003CF LH Inboard Flap Actuator 1 R4202CF RH Lower Fuel Tank Protector
Location: WING, INBOARD TRAIL EDGE, LH (561) Location: F26-28, MLG WHEEL WELL, RH (154) R5802CF RH Flap Transmission Shaft 6
Access: Flap Actuator No.1 Access Panel (561BT) Access: MLG Main Door (743) Location: WING, INBOARD TRAIL EDGE, RH (661)
References: References: Access: Wing Kink Gearbox Access Panel (661CT)
Description: SDS 27-53-00 Description: SDS 27-52-00 References:
Wiring Diagram: None Wiring Diagram: None Description: SDS 27-52-00
Removal/Installation: TASK 27-53-01-900-801 Removal/Installation: TASK 27-52-05-900-801 Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-803
L7103CF LH Inboard Flap Actuator 2 R4302CF RH Upper Fuel Tank Protector
Location: WING, INBOARD TRAIL EDGE, LH (561) Location: F26-28, MLG WHEEL WELL, RH (154) R6002CF RH Flap Transmission Shaft 7
Access: Not Applicable Access: MLG Main Door (743) Location: WING, MIDDLE TRAILING EDGE, RH (671)
References: References: Access: Wing Kink Gearbox Access Panel (661CT)
Description: SDS 27-53-00 Description: SDS 27-52-00 References:
Wiring Diagram: None Wiring Diagram: None Description: SDS 27-52-00
Removal/Installation: TASK 27-53-01-900-801 Removal/Installation: TASK 27-52-13-900-802 Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-803
L7203CF LH Outboard Flap Actuator 3 R5002CF RH Flap Transmission Shaft 2
Location: WING, MIDDLE TRAILING EDGE, LH (571) Location: F26-28, MLG WHEEL WELL, RH (154) R6202CF RH Flap Transmission Shaft 8
Access: Not Applicable Access: MLG Main Door (743) Location: WING, MIDDLE TRAILING EDGE, RH (671)
References: References: Access: Not Applicable
Description: SDS 27-53-00 Description: SDS 27-52-00 References:
Wiring Diagram: None Wiring Diagram: None Description: SDS 27-52-00
Removal/Installation: TASK 27-53-01-900-801 Removal/Installation: TASK 27-52-13-900-802 Wiring Diagram: None
Removal/Installation: TASK 27-52-13-900-803
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-125 R1
For Training Purposes Only Falcon 7X
FLAPS COMPONENT CHART (CONTINUED)
R6402CF RH Flap Transmission Shaft 9 L9101CF LH Inboard Flap Position Sensor 1
Location: WING, MIDDLE TRAILING EDGE, RH (671) Location: WING, INBOARD TRAIL EDGE, LH (561)
Access: Not Applicable Access: Not Applicable
References: References:
Description: SDS 27-52-00 Description: SDS 27-51-00
Wiring Diagram: None Wiring Diagram: WD 27-51-00
Removal/Installation: TASK 27-52-13-900-803 Removal/Installation: TASK 27-51-05-900-801
R6602CF RH Flap Transmission Shaft 10 R9101CF RH Inboard Flap Position Sensor
Location: WING, MIDDLE TRAILING EDGE, RH (671) Location: WING, INBOARD TRAIL EDGE, RH (661)
Access: Not Applicable Access: Not Applicable
References: References:
Description: SDS 27-52-00 Description: SDS 27-51-00
Wiring Diagram: None Wiring Diagram: WD 27-51-00
Removal/Installation: TASK 27-52-13-900-803 Removal/Installation: TASK 27-51-09-900-801
R7003CF RH Inboard Flap Actuator 1 L9201CF LH Outboard Flap Position Sensor
Location: WING, INBOARD TRAIL EDGE, RH (661) Location: WING, MIDDLE TRAILING EDGE, LH (571)
Access: Flap Actuator No.1 Access Panel (661BT) Access: Not Applicable
References: References:
Description: SDS 27-53-00 Description: SDS 27-51-00
Wiring Diagram: None Wiring Diagram: WD 27-51-00
Removal/Installation: TASK 27-53-01-900-801 Removal/Installation: TASK 27-51-09-900-801
R7103CF RH Inboard Flap Actuator 2 R9201CF RH Outboard Flap Position Sensor
Location: WING, INBOARD TRAIL EDGE, RH (661) Location: WING, MIDDLE TRAILING EDGE, RH (671)
Access: Not Applicable Access: (671BT)
References: References:
Description: SDS 27-53-00 Description: SDS 27-51-00
Wiring Diagram: None Wiring Diagram: WD 27-51-00
Removal/Installation: TASK 27-53-01-900-801 Removal/Installation: TASK 27-51-09-900-801
R7203CF RH Outboard Flap Actuator 3 9401CF LH Inboard Flap Position Sensor 2
Location: WING, MIDDLE TRAILING EDGE, RH (671) Location: WING, INBOARD TRAIL EDGE, LH (561)
Access: Not Applicable Access: Not Applicable
References: References:
Description: SDS 27-53-00 Description: SDS 27-51-00
Wiring Diagram: None Wiring Diagram: WD 27-51-00
Removal/Installation: TASK 27-53-01-900-801 Removal/Installation: TASK 27-51-09-900-801
R7403CF RH Outboard Flap Actuator 4
Location: WING, SPOILER, RH (673)
Access: Not Applicable
References:
Description: SDS 27-53-00
Wiring Diagram: None
Removal/Installation: TASK 27-53-01-900-801
27-126
R1
NOTES: NOTES:
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-127
R1
For Training Purposes Only Falcon 7X
Figure 76
Airbrake Control System
27-128
R1
AIRBRAKE CONTROL SYSTEM
Overview This provides each actuator with two means to be held in the retracted position. The actuators are extended by supplying
hydraulic pressure to locking port and to the “Uext” port to the extension area (larger area). The actuators have no locking
The airbrake system is designed to provide aerodynamic braking to the aircraft. There are two externally hinged airbrake
device for the piston rod in the extended position.
panels (outboard, inboard) on each wing:
− For the left wing, the LH inboard airbrake (L9500CD) and the LH outboard airbrake (L9501CD)
The airbrake actuators are held in the extended or retracted position by the hydraulic pressure permanently supplied in
− For the right wing, the RH inboard airbrake (R9500CD) and the RH outboard airbrake (R9501CD)
the retraction area by the airbrake control manifold (202CD). Due to the differential section, the force in the extension area
is stronger than the force in the retraction area. When the hydraulic pressure is supplied to the extension area, the piston
The inboard and outboard airbrake panels are actuated by two-position hydraulic actuators. The middle panels (spoilers) moves to its internal stop. When the hydraulic pressure is spooled to the extension chamber, only the retraction force
are also used for roll control and are actuated by a proportional electrical actuator. remains and the piston is pushed to its other internal stop.
Extension and retraction of the airbrake panels is controlled manually by the airbrake lever in the flight compartment and
automatically by the braking system, the primary flight control system and the Slats Flap and Airbrakes Unit SFAU
(9001CF). The airbrake system is held in the fully retracted position even after a loss of hydraulic power.
The airbrake system includes the sub-subsystems that follow:
Airbrake Control and Monitoring System
The airbrake control and monitoring system:
− Controls the airbrake extension / retraction through signals received from the SFAU (9001CF) by the airbrake control
manifold (202CD)
− Monitors the airbrakes using the airbrake panel position microswitches (L3001CD), (R3001CD), (L3101CD),
(R3101CD) (one switch per airbrake panel) which detect if the airbrake panels are fully retracted or not
Airbrake Actuation System
The airbrake control manifold (202CD) converts the electrical signal by the SFAU (9001CF) in hydraulic flow to the
airbrake actuators:
− For the left wing, the LH inboard airbrake actuator (L802CD) and the LH outboard airbrake actuator (L1002CD)
− For the right wing, the RH inboard airbrake actuator (R802CD) and the RH outboard airbrake actuator (R1002CD)
The two-position hydraulic actuators actuate each inboard and outboard airbrake panels and are attached on the wing
trailing edge on the other side.
Components
Inboard and Outboard Airbrake Actuators (L802CD/R802CE) (L1002CD/R1002CD)
It is composed of a cylinder body, a piston rod and three hydraulic ports:
− The cylinder body is fitted on the aircraft wing by four attachment screws
− The piston rod is fitted with a stirrup assembly which is attached to the airbrake panel
− The hydraulic ports provide the hydraulic fluid from the Hydraulic System to the retraction line, extension line, locking
line
The airbrake actuators are used to extend, retract and maintain in the retracted position the airbrake panels. These
hydraulic actuators have an unbalanced piston area with retraction area (smaller area) which is permanently supplied (by
the “Uret” port - “RET” port on the actuators) if the hydraulic system is pressurized. It forces the actuators in the retracted
position when the extension area is not supplied.
The actuators also have a mechanical locking device which hold the piston rods in the retracted position. The lock is
composed of four radial lock-keys which are held in position by a lock-piston. A spring holds the lock-piston in rest position
(piston rod locked). To unlock the piston rod, the lock-piston is moved when hydraulic pressure is applied through the
“Ulock” port. This allows the lock-keys to move radially which unlocks the piston rod.
Figure 77
Airbrake Actuator
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-129 R1
For Training Purposes Only Falcon 7X
Airbrake Control Manifold (2002CD)
Airbrake Position Switch
27-130
R1
AIRBRAKE CONTROL SYSTEM (CONTINUED)
Components (Continued) Operation
Airbrake Control Manifold (2002CD) When the airbrake panels are retracted, they press on sensor microswitches, the signal sent is then a high impedance
which means “PANEL RETRACTED”.
It supplies hydraulic pressure to the mechanical locks, the extension and the retraction areas of the airbrake actuators. It
is electrically commanded and it pilots the pressure sent to the airbrake actuators by the means of solenoid valves. It is
composed of : When the airbrake panels leave the retracted position, the microswitches are released, the signal sent is then a ground
− Two electrical connectors (one for the two lock solenoids and one for the two extension solenoids), level which means “PANEL NOT RETRACTED”.
− One filter (class 10 contamination fluid),
− Two lock solenoid electro-valves (EV2, EV4) to supply pressure to the unlocking port of the actuators (one for the
inboard actuators, one for the outboard actuators),
− Two extend solenoid electro-valves (EV1, EV3) to actuate the spool valves (one for the inboard actuators, one for the
outboard actuators) supplying pressure to the extension areas of the actuators.
When the airbrake control manifold (202CD) is not energized, each solenoid valve is in the closed position (lock piston or
extension area to the return pressure line). Moreover, the airbrake control manifold (202CD) has 7 hydraulic ports:
− Pressure (hydraulic system B) − Inboard Retraction Circuit
− Return (hydraulic system B) − Outboard Retraction Circuit
− Inboard Extension Circuit − Retraction Circuit
− Outboard Extension Circuit
The airbrake control manifold (202CD) is fitted on the aircraft structure by 4 screws.
Operation
Refer to the figure to locate the ports quoted in the text. The ports between brackets are those written directly on the
equipment.
When the airbrakes are retracted, the solenoid valves are not energized. Thus, the hydraulic pressure is supplied to the
airbrake actuator retraction areas through their “Ur” port (“RET” port on the actuators) by the “Po” port (U5 port on the
ACM) of the airbrake control manifold (202CD). Outboard and inboard extension and locking areas are connected to the
return pressure through respectively “Uo” (“EXT” port on the outboard actuator), “Ui” (“EXT” port on the inboard actuator),
“Uop” (“UNL” port on the outboard actuator) and Uip” ports (“UNL” port on the inboard actuator).
When the airbrakes are commanded to extend, the signal is transmitted to the SFAU (9001CF) which send the signals to
the airbrake control manifold (202CD).
When airbrake extension is commanded, the EV2 and EV4 are first energized. This unlocks the piston rod. After a time
delay of 300 ms, the EV1 and EV3 are energized which extend the airbrake panels. This time delay ensures that the
piston rod will be unlocked before extension is commanded for all temperature conditions.
Inboard and Outboard Airbrake Panel Position Switches (L3001CD/R3001CD) (L3101CD/R3101CD)
Airbrake Panel Position Microswitches
The Airbrake Panel Position Microswitches are mechanical double pole switches which are used to detect that inboard
and outboard airbrake panels are not in fully retracted position. The microswitches send a signal “PANEL_RETRACTED”
which is set to:
− High impedance when airbrakes are retracted
− GND signal when airbrakes are extended
The microswitches are in rest position when the airbrake panels are extended.
Figure 78
Inboard / Outboard - Airbrake Control System
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-131 R1
For Training Purposes Only Falcon 7X
Figure 79 Figure 80
Airbrake Control Lever AB Auto EXT Pushbutton
27-132
R1
AIRBRAKE CONTROL SYSTEM (CONTINUED)
Components (Continued) Airbrake Control Lever Synoptic
Controls and Indicating Systems To Activate
Slat Flap Airbrake Unit (SFAU) (9001CF) Control Function Synoptic
The SFAU (9001CF) has an airbrake lever which has three positions (“AB 0”, “AB 1” and “AB 2”). To Deactivate
The SFAU (9001CF) is used to control manually the extension and retraction of the airbrake panels.
Airbrakes to AB 0 notch:
NOTE: The Primary Flight Control System (PFCS) associated with the BCU (201GC) elaborate commands to
automatically extend / retract the airbrakes and spoilers in specific flight conditions. These commands are − airbrake panels, slats and
finally transmitted to the SFAU (9001CF). flaps retracted
"A/B AUTO EXT." Pushbutton (L9500PM)
The airbrake automatic extension can be disarmed, by pushing the dedicated "A/B AUTO EXT." pushbutton (L9500PM) AUTO EXTENSION
located on the overhead panel (5000PM).
Airbrakes to AB 0 notch: -AB
When it is selected, an amber label "DISARM" is displayed in the PDU configuration synoptic. and/or spoiler automatically
commanded (spoiler panels
Primary Display Unit deployed depending on
automatic PFCS control)
Airbrake Status in ADI
Airbrakes “AB1” and “AB2” annunciation are displayed vertically under the airspeed readout:
“AB2” annunciation if one inboard or outboard airbrake panel is not retracted
“AB1” annunciation if one spoiler is not retracted (except for roll control)
Between AB 0 and AB 1:
Airbrake Status in HSI -Progressive spoiler
Airbrake panels configuration is displayed on HSI. The symbol represents in a stylized form the profile of an airbrake deployment (maximum
panel. Pilot airbrake lever position is indicated by means of tick mark and label for the “AB1” and “AB2” positions. The deflection at AB1 depends on
lever position is sent by the PFCS to the avionics.The PDU status display also allows specific messages to be displayed: airspeed, angle of attack, and
“AUTO RET” is displayed when airbrakes auto retraction is activated, except inboard airbrake auto retraction due flaps position)
to flaps extension in flight (sent by the PFCS to the avionics).
“DISARM” is displayed when auto-airbrake extension is disarmed by the crew (sent by the overhead panel
(5000PM) to the avionics).
Set airbrakes to AB 2:
− inboard and outboard
airbrake panels deployed
AUTO RETRACTION
Figure 81
Airbrake Status in ADI
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-133 R1
For Training Purposes Only Falcon 7X
Airbrakes Malfunction And Automatic Operations
No take-off: airbrake symbol is flashing red.
Airbrake failure.
This configuration is not allowed for take-off.
Airbrakes in DISARM mode:
Automatic retraction (stall protection)
no automatic extension.
Figure 82
FCS Synoptic Page
27-134
R1
AIRBRAKE CONTROL SYSTEM (CONTINUED)
Components (Continued) CAS Messages
Airbrakes Panels Position Symbol
Cruise
Land
Park
Taxi
Airbrakes panels position is indicated by means of airbrake symbol. The Inboard and Outboard panel positions
TO
Message Description
(retracted/not-retracted) are sent by the Airbrake system to the Avionics (discretes). The Middle panels positions is sent
by the PFCS to the Avionics. Airbrakes panels’ symbol color is:
− Red flashing (red to blank) when CAS message "TAKE OFF CONFIG" is due to airbrakes Warning (Red) CAS Messages
− Amber in case one of the CAS messages listed in Table 1 is triggered
"FCS: AB 2 RETRACT Inboard and/or outboard airbrake panels are not in the
− Green during normal operation out of the retracted position R R R R R
FAIL" retracted position when requested
Inboard and/or outboard airbrake panels are not in the
Airbrakes panels’ position symbol is: "FCS: AB 2 EXTEND FAIL" R R R R R
extended position when requested
− In position "2" if one outboard or one inboard panel is not retracted
− In position "1" if all outboard and inboard panels are retracted, and both middle panels (spoilers) are not retracted "FCS: AB AUTO EXTEND Airbrakes and/or spoilers not extended with auto extension
R R R R R
FAIL" armed
− In position "0" (airbrake panel retracted on flap)
"FCS: AB AUTO RETRACT Airbrakes and/or spoilers not retracted with auto extension
R R R R R
FAIL" armed
Panel can be in either "0", or "1"or "2" position, with either green or amber or red color.
Advisory (White) CAS Messages
To Activate
Control Function Synoptic "FCS: AB AUTO EXTEND Airbrake auto extension selected OFF
To Deactivate W W W W W
OFF"
"TO CONF: AB MISCONFIG" Airbrake lever not in AB0 position - W - - -
AUTO EXT mode
No specific indication "FCS: AB 2 RETRACT FAIL" − Loss of Hydraulic B when airbrakes are extended or
is on
− Failure in airbrake system or
− Failure of the SFAU (9001CF)
Disarms automatic
"FCS: AB 2 EXTEND FAIL" − Failure in airbrake system or
airbrake extension
− Failure of the SFAU (9001CF)
AUTO EXT mode "FCS: AB AUTO EXTEND FAIL" − Landing or RTO configuration and
is OFF − One airbrake or spoiler not extended with auto extension armed
"FCS: AB AUTO RETRACT FAIL" − Go-around or stall protection and
− One airbrake or spoiler not retracted
"FCS: AB AUTO EXTEND OFF" The "A/B AUTO EXT." pushbutton (L9500PM) is “OFF”.
FCS Synoptic Display
"TO CONF: AB MISCONFIG" The airbrake lever is not at “AB 0”.
The airbrake panel symbol is displayed at the trailing edge of the wing symbol. Each airbrake panel has a dedicated
symbol:
Airbrake inboard and outboard Airbrake inboard and outboard
panels are retracted: panels are extended
− No failure of the panel is detected:
− Panel failure is detected:
− If the panel switch position is invalid, an amber 'X' is displayed:
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-135 R1
For Training Purposes Only Falcon 7X
4401FY R3001CD
86 452
1
8/24 10/24 12/22 3
PANEL RETR. RH INB. 53 68 14
2
T1 13/20 /22
1
RH INBOARD
4201FY R3101CD
136
3
9/24 28/24 11/22
PANEL RETR. RH OUTB. 53 HH 13 3
2
69/20 /22
T1 1
RH OUTBOARD
9001CF
4101FY
SFAU 2001CZ
MAU1 2 149
1 2 403
7/24 SFAU INB A/B FAULT MISMATCH 24/24 45
SFAU INB A/B FAULT 4 8 A/B LEVER SW INDIC 2 4 50 84
1 1 12 FDCX4
Vcc<17.5V CR
15/24 SFAU OUTB A/B FAULT
SFAU OUT A/B FAULT 58 9
2002CZ MISMATCH
SFCI 2002CZ
3
STALL 403 148 3 150
S 307
Q R R R R SIG 25/24 46
A/B LEVER POS 3 62 91 6 A/B LEVER SW INDIC 1 9 39 84
T/O ENG 1 R B 35 B B 47/24 B PWR 4 4 12
A/B LEVER POS 3 63 92 4 CR FDCY3
64 Y 13 Y Y Y RTN
T/O ENG 2 7 7
LEVER A/B LEVER POS 3 93 5
T/O ENG 3
A/BO
FLIGHT 49/24
2L 42 37 8 A/B AUTODEPLOY 2L-1
8
14 2 2
FLAPS
7 A/B AUTORETRACT INBD 2
NOT RETRACTED
R301GC CR 202CD
148
2 403
SYS 2 SOFT WOW 1L 84 4 A/B AUTODEPLOY 2E 2 651 EV3 INB AIRB EXTEND
29/24 61 43 A
AUTO A/B SOFT 2 55 36 39 15 8 + -
AUTO A/B HARD 2 30/24 37 62 SYS 2 HARD R R R R
53 40 R R R R 16 52 4
1 1 3 ENGINES 25 SIG 16/22 17/22
13 A/B LEVER POS 4 29 6
BCU2 IDLE B 39 B B 51/24 B PWR B B B B
A/B LEVER POS 4 30 26 4 17 51 5
A/B LEVER POS 4 Y 2 Y Y Y 5 RTN
31 27 2 WOW
5000PM
ABLOCK &
A DISARM 4A FLAP BRAKE EV1 OUT AIRB EXTEND
31 TEST + -
18 51 40 28 52/24 A/B AUTORETRACT SPOIL/OUTBD 2E R R R R
C1 41 7 18 50 1
A/B AUTO CR 18/22 19/22
B B B B 2
EXT 19 49
36 54/24
119 61
SFCI 4 9 1
150 1
SFCI 3
38 83/24 LEVER LEVER Legend
A/B2 A/B2
3A 308
32 WOW
4
149 4 1 B
EV4 INB AIRB LOCK 651J/P GEAR CUT-OOF CONNECTOR
18 101 + -
C1 8
38 82/24 K
R R
48
R R
4 452J/P WING SECONDARY E. F. C. S. CUT-OFF CONNECTOR
DISARM CMOP 3 ENGINES 20/22 21/22
IDLE
3
147 3 J
B B
47
B B
5 451J/P WING SECONDARY E. F. C. S. CUT-OFF CONNECTOR
308 1
42 48/24 A/B AUTORETRACT INBD 1 150J/P FBW E3/RH BASIC ELEC ELEC CUT-OFF CONNECTOR
119 37 U
L301GC
147
9 1 1 149J/P FBW E4/LH BASIC ELEC ELEC CUT-OFF CONNECTOR
2 EV2 OUT AIRB EXTEND
AUTO A/B SOFT 1 55
33/24 63 2E 85
V A/B AUTODEPLOY 1L + - 148J/P FBW E4/RH BASIC ELEC ELEC CUT-OFF CONNECTOR
1 102 110 M R R 46 R R 1
AUTO A/B HARD 1 53 34/24
3
2
3
64
103 36 CR 22/22 23/22 147J/P FBW E3/LH BASIC ELEC ELEC CUT-OFF CONNECTOR
B B B B
BCU1 STALL
S
2 L 45 2 136J/P LH/RH WIRING CUT-OFF CONNECTOR
43 55/24 A/B AUTORETRACT SPOIL/OUTBD 1L
Q 111 38 5 86J/P RH FRI BASIC ELEC CUT-OFF CONNECTOR
T/O ENG 1 R
T/O ENG 2 LEVER 1E 44
81J/P LH FRI BASIC ELEC CUT-OFF CONNECTOR
48 56/24 6 A/B AUTODEPLOY 1E
120
T/O ENG 3 A/BO
FLIGHT CR R301GC BCU MODULE 2
FLAPS L301GC BCU MODULE 1
307 NOT RETRACTED
*A4
R R R R 4401FY GENERIC I/O 4 MODULE
125 105 A429 HI BCU 1
201J1 *E4
81/24 80/24 4301FY GENERIC I/O 3 MODULE
B 9 B 126 B 11 B
106 A429 LO BCU 1
9 4201FY GENERIC I/O 2 MODULE
SD 77-32-10
4101FY FBW RHF L3101CD 4101FY GENERIC I/O 1 MODULE
451
1 202CD AIRBRAKE CONTROL MANIFOLD
1/24 2/22 3
PANEL RETR. LH OUTB 53 6 R3101CD RH INBOARD AIRBRAKE SWITCH SENSOR
2
5/20 /22
T1 1 L3101CD LH INBOARD AIRBRAKE SWITCH SENSOR
LH OUTBOARD
R3001CD RH OUTBOARD AIRBRAKE SWITCH SENSOR
4301FY L3001CD
81 L3001CD LH OUTBOARD AIRBRAKE SWITCH SENSOR
3
PANEL RETR. LH INB 53 3/24 692010020
11
65/24 5 4/22 3
9001CF SFAU
6/20 /22
2 2002CZ RH FRONT FCS RACK
T1 1
LH INBOARD 2001CZ LH FRONT FCS RACK
5002PM OVERHEAD PANEL
WD276100AA4005
21 22 23
Figure 83
Airbrakes - Extension / Retraction in Normal Mode
27-136
R1
AIRBRAKE CONTROL SYSTEM (CONTINUED)
Operation
Extension / Retraction in Normal Mode
The airbrake lever has three positions (“AB 0”, “AB 1” and “AB 2”) from the forward to the rear :
− In the “AB 0” position, all airbrakes and spoilers are retracted
− Between the ”AB 0” and the “AB 1” positions, spoilers are partially (proportionally) extended
− In the “AB 1” position, the spoilers are fully extended
− In the “AB 2” position, in flight and if the flaps are retracted, the inboard and outboard airbrakes and the spoilers are
extended
− In the “AB 2” position, in flight and if the flaps are not retracted, the outboard airbrakes and the spoilers are extended
− In the “AB 2” position, on ground, the inboard and outboard airbrakes and the spoilers are extended
Figure 84
Inboard / Outboard - Airbrake Control System
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-137 R1
For Training Purposes Only Falcon 7X
Figure 85
Airbrakes – Automatic Extension on Ground at Landing and RTO
27-138
R1
AIRBRAKE CONTROL SYSTEM (CONTINUED)
Operation (Continued)
Extension / Retraction in Automatic Mode
There are four automatic functions:
− An automatic extension on ground at landing and Rejected Take Off (RTO)
− An automatic retraction for stall protection
− An automatic retraction in case of go-around
− An automatic retraction of inboard airbrakes in flight with flaps not retracted, managed by the Primary Flight Control
System (PFCS)
The result of these is the “autoretract” or “autodeploy” commands. These commands are transmitted to the SFAU
(9001CF).
NOTE: For the spoilers, the command is transmitted directly by the PFCS and the ACMU.
These functions are distributed over the SFCI 3 module (502CZ) (copilot control) and the SFCI 4 module (402CZ) (pilot
control) and ensure the following actions, based on orders transmitted by the MFCCs:
− A/B autodeploy
− A/B autoretract
Automatic Extension on Ground at Landing and RTO
Automatic Extension Architecture
Each SFCI 3 module (502CZ) and SFCI 4 module (402CZ) elaborates two "autodeploy" orders, one acting on the lock
solenoid, and one acting on the extension solenoid of the Inboard and Outboard Airbrakes. This allows to prevent
automatic extension in case of one untimely "autodeploy" order.
These orders are sent to the SFAU channels for airbrake actuation.
NOTE: For the spoilers, the Spoiler Control in the PFCS receives all "autodeploy" orders from both SFCI 3
module (502CZ) and SFCI 4 module (402CZ), and directly send order to the ACMU for spoiler actuation.
The dual SFCI architecture provides the proper availability of the automatic extension function.
Automatic Extension Logic
The logic for each "autodeploy" order uses:
− An airbrake autodeploy arm signal from the "A/B AUTO EXT." pushbutton (L9500PM) on the overhead panel
(5000PM)
− A BCU "soft" signal based on wheel speed
− Both a BCU "hard" signal based on brake pedal position (mainly for RTO condition) and
− A engine throttle idle position signals (for landing)
Figure 86
Inboard / Outboard - Airbrake Control System
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-139 R1
For Training Purposes Only Falcon 7X
Figure 87
Airbrakes - Automatic Retraction
27-140
R1
AIRBRAKE CONTROL SYSTEM (CONTINUED)
Operation (Continued)
Automatic Retraction
Automatic Retraction Architecture
Each SFCI 3 module (502CZ) and SFCI 4 module (402CZ) elaborates two "autoretract" orders, one acting on the Inboard
airbrakes, and one acting on the Spoiler and Outboard airbrakes.
Inboard Airbrakes
Inboard Airbrake "autoretract" order from SFCI 4 module (402CZ) acts on Inboard Airbrake lock solenoid, and will
therefore inhibit inboard airbrakes extension when active.
Inboard Airbrake "autoretract" order from SFCI 3 module (502CZ) acts on Inboard Airbrake extend solenoid, and will
therefore retract the inboard airbrakes and inhibit their extension when active.
Spoiler / Outboard Airbrakes
Spoiler / Outboard Airbrake "autoretract" order from SFCI 3 module (502CZ) acts:
− On Outboard Airbrake lock solenoid, and will therefore inhibit outboard airbrakes extension when active and
− On Spoiler control in the PFCS to retract and inhibit extension of the spoilers
Inboard Airbrake "autoretract" order from SFCI 4 module (402CZ) acts:
− On Outboard Airbrake extend solenoid, and will therefore retract the outboard airbrakes and inhibit their extension
when active
− On Spoiler control in the PFCS to retract and inhibit extension of the spoilers
Automatic Retraction Logic
The "autoretract" orders are activated by each of the following conditions:
− All four "autoretract" orders are activated by a stall protection signal from the PFCS
− All four "autoretract" orders are activated in case of Take-Off / Go-Around (TOGA) based on engine throttle lever
Take-Off position
NOTE: When airbrakes are automatically retracted, the airbrakes will not re-extend when the autoretract
conditions disappear. The pilot first has to confirm the retraction by returning the control handle to “AB 0”
before extension is achievable.
In addition, the two inboard airbrake "autoretract" signals are activated in flight with flaps not retracted for aircraft
flaps/airbrakes aerodynamic configuration management.
Figure 88
Inboard / Outboard - Airbrake Control System
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-141 R1
For Training Purposes Only Falcon 7X
AIRBRAKES COMPONENT CHART
202CD Airbrake Control Manifold R3001CD RH Inboard Airbrake Switch Sensor R9501CD RH Outboard Airbrake
Location: F26-27, FUEL EQUIPMENT BAY (151) Location: WING, INBOARD AIRBRAKE, RH (663) Location: WING, INBOARD AIRBRAKE, RH (663)
Access: Fuel Equipment Bay Door (151AL) Access: Not Applicable Access: Not Applicable
References: References: References:
Description: SDS 27-62-00 Description: SDS 27-61-00
Description: SDS 57-70-00
Wiring Diagram: WD 27-61-00 Wiring Diagram: WD 27-61-00
Wiring Diagram: None
Removal/Installation: TASK 27-62-05-900-801 Removal/Installation: TASK 27-61-01-900-801
Removal/Installation: TASK 57-70-01-900-801
L802CD LH Inboard Airbrake Actuator
L3101CD LH Outboard Airbrake Switch Sensor
Location: WING, INBOARD AIRBRAKE, LH (563)
Location: WING, INBOARD AIRBRAKE, LH (563)
Inboard Airbrake Actuator Adjustment Access Panel
Access: Access: Not Applicable
(561AB)
References: References:
Description: SDS 27-62-00 Description: SDS 27-61-00
Wiring Diagram: None Wiring Diagram: WD 27-61-00
Removal/Installation: TASK 27-62-01-900-801 Removal/Installation: TASK 27-61-01-900-801
R802CD RH Inboard Airbrake Actuator
R3101CD RH Outboard Airbrake Switch Sensor
Location: WING, INBOARD AIRBRAKE, RH (663)
Location: WING, INBOARD AIRBRAKE, RH (663)
Inboard Airbrake Actuator Adjustment Access Panel Access: Not Applicable
Access:
(661AB)
References:
References:
Description: SDS 27-61-00
Description: SDS 27-62-00 Wiring Diagram: WD 27-61-00
Wiring Diagram: None Removal/Installation: TASK 27-61-01-900-801
Removal/Installation: TASK 27-62-01-900-801
L1002CD LH Outboard Airbrake Actuator L9500CD LH Inboard Airbrake
Location: WING, OUTBOARD AIRBRAKE, LH (574) Location: WING, INBOARD AIRBRAKE, LH (563)
Outboard Airbrake Actuator Adjustment Access Access: Not Applicable
Access:
Panel (571AB) References:
References: Description: SDS 57-70-00
Description: SDS 27-62-00 Wiring Diagram: None
Wiring Diagram: None Removal/Installation: TASK 57-70-01-900-801
Removal/Installation: TASK 27-62-01-900-801
R9500CD RH Inboard Airbrake
R1002CD RH Outboard Airbrake Actuator
Location: WING, INBOARD AIRBRAKE, RH (663)
Location: WING, INBOARD AIRBRAKE, RH (663)
Access: Not Applicable
Outboard Airbrake Actuator Adjustment Access
Access: References:
Panel (671AB)
References: Description: SDS 57-70-00
Description: SDS 27-62-00 Wiring Diagram: None
Wiring Diagram: None Removal/Installation: TASK 57-70-01-900-801
Removal/Installation: TASK 27-62-01-900-801 L9501CD LH Outboard Airbrake
L3001CD LH Inboard Airbrake Switch Sensor
Location: WING, INBOARD AIRBRAKE, LH (563)
Location: WING, OUTBOARD AIRBRAKE, LH (574)
Access: Not Applicable Access: Not Applicable
References: References:
Description: SDS 27-61-00 Description: SDS 57-70-00
Wiring Diagram: WD 27-61-00 Wiring Diagram: None
Removal/Installation: TASK 27-61-01-900-801 Removal/Installation: TASK 57-70-01-900-801
27-142
R1
NOTES: NOTES:
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-143
R1
For Training Purposes Only Falcon 7X
Figure 89
Leading Edge Slats System
27-144
R1
SLAT CONTROL SYSTEM
Overview The Normal actuators are powered by hydraulic A and controlled through E3 power supply.
The aircraft is fitted with three slats on each wing:
− LH Inboard Slat (L9500CM) and the RH Inboard Slat (R9500CM) The Back-up actuators are powered by hydraulic B and controlled through E4 power supply.
− LH Middle Slat (L9501CM) and the RH Middle Slat (R9501CM)
− LH Outboard Slat (L9502CM) and the RH Outboard Slat (R9502CM)
The slats system includes:
− 2 Secondary Flight Controls Interface Modules: SFCI 3 Module (502CZ) and SFCI 4 Module (402CZ)
− 1 Slat Control Manifold (101CM)
− 2 Inboard Slat Actuators: LH Inboard Slat Actuator (L201CM) and RH Inboard Slat Actuator (R201CM)
− 2 Middle Slat Actuators: LH Middle Slat Actuator (L301CM) and RH Middle Slat Actuator (R301CM)
− 2 Outboard Slat Actuators: LH Outboard Slat Actuator (L401CM) and RH Outboard Slat Actuator (R401CM)
− 2 Back-Up Middle Slat Actuators: LH Middle Slat Back-Up Actuator (L501CM) and RH Middle Slat Back-Up Actuator
(R501CM)
− 2 Back-Up Outboard Slat Actuators: LH Outboard Slat Back-Up Actuator (L601CM) and RH Outboard Slat Back-Up
Actuator (R601CM)
− 12 Microswitches:
• LH Outboard Slat Extended Switch (L701CM) • LH Middle Slat Retracted Switch (L1001CM)
• RH Outboard Slat Extended Switch (R701CM) • RH Middle Slat Retracted Switch (R1001CM)
• LH Outboard Slat Retracted Switch (L801CM) • LH Inboard Slat Extended Switch (L1101CM)
• RH Outboard Slat Retracted Switch (R801CM) • RH Inboard Slat Extended Switch (R1101CM)
• LH Middle Slat Extended Switch (L901CM) • LH Inboard Slat Retracted Switch (L1201CM)
• RH Middle Slat Extended Switch (R901CM) • RH Inboard Slat Retracted Switch (R1201CM)
− 8 Slats Hooks:
• LH Outboard Slat Outboard Hook (L1301CM) • LH Outboard Slat Inboard Hook (L1401CM)
• LH Middle Slat Outboard Hook (L1501CM) • LH Middle Slat Inboard Hook (L1601CM)
• RH Middle Slat Outboard Hook (R1501CM) • RH Middle Slat Inboard Hook (R1601CM)
• RH Outboard Slat Inboard Hook (R1401CM) • RH Outboard Slat Inboard Hook (R1401CM)
The actuators and the microswitches are located on front spar wings whereas the SCM is located in a fuselage fairing.
The Slats Flaps and Airbrake Unit (SFAU) (9001CF) is located on the pedestal. The slats control system does the
functions that follow:
− Actuation of the six slats with:
• Normal pilot order
• Back-up pilot order (applicable to middle and outboard slats)
• Automatic order
− Position holding of the six slats
− Monitoring of the position of the six slats
Figure 90
Leading Edge Slats System
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-145 R1
For Training Purposes Only Falcon 7X
RH Inboard Slat Actuator (R201CM)
RH Middle and Outboard Slat Actuators
27-146
R1
SLAT CONTROL SYSTEM (CONTINUED) Middle/Outboard Slat Retract Switch
Components
Actuators
(L201CM/R201CM) (L301CM/R301CM) (L401CM/R401CM) (L501CM/R501CM)
They are differential hydraulic actuators fitted with swivel couplings. Normal and Back-up middle and outboard slat
actuators are differential section actuators with a nozzle inserted in the Extension coupling and protected by two screens
for each flow direction. The bearing of piston rod is fitted with a scraper to prevent sand and dust pollution. The rod-end
position can be adjusted to ensure surface setting. A restrictor is fitted inside the extension swivel coupling of the normal
and back up middle and outboard actuator to adjust the extension time duration to the desired value.
Inboard Slat Actuators
Inboard slat actuators are differential section actuators. The bearing of piston rod is fitted with a scraper to prevent sand
and dust pollution. The rod-end position can be adjusted to ensure surface setting.
Slat Position Microswitches
(L801CM/R801CM) (L901CM/R901CM) (L1001CM/R1001CM) (L1101CM/R1101CM) (L1201CM/R1201CM)
− Slats retracted: The microswitch trips as soon as the slat leaves the retracted position.
− Slats extended: The microswitch trips as soon as the slat is fully extended.
Inboard Slat Retract Switch
Slat Extended Switch
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-147 R1
For Training Purposes Only Falcon 7X
Slat Supply Selector Valve (1701CM) (A/C with M443 or SB 014)
SCM
Slat Control Manifold (SCM) (101CM) (Reference)
27-148
R1
SLAT CONTROL SYSTEM (CONTINUED)
Components (Continued)
Slat Control Manifold (SCM)(101CM)
The SCM (101CM) provides the hydraulic control for six normal actuators (inboard, middle and outboard) and four back-
up actuators (middle and outboard). The SCM (101CM) is divided into two parts, one powered by hydraulic System A
(normal control) and the other powered by hydraulic system B (back-up control).
Normal Actuator System
− A filter is located at the input,
− The extension chambers of the inboard actuators are pressurized through a selector valve controlled by a solenoid
valve,
− The retraction chambers of the inboard actuators are permanently supplied with High Pressure (HP). The line includes
a calibrated check valve and an accumulator, meant to hold the slats in retracted position when no hydraulic pressure
is supplied,
− A restrictor fitted on the extension chamber lines determines the inboard slat extension speed,
− The extension chambers of the middle and outboard normal actuators are pressurized through a selector valve
controlled by a solenoid valve,
− The retraction chambers of the middle and outboard normal actuators are pressurized through a selector valve
controlled by the same solenoid valve as that used for extension control,
− The retraction line includes a calibrated check valve and an accumulator, meant to hold the slats in retracted position
when no hydraulic pressure is supplied.
Back-Up Actuator System
− A filter is located at the input,
− The extension and retraction chambers of the middle and outboard back-up actuators are pressurized through two
selector valves controlled by a two-coil solenoid valve.
Slat Supply Selector (1701CM) (A/C with M443 or SB 014)
The slat control system is modified to prevent untimely retraction of the middle and outboard slats during pressure
increase in hydraulic system B when the aircraft is on ground. Indeed, after a long inactivity on ground, the slats may
extend due to SCM internal leakage or during a maintenance task. If SCM is first fed with hydraulic system B pressure,
then with hydraulic system A pressure, the middle slats retract before the inboard slats and it can cause damage to the
slats. A slat supply selector (1701CM) is installed on hydraulic system B lines upstream of the SCM.
Hydraulic system B pressure can only rise on SCM PRESS B port after hydraulic system A pressure has already risen on
SCM PRESS A port. Thus, the inboard slats always retract before the middle and outboard slats. If, after a failure,
hydraulic system A does not supply SCM any more, then hydraulic system B continues to supply SCM due to internal
hydraulically self maintaining.
An Internal spool isolates PRESS B SCM from hydraulic system B.
When hydraulic system A raises over 150 bars (2,176 PSI), a plunger compress a spring and pushes the spool, thus
hydraulic system B can flows to PRESS B SCM. In this position hydraulic system B also acts on the spool in order to
ensure a self maintaining.
In case of hydraulic system A loss, PRESS B SCM will remain connected to hydraulic system B even if hydraulic system
B decreases to a pressure equal 15 bars (217.6 PSI). Under this value, an internal spring will set the spool to its rest
position which connects PRESS B SCM to return.
The slat supply selector (1701CM) is located under the fuselage forward fairing (133AL).
Figure 91
Slat Supply Selector Valve (1701CM) (A/C with M443 or SB 014)
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-149 R1
For Training Purposes Only Falcon 7X
Middle Slat Outboard Slat
Figure 92
Slat Hook Installation
27-150
R1
SLAT CONTROL SYSTEM (CONTINUED)
Components (Continued)
Slat Hooks
When retracted, the middle and outboard slats are held back at each end by a slat hook in order to adapt the slat shape to
the bent wing profile. The slat hooks are fed by the hydraulic system B. Unlocking is fed on the same line as extension of
the back-up actuators, and locking is fed on the same line as retraction of the back-up actuators.
The flow to the retraction chamber is reduced by a nozzle. Thus, despite being fed simultaneously with the retraction Slat Hook Installation
chambers of the slat actuators, the slat hook fully lock after the slats are retracted. A back pressure spring valve set in
parallel with the nozzle allows the unlocking time of the slat hook to be as short as possible.
To prevent possible jamming of the rod inside the bearing, a wear pin is fitted between the piston rod and the dog support.
Secondary Flight Control Interface, SFCI 3 Module (502CZ) and SFCI 4 Module (402CZ)
Each SFCI includes two hardware lanes A & B and performs the following functions:
− Transmits commands to coils B1, B2, B31 of the SCM
− Receives the automatic commands, the flap "retracted" information and the manual slat extension enable signal from
the PFCS
− Receives information from all the slat position microswitches
− Supplies the positions of the slats to the PFCS
− Receives the normal pilot command from the SFAU
− Transmits the middle and outboard slat "extended" information to the SFAU
The SFCI 3 module (502CZ) module controls the middle/outboard slat normal actuators and the inboard slat actuators via
the E3 power source, The SFCI 4 module (402CZ) module controls the middle/outboard slat back-up actuators via the E4
power source.
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-151 R1
For Training Purposes Only Falcon 7X
Slat Indication on PDU
Figure 93
FCS Synoptic Page
27-152
R1
SLAT CONTROL SYSTEM (CONTINUED)
Components (Continued) HSI Display
Controls and Indicating Systems The following describes the symbols and labels displayed in each main slat operational configuration.
The slats control subsystem interfaces with the subsystem electrical flight control system that sends the information to the
EASy avionics system for display of the associated indications in the cockpit. Normal Manual Control
Control handle in "SF0" position – Slats (outboard, middle,
FCS Synoptic Page inboard) in retracted position:
The slat retracted position is indicated by a green line. − No symbol or label is displayed
The slat extended position is indicated by a green rectangle.
The slat moving is indicated by a green arrow. Control handle selected in "SF1" position – Slats are moving (first
outboard and middle, then inboard):
− The ‘Moving’ symbol flashing is displayed
When a CAS message relative with slats is triggered, the green color is replaced by amber color for the concerned slats. 1
The slat/flap/airbrake symbol is displayed in the HSI window when at least:
− One slat is extended, When all slats are extended (outboard, middle, and inboard) while
− One flap is extended, control handle in "SF1" position:
− One airbrake is extended, − The ‘Extended’ green symbol steady is displayed
1
− A CAS message related to slats control is triggered.
Slat configuration is indicated by graphic symbols:
− Slats not extended: the slat symbol is not displayed, Control handle returned to "SF0" position – Slats are moving back
to the retracted position (first inboard then outboard and middle):
− Slats moving: the green double arrow flashes,
− The ‘Moving’ symbol flashing is displayed
Slats extended in nominal conditions: slats symbol is steady green
When all slats are retracted (outboard, middle, and inboard)
− Return to initial configuration with no symbol or label displayed
Slats extended in nominal conditions: steady white outline and green fill
Slats extended in abnormal conditions: slats symbol is steady amber
Slats in no take off conditions: slats symbol flashes red
Amber X symbol is displayed in case of undetermined configuration
− Green labels: "AUTO", "B/U" for special operation indication
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-153 R1
For Training Purposes Only Falcon 7X
SLAT CONTROL SYSTEM (CONTINUED)
Components (Continued) Back-Up Manual Control
Automatic Control Selecting SFAU back-up slat control switch to the extension position causes outboard and middle slats to extend. The
display sequence that follows assumes a starting from the CLEAN configuration status.
The display sequence that follows assumes a starting from the CLEAN configuration status.
Back-up switch selected in extended position – Outboard and middle slats are moving, except the
When the PFCS controls an automatic slat extension, outboard and middle slats are moving:
inboard slats:
- the moving symbol flashing is displayed,
- the moving symbol flashing is displayed,
- the label ’AUTO’ is displayed below the moving symbol.
- the label 'B / U' is displayed below the moving symbol.
Once outboard and middle slats are extended:
Once outboard and middle slats are extended and as long as PFCS maintains the automatic slat
extension order: - the extended green symbol steady is displayed,
- the extended green symbol steady is displayed, - the label ‘B / U’ is displayed below the extended symbol.
- the label ’AUTO’ is displayed below the extended symbol.
When the PFCS resets the automatic slat extension order, outboard and middle slats are moving
back to the retracted position: Indication Related to Failure Conditions and Abnormal Configurations
- the moving symbol flashing is displayed,
The extended slat symbol is displayed steady amber when the CAS messages that follow comes on
- the label ’AUTO’ is removed below the moving symbol. in the CAS area:
- "FCS: SLATS M+O EXTEND FAIL" , - "FCS SLATS M+O RETRACT FAIL", - "FCS: SLATS INB
EXTEND FAIL".
When the outboard and middle slats are all retracted the slat synoptic recovers the CLEAN configuration status.
Inboard Slats Automatic Retraction On ground, when the "NO TAKE OFF" CAS message is triggered due to a bad slats configuration;
The display sequence that follows assumes a starting from the normal manually extended inboard slats status (control the extended slat symbol is displayed red flashing.
handle on "SF1" position).
When the PFCS controls an automatic inboard slats retraction and inboard slats are moving:
- the moving symbol flashing is displayed,
- the label ’AUTO’ is displayed below the moving symbol. When none of the logics involved in slat symbol or label display processing is valid, the extended
and moving symbols are removed and replaced by the steady amber undetermined symbol.
Once inboard slats are retracted and as long as PFCS maintains the automatic inboard slats
retraction order:
- the moving symbol is removed and replaced by the extended symbol corresponding to the
outboard and middle slats extension status set by the initial manual extension order,
- the label ’AUTO’ is maintained displayed.
When the PFCS resets the automatic slat retraction order, inboard slats are moving back to the
extended position:
- the moving symbol flashing is displayed,
- the label ’AUTO’ below the moving symbol is removed.
When the inboard slats are both extended the slat synoptic recovers its initial configuration i.e. extended configuration
status set by normal manual control.
27-154
R1
CAS Messages NOTES:
Cruise
Land
Park
Taxi
TO
Message Description
Caution (Amber) CAS Messages
"FCS: SLATS M+O AUTO Loss of slats automatic extension function.
A A A A A
FAIL"
"FCS: SLATS M+O EXTEND Middle and outboard slats extension not performed when
A A A A A
FAIL" normally controlled.
"FCS: SLATS INB EXTEND Inboard slats extension not performed when normally
A A A A A
FAIL" controlled.
"FCS SLATS M+O Untimely middle/outboard slat extension.
A A A A A
RETRACT FAIL"
"FCS: SLATS INB AUTO Loss of inboard slats automatic retraction function.
A A A - -
FAIL"
"FCS: SLATS M+O AUTO FAIL" Loss of M+O slats automatic extension function.
"FCS: SLATS M+O EXTEND FAIL" Middle and outboard slats extension not performed when normally controlled.
"FCS: SLATS INB EXTEND FAIL" Inboard slats extension not performed when normally controlled.
"FCS SLATS M+O RETRACT FAIL" Untimely middle/outboard slat extension.
"FCS: SLATS INB AUTO FAIL" Loss of inboard slats automatic retraction function.
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-155 R1
For Training Purposes Only Falcon 7X
Figure 94
Slat Hydraulic
27-156
R1
SLAT CONTROL SYSTEM (CONTINUED)
Operation
Pilot Normal Extension
Coil B1 is energized through the SFCI 3 module (502CZ) and, simultaneously, coil B31 is energized through the SFCI 4
module (402CZ), causing the HP to be applied to the extension chambers of the middle and outboard normal and back-up
actuators, and the Low Pressure (LP) to the retraction chambers and slat hooks. The middle and outboard slats extend,
powered by both the normal and back-up actuators.
When all four middle and outboard slats are fully extended (information from the microswitches), coil B2 is energized
through the SFCI 3 module (502CZ), causing the HP to be applied to the extension chambers of the inboard actuators.
The HP remains applied to the retraction chambers of the inboard actuators.
Pilot Normal Retraction
Coil B2 is first de-energized, causing the LP to be applied to the extension chambers of the inboard actuators. When both
inboard slats are fully retracted (information from the microswitches), and provided that all flaps are also fully retracted,
coils B1 and B31 are then de-energized, causing the HP to be applied to the retraction chambers of the middle and
outboard normal and back-up actuators, and the LP to the extension chambers and slat hooks.
The middle and outboard slats retract, powered by both the normal and back-up actuators. After a time delay greater than
the slat retraction time, the slat hooks lock.
Pilot Back-up Extension
Coil B32 is energized through the SFAU "BACK-UP SLATS" guarded switch, causing the HB high pressure to be applied
to the extension chambers of the middle and outboard back-up actuators and the slat hooks, and the HB low pressure to
the retraction chambers of the middle and outboard normal and back-up actuators. The middle and outboard slats extend,
powered by the back-up actuators and slat hooks. The "BACK-UP SLATS" guarded switch must not be used to retract the
slats in flight.
Automatic Control
Extension of Middle and Outboard Slats
Coils B31 and B1 are simultaneously energized through the SFCI 3 module (502CZ) and SFCI 4 module (402CZ),
causing:
− HB high pressure to be applied to the extension chambers of the back-up actuators and slat hooks,
− HB return pressure to be applied to the retraction chambers of the back-up actuators and slat hooks,
− HA high pressure to be applied to the extension chambers of the normal middle and outboard actuators,
− HA return pressure to be applied to the retraction chambers of the normal middle and outboard actuators,
− The middle and outboard slats extend, powered by both the normal and back-up actuators.
Retraction of Middle and Outboard Slats
Coils B31 and B1 are simultaneously de-energized through the SFCI3 and 4, causing:
− HB return pressure to be applied to the extension chambers of the back-up actuators and slat hooks,
− HB high pressure to be applied to the retraction chambers of the back-up actuators and slat hooks,
− HA return pressure to be applied to the extension chambers of the normal middle and outboard actuators,
− HA high pressure to be applied to the retraction chambers of normal middle and outboard actuators.
The middle and outboard slats retract, powered by both the normal and back-up actuators. After a time delay greater than
the slat retraction time, the slat hooks lock.
Retraction of Inboard Slats
Coil B2 is de-energized, causing the LP to be applied to the extension chambers of the inboard actuators. Figure 95
Slat Control System
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-157 R1
For Training Purposes Only Falcon 7X
OUTBOARD MIDDLE INBOARD
R801CM R701CM R1001CM R901CM R1201CM R1101CM
R E R E R E
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
1A2A
1B2B
1A2A
1B2B
1A2A
1B2B
1A2A
1B2B
1A2A
1B2B
1A2A
1B2B
48/20
49/20
50/20
51/20
52/20
53/20
55/22
56/22
57/22
58/22
59/22
54/22
T1 T1 T1 T1 T1 T1
CR
402
22
21
20
19
18
17
175
169
168
167
166
165
9001CF 4101FY 101CM
4 3
29 R200SP 19
R1000PM 9 15 BACKUP SLAT SW INDIC 20
21
9111CF 22
MID/OUT SLATS 146
SFC SLAT EMERG 23
184
148
149
150
148 232 234
177
163
162
161
J8 8 3 2 2 24 145
HYD. #B HYD. #B 234 232 148
Bus F1 185/22 186/22 23/22 25/22 200/22 R 403
F 1
187
127 10 M G 4 1
157
+28V R R R R R R R
3 196 9 197 K 63/22 K 90/22 23 91/24 82 + SFC14 (SD 27-00-10)
2.5A B B B B B B B
L L 24 83 AUTO EXT COND (SFCI 4B)
5
12
6
A18 3 5 5
15 24/22 J J
188/22 26/22 H 201/22 3 B
2 13 N 2 148 150
32
33
35
45
46
47
33
34
43
48
49
50
140JN AUTO EXT COND (SFCI 4A)
BACKUP 231
6
5
5
692274240 SLAT 147
HYD. #A 1 308
K
178/26
179/26
180/26
181/26
182/26
183/26
R R R R R R
138/26
139/26
140/26
141/26
142/26
143/26
1 H 93/22 25 95/24 6
MID/OUT SLATS B B B B B B
2 J 26 7 AUTO EXT COND (SFCI 3B)
12
12
1
1
6
403 308
AUTO EXT COND (SFCI 3A)
50
60
72
71
46
47
47
45
71
72
60
50
HYD. #A
RH OUTBOARD SLAT RETRAC R
RH OUTBOARD SLAT EXT R
RH MIDDLE SLAT RETRAC R
RH MIDDLE SLAT EXT R
RH INBOARD SLAT EXT R
RH INBOARD SLAT RETRAC R
RH INBOARD SLAT EXT R
RH MIDDLE SLAT EXT R
RH OUTBOARD SLAT EXT R
RH INBOARD SLAT RETRAC R
RH MIDDLE SLAT RETRAC R
RH OUTBOARD SLAT RETRAC R
R 61/22 R R R R R
3 F 92/22 16 94/24 4 + SFC13 (SD 27-00-10)
INT. SLATS B B B B B B
4 G 17 5 AUTO RETRACT COND (SFCI 3B)
SCM
LH OUTBOARD SLAT RETRAC R
LH OUTBOARD SLAT RETRAC R
AUTO RETRACT COND (SFCI 3A)
LH INBOARD SLAT RETRAC R
LH INBOARD SLAT RETRAC R
LH MIDDLE SLAT RETRAC R
LH MIDDLE SLAT RETRAC R
LH OUTBOARD SLAT EXT R
LH OUTBOARD SLAT EXT R
1
LH INBOARD SLAT EXT R
RHF
109 111/26
LH MIDDLE SLAT EXT R
TO FLAP LOGIC P 27 12 SLAT EXT INDIC1 2002CZ
110 112/26
N 28 13
CR 2 2 4
≥SF1
2 307
105 107/26
TO FLAP LOGIC 3 39 82 SLAT EXT INDIC2
106 108/26 83
2 40
Legend CR 13 13 12
15
16
17
25
35
45
45
35
25
17
16
15
≥SF1
403J/P WING SECONDARY EFCS CUT-OFF CONNECTOR 308 403
2
402J/P WING SECONDARY EFCS CUT-OFF CONNECTOR
113/26
114/26
115/26
116/26
117/26
118/26
70/26
71/26
72/26
73/26
74/26
75/26
234J/P BELLY FAIRING CUT-OFF CONNECTOR
232J/P CABIN/WING FILLET CUT-OFF CONNECTOR
4
231J/P CABIN/WING FILLET CUT-OFF CONNECTOR 147
3
150J/P FBW E3/RH BASIC ELEC CUT-OFF CONNECTOR
149
23
24
25
47
20
22
4
149J/P FBW E4/LH BASIC ELEC CUT-OFF CONNECTOR
148J/P FBW E4/RH BASIC ELEC CUT-OFF CONNECTOR
137
3
2
136
135
134
133
132
119
147J/P FBW E3/LH BASIC ELEC CUT-OFF CONNECTOR 23
120
121
122
123
124
24
22
410J/P GENERIC I/O MODULE 21
R1201CM RH INBOARD SLAT RETRACED SWITCH 20
L1201CM LH INBOARD SLAT RETRACTED SWITCH L200SP
19
R1101CM RH INBOARD SLAT EXTENDED SWITCH
126
127
128
129
130
131
L1101CM LH INBOARD SLAT ECTENDED SWITCH
R1001CM RH MIDDLE SLAT RETRACED SWITCH
CR
403
22
15/22 21
20
19
18
17
L1001CM LH MIDDLE SLAT RETRACTED SWITCH
R901CM RH MIDDLE SLAT EXTENDED SWITCH T1 T1 T1 T1 T1 T1
16/22
17/22
18/22
19/22
14/22
L901CM LH MIDDLE SLAT ECTENDED SWITCH
30/20
31/20
32/20
33/20
34/20
41/20
R801CM RH OUTBOARD SLAT RETRACED SWITCH
L801CM LH OUTBOARD SLAT RETRACTED SWITCH
2A1A
2B1B
2A1A
2B1B
2A1A
2B1B
2A1A
2B1B
2A1A
2B1B
2B1B
2A1A
R701CM RH OUTBOARD SLAT EXTENDED SWITCH
L701CM LH OUTBOARD SLAT ECTENDED SWITCH
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
/24AP
101CM SLAT CONTROL MANIFOLD
9001CF SFAU
2002CZ RH FRONT FCS RACK
R E R E R E
R1000PM RH FRONT SPDB
L801CM L701CM L1001CM L901CM L1201CM L1101CM
OUTBOARD MIDDLE INBOARD WD278100AA4007
Figure 96
Slats Secondary FCS
27-158
R1
SLATS COMPONENT CHART
9001CF SFAU R201CM RH Inboard Slat Actuator (A/C 31-999).
Location: COCKPIT, PYLON (224) Location: WING, INBOARD LEADING EDGE, RH (612) L401CM LH Outboard Slat Actuator
Access: Passenger Door (PAX) Wing Upper Surface Inboard Leading Edge
Location: WING, OUTBOARD LEADING EDGE, LH (532)
References: Access Panel (612AT), Wing Lower Surface
Access:
Description: SDS 27-80-00 Inboard Leading Edge Access Panel No.3 Wing Upper Surface Outboard Leading Edge
(612CB) Access Panel No.1 (532AT), Wing Lower
Wiring Diagram: WD 27-81-00
References: Surface Outboard Leading Edge Access Panel
Removal/Installation: TASK 27-51-01-900-801 Access: No.2 (532BB), Wing Upper Surface Outboard
Description: SDS 27-80-00
Leading Edge Access Panel No.2 (532BT), Wing
9011CF "SFC CTRL" Circuit Breaker Wiring Diagram: None
Lower Surface Outboard Leading Edge Access
Location: RH Front SPDB (R1000PM) Removal/Installation: TASK 27-80-05-900-801 Panel No.1 (532AB)
Access: Cockpit Lateral Lining No.5 (222XZ) References:
L301CM LH Middle Slat Actuator
References:
Location: WING, MIDDLE LEADING EDGE, LH (522) Description: SDS 27-80-00
Description: It prevents damage to the power supply line of
the SFAU (9001CF). Wing Upper Surface Middle Leading Edge Wiring Diagram: None
Access Panel No.1 (522AT), Wing Lower Removal/Installation: TASK 27-80-09-900-801
Wiring Diagram: WD 27-51-00
Access: Surface Middle Leading Edge Access Panel
Removal/Installation: TASK 24-62-21-900-801 No.3 (522CB), Wing Lower Surface Middle (A/C 1-30).
Leading Edge Access Panel No.4 (522DB) R401CM RH Outboard Slat Actuator
9111CF "SFC SLAT EMERG" Circuit Breaker
References: WING, OUTBOARD LEADING EDGE, RH
Location: RH Front SPDB (R1000PM) Location:
Description: SDS 27-80-00 (632)
Access: Cockpit Lateral Lining No.5 (222XZ)
Wiring Diagram: None Wing Upper Surface Outboard Leading Edge
References: Access Panel No.1 (632AT), Wing Lower
Removal/Installation: TASK 27-80-09-900-801
Description: It prevents damage to the power supply line of Access: Surface Outboard Leading Edge Access Panel
the SFAU (9001CF). R301CM RH Middle Slat Actuator No.2 (632BB), Wing Lower Surface Outboard
Wiring Diagram: WD 27-81-00 Location: WING, MIDDLE LEADING EDGE, RH (622) Leading Edge Access Panel No.1 (632AB)
Removal/Installation: TASK 24-62-21-900-801 Wing Upper Surface Middle Leading Edge References:
Access Panel No.1 (622AT), Wing Lower Description: SDS 27-80-00
101CM Slat Control Manifold Access: Surface Middle Leading Edge Access Panel Wiring Diagram: None
Location: F14-20, UNDER BODY FAIRING, LH (133) No.3 (622CB), Wing Lower Surface Middle Removal/Installation: TASK 27-80-09-900-801
Access: Wing Root Front Fairing (133DL) Leading Edge Access Panel No.4 (622DB)
References: References: (A/C 31-999).
Description: SDS 27-80-00 Description: SDS 27-80-00 R401CM RH Outboard Slat Actuator
Wiring Diagram: WD 27-81-00 Wiring Diagram: None WING, OUTBOARD LEADING EDGE, RH
Location:
Removal/Installation: TASK 27-80-01-900-801 Removal/Installation: TASK 27-80-09-900-801 (632)
Wing Upper Surface Outboard Leading Edge
L201CM LH Inboard Slat Actuator (A/C 1-30). Access Panel No.1 (632AT), Wing Lower
Location: WING, INBOARD LEADING EDGE, LH (512) L401CM LH Outboard Slat Actuator Surface Outboard Leading Edge Access Panel
Wing Upper Surface Inboard Leading Edge WING, OUTBOARD LEADING EDGE, LH Access: No.2 (632BB), Wing Upper Surface Outboard
Location: Leading Edge Access Panel No.2 (632BT),
Access Panel (512AT), Wing Lower Surface (532)
Access: Wing Lower Surface Outboard Leading Edge
Inboard Leading Edge Access Panel No.3 Wing Upper Surface Outboard Leading Edge
(512CB) Access Panel No.1 (532AT), Wing Lower Access Panel No.1 (632AB)
References: Access: Surface Outboard Leading Edge Access Panel References:
Description: SDS 27-80-00 No.2 (532BB), Wing Lower Surface Outboard Description: SDS 27-80-00
Leading Edge Access Panel No.1 (532AB) Wiring Diagram: None
Wiring Diagram: None
References: Removal/Installation: TASK 27-80-09-900-801
Removal/Installation: TASK 27-80-05-900-801
Description: SDS 27-80-00
Wiring Diagram: None
Removal/Installation: TASK 27-80-09-900-801
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-159 R1
For Training Purposes Only Falcon 7X
SLATS COMPONENT CHART (CONTINUED)
L501CM LH Middle Slat Back-Up Actuator (A/C 1 - 30). (A/C 1-30).
Location: WING, MIDDLE LEADING EDGE, LH (522) R601CM RH Outboard Slat Back-Up Actuator R701CM RH Outboard Slat Extended Switch
Wing Upper Surface Middle Leading Edge WING, OUTBOARD LEADING EDGE, RH WING, OUTBOARD LEADING EDGE, RH
Location: Location:
Access Panel No.1 (522AT), Wing Lower (632) (632)
Access: Surface Middle Leading Edge Access Panel Wing Upper Surface Outboard Leading Edge Wing Upper Surface Outboard Leading Edge
No.3 (522CB), Wing Lower Surface Middle Access Panel No.1 (632AT), Wing Lower Access Panel No.1 (632AT), Wing Lower
Leading Edge Access Panel No.4 (522DB) Access: Access:
Surface Outboard Leading Edge Access Panel Surface Outboard Leading Edge Access Panel
References: No.2 (632BB) No.3 (632CB)
Description: SDS 27-80-00 References: References:
Wiring Diagram: None Description: SDS 27-80-00 Description: SDS 27-80-00
Removal/Installation: TASK 27-80-13-900-801 Wiring Diagram: None Wiring Diagram: WD 27-81-00
Removal/Installation: TASK 27-80-13-900-801 Removal/Installation: TASK 27-80-17-900-801
R501CM RH Middle Slat Back-Up Actuator
Location: WING, MIDDLE LEADING EDGE, RH (622)
Wing Upper Surface Middle Leading Edge (A/C 31 - 999).
(A/C 31-999).
Access Panel No.1 (622AT), Wing Lower R601CM RH Outboard Slat Back-Up Actuator
WING, OUTBOARD LEADING EDGE, RH (632) R701CM RH Outboard Slat Extended Switch
Access: Surface Middle Leading Edge Access Panel Location:
No.3 (622CB), Wing Lower Surface Middle Wing Upper Surface Outboard Leading Edge Location: WING, OUTBOARD LEADING EDGE, RH (632)
Leading Edge Access Panel No.4 (622DB) Access Panel No.1 (632AT), Wing Lower Wing Upper Surface Outboard Leading Edge
References: Access: Surface Outboard Leading Edge Access Panel Access Panel No.1 (632AT), Wing Upper Surface
No.2 (632BB), Wing Upper Surface Outboard Access: Outboard Leading Edge Access Panel No.2
Description: SDS 27-80-00
Leading Edge Access Panel No.2 (632BT) (632BT), Wing Lower Surface Outboard Leading
Wiring Diagram: None Edge Access Panel No.3 (632CB)
Removal/Installation: TASK 27-80-13-900-801 References:
References:
Description: SDS 27-80-00
(A/C 1-30). Description: SDS 27-80-00
Wiring Diagram: None
L601CM LH Outboard Slat Back-Up Actuator Wiring Diagram: WD 27-81-00
Removal/Installation: TASK 27-80-13-900-801
WING, OUTBOARD LEADING EDGE, LH Removal/Installation: TASK 27-80-17-900-801
Location: (A/C 1 - 30).
(532)
(A/C 1-30).
Wing Upper Surface Outboard Leading Edge L701CM LH Outboard Slat Extended Switch
WING, OUTBOARD LEADING EDGE, LH L801CM LH Outboard Slat Retracted Switch
Access Panel No.1 (532AT), Wing Lower
Location: Location: WING, OUTBOARD LEADING EDGE, LH (532)
Access: Surface Outboard Leading Edge Access Panel (532)
No.2 (532BB), Wing Lower Surface Outboard Wing Upper Surface Outboard Leading Edge Wing Upper Surface Outboard Leading Edge
Leading Edge Access Panel No.3 (532CB) Access Panel No.1 (532AT), Wing Lower Access Panel No.1 (532AT), Wing Lower
Access: Access:
References: Surface Outboard Leading Edge Access Panel Surface Outboard Leading Edge Access Panel
No.3 (532CB) No.3 (532CB)
Description: SDS 27-80-00
References: References:
Wiring Diagram: None
Description: SDS 27-80-00 Description: SDS 27-80-00
Removal/Installation: TASK 27-80-13-900-801
Wiring Diagram: WD 27-81-00 Wiring Diagram: WD 27-81-00
(A/C 31 - 999). Removal/Installation: TASK 27-80-17-900-801 Removal/Installation: TASK 27-80-17-900-801
L601CM LH Outboard Slat Back-Up Actuator (A/C 31-99).
Location: WING, OUTBOARD LEADING EDGE, LH (532) (A/C 31 - 999). L801CM LH Outboard Slat Retracted Switch
Wing Upper Surface Outboard Leading Edge L701CM LH Outboard Slat Extended Switch WING, OUTBOARD LEADING EDGE, LH
Location:
Access Panel No.1 (532AT), Wing Lower Location: WING, OUTBOARD LEADING EDGE, LH (532) (532)
Surface Outboard Leading Edge Access Panel Wing Upper Surface Outboard Leading Edge Wing Upper Surface Outboard Leading Edge
Access: No.2 (532BB), Wing Upper Surface Outboard Access Panel No.1 (532AT), Wing Upper Access Panel No.1 (532AT), Wing Upper
Leading Edge Access Panel No.2 (532BT), Access: Surface Outboard Leading Edge Access Panel Access: Surface Outboard Leading Edge Access Panel
Wing Lower Surface Outboard Leading Edge No.2 (532BT), Wing Lower Surface Outboard No.2 (532BT), Wing Lower Surface Outboard
Access Panel No.3 (532CB) Leading Edge Access Panel No.3 (532CB) Leading Edge Access Panel No.3 (532CB)
References: References: References:
Description: SDS 27-80-00 Description: SDS 27-80-00 Description: SDS 27-80-00
Wiring Diagram: None Wiring Diagram: WD 27-81-00 Wiring Diagram: WD 27-81-00
Removal/Installation: TASK 27-80-13-900-801 Removal/Installation: TASK 27-80-17-900-801 Removal/Installation: TASK 27-80-17-900-801
27-160
R1
(A/C 1-30). L1001CM LH Middle Slat Retracted Switch R1201CM RH Inboard Slat Retracted Switch
R801CM RH Outboard Slat Retracted Switch Location: WING, MIDDLE LEADING EDGE, LH (522) Location: WING, INBOARD LEADING EDGE, RH (612)
WING, OUTBOARD LEADING EDGE, RH Wing Upper Surface Middle Leading Edge Wing Upper Surface Inboard Leading Edge
Location:
(632) Access Panel No.2 (522BT), Wing Lower Access Panel (612AT), Wing Lower Surface
Access: Access:
Wing Upper Surface Outboard Leading Edge Surface Middle Leading Edge Access Panel Inboard Leading Edge Access Panel No.2
Access Panel No.1 (632AT), Wing Lower No.4 (522DB) (612BB)
Access:
Surface Outboard Leading Edge Access Panel References:
No.3 (632CB) References:
Description: SDS 27-80-00
References: Wiring Diagram: WD 27-81-00 Description: SDS 27-80-00
Description: SDS 27-80-00 Removal/Installation: TASK 27-80-17-900-801 Wiring Diagram: WD 27-81-00
Wiring Diagram: WD 27-81-00 R1001CM RH Middle Slat Retracted Switch Removal/Installation: TASK 27-80-17-900-801
Removal/Installation: TASK 27-80-17-900-801 Location: WING, MIDDLE LEADING EDGE, RH (622)
(A/C 1-30).
Wing Upper Surface Middle Leading Edge
(A/C 31-999). L1301CM LH Outboard Slat Outboard Hook
Access Panel No.2 (622BT), Wing Lower
R801CM RH Outboard Slat Retracted Switch Access: Location: WING, OUTBOARD LEADING EDGE, LH (532)
Surface Middle Leading Edge Access Panel
WING, OUTBOARD LEADING EDGE, RH No.4 (622DB) Wing Upper Surface Outboard Leading Edge
Location:
(632) References: Access Panel No.1 (532AT), Wing Lower
Access:
Wing Upper Surface Outboard Leading Edge Surface Outboard Leading Edge Access Panel
Description: SDS 27-80-00
Access Panel No.1 (632AT), Wing Upper No.4 (532DB)
Wiring Diagram: WD 27-81-00
Access: Surface Outboard Leading Edge Access Panel References:
No.2 (632BT), Wing Lower Surface Outboard Removal/Installation: TASK 27-80-17-900-801
Description: SDS 27-80-00
Leading Edge Access Panel No.3 (632CB) L1101CM LH Inboard Slat Extended Switch Wiring Diagram: None
References: Location: WING, INBOARD LEADING EDGE, LH (512) Removal/Installation: TASK 27-80-13-900-801
Description: SDS 27-80-00 Wing Upper Surface Inboard Leading Edge
Wiring Diagram: WD 27-81-00 Access Panel (512AT), Wing Lower Surface (A/C 31-999).
Access:
Removal/Installation: TASK 27-80-17-900-801 Inboard Leading Edge Access Panel No.3 L1301CM LH Outboard Slat Outboard Hook
(512CB)
WING, OUTBOARD LEADING EDGE, LH
L901CM LH Middle Slat Extended Switch References: Location:
(532)
Location: WING, MIDDLE LEADING EDGE, LH (522) Description: SDS 27-80-00
Wing Upper Surface Outboard Leading Edge
Wing Upper Surface Middle Leading Edge Wiring Diagram: WD 27-81-00 Access Panel No.1 (532AT), Wing Upper
Access Panel No.2 (522BT), Wing Lower Removal/Installation: TASK 27-80-17-900-801
Access: Access: Surface Outboard Leading Edge Access Panel
Surface Middle Leading Edge Access Panel
No.2 (532BT), Wing Lower Surface Outboard
No.4 (522DB) R1101CM RH Inboard Slat Extended Switch Leading Edge Access Panel No.4 (532DB)
References: Location: WING, INBOARD LEADING EDGE, RH (612) References:
Description: SDS 27-80-00 Wing Upper Surface Inboard Leading Edge
Access Panel (612AT), Wing Lower Surface Description: SDS 27-80-00
Wiring Diagram: WD 27-81-00
Access: Wiring Diagram: None
Removal/Installation: TASK 27-80-17-900-801 Inboard Leading Edge Access Panel No.3
(612CB) Removal/Installation: TASK 27-80-13-900-801
R901CM RH Middle Slat Extended Switch References:
(A/C 1-30).
Location: WING, MIDDLE LEADING EDGE, RH (622) Description: SDS 27-80-00
Wing Upper Surface Middle Leading Edge R1301CM RH Outboard Slat Outboard Hook
Wiring Diagram: WD 27-81-00
Access Panel No.2 (622BT), Wing Lower WING, OUTBOARD LEADING EDGE, RH
Access: Removal/Installation: TASK 27-80-17-900-801 Location:
Surface Middle Leading Edge Access Panel (632)
No.4 (622DB) L1201CM LH Inboard Slat Retracted Switch Wing Upper Surface Outboard Leading Edge
References: Location: WING, INBOARD LEADING EDGE, LH (512) Access Panel No.1 (632AT), Wing Lower
Access:
Surface Outboard Leading Edge Access Panel
Description: SDS 27-80-00 Wing Upper Surface Inboard Leading Edge No.4 (632DB)
Wiring Diagram: WD 27-81-00 Access Panel (512AT), Wing Lower Surface
Access: References:
Removal/Installation: TASK 27-80-17-900-801 Inboard Leading Edge Access Panel No.2
(512BB) Description: SDS 27-80-00
References: Wiring Diagram: None
Description: SDS 27-80-00 Removal/Installation: TASK 27-80-13-900-801
Wiring Diagram: WD 27-81-00
Removal/Installation: TASK 27-80-17-900-801
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-161 R1
For Training Purposes Only Falcon 7X
SLATS COMPONENT CHART (CONTINUED)
(A/C 31-999). R1501CM RH Middle Slat Outboard Hook L9501CM LH Middle Slat
R1301CM RH Outboard Slat Outboard Hook Location: WING, MIDDLE LEADING EDGE, RH (622) Location: WING, MIDDLE SLAT, LH (521)
WING, OUTBOARD LEADING EDGE, RH Wing Upper Surface Middle Leading Edge
Location:
(632) Access Panel No.2 (622BT), Wing Lower Access: Not Applicable
Access:
Wing Upper Surface Outboard Leading Edge Surface Middle Leading Edge Access Panel References:
Access Panel No.1 (632AT), Wing Upper No.4 (622DB)
Description: SDS 27-80-00
Access: Surface Outboard Leading Edge Access Panel References:
No.2 (632BT), Wing Lower Surface Outboard Wiring Diagram: None
Description: SDS 27-80-00
Leading Edge Access Panel No.4 (632DB) Removal/Installation: TASK 57-45-09-900-801
Wiring Diagram: None
References:
Removal/Installation: TASK 27-80-13-900-801 R9501CM RH Middle Slat
Description: SDS 27-80-00
Location: WING, MIDDLE SLAT, RH (621)
Wiring Diagram: None L1601CM LH Middle Slat Inboard Hook
Access: Not Applicable
Removal/Installation: TASK 27-80-13-900-801 Location: WING, MIDDLE LEADING EDGE, LH (522)
References:
Wing Upper Surface Middle Leading Edge
L1401CM LH Outboard Slat Inboard Hook Access Panel No.1 (522AT), Wing Lower Description: SDS 27-80-00
Access: Wiring Diagram: None
Location: WING, OUTBOARD LEADING EDGE, LH (532) Surface Middle Leading Edge Access Panel
Wing Upper Surface Middle Leading Edge No.2 (522BB) Removal/Installation: TASK 57-45-09-900-801
Access Panel No.2 (522BT), Wing Lower References:
Access: L9502CM LH Outboard Slat
Surface Outboard Leading Edge Access Panel Description: SDS 27-80-00
No.1 (532AB) Location: WING, OUTBOARD SLAT, LH (531)
Wiring Diagram: None
References: Access: Not Applicable
Removal/Installation: TASK 27-80-13-900-801
Description: SDS 27-80-00 References:
Wiring Diagram: None R1601CM RH Middle Slat Inboard Hook Description: SDS 27-80-00
Removal/Installation: TASK 27-80-13-900-801 Location: WING, MIDDLE LEADING EDGE, RH (622) Wiring Diagram: None
Wing Upper Surface Middle Leading Edge Removal/Installation: TASK 57-45-13-900-801
R1401CM RH Outboard Slat Inboard Hook Access Panel No.1 (622AT), Wing Lower
WING, OUTBOARD LEADING EDGE, RH Access:
Surface Middle Leading Edge Access Panel R9502CM RH Outboard Slat
Location:
(632) No.2 (622BB) Location: WING, OUTBOARD SLAT, RH (631)
Wing Upper Surface Middle Leading Edge References: Access: Not Applicable
Access Panel No.2 (622BT), Wing Lower Description: SDS 27-80-00
Access: References:
Surface Outboard Leading Edge Access Panel
Wiring Diagram: None Description: SDS 27-80-00
No.1 (632AB)
Removal/Installation: TASK 27-80-13-900-801 Wiring Diagram: None
References:
Removal/Installation: TASK 57-45-13-900-801
Description: SDS 27-80-00 (A/C with M443 or SB 014).
Wiring Diagram: None 1701CM Slat Supply Selector 114CZ "SFC RF E4" Circuit Breaker
Removal/Installation: TASK 27-80-13-900-801 Location: F14-20, UNDER BODY FAIRING, LH (133) Location: F8-9, OVER FLOOR, RH CABINET (232)
L1501CM LH Middle Slat Outboard Hook Access: Fuselage Forward Fairing (133AL) Access: Cockpit Lateral Lining No.5 (222XZ)
Location: WING, MIDDLE LEADING EDGE, LH (522) References: References:
Wing Upper Surface Middle Leading Edge Description: SDS 27-80-00 Description: It prevents damage to the power supply line of
Access Panel No.2 (522BT), Wing Lower Wiring Diagram: None the SFCI 4 Module (402CZ).
Access:
Surface Middle Leading Edge Access Panel Removal/Installation: TASK 27-80-21-900-801 Wiring Diagram: WD 27-00-10
No.4 (522DB) Removal/Installation: TASK 24-62-21-900-801
References: L9500CM LH Inboard Slat
Description: SDS 27-80-00 Location: WING, INBOARD SLAT, LH (511) 213CZ "SFC LF E3" Circuit Breaker
Wiring Diagram: None Access: Not Applicable Location: F8-9, OVER FLOOR, LH CABINET (231)
Removal/Installation: TASK 27-80-13-900-801 References: Access: Cockpit Lateral Lining No.5 (221XZ)
Description: SDS 27-80-00 References:
Wiring Diagram: None Description: It prevents damage to the power supply line of
Removal/Installation: TASK 57-45-01-900-801 the SFCI 3 Module (502CZ).
Wiring Diagram: WD 27-00-10
Removal/Installation: TASK 24-62-21-900-801
27-162
R1
402CZ SFCI 4 Module FLIGHT CONTROLS MAINTENANCE CONSIDERATIONS
Location: RH Front FCS Rack (2002CZ)
Flight Control System Maintenance and Safety Precautions
Access: Cockpit Lateral Lining No.6 (222YZ)
General Precautions
References:
Obey the general maintenance and safety precautions.
Description: SDS 27-80-00
Wiring Diagram: None
The aircraft must be in “clean” condition, i.e.:
Removal/Installation: TASK 27-90-01-900-801
− The systems which have an interaction with the flight controls must not be in degraded mode or in failed condition, to
502CZ SFCI 3 Module prevent an adverse effect on the running of the tests.
Location: RH Front FCS Rack (2002CZ)
Access: Cockpit Lateral Lining No.6 (222YZ) All actions on one or more flight control components must be done with great composure and reflection.
References:
Description: SDS 27-80-00 Make sure that the access platforms and step-ladders installed around the aircraft are of the correct dimensions and that
the maintenance personnel know all the risks related to the deflection of movable flight control components (e.g.: the
Wiring Diagram: None
automatic pre-positioning of the horizontal stabilizer.
Removal/Installation: TASK 27-90-01-900-801
Flight Control System Safety Precautions
General Precautions
1) It is mandatory for the maintenance operators to be familiar with the “Flight Controls – Maintenance” description
section before they start maintenance on the Flight Control System.
2) Obey all local safety regulations during maintenance on the flight control system.
3) Appropriate safety fences and warning lights must be installed around the aircraft if the flight control surfaces are
deflected during maintenance. Appropriate safety fences and warning lights must also be installed around the aircraft
if particular conditions exist
4) Hydraulic or electrical power must not be applied during the removal/installion of the flight control surface deflection
measuring fixtures.
5) Hydraulic or electrical power must not be applied during the removal/installation of a flight control system component.
6) Do not start a triggered built-in test on the flight control system under the conditions that follow:
a) If the aircraft is on jacks,
b) If an equipment item is missing, which could inhibit the test or generate multiple failures, except for possible
dispatched electronic modules (MMEL) (in this case the test duration can vary from 1 minute to 4 minutes).
7) Make sure that the personnel inside or near the aircraft know that the adjustment or the test of the flight controls is in
progress.
NOTE: This is to prevent an accidental operation of the flight controls.
8) Make sure that the access platforms and other objects are sufficiently far from the maneuvering spaces of the flight
controls.
NOTE: This will permit full and free movement of the flight controls.
9) Make sure that the flight control components are correctly installed. Make also sure that the flight control rods are
correctly installed on the bellcranks.
10) Make sure that the flight control surfaces and the mechanical links can move freely.
11) Make sure that the adjustable flight control rods are locked and safetied after adjustment.
12) After adjustments, make sure that all the rigging pins, tools and equipment are removed.
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-163 R1
For Training Purposes Only Falcon 7X
FLIGHT CONTROLS MAINTENANCE CONSIDERATIONS (CONTINUED)
Flight Control System Maintenance and Safety Precautions (Continued) Be careful: the horizontal stabilizer (9500CH) moves automatically to - 6° when the aircraft is in the configuration that
Flight Control Channel Specific Precautions follows (automatic pre-positioning mode):
NOTE: When you work on a flight control channel and near another flight control channel (e.g.: operation on the − Ground configuration
ailerons, near the airbrakes and the flaps), obey the maintenance and safety precautions applicable to all − Flaps moved from fully retracted to not fully retracted
the channels concerned. − Electrical system energized
− All hydraulic systems pressurized
Ailerons − IAS ≤ 55 kts
Before a maintenance task on the ailerons: − On the overhead panel (5000PM), the "PROBE 1+2" pushbutton (R9810PM), the "PROBE 3" pushbutton (R9820PM)
− On the RH rear SPDB (R2000PM), open and lock the "FBW RR E4 SOL" circuit breaker (414CZ) and the "PROBE 4" pushbutton (R9830PM) are set to the ON position
− On the RH PPDB (6000PC), open and lock the "FBW B/U UNIT" circuit breaker (212CL) − All circuit breakers and SSPCs are closed
− Open and lock the "FBW LR E3 SOL" SSPC (313CZ) and "FBW LR E3" SSPC (413CZ)
− On the maintenance panel (1010TP), make sure that the "TEST E2" switch (L511CZ) and "TEST E1" switch Be careful: the horizontal stabilizer (9500CH) moves automatically to 0° when the aircraft is in the configuration that
(R511CZ) are set to OFF position follows (automatic pre-positioning mode):
− Ground configuration
To prevent deflection of the ailerons, install the applicable warning signs and warning placards on the trim unit (106CZ) − Flaps moved from extended to fully retracted
and near the LH pilot sidestick (101CK) and the RH pilot sidestick (201CK). − Electrical system energized
− all hydraulic systems pressurized
Spoilers − IAS ≤ 55 kts
Be careful: the spoilers (L9501CR) and (R9501CR) extend (Electrical Back-up Hydraulic Actuator (EBHA) function) when − On the overhead panel (5000PM), the "PROBE 1+2" pushbutton (R9810PM), the "PROBE 3" pushbutton (R9820PM)
the aircraft is in the configuration that follows: and the "PROBE 4" pushbutton (R9830PM) are set to the ON position
− In-flight configuration − All circuit breakers and SSPCs are closed
− Electrical system energized
− Hydraulic system C de-pressurized Be careful: the horizontal stabilizer (9500CH) moves automatically down by 1° when the aircraft is in the configuration that
− Airbrake lever of the SFAU (9001CF) not in the “0” position follows (back-up mode):
− Ground configuration
To prevent extension of the spoilers, open and lock the "FBW B/U UNIT" circuit breaker (212CL). − Electrical system energized
− Pressure released from all hydraulic systems
NOTE: When the airbrake lever of the SFAU (9001CF) is between the “0” and “1” positions, the spoilers − On the overhead panel (5000PM), the "PROBE 1+2" pushbutton (R9810PM), the "PROBE 3" pushbutton (R9820PM)
(L9501CR) and (R9501CR) extend proportionally to the airbrake lever position. and the "PROBE 4" pushbutton (R9830PM) are set to the ON position
− All circuit breakers and SSPCs are closed
When the airbrake lever of the SFAU (9001CF) is between the “1” and “2” positions, the spoilers (L9501CR) and
(R9501CR) fully extend. To inhibit these automatic and back-up modes in the configurations described above:
− On the LH front SPDB (L1000PM), open and lock the "ADSP 1 CH A HEAT" circuit breaker (L211DA), the "ADSP 2
Before a maintenance task on the spoilers: CH A HEAT" circuit breaker (R211DA) the "ADSP 3 CH A HEAT" circuit breaker (L311DA) and the "ADSP 4 CH A
− On the RH PPDB (6000PC), open and lock the "FBW B/U UNIT" circuit breaker (212CL) HEAT" circuit breaker (R311DA)
− On the maintenance panel (1010TP), make sure that the "TEST E2" switch (L511CZ) and "TEST E1" switch − On the RH front SPDB (R1000PM), open and lock the "ADSP 1 CH B HEAT" circuit breaker (L411DA), the "ADSP 2
(R511CZ) are set to OFF position CH B HEAT" circuit breaker (R411DA), the "ADSP 3 CH B HEAT" circuit breaker (L511DA) and the "ADSP 4 CH B
HEAT" circuit breaker (R511DA)
To prevent deflection of the spoilers, install the applicable warning signs and warning placards on the SFAU (9001CF)
and near the LH pilot sidestick (101CK) and the RH pilot sidestick (201CK). Before a maintenance task on the horizontal stabilizer:
− On the LH PPDB (5000PC), open and lock the "FBW STAB E3" circuit breaker (311CH)
− On the RH PPDB (6000PC), open and lock the "FBW STAB E4" circuit breaker (R311CH) and "FBW B/U STAB"
circuit breaker (411CH)
− On the maintenance panel (1010TP), make sure that the "TEST E2" switch (L511CZ) and "TEST E1" switch
(R511CZ) are set to OFF position
To prevent deflection of the horizontal stabilizers, install the applicable warning signs and warning placards on the trim
unit (106CZ).
27-164
R1
Elevators NOTES:
Before a maintenance task on the elevators:
− On the RH rear SPDB (R2000PM), open and lock the "FBW RR E4 SOL" circuit breaker (414CZ),
− Open and lock the "FBW LR E3 SOL" SSPC (313CZ) and "FBW LR E3" SSPC (413CZ)
− On the RH PPDB (6000PC), open and lock the "FBW B/U UNIT" circuit breaker (212CL)
− On the maintenance panel (1010TP), make sure that the "TEST E2" switch (L511CZ) and "TEST E1" switch
(R511CZ) are set to OFF position
To prevent deflection of the elevators, install the applicable warning signs and warning placards on the trim unit (106CZ)
and near the LH pilot sidestick (101CK) and the RH pilot sidestick (201CK).
Rudder
Before a maintenance task on the rudder:
− On the RH rear SPDB (R2000PM), open and lock the "FBW RR E4 SOL" circuit breaker (414CZ)
− On the RH PPDB (6000PC), open and lock the "FBW B/U UNIT" circuit breaker (212CL), "FBW STAB E4" circuit
breaker (R311CH), "FBW B/U STAB" circuit breaker (411CH)
− Open and lock the "FBW LR E3 SOL" SSPC (313CZ) and "FBW LR E3" SSPC (413CZ)
− On the maintenance panel (1010TP), make sure that the "TEST E2" switch (L511CZ) and "TEST E1" switch
(R511CZ) are set to OFF position
To prevent deflection of the rudder, install the applicable warning signs and warning placards on the trim unit (106CZ) and
near the LH rudder/brake pedals (L201CL) and the RH rudder/brake pedals (R201CL).
Airbrakes
Before a maintenance task on the airbrakes:
− On the LH front SPDB (L1000PM), open and lock the "SFC LF E3" circuit breaker (213CZ) and "SFC CTRL" circuit
breaker (9011CF)
− On the RH front SPDB (R1000PM), open and lock the "SFC RF E4" circuit breaker (114CZ)
To prevent deflection of the airbrakes, install the applicable warning signs and warning placards on the SFAU (9001CF).
Slats
Before a maintenance task on the slats:
− On the LH front SPDB (L1000PM), open and lock the "SFC LF E3" circuit breaker (213CZ) and "SFC CTRL" circuit
breaker (9011CF)
− On the RH front SPDB (R1000PM), open and lock the "SFC RF E4" circuit breaker (114CZ) and "SFC SLAT EMERG"
circuit breaker (9111CF)
To prevent deflection of the slats, install the applicable warning signs and warning placards on the SFAU (9001CF).
Flaps
Before a maintenance task on the flaps:
− on the LH front SPDB (L1000PM), open and lock the "SFC LF E3" circuit breaker (213CZ) and "SFC CTRL" circuit
breaker (9011CF)
− On the RH front SPDB (R1000PM), open and lock the "SFC RF E4" circuit breaker (114CZ)
To prevent deflection of the flaps, install the applicable warning signs and warning placards on the SFAU (9001CF).
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-165 R1
For Training Purposes Only Falcon 7X
MODULAR ELECTRONIC FLIGHT CONTROL SYSTEM (FCS) AND COCKPIT CONTROLS
COMPONENT CHART
101CK LH Pilot Sidestick 101CZ LH Front Power 4 Module L107CZ FCS PMA Converter 2
Location: COCKPIT, SIDE CONSOLE, LH (225) Location: LH Front FCS Rack (2001CZ) Location: F41-44, SERVICING COMP, RH (312)
Access: Cockpit Lateral Lining No.2 (221TZ) Cockpit Lateral Lining No.6 (221YZ), Cockpit Latera Access: Servicing Compartment Door (MSD)
Access:
References: Lining No.5 (221XZ) References:
Description: SDS 27-91-00 References: Description: SDS 27-90-00
Wiring Diagram: WD 27-11-00/WD 27-12-00/WD 27-31- Description: SDS 27-97-00 Wiring Diagram: WD 27-00-10
00/WD 27-32-00/WD 27-90-00/WD 27-90-10 Wiring Diagram: None Removal/Installation: TASK 24-34-09-900-801
Removal/Installation: TASK 27-91-01-900-801 Removal/Installation: TASK 27-90-01-900-801
R107CZ FCS PMA Converter 1
201CK RH Pilot Sidestick 103CZ LH Rear Power 3 Module
Location: F41-44, SERVICING COMP, RH (312)
Location: COCKPIT, SIDE CONSOLE, RH (226) Location: LH Rear FCS Rack (2003CZ)
Access: Cockpit Lateral Lining No.2 (222TZ) Frame 39 Lower Lining (271MZ), Frame 40 Lower Access: Servicing Compartment Door (MSD)
Access:
References: Lining (271PZ), Frame 40 Middle Lining (271OZ)
References:
Description: SDS 27-91-00 References:
Description: SDS 27-90-00
Wiring Diagram: WD 27-11-00/WD 27-12-00/WD 27-31-00/WD Description: SDS 27-97-00
Wiring Diagram: WD 27-00-10
27-32-00/WD 27-90-00/WD 27-90-10 Wiring Diagram: None
Removal/Installation: TASK 24-34-09-900-801
Removal/Installation: TASK 27-91-01-900-801 Removal/Installation: TASK 27-90-01-900-802
113CZ "FBW LF E3" Circuit Breaker
9530CK LH Pilot Sidestick Handle 104CZ RH Rear Power 1 Module
Location: LH Front SPDB (L1000PM)
Location: LH Pilot Sidestick (101CK) Location: RH Rear FCS Rack (2004CZ)
Access: Cockpit Lateral Lining No.5 (221XZ)
Access: Cockpit Lateral Lining No.2 (221TZ) Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access: References:
References: Lining (272QZ), Frame 40 Middle Lining (272PZ)
Description: It prevents damage to the power supply line of the
Description: SDS 27-91-00 References:
LH Front FCS Rack (2001CZ).
Wiring Diagram: None Description: SDS 27-97-00
Wiring Diagram: WD 27-00-10
Removal/Installation: Not documented Wiring Diagram: None
Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 27-90-01-900-804
9540CK RH Pilot Sidestick Handle 114CZ "SFC RF E4" Circuit Breaker
Location: RH Pilot Sidestick (201CK) 105CZ Back-Up Electronic Box
Location: RH Front SPDB (R1000PM)
Access: Cockpit Lateral Lining No.2 (222TZ) Location: F12-20, UNDER CABIN FLOOR, LH (131)
Access: Cockpit Lateral Lining No.5 (222XZ)
References: Access: Cabin Floor (121GZ)
References:
Description: SDS 27-91-00 References:
Description: It prevents damage to the power supply line of the
Wiring Diagram: None Description: SDS 27-90-00 RH Front FCS Rack (2002CZ).
Removal/Installation: Not documented Wiring Diagram: WD 27-04-00/WD 27-35-00/WD 27-44-00 Wiring Diagram: WD 27-00-10
Removal/Installation: TASK 27-95-01-900-801 Removal/Installation: TASK 24-62-21-900-801
212CL "FBW B/U UNIT" Circuit Breaker
Location: RH PPDB (6000PC) 106CZ Trim Unit 201CZ LH Front Power 2 Module
Access: Frame 40 Center Lining (271RZ) Location: COCKPIT, PYLON (224) Location: LH Front FCS Rack (2001CZ)
References: Pedestal Middle Lining (221MZ), Pedestal Rear Lining Cockpit Lateral Lining No.6 (221YZ), Cockpit
Access: (221NZ), Pedestal Middle Access Panel (221PZ) Access:
Description: It prevents damage to the Back-Up Electronic Lateral Lining No.5 (221XZ)
Box (105CZ). Pedestal Rear Access Panel (221QZ)
References:
Wiring Diagram: WD 27-35-00 References:
Description: SDS 27-97-00
Removal/Installation: TASK 24-61-21-900-801 Description: SDS 27-91-00
Wiring Diagram: None
Wiring Diagram: WD 27-11-00/WD 27-31-00/WD 27-35-00
Removal/Installation: TASK 27-90-01-900-801
Removal/Installation: TASK 27-91-05-900-801
27-166
R1
212CZ "FBW TEST E1" SSPC 304CZ Rudder N1 Module 404CZ Rudder N2 Module
Location: RH Rear SPDB (R2000PM) Location: RH Rear FCS Rack (2004CZ) Location: RH Rear FCS Rack (2004CZ)
Access: Frame 40 Middle Lining (272PZ) Frame 39 Lower Lining (272NZ), Frame 40
Access: Frame 39 Lower Lining (272NZ), Frame 40 Lower
References: Lower Lining (272QZ) Access:
Lining (272QZ), Frame 40 Middle Lining (272PZ)
Description: It prevents damage to the power supply line of References:
the FCS PMA Converter 1 (R107CZ). Description: SDS 27-94-00 References:
Wiring Diagram: WD 27-00-10 Wiring Diagram: None Description: SDS 27-94-00
Removal/Installation: TASK 24-62-13-900-801 Removal/Installation: TASK 27-90-01-900-804 Wiring Diagram: None
213CZ "SFC LF E3" Circuit Breaker Removal/Installation: TASK 27-90-01-900-804
313CZ "FBW LR E3 SOL" SSPC
Location: LH Front SPDB (L1000PM) 411CZ "FBW TEST E2" SSPC
Cockpit Lateral Lining No.5 (221XZ) Location: LH Rear SPDB (L2000PM)
Access: Location: LH Rear SPDB (L2000PM)
Access: Frame 40 Middle Lining (271OZ)
References: Access: Frame 40 Middle Lining (271OZ)
Description: It prevents damage to the power supply line of References:
References:
the LH Front FCS Rack (2001CZ). Description: SDS 27-90-00
Description: It prevents damage to the power supply line of
Wiring Diagram: WD 27-00-10 Wiring Diagram: WD 27-00-10 the FCS PMA Converter 2 (L107CZ).
Removal/Installation: TASK 24-62-21-900-801 Removal/Installation: TASK 24-62-13-900-801 Wiring Diagram: WD 27-00-10
214CZ "FBW RF E4" Circuit Breaker Removal/Installation: TASK 24-62-13-900-801
314CZ "FBW LF E4" Circuit Breaker
Location: RH Front SPDB (R1000PM)
Location: RH Front SPDB (R1000PM) 413CZ "FBW LR E3" SSPC
Access: Cockpit Lateral Lining No.5 (222XZ)
Access: Cockpit Lateral Lining No.5 (222XZ) Location: LH Rear SPDB (L2000PM)
References:
References: Access: Frame 40 Middle Lining (271OZ)
Description: It prevents damage to the power supply line of
Description: It prevents damage to the power supply line of the References:
the RH Front FCS Rack (2002CZ) .
LH Front FCS Rack (2001CZ). Description: SDS 27-90-00
Wiring Diagram: WD 27-00-10
Wiring Diagram: WD 27-00-10 Wiring Diagram: WD 27-00-10
Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 24-62-21-900-801 Removal/Installation: TASK 24-62-13-900-801
301CZ MAIC 4B Module
401CZ MAIC 4A Module 414CZ "FBW RR E4 SOL" Circuit Breaker
Location: LH Front FCS Rack (2001CZ)
Location: LH Front FCS Rack (2001CZ) Location: RH Rear SPDB (R2000PM)
Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral
Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit Access: Frame 40 Middle Lining (272PZ)
Lining No.5 (221XZ) Access:
Lateral Lining No.5 (221XZ)
References: References:
References: Description: It prevents damage to the power supply line of the
Description: SDS 27-96-00
Description: SDS 27-96-00 RH Rear FCS Rack (2004CZ).
Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: WD 27-00-10
Removal/Installation: TASK 27-90-01-900-801
Removal/Installation: TASK 27-90-01-900-801 Removal/Installation: TASK 24-62-21-900-801
302CZ RH Front Power 4 Module
402CZ SFCI 4 Module 501CZ MAIC 2B Module
Location: RH Front FCS Rack (2002CZ)
Location: RH Front FCS Rack (2002CZ) Location: LH Front FCS Rack (2001CZ)
Cockpit Lateral Lining No.6 (222YZ), Cockpit
Access: Cockpit Lateral Lining No.6 (222YZ), Cockpit Cockpit Lateral Lining No.6 (221YZ), Cockpit
Lateral Lining No.5 (222XZ) Access: Access:
Lateral Lining No.5 (222XZ) Lateral Lining No.5 (221XZ)
References:
References: References:
Description: SDS 27-97-00
Description: SDS 27-80-00 Description: SDS 27-96-00
Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-803
Removal/Installation: TASK 27-90-01-900-803 Removal/Installation: TASK 27-90-01-900-801
303CZ SELMON 3 Module
403CZ HSTC 3 Module 502CZ SFCI 3 Module
Location: LH Rear FCS Rack (2003CZ)
Location: LH Rear FCS Rack (2003CZ) Location: RH Front FCS Rack (2002CZ)
Frame 39 Lower Lining (271MZ), Frame 40 Lower
Access: Frame 39 Lower Lining (271MZ), Frame 40 Lower Cockpit Lateral Lining No.6 (222YZ), Cockpit
Lining (271PZ) Access: Access:
Lining (271PZ), Frame 40 Middle Lining (271OZ) Lateral Lining No.5 (222XZ)
References:
References: References:
Description: SDS 27-94-00
Description: SDS 27-94-00 Description: SDS 27-80-00
Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-802
Removal/Installation: TASK 27-90-01-900-802 Removal/Installation: TASK 27-90-01-900-803
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-167 R1
For Training Purposes Only Falcon 7X
MODULAR ELECTRONIC FLIGHT CONTROL SYSTEM (FCS) AND COCKPIT CONTROLS
COMPONENT CHART (CONTINUED)
101CK LH Pilot Sidestick 101CZ LH Front Power 4 Module L107CZ FCS PMA Converter 2
Location: COCKPIT, SIDE CONSOLE, LH (225) Location: LH Front FCS Rack (2001CZ) Location: F41-44, SERVICING COMP, RH (312)
Access: Cockpit Lateral Lining No.2 (221TZ) Cockpit Lateral Lining No.6 (221YZ), Cockpit Latera Access: Servicing Compartment Door (MSD)
Access:
References: Lining No.5 (221XZ) References:
Description: SDS 27-91-00 References: Description: SDS 27-90-00
Wiring Diagram: WD 27-11-00/WD 27-12-00/WD 27-31- Description: SDS 27-97-00 Wiring Diagram: WD 27-00-10
00/WD 27-32-00/WD 27-90-00/WD 27-90-10 Wiring Diagram: None Removal/Installation: TASK 24-34-09-900-801
Removal/Installation: TASK 27-91-01-900-801 Removal/Installation: TASK 27-90-01-900-801
R107CZ FCS PMA Converter 1
201CK RH Pilot Sidestick 103CZ LH Rear Power 3 Module
Location: F41-44, SERVICING COMP, RH (312)
Location: COCKPIT, SIDE CONSOLE, RH (226) Location: LH Rear FCS Rack (2003CZ)
Access: Cockpit Lateral Lining No.2 (222TZ) Frame 39 Lower Lining (271MZ), Frame 40 Lower Access: Servicing Compartment Door (MSD)
Access:
References: Lining (271PZ), Frame 40 Middle Lining (271OZ)
References:
Description: SDS 27-91-00 References:
Description: SDS 27-90-00
Wiring Diagram: WD 27-11-00/WD 27-12-00/WD 27-31-00/WD Description: SDS 27-97-00
Wiring Diagram: WD 27-00-10
27-32-00/WD 27-90-00/WD 27-90-10 Wiring Diagram: None
Removal/Installation: TASK 24-34-09-900-801
Removal/Installation: TASK 27-91-01-900-801 Removal/Installation: TASK 27-90-01-900-802
113CZ "FBW LF E3" Circuit Breaker
9530CK LH Pilot Sidestick Handle 104CZ RH Rear Power 1 Module
Location: LH Front SPDB (L1000PM)
Location: LH Pilot Sidestick (101CK) Location: RH Rear FCS Rack (2004CZ)
Access: Cockpit Lateral Lining No.5 (221XZ)
Access: Cockpit Lateral Lining No.2 (221TZ) Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access: References:
References: Lining (272QZ), Frame 40 Middle Lining (272PZ)
Description: It prevents damage to the power supply line of the
Description: SDS 27-91-00 References:
LH Front FCS Rack (2001CZ).
Wiring Diagram: None Description: SDS 27-97-00
Wiring Diagram: WD 27-00-10
Removal/Installation: Not documented Wiring Diagram: None
Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 27-90-01-900-804
9540CK RH Pilot Sidestick Handle 114CZ "SFC RF E4" Circuit Breaker
Location: RH Pilot Sidestick (201CK) 105CZ Back-Up Electronic Box
Location: RH Front SPDB (R1000PM)
Access: Cockpit Lateral Lining No.2 (222TZ) Location: F12-20, UNDER CABIN FLOOR, LH (131)
Access: Cockpit Lateral Lining No.5 (222XZ)
References: Access: Cabin Floor (121GZ)
References:
Description: SDS 27-91-00 References:
Description: It prevents damage to the power supply line of the
Wiring Diagram: None Description: SDS 27-90-00 RH Front FCS Rack (2002CZ).
Removal/Installation: Not documented Wiring Diagram: WD 27-04-00/WD 27-35-00/WD 27-44-00 Wiring Diagram: WD 27-00-10
Removal/Installation: TASK 27-95-01-900-801 Removal/Installation: TASK 24-62-21-900-801
212CL "FBW B/U UNIT" Circuit Breaker
Location: RH PPDB (6000PC) 106CZ Trim Unit 201CZ LH Front Power 2 Module
Access: Frame 40 Center Lining (271RZ) Location: COCKPIT, PYLON (224) Location: LH Front FCS Rack (2001CZ)
References: Pedestal Middle Lining (221MZ), Pedestal Rear Lining Cockpit Lateral Lining No.6 (221YZ), Cockpit
Access: (221NZ), Pedestal Middle Access Panel (221PZ) Access:
Description: It prevents damage to the Back-Up Electronic Lateral Lining No.5 (221XZ)
Box (105CZ). Pedestal Rear Access Panel (221QZ)
References:
Wiring Diagram: WD 27-35-00 References:
Description: SDS 27-97-00
Removal/Installation: TASK 24-61-21-900-801 Description: SDS 27-91-00
Wiring Diagram: None
Wiring Diagram: WD 27-11-00/WD 27-31-00/WD 27-35-00
Removal/Installation: TASK 27-90-01-900-801
Removal/Installation: TASK 27-91-05-900-801
27-168
R1
212CZ "FBW TEST E1" SSPC 304CZ Rudder N1 Module 404CZ Rudder N2 Module
Location: RH Rear SPDB (R2000PM) Location: RH Rear FCS Rack (2004CZ) Location: RH Rear FCS Rack (2004CZ)
Access: Frame 40 Middle Lining (272PZ) Frame 39 Lower Lining (272NZ), Frame 40
Access: Frame 39 Lower Lining (272NZ), Frame 40 Lower
References: Lower Lining (272QZ) Access:
Lining (272QZ), Frame 40 Middle Lining (272PZ)
Description: It prevents damage to the power supply line of References:
the FCS PMA Converter 1 (R107CZ). Description: SDS 27-94-00 References:
Wiring Diagram: WD 27-00-10 Wiring Diagram: None Description: SDS 27-94-00
Removal/Installation: TASK 24-62-13-900-801 Removal/Installation: TASK 27-90-01-900-804 Wiring Diagram: None
213CZ "SFC LF E3" Circuit Breaker Removal/Installation: TASK 27-90-01-900-804
313CZ "FBW LR E3 SOL" SSPC
Location: LH Front SPDB (L1000PM) 411CZ "FBW TEST E2" SSPC
Cockpit Lateral Lining No.5 (221XZ) Location: LH Rear SPDB (L2000PM)
Access: Location: LH Rear SPDB (L2000PM)
Access: Frame 40 Middle Lining (271OZ)
References: Access: Frame 40 Middle Lining (271OZ)
Description: It prevents damage to the power supply line of References:
Description: SDS 27-90-00 References:
the LH Front FCS Rack (2001CZ).
Wiring Diagram: WD 27-00-10 Description: It prevents damage to the power supply line of
Wiring Diagram: WD 27-00-10 the FCS PMA Converter 2 (L107CZ).
Removal/Installation: TASK 24-62-21-900-801 Removal/Installation: TASK 24-62-13-900-801
Wiring Diagram: WD 27-00-10
214CZ "FBW RF E4" Circuit Breaker Removal/Installation: TASK 24-62-13-900-801
314CZ "FBW LF E4" Circuit Breaker
Location: RH Front SPDB (R1000PM)
Location: RH Front SPDB (R1000PM)
Access: Cockpit Lateral Lining No.5 (222XZ) 413CZ "FBW LR E3" SSPC
Access: Cockpit Lateral Lining No.5 (222XZ)
References: Location: LH Rear SPDB (L2000PM)
References:
Description: It prevents damage to the power supply line of Access: Frame 40 Middle Lining (271OZ)
Description: It prevents damage to the power supply line of the
the RH Front FCS Rack (2002CZ) . References:
LH Front FCS Rack (2001CZ).
Wiring Diagram: WD 27-00-10 Description: SDS 27-90-00
Wiring Diagram: WD 27-00-10
Removal/Installation: TASK 24-62-21-900-801 Wiring Diagram: WD 27-00-10
Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 24-62-13-900-801
301CZ MAIC 4B Module
401CZ MAIC 4A Module
Location: LH Front FCS Rack (2001CZ) 414CZ "FBW RR E4 SOL" Circuit Breaker
Location: LH Front FCS Rack (2001CZ)
Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral Location: RH Rear SPDB (R2000PM)
Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit
Lining No.5 (221XZ) Access: Access: Frame 40 Middle Lining (272PZ)
Lateral Lining No.5 (221XZ)
References: References:
References:
Description: SDS 27-96-00 Description: It prevents damage to the power supply line of the
Description: SDS 27-96-00
Wiring Diagram: None RH Rear FCS Rack (2004CZ).
Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-801 Wiring Diagram: WD 27-00-10
Removal/Installation: TASK 27-90-01-900-801
Removal/Installation: TASK 24-62-21-900-801
302CZ RH Front Power 4 Module
402CZ SFCI 4 Module 501CZ MAIC 2B Module
Location: RH Front FCS Rack (2002CZ)
Location: RH Front FCS Rack (2002CZ) Location: LH Front FCS Rack (2001CZ)
Cockpit Lateral Lining No.6 (222YZ), Cockpit
Access: Cockpit Lateral Lining No.6 (222YZ), Cockpit
Lateral Lining No.5 (222XZ) Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit
Lateral Lining No.5 (222XZ) Access:
References: Lateral Lining No.5 (221XZ)
References:
Description: SDS 27-97-00 References:
Description: SDS 27-80-00
Wiring Diagram: None Description: SDS 27-96-00
Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-803 Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-803
Removal/Installation: TASK 27-90-01-900-801
303CZ SELMON 3 Module
403CZ HSTC 3 Module 502CZ SFCI 3 Module
Location: LH Rear FCS Rack (2003CZ)
Location: LH Rear FCS Rack (2003CZ) Location: RH Front FCS Rack (2002CZ)
Frame 39 Lower Lining (271MZ), Frame 40 Lower
Access: Frame 39 Lower Lining (271MZ), Frame 40 Lower Cockpit Lateral Lining No.6 (222YZ), Cockpit
Lining (271PZ) Access: Access:
Lining (271PZ), Frame 40 Middle Lining (271OZ) Lateral Lining No.5 (222XZ)
References:
References: References:
Description: SDS 27-94-00
Description: SDS 27-94-00 Description: SDS 27-80-00
Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-802
Removal/Installation: TASK 27-90-01-900-802 Removal/Installation: TASK 27-90-01-900-803
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-169 R1
For Training Purposes Only Falcon 7X
MODULAR ELECTRONIC FLIGHT CONTROL SYSTEM (FCS) AND COCKPIT CONTROLS
COMPONENT CHART (CONTINUED)
503CZ RH Elevator Inboard N2 Module 602CZ FDC 1 Module 701CZ FDC 2 Module
Location: LH Rear FCS Rack (2003CZ) Location: RH Front FCS Rack (2002CZ) Location: LH Front FCS Rack (2001CZ)
Frame 39 Lower Lining (271MZ), Frame 40 Cockpit Lateral Lining No.6 (222YZ), Cockpit Lateral Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral
Access: Access:
Access: Lower Lining (271PZ), Frame 40 Middle Lining Lining No.5 (222XZ) Lining No.5 (221XZ)
(271OZ) References: References:
References: Description: SDS 27-92-00 Description: SDS 27-92-00
Description: SDS 27-94-00 Wiring Diagram: None Wiring Diagram: None
Wiring Diagram: None Removal/Installation: TASK 27-90-01-900-803 Removal/Installation: TASK 27-90-01-900-801
Removal/Installation: TASK 27-90-01-900-802 702CZ FDC 3 Module
603CZ RH Elevator Inboard N1 Module
504CZ LH Aileron N2 Module Location: RH Front FCS Rack (2002CZ)
Location: LH Rear FCS Rack (2003CZ)
Location: RH Rear FCS Rack (2004CZ) Cockpit Lateral Lining No.6 (222YZ), Cockpit
Frame 39 Lower Lining (271MZ), Frame 40 Lower Access:
Access: Lateral Lining No.5 (222XZ)
Frame 39 Lower Lining (272NZ), Frame 40 Lining (271PZ), Frame 40 Middle Lining (271OZ)
Access: Lower Lining (272QZ), Frame 40 Middle Lining References:
References:
(272PZ) Description: SDS 27-92-00
Description: SDS 27-94-00
References: Wiring Diagram: None
Wiring Diagram: None
Description: SDS 27-94-00 Removal/Installation: TASK 27-90-01-900-803
Removal/Installation: TASK 27-90-01-900-802
Wiring Diagram: None
703CZ LH Elevator Inboard S2 Module
Removal/Installation: TASK 27-90-01-900-804 604CZ LH Aileron N1 Module
Location: LH Rear FCS Rack (2003CZ)
Location: RH Rear FCS Rack (2004CZ)
L511CZ "TEST E2" Switch Frame 39 Lower Lining (271MZ), Frame 40 Lower
Frame 39 Lower Lining (272NZ), Frame 40 Lower Access:
Location: Maintenance Panel (1010TP) Access: (271OZ)
Lining (272QZ), Frame 40 Middle Lining (272PZ)
Access: Passenger Door (PAX) References:
References:
References: Description: SDS 27-94-00
Description: SDS 27-94-00
Description: SDS 31-14-00 Wiring Diagram: None
Wiring Diagram: None
Wiring Diagram: WD 27-00-10 Removal/Installation: TASK 27-90-01-900-802
Removal/Installation: TASK 27-90-01-900-804
Removal/Installation: Not documented
704CZ RH Aileron S2 Module
613CZ "FBW RF E3" Circuit Breaker
R511CZ "TEST E1" Switch Location: RH Rear FCS Rack (2004CZ)
Location: LH Front SPDB (L1000PM)
Location: Maintenance Panel (1010TP) Access: Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access: Cockpit Lateral Lining No.5 (221XZ)
Access: Passenger Door (PAX) Lining (272QZ), Frame 40 Middle Lining (272PZ)
References:
References: References:
Description: It prevents damage to the power supply line of the
Description: SDS 31-14-00 Description: SDS 27-94-00
RH Front FCS Rack (2002CZ).
Wiring Diagram: WD 27-00-10 Wiring Diagram: None
Wiring Diagram: WD 27-00-10
Removal/Installation: Not documented Removal/Installation: TASK 27-90-01-900-804
Removal/Installation: TASK 24-62-21-900-801
601CZ MAIC 2A Module 614CZ "FBW RR E4" Circuit Breaker 801CZ MFCC 1B Module
Location: LH Front FCS Rack (2001CZ) Location: LH Front FCS Rack (2001CZ)
Location: RH Rear SPDB (R2000PM)
Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral Frame 40 Middle Lining (272PZ) Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit
Access:
Access: Lateral Lining No.5 (221XZ)
Lining No.5 (221XZ) References:
References: References:
Description: It prevents damage to the power supply line of the RH
Description: SDS 27-96-00 Description: SDS 27-93-00
Rear FCS Rack (2004CZ).
Wiring Diagram: None Wiring Diagram: WD 27-00-10 Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-801 Removal/Installation: TASK 24-62-21-900-801 Removal/Installation: TASK 27-90-01-900-801
27-170
R1
802CZ SFCC 1 Module 904CZ LH Elevator Outboard N2 Module 1102CZ FDC 5 Module
Location: RH Front FCS Rack (2002CZ) Location: RH Rear FCS Rack (2004CZ) Location: RH Front FCS Rack (2002CZ)
Access: Cockpit Lateral Lining No.6 (222YZ), Cockpit Access: Frame 39 Lower Lining (272NZ), Frame 40 Lower Access: Cockpit Lateral Lining No.6 (222YZ), Cockpit Lateral L
Lateral Lining No.5 (222XZ) Lining (272QZ), Frame 40 Middle Lining (272PZ) References:
References: References: Description: SDS 27-92-00
Description: SDS 27-93-00 Description: SDS 27-94-00 Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: None Removal/Installation: TASK 27-90-01-900-803
Removal/Installation: TASK 27-90-01-900-803 Removal/Installation: TASK 27-90-01-900-804
1103CZ LH Aileron S2 Module
803CZ LH Elevator Inboard S1 Module 1001CZ MFCC 2B Module Location: LH Rear FCS Rack (2003CZ)
Location: LH Rear FCS Rack (2003CZ) Location: LH Front FCS Rack (2001CZ) Frame 39 Lower Lining (271MZ), Frame 40 Lower Li
Access: Frame 39 Lower Lining (271MZ), Frame 40 Lower Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit Access:
Lining (271OZ)
Lining (271PZ), Frame 40 Middle Lining (271OZ) Lateral Lining No.5 (221XZ) References:
References: References: Description: SDS 27-94-00
Description: SDS 27-94-00 Description: SDS 27-93-00 Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: None Removal/Installation: TASK 27-90-01-900-802
Removal/Installation: TASK 27-90-01-900-802 Removal/Installation: TASK 27-90-01-900-801
1104CZ RH Elevator Outboard S2 Module
804CZ RH Aileron S1 Module 1002CZ SFCC 3 Module Location: RH Rear FCS Rack (2004CZ)
Location: RH Rear FCS Rack (2004CZ) Location: RH Front FCS Rack (2002CZ) Frame 39 Lower Lining (272NZ), Frame 40 Lower Li
Access: Frame 39 Lower Lining (272NZ), Frame 40 Lower Access: Cockpit Lateral Lining No.6 (222YZ), Cockpit Access:
Lining (272PZ)
Lining (272QZ), Frame 40 Middle Lining (272PZ) Lateral Lining No.5 (222XZ) References:
References: References: Description: SDS 27-94-00
Description: SDS 27-94-00 Description: SDS 27-93-00 Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: None Removal/Installation: TASK 27-90-01-900-804
Removal/Installation: TASK 27-90-01-900-804 Removal/Installation: TASK 27-90-01-900-803
1201CZ MFCC 3B Module
901CZ MFCC 1A Module 1003CZ RH Aileron N1 Module Location: LH Front FCS Rack (2001CZ)
Location: LH Front FCS Rack (2001CZ) Location: LH Rear FCS Rack (2003CZ) Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral L
Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit Access: Frame 39 Lower Lining (271MZ), Frame 40 Lower References:
Lateral Lining No.5 (221XZ) Lining (271PZ), Frame 40 Middle Lining (271OZ)
Description: SDS 27-93-00
References: References:
Wiring Diagram: None
Description: SDS 27-93-00 Description: SDS 27-94-00
Removal/Installation: TASK 27-90-01-900-801
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-801 Removal/Installation: TASK 27-90-01-900-802 1202CZ MAIC 3A Module
902CZ SFCC 2 Module Location: RH Front FCS Rack (2002CZ)
1004CZ LH Elevator Outboard N1 Module
Location: RH Front FCS Rack (2002CZ) Access: Cockpit Lateral Lining No.6 (222YZ), Cockpit Lateral L
Location: RH Rear FCS Rack (2004CZ)
Access: Cockpit Lateral Lining No.6 (222YZ), Cockpit References:
Lateral Lining No.5 (222XZ) Frame 39 Lower Lining (272NZ), Frame 40 Lower L
Access: Description: SDS 27-96-00
(272PZ)
References: Wiring Diagram: None
References:
Description: SDS 27-93-00 Removal/Installation: TASK 27-90-01-900-803
Description: SDS 27-94-00
Wiring Diagram: None
Wiring Diagram: None 1203CZ LH Aileron S1 Module
Removal/Installation: TASK 27-90-01-900-803
Removal/Installation: TASK 27-90-01-900-804 Location: LH Rear FCS Rack (2003CZ)
903CZ RH Aileron N2 Module
Location: LH Rear FCS Rack (2003CZ) Frame 39 Lower Lining (271MZ), Frame 40 Lower
1101CZ MFCC 2A Module Access:
(271OZ)
Access: Frame 39 Lower Lining (271MZ), Frame 40 Lower Location: LH Front FCS Rack (2001CZ)
Lining (271PZ), Frame 40 Middle Lining (271OZ) References:
Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral L
References: Description: SDS 27-94-00
References:
Description: SDS 27-94-00 Wiring Diagram: None
Description: SDS 27-93-00
Wiring Diagram: None Removal/Installation: TASK 27-90-01-900-802
Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-802
Removal/Installation: TASK 27-90-01-900-801
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-171 R1
For Training Purposes Only Falcon 7X
MODULAR ELECTRONIC FLIGHT CONTROL SYSTEM (FCS) AND COCKPIT CONTROLS
COMPONENT CHART (CONTINUED)
1301CZ MFCC 3A Module 1402CZ MAIC 1A Module 1602CZ RH Front Power 1 Module
Location: LH Front FCS Rack (2001CZ) Location: RH Front FCS Rack (2002CZ) Location: RH Front FCS Rack (2002CZ)
Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral L Access: Cockpit Lateral Lining No.6 (222YZ), Cockpit Lateral L Cockpit Lateral Lining No.6 (222YZ), Cockpit Lateral
Access:
References: References: Lining No.5 (222XZ)
Description: SDS 27-93-00 Description: SDS 27-96-00 References:
Wiring Diagram: None Wiring Diagram: None Description: SDS 27-97-00
Removal/Installation: TASK 27-90-01-900-801 Removal/Installation: TASK 27-90-01-900-803 Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-803
1302CZ MAIC 3B Module 1403CZ Rudder S1 Module
Location: RH Front FCS Rack (2002CZ) Location: LH Rear FCS Rack (2003CZ) 1604CZ SELMON 4 Module
Access: Cockpit Lateral Lining No.6 (222YZ), Cockpit Lateral L Frame 39 Lower Lining (271MZ), Frame 40 Lower Lin Location: RH Rear FCS Rack (2004CZ)
Access:
References: (271OZ) Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access:
Description: SDS 27-96-00 References: Lining (272QZ), Frame 40 Middle Lining (272PZ)
Wiring Diagram: None Description: SDS 27-94-00 References:
Removal/Installation: TASK 27-90-01-900-803 Wiring Diagram: None Description: SDS 27-94-00
Removal/Installation: TASK 27-90-01-900-802 Wiring Diagram: None
1303CZ Rudder S2 Module Removal/Installation: TASK 27-90-01-900-804
Location: LH Rear FCS Rack (2003CZ) 1501CZ LH Front Power 3 Module
Frame 39 Lower Lining (271MZ), Frame 40 Lower Location: LH Front FCS Rack (2001CZ) 1702CZ RH Front Power 3 Module
Access: Location: RH Front FCS Rack (2002CZ)
(271OZ) Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral L
References: References: Cockpit Lateral Lining No.6 (222YZ), Cockpit Lateral
Access:
Description: SDS 27-94-00 Description: SDS 27-97-00 Lining No.5 (222XZ)
Wiring Diagram: None Wiring Diagram: None References:
Removal/Installation: TASK 27-90-01-900-802 Removal/Installation: TASK 27-90-01-900-801 Description: SDS 27-97-00
Wiring Diagram: None
1304CZ HSTC 4 Module 1502CZ MAIC 1B Module Removal/Installation: TASK 27-90-01-900-803
Location: RH Rear FCS Rack (2004CZ) Location: RH Front FCS Rack (2002CZ)
Frame 39 Lower Lining (272NZ), Frame 40 Lower Lin Cockpit Lateral Lining No.6 (222YZ), Cockpit Lateral 1703CZ LH Rear Power 2 Module
Access: Access: Location: LH Rear FCS Rack (2003CZ)
(272PZ) Lining No.5 (222XZ)
References: References: Frame 39 Lower Lining (271MZ), Frame 40 Lower
Access:
Description: SDS 27-94-00 Description: SDS 27-96-00 Lining (271PZ), Frame 40 Middle Lining (271OZ)
Wiring Diagram: None Wiring Diagram: None References:
Removal/Installation: TASK 27-90-01-900-804 Removal/Installation: TASK 27-90-01-900-803 Description: SDS 27-97-00
Wiring Diagram: None
1401CZ FDC 4 Module 1503CZ SELMON 2 Module Removal/Installation: TASK 27-90-01-900-802
Location: LH Front FCS Rack (2001CZ) Location: LH Rear FCS Rack (2003CZ)
Access: Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral L Frame 39 Lower Lining (271MZ), Frame 40 Lower 1704CZ RH Rear Power 4 Module
Access:
References: Lining (271PZ), Frame 40 Middle Lining (271OZ) Location: RH Rear FCS Rack (2004CZ)
Description: SDS 27-92-00 References: Frame 39 Lower Lining (272NZ), Frame 40 Lower
Description: SDS 27-94-00 Access:
Wiring Diagram: None Lining (272QZ), Frame 40 Middle Lining (272PZ)
Removal/Installation: TASK 27-90-01-900-801 Wiring Diagram: None References:
Removal/Installation: TASK 27-90-01-900-802 Description: SDS 27-97-00
Wiring Diagram: None
Removal/Installation: TASK 27-90-01-900-804
27-172
R1
2001CZ LH Front FCS Rack L2000PC Engine 1 FCS PMA
Location: F8-9, OVER FLOOR, LH CABINET (231) Location: ENGINE 1 LOWER FAN COWLING (413)
Cockpit Lateral Lining No.6 (221YZ), Cockpit Lateral Access: Engine 1 Lower Cowling (413AB)
Access:
Lining No.5 (221XZ) References:
References: Description: SDS 24-34-00
Description: SDS 27-90-00 Wiring Diagram: WD 27-00-10
Wiring Diagram: WD 27-00-10/WD 27-01-00/WD 27-04-00/WD Removal/Installation: TASK 24-34-01-900-801
27-06-00/WD 27-07-00/WD 27-11-00/WD 27-12-00/WD 27-21-
00/WD 27-22-00/WD 27-31-00/WD 27-32-00/WD 27-35-00/WD M2000PC Engine 2 FCS PMA
27-51-00/WD 27-61-00/WD 27-62-00/WD 27-90-00/WD 27-90-10 Location: ENGINE 2 COWLING, LH (455)
Removal/Installation: TASK 27-90-05-900-801 Access: Engine 2 LH Cowling (455AL)
2002CZ RH Front FCS Rack References:
Location: F8-9, OVER FLOOR, RH CABINET (232) Description: SDS 24-34-00
Cockpit Lateral Lining No.6 (222YZ), Cockpit Lateral Wiring Diagram: WD 27-00-10
Access: Removal/Installation: TASK 24-34-01-900-801
Lining No.5 (222XZ)
References:
Description: SDS 27-90-00
Wiring Diagram: WD 27-00-10/WD 27-01-00/WD 27-02-00/WD
27-04-00/WD 27-06-00/WD 27-07-00/WD 27-11-00/WD 27-12-
00/WD 27-22-00/WD 27-31-00/WD 27-32-00/WD 27-35-00/WD
27-51-00/WD 27-61-00/WD 27-62-00/WD 27-81-00/WD 27-90-
00/WD 27-90-10
Removal/Installation: TASK 27-90-01-900-803
2003CZ LH Rear FCS Rack
Location: F40-41, ELEC & FBW BAY, LH (273)
Frame 39 Lower Lining (271MZ), Frame 40 Lower
Access:
Lining (271PZ), Frame 40 Middle Lining (271OZ)
References:
Description: SDS 27-90-00
Wiring Diagram: WD 27-03-00/WD 27-00-10/WD 27-02-00/WD
27-03-00/WD 27-04-00/WD 27-06-00/WD 27-07-00/WD 27-12-
00/WD 27-22-00/WD 27-32-00/WD 27-35-00/WD 27-43-00
Removal/Installation: TASK 27-90-01-900-802
2004CZ RH Rear FCS Rack
Location: F40-41, ELEC & FBW BAY, RH (274)
Frame 39 Lower Lining (272NZ), Frame 40 Lower
Access:
Lining (272QZ), Frame 40 Middle Lining (272PZ)
References:
Description: SDS 27-90-00
Wiring Diagram: WD 27-00-10/WD 27-02-00/WD 27-03-00/WD
27-11-00/WD 27-15-00/WD 27-21-00/WD 27-31-00/WD 27-35-
00/WD 27-44-00
Removal/Installation: TASK 27-90-01-900-804
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 27-173 R1
For Training Purposes Only Falcon 7X
27-174
R1
TABLE OF CONTENTS
Fuel System ............................................................................................................. 28-3
Fuel Storage............................................................................................................. 28-5
Fuel Tank Pressurization System ............................................................................ 28-9
Fuel Pressurization Component Chart..................................................................... 28-20
ATA 28
Distribution System .................................................................................................. 28-23
Fuel Distribution Component Chart ......................................................................... 28-51
Indicating .................................................................................................................. 28-59
FUEL
Fuel Indicating Component Chart ............................................................................ 28-79
Refueling – Defueling and Draining ......................................................................... 28-82
Refueling Component Chart .................................................................................... 28-100
Fuel Leaks................................................................................................................ 28-105
Wiring Diagrams
BP XTK - Fuel .......................................................................................................... 28-50
Fuselage Gauges ..................................................................................................... 28-76
Fueling ..................................................................................................................... 28-98
Defueling .................................................................................................................. 28-102
28-1
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
TABLE OF CONTENTS
Fuel System ............................................................................................................. 28-1
Fuel Storage ............................................................................................................. 28-2
Fuel Tank Pressurization System ............................................................................ 28-4
Fuel Pressurization Component Chart ..................................................................... 28-10
ATA 28
Distribution System .................................................................................................. 28-11
Fuel Distribution Component Chart .......................................................................... 28-25
Indicating .................................................................................................................. 28-29
FUEL
Fuel Indicating Component Chart ............................................................................ 28-39
Refueling – Defueling and Draining ......................................................................... 28-40
Refueling Component Chart ..................................................................................... 28-49
Fuel Leaks ................................................................................................................ 28-52
Wiring Diagrams
BP XTK ..................................................................................................................... 28-25
Fuselage Gauges ..................................................................................................... 28-38
Fueling ...................................................................................................................... 28-49
Defueling .................................................................................................................. 28-51
Figure 1 Figure 2
Fuel Supply System Fuel Transfer System
28-2
R0
FUEL SYSTEM
Overview It sends the information to the Enhanced Avionics System (EASy) that displays the associated indication in the cockpit.
The function of the fuel system is to contain and supply the fuel for the three engines and the Auxiliary Power Unit (APU).
The fuel system includes the subsystems that follow: The measurement, calculation and monitoring are mainly made by the Fuel Quantity Management Computer (FQMC)
(208QJ). However, in order to avoid a complete loss of fuel indication in case of total FQMC (208QJ) failure, the 1000 lbs
level detection is made by an independent system including dedicated level sensors connected to the Fuel Level Control
Storage System
Unit (FLCU) (308QJ).
The storage system includes three structural tank groups:
LH Tank Group Includes the three LH wing tanks (inboard, middle and outboard), the LH front tank, the LH
Refueling System
center-wing tank and the LH feeder tank, to supply the engine 1
The refueling system is used to refuel the tanks in the normal procedure, with a fuel truck connected to the pressure
Center Tank Group Includes the CTR center-wing tank, the CTR feeder tank and the rear tank, to supply the engine 2
refueling coupling (201QF).
and the APU
RH Tank Group Includes the three RH wing tanks (inboard, middle and outboard), the RH front tank, the RH
center-wing tank and the RH feeder tank, to supply the engine 3 A total or partial refueling is done with controls and indications located on the refueling control panel (108QJ), without any
access to the cockpit, in the stand-by procedure, through the LH gravity refueling plug (L101QS) and the RH gravity
refueling plug (R101QS) located on the upper surface of each wing.
The aircraft has a total fuel capacity of 31,940 lbs with:
− LH Tank Group: 10,522 lbs
Draining and Defueling Systems
− Center Tank Group: 10,895 lbs
The draining system is used to evacuate the accumulated water and to bleed the fuel through nine drain valves
− RH Tank Groups: 10,552 lbs ((L202QV)/(R202QV)/(502QV)/(602QV)/(702QV)/(L702QV)/(R702QV)/(802QV)/(1002QV)) located at the lower part of
each fuel tank. The defueling system is used for the partial or complete defueling of any of the tank groups. Two defueling
Pressurization System procedures are available:
The pressurization system is used to pressurize the tanks to avoid fuel evaporation at high altitude and allow fuel supply − Suction defueling with a fuel truck connected to the pressure refueling coupling (201QF)
system operation in case of multiple booster pump failures. The pressurization system operates automatically with a Low − Gravity defueling through the drain point of the defueling manifold (101QV)
Pressure (LP) air bled from the engines 1 and 3.
Distribution System
The distribution system includes:
− Fuel supply to the three engines and the APU
− Fuel transfer from one tank group to another one
Each tank group has a feeder tank with two booster pumps, one normal ((L106QD) / (M106QD) / (R106QD)) and one
stand-by ((L206QD) / (M206QD) / (R206QD)) which operates if the normal one is unserviceable, that supply fuel to the
related engine or APU.
The feeder tanks are permanently supplied with fuel sucked out from the other tanks of the related group through 13 jet
pumps ((L108QD) / (R108QD) / (L208QD) / (R208QD) / (L308QD) / (R308QD) / (L408QD) / (R408QD) / (L508QD) /
(R508QD) / (608QD) / (708QD) / (808QD)) which are supplied by the booster pumps.
To keep the fuel supply performance even in case of multiple failures, the fuel supply system lets any of the three tank
groups supply any of the three engines or the APU.
To keep the fuel balance in these multiple failure situations, or to quickly empty a fuel tank during maintenance
procedures, the fuel transfer system lets a direct fuel transfer from any tank group to any other one.
Indicating System
The indicating system is used for:
− Measurement, calculation and monitoring of the fuel quantities
− Fuel Center of Gravity (CG) Monitoring
− Fuel Level Monitoring
− Fuel Temperature Monitoring Figure 3
− Fuel Flow Rate Monitoring Fuel Storage
28-3
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
LH Wing Junction Plate
Figure 4
Tank Flapper Valves, Rib 01 to Rib 16 - Location
28-4
R0
FUEL STORAGE
Overview Junction Plate
The storage system is designed to allow the storage of fuel in structural tank groups and to realize the venting of any The wing root junction plate is a fully closed plate except:
possible fuel vapor. The storage system includes three structural tank groups: − At the top of the plate: two intercommunication holes for the fuel overflow,
LH Tank Group Includes the three LH wing tanks (inboard, middle and outboard), the LH front tank, the LH − At the bottom of the plate: four holes fitted with flapper valves in the direction of the center-wing tank for the gravity
center-wing tank and the LH feeder tank, to supply the engine 1 fuel transfer.
Center Tank Group Includes the CTR center-wing tank, the CTR feeder tank and the rear tank, to supply the engine 2
and the APU Rib 3
Rib 3 is a fully closed plate except:
RH Tank Group Includes the three RH wing tanks (inboard, middle and outboard), the RH front tank, the RH
center-wing tank and the RH feeder tank, to supply the engine 3 − At the top of the rib: three intercommunication holes and 10 holes spread along the rib for the fuel overflow,
− At the bottom of the rib: three holes fitted with flapper valves in the direction of the wing inboard tank and four holes
spread along the rib for the gravity fuel transfer.
KILOGRAMS
US LBS(density =
LITERS (density =
GALLONS 6.7 lbs/US gal) Rib 16
0.803 kg/l)
Rib 16 is a fully closed plate except:
LH / RH Front Tank 508 408 134 899
− At the top of the rib: a total equivalent section hole 1280 mm² spread along the rib for the fuel overflow,
LH / RH Wing Outboard Tank 400 321 105 708 − At the bottom of the rib: three holes fitted with flapper valves in the direction of the wing middle tank and a total
LH / RH Wing Middle Tank 2082 1672 550 3686 equivalent section hole 160 mm² spread along the rib for the gravity fuel transfer.
LH / RH Wing Inboard Tank 1582 1270 418 2800
Access to the Wing Tanks
LH / RH Center-Wing Tank 923 741 244 1633 The access to the wing tanks is possible:
LH / RH Feeder Tank 449 361 119 796 − At the top of the wing surface through the seven fuel gauging probes (L203QJ) / (R203QJ), (L303QJ) / (R303QJ),
(L403QJ) / (R403QJ), (L503QJ) / (R503QJ), (L603QJ) / (R603QJ), (L703QJ) / (R703QJ) and (L803QJ) / (R803QJ),
CTR Center-Wing Tank 1540 1237 407 2727
the high-level sensor (L104QJ) / (R104QJ) and the gravity refueling port (L101QS) / (R101QS),
Rear Tank 4265 3425 1127 7551 − At the bottom of the wing surface through the wing box removable access panel (541AB) / (641AB).
CTR Feeder Tank 349 280 92 617
Total Capacity of the LH Tank Group 5944 4773 1570 10,522
Total Capacity of the RH Tank Group 5944 4773 1570 10,522
Total Capacity of the Center Tank Group 6154 4942 1626 10,895
Total Capacity of the Aircraft 18,042 14,488 4766 31,940
NOTE: The total capacity of the usable fuel is within the tolerances that follow: 18,042 ± 198 l (4766 ± 52 US gal),
14,488 ± 159 kg (31,940 ± 350 lbs).
Components
Wing Tanks
Each wing tank is divided into three compartments:
− Wing inboard tank between the junction plate and the rib 3
− Wing middle tank between the rib 3 and the rib 16
− Wing outboard tank between the rib 16 and the rib 26
In the wing tanks, there are stiffeners which are transversal and interrupted at the rib 3 and the rib 25. At the bottom of the
stiffeners, two holes are located near the junction plate and two holes are located near the rib 16.
28-5
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Center Fuel
IRU
Front Fuel Tank
LH Feeder
CTR Center Wing LH Feeder
LH Feeder
Access to CTR Center
Wing Tank from IRU
B
LH CTR Wing
T k
Figure 5
Fuselage Tanks
28-6
R0
FUEL STORAGE (CONTINUED)
Components (Continued) CTR Center-Wing Tank
Fuselage Tanks The CTR center-wing tank is located between frames 20 and 26 and between left fuselage rib 2 and right fuselage rib 2. It
communicates only with the rear tank:
The fuselage tanks consist of:
− At the top of the tank through two pipes
− Front tank between frames 16 and 19
− At the bottom of the tank through one pipe
− Center-wing tank between frames 20 and 26
− Rear tank between frames 27 and 33
Rear Tank
The rear tank is divided into two compartments: Rear tank and CTR feeder tank.
Front Tank
The front tank is divided into two non-communicating compartments:
These two tanks communicate at frame 28:
− LH front tank associated to the LH tank group
− at the top of the frame through one hole
− RH front tank associated to the RH tank group
− at the bottom of the frame through two holes fitted with flapper valves in the direction of the CTR feeder tank
The LH/RH front tank is filled through a refueling pipe and is emptied in the LH/RH feeder tank through a fuel transfer pipe
connected to a jet pump. Access to the Fuselage Tanks
The access to the fuselage tanks is possible:
In case of a failure of the fuel transfer pipe (jet pump failure, pipe clogged...), a stand-by fuel transfer pipe connects the − For the front tank, through the two fuel gauging probes (L1602QJ) and (R1602QJ), the two high-level sensors
LH/RH front tank to the LH/RH center-wing tank assembly. This communication is performed by gravity. To prevent any (L204QJ) and (R204QJ), and the front fuel tank access panel (137AB),
overpressure in the LH/RH front tank in case of a strong longitudinal negative acceleration (crash), the stand-by fuel − For the LH/RH center-wing tank, through the two fuel gauging probes (L903QJ) / (R903QJ) and (L1003QJ) /
transfer pipe is protected, from the side of the LH/RH center-wing tank assembly, by a flapper valve. (R1003QJ), and the fuel tank access door (143AZ) / (144AZ),
− For the CTR center-wing tank, through the two fuel gauging probes (1103QJ) and (1203QJ), and the fuel tank access
Center-Wing Tank doors (141AZ) and (141BZ),
The center-wing tank is divided into three compartments: − For the rear tank, through the four fuel gauging probes (M1003QJ), (1303QJ), (1403QJ) and (1503QJ), the high-level
sensor (M104QJ), the CTR feeder tank access door (152AL), the rear fuel tank access panel (161AB) and the rear
− LH center-wing tank assembly associated to the LH tank group
fuel tank inspection door (161CL).
− RH center-wing tank assembly associated to the RH tank group
− CTR center-wing tank associated to the center tank group
Ventilation around the Fuselage Tanks
The structural walls of the fuselage tanks on the boundary of the pressurized area are ventilated to vent any possible fuel
LH/RH Center-Wing Tank Assemblies vapor. There are two types of ventilation around the fuselage tanks:
Each LH/RH center-wing tank assembly is limited by the junction plate and the fuselage rib 2. − Area between the cabin floors and the walls of the fuselage tanks is ventilated by conditioning air
− Area between the walls of the fuselage tanks and the karmans is ventilated by outside air, taken at the level of air
The LH/RH center-wing tank assembly is divided into two compartments: inlets located between frames 16 and 20 and exhausted through air outlets located between frames 27 and 33
− LH/RH Center-Wing Tank
− LH/RH Feeder Tank
LH/RH Center-Wing Tank
The LH/RH center-wing tank communicates with the LH/RH wing inboard tank through the junction plate.
LH/RH Feeder Tank
The LH/RH feeder tank communicates only with the LH/RH center-wing tank at frame 24:
− At the top of the frame: one hole
− At the bottom of the frame: two holes fitted with flapper valves in the direction of the LH/RH feeder tank
Each LH/RH feeder tank is divided into two sub-compartments. These two sub-compartments communicate by holes
located at the bottom of the boundary fitted with flapper valves in the direction of the booster pumps.
Upstream of each booster pump, a half height partition prevents the risk of draining during strong nose down attitudes and
introducing any air into the system.
Figure 6
Ventilation between Tanks and Under Floor
28-7
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 7
Pressurization Circuit
28-8
R0
FUEL TANK PRESSURIZATION SYSTEM
Overview
The purpose of the fuel tank pressurization circuit is to ensure correct operation, in the event of pumps failure. The
engines can still be supplied with a correct fuel pressure in case of pumps failure. Moreover, it limits the fuel vaporization
at high altitude.
The tanks are pressurized by air bled from engines 1 and 3. The tanks are equipped with relief valves, in order to avoid
any damage in case of overpressure or under-pressure in the pressurization system. The pressurization system:
− Maintains fuel tanks pressure within operating limits in order to ensure correct fuel supply to the engines in case of
booster pump failure, and to limit fuel vaporization
− Prevents against overpressure in the tanks
− Prevents against under pressure in the tanks
− Filters pressurizing air against contamination coming from the engines
− Avoids fuel overflow during ground operation or in the fuel pressurization pipe during flight
− Allows the de-pressurization of the fuel tanks during ground operation
− Allows a good venting of the outer wing tank when the aircraft is on ground with booster pumps off and tanks full
− Drains the fuel that may remain in the pressurization system
Figure 8
Fuel Pressurization Pipes in Wings
28-9
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Pressurization Filter (503QP) and Check Valve (303QP) Pressurization Filter (403QP) and Check Valve (203QP)
28-10
R0
FUEL TANK PRESSURIZATION SYSTEM (CONTINUED)
Pressure Reducer (202QP)
Components
Pressurization Filters
The aircraft has two pressurization filters:
− Engine 1 Pressurization Filter (403QP)
− Engine 3 Pressurization Filter (503QP)
The pressurization filters protect the air flow against contamination coming from the engines.
Check Valves
The aircraft has two check valves:
− Engine 1 Check Valve (203QP)
− Engine 3 Check Valve (303QP)
The check valve is composed of a main body with inlet and outlet ports, a poppet valve guide, a poppet valve and a spring
to hold the poppet valve in closed position. The body, the poppet and the guide are made of aluminum alloy. The spring is
made of stainless steel.
The check valves prevent the air or fuel back flows from the downstream circuit to the engines. The opening pressure is
15 hPa maximum.
Pressure Reducer (202QP)
The pressure reducer adjusts the air pressure to 215 (+15/-10) hPa if the air flow rate does not exceed 60 l/min and if
relative upstream pressure is from 0.2 to 0.58 MPa. Theses characteristics allow a pressurization level of 200 hPa above
ambient pressure in the tanks during all flight phases.
Pressure Reducer (202QP) (Behind Black Duct)
The pressure reducer consists of a filter, a membrane, a spring, and a valve.
The filter is used to filter dusts and to supply a dustproof air to the pressure reducing valve. The membrane and the spring
open the valve according to the pressure in the system. This valve performs different functions:
− Non-return valve, to prevent air or fuel flow from the downstream circuit to the engines,
− Pressure relief valve, to evacuate the overpressure directly to the outside. The threshold of this valve is set to
330 hPa.
The pressure reducing valve is connected directly to the tanks by two pressurization lines.
28-11
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Valve Boxes (302QP/402QP) and Automatic Drain Valve (L102QV)
Automatic Drain Valve (R102QV)
LH Wing Vacuum Relief Valves
28-12
R0
FUEL TANK PRESSURIZATION SYSTEM (CONTINUED)
Pressurization Manometer (508QJ)
Components (Continued)
Valve Boxes
The aircraft has two valve boxes:
− Valve Box 1 (302QP)
− Valve Box 2 (402QP)
The valve boxes are used to protect fuel tanks from overpressure and under-pressure. Each valve box is made up of a
negative pressure relief valve and a pressure relief valve. They are directly linked to the high points of the loop pipes
through a line, then to the wing tanks through another line. The valve outlets are fitted with a flame arrester mesh in order
to protect the system against the direct effects of lightning strike.
The pressure relief valves open at 240 (+15/-0) hPa, and they can evacuate 3 kg/min at 300 hPa. Consequently, these
valves can drain off air from the tanks in order to prevent abnormal structural loads, in any configuration. In the case of a
pressure drop, the negative pressure relief valve opens at a value of 5 hPa.
Automatic Drain Valves
The aircraft has a total of two automatic drain valves:
− Automatic Drain Valve (L102QV)
− Automatic Drain Valve (R102QV)
The automatic drain valves are installed at low points of fuel pressure lines. They drain the pressurization lines on ground,
when the fuel system is not pressurized, in order to avoid water or fuel accumulations in the lines.
The automatic drain valves automatically drain the system through a 4 mm diameter hole, when the system is not
pressurized. They close automatically if the pressure is greater than 70 hPa.
Fuel Pressurization Coupling (9500QP)
Pressurization Manometer (508QJ)
The pressurization manometer (508QJ) displays the pressure in the pressurization pipes downstream of the pressure
reducer (202QP). It consists of a HP Bourdon tube-type gauge with a pointer on its face. The pointer has a 4% class
accuracy and moves from 0 to 5 psi with 0.2 psi graduations. The gauge has a green arc from 2.8 to 3.4 psi.
Fuel Pressurization Coupling (9500QP)
The fuel pressurization coupling (9500QP) situated upstream of the pressure reducer (202QP) is used to connect a
source of air to pressurize the tank on ground without starting the engines.
Wing Vacuum Relief Valves
The aircraft has a total of two wing vacuum relief valves per wing:
− LH wing vacuum relief valve 1 (L101QP),
− LH wing vacuum relief valve 2 (L201QP),
− RH wing vacuum relief valve 1 (R101QP),
− RH wing vacuum relief valve 2 (R201QP).
This valve is used to supply the wing tank with air, in case of negative pressure in the wing.
The wing vacuum relief valves are located at the wing tips. They open at the negative value of 20 (+4/-3) hPa.
28-13
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
LH Wing Vent Valve (L703QP)
LH Wing Pressurization Valve (L803QD)
Center Vent Valve (603QP)
28-14
R0
FUEL TANK PRESSURIZATION SYSTEM (CONTINUED)
Components (Continued) The body of the jet pump has an injector. When a fuel pressure is applied in this injector, a negative pressure is created at
the entrance of the jet pump. This negative pressure creates a fuel flow which opens the check valves of the jet pump.
Wing Pressurization Valves
The fuel is then sucked, which drains the wing pressurization pipe.
The aircraft has two wing pressurization valves:
− LH Wing Pressurization Valve (L803QP)
− RH Wing Pressurization Valve (R803QP)
The wing pressurization valves are electrically-operated by a motor equipped with a manual control lever. In the open
position, they allow the venting of the wing tanks during refueling. On the ground, they enable the pressure balance
between the front and wing tanks.
In closed position, they separate the wing pressurization lines from the ones coming from the engines in case of any fuel
overflow of the wing tank during the flight.
The front tank PCB (408QJ) controls the two wing pressurization valves opening when the aircraft is on ground and the
booster pumps are off (LH/RH, Normal and Stand-by).
Both pressurization valves will stay open until these two last conditions are verified and must be closed in flight conditions.
They can also be manually controlled. Both pressurization valves need to be open to proceed to the fueling operation.
Vent Valves
The aircraft has three vent valves:
− LH Vent Valve (L703QP)
− CTR Vent Valve (603QP)
− RH Vent Valve (R703QP)
The vent valves are composed of a main body with one ball type valve operated by a single motor actuator. They can be
controlled electrically by the motor or manually by a control lever.
Two valves are located in the wings, in front of the tanks. Theses valves are installed in high points on the vent line.
Therefore, there is no possibility of water, fuel or dust accumulations. The third vent valve is located on pressurization
pipes, close to the valves boxes.
In closed position, these vent valves isolate the tanks from the outside, to allow the tank pressurization. When open, they
permit the tank depressurization (communication between tanks and external atmosphere) for refueling or defueling
operations.
The vent valves are controlled electrically, through the venting PCB (103QP), by the refueling coupling lever microswitch
(111QS) linked to the refueling coupling lever (9500QS). The vent valves have to be opened to proceed to the refueling or
defueling operations. For dispatch in case of actuator failure, they can also be manually controlled.
Pressurization Pipe Jet Pumps
The aircraft has two pressurization pipes jet pumps:
− LH Pressurization Pipe Jet Pump (L908QD)
− RH Pressurization Pipe Jet Pump (R908QD)
The LH / RH jet pump bleeds the LH / RH wing pressurization pipe to avoid any fuel to remain in the pressurization lines.
The jet pumps operate according to the venturi principle by using the motive fuel flow delivered from the booster pumps
via the injector manifolds.
Figure 9
Fuel Pressurization Pipes in Wings
28-15
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Refueling Control Panel (108QJ)
Refueling Coupling Lever (9500QS)
Figure 10
Venting PCB (103QP) Front Tank PCB (408QJ)
28-16
R0
FUEL TANK PRESSURIZATION SYSTEM (CONTINUED)
Components (Continued)
Venting PCB (103QP)
The venting PCB (103QP) controls the opening of the vent valves if:
− Refueling coupling lever microswitch (111QS) detects the refueling coupling lever (9500QS) in the down position
− Aircraft is in the weight on wheels configuration
− Fuel servicing door microswitch (211QS) detects that the fuel servicing door (174CR) is open
Front tank PCB (408QJ)
The front tank PCB (408QJ) controls the opening of the wing pressurization valves if:
− Refueling coupling lever microswitch (111QS) detects the refueling coupling lever (9500QS) in the down position
− Aircraft is in the weight on wheels configuration
− Fuel servicing door microswitch (211QS) detects that the fuel servicing door (174CR) is open
− Booster pumps are not running
Refueling Control Panel (108QJ)
The red "STOP FUELING" warning light (9503QJ) indicates the state of the vent valves. It comes on when at least one
vent valve is closed and goes off when they are all open.
Refueling Coupling Lever (9500QS)
The refueling coupling lever (9500QS) has two positions: up and down. In the down position it controls the opening of the
vent valves.
CAS Messages
Cruise
Land
Park
Taxi
TO
MESSAGE DESCRIPTION
Caution (Amber) CAS Messages
At least one of the wing pressurization valves is open A A A - -
FUEL: PRESS VALVE FAULT
and one of the booster pump 1 or 3 is running.
At least one of the vent valves is open and the fuel
FUEL: VENT VALVE FAULT servicing door (174CR) is closed or the aircraft is not A A A - -
weight on wheels.
Figure 11
Venting PCB
28-17
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 12
Pressurization Circuit
28-18
R0
FUEL TANK PRESSURIZATION SYSTEM (CONTINUED)
Operation
The lateral engine bleed air lines are routed to the engine fire wall via the upper part of the nacelle. The isolation of the
engine fire wall is performed by two Detampel fittings. Two diaphragms, located in the pylon area, reduce the air flow
down to 0.75 kg/min, whatever the conditions.
Then, the air reaches a common air manifold through a non-return valve and a filter. The threshold of the non-return valve
is of 15 hPa and the filter is made up of a mesh of 40 µm, which supplies a dustproof air towards the pressure reducer
(202QP).
In case of negative pressure, the pressurization of the tanks is performed by:
− Two valve boxes with a negative pressure relief valve just behind the rear center tank
− Four negative pressure relief valves at the wing tips
The overpressure evacuation and the pressurization of the tanks are continually carried out, in order to be sure to have
the same level of pressurization everywhere.
The CTR center-wing tank is directly connected to the pressure reducer (202QP) by a line. The rear tank is pressurized by
an overflow pipe connected to the CTR center-wing tank.
The LH and RH front tanks are directly connected to the pressure reducer (202QP) by a pressurization line.
The LH / RH wing tanks are first pressurized by a pipe running from the LH / RH front tank to the LH / RH wing outboard
tank. This pipe is drained by the LH / RH pressurization pipe jet pump (L908QD) / (R908QD). They are also pressurized
through two holes, with a diameter of 45 mm, located in the junction plates.
Whatever the aircraft attitude, the high points of the lines (thanks to the loop pipes) and the wing pressurization valves
avoid the risk of siphon backing-up through the pressurization circuit and the jet pumps suck fuel which could be in the low
points of the pressurization circuit.
Figure 13
Fuel Pressurization Pipes in Wings
28-19
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
FUEL PRESSURIZATION COMPONENT CHART
L908QD LH Pressurization Pipe Jet Pump 103QP Venting PCB 303QP Engine 3 Check Valve
Location: F20-26, LH CENTER-WING TK (143) Location: PCB Box (8400PM) Location: F41-44, SERVICING COMP, RH (312)
Access: Frame 26 CTR Fuel Tank Access Door (143AZ) Access: Cockpit Floor (122BZ) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 28-70-00 Description: SDS 28-70-00 Description: SDS 28-70-00
Wiring Diagram: None Wiring Diagram: WD 28-12-00 Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: TASK 24-63-00-900-801 Removal/Installation: TASK 28-70-17-220-801
R908QD RH Pressurization Pipe Jet Pump L201QP LH Wing Vacuum Relief Valve 2 402QP Valve Box 2
Location: F20-26, RH CENTER-WING TK (144) Location: WING RIB 9-26, OUTBOARD TK, LH (543) Location: F33-41, UNDER LAT FAIRING, LH (173)
Access: Frame 26 CTR Fuel Tank Access Door (144AZ) Access: Wing Vacuum Relief Valve Access Panel (581AB) Access: Front Under-Pylon Fairing (173AL)
References: References: References:
Description: SDS 28-70-00 Description: SDS 28-70-00 Description: SDS 28-70-00
Wiring Diagram: None Wiring Diagram: None Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: TASK 28-70-13-900-801 Removal/Installation: TASK 28-70-09-900-801
408QJ Front Tank PCB R201QP RH Wing Vacuum Relief Valve 2 403QP Engine 1 Pressurization Filter
Location: PCB Box (8400PM) Location: WING RIB 9-26, OUTBOARD TK, RH (643) Location: F41-44, SERVICING COMP, LH (311)
Access: Cockpit Floor (122BZ) Access: Wing Vacuum Relief Valve Access Panel (681AB) Access: Servicing Compartment Door (MSD)
References: References:
References:
Description: SDS 28-30-00 Description: SDS 28-70-00
Description: SDS 28-70-00
Wiring Diagram: WD 28-12-00 Wiring Diagram: None
Wiring Diagram: None
Removal/Installation: TASK 24-63-00-900-801 Removal/Installation: TASK 28-70-13-900-801
Removal/Installation: TASK 28-70-17-220-801
508QJ Pressurization Manometer 202QP Pressure Reducer
503QP Engine 3 Pressurization Filter
Location: F41-44, CTR LOWER AREA, RH (314) Location: F41-44, SERVICING COMP, RH (312)
Location: F41-44, SERVICING COMP, RH (312)
Access: Servicing Compartment Door (MSD)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References:
References: References:
Description: SDS 28-70-00
Description: SDS 28-70-00 Description: SDS 28-70-00
Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 28-70-05-900-801
Test after installation: TASK 28-70-00-720-801 Removal/Installation: TASK 28-70-17-220-801
203QP Engine 1 Check Valve
L101QP LH Wing Vacuum Relief Valve 1 603QP CTR Vent Valve
Location: F41-44, SERVICING COMP, LH (311)
Location: WING RIB 9-26, OUTBOARD TK, LH (543) Location: F33-41, UNDER LAT FAIRING, LH (173)
Access: Servicing Compartment Door (MSD)
Access: Wing Vacuum Relief Valve Access Panel (581AB) Access: Air Start And Vent Valve Access Door (173BL)
References:
References: References:
Description: SDS 28-70-00
Description: SDS 28-70-00 Description: SDS 28-70-00
Wiring Diagram: None
Wiring Diagram: None Wiring Diagram: WD 28-12-00
Removal/Installation: TASK 28-70-17-220-801
Removal/Installation: TASK 28-70-13-900-801 Removal/Installation: TASK 28-70-21-900-801
302QP Valve Box 1
R101QP RH Wing Vacuum Relief Valve 1 L703QP LH Vent Valve
Location: F33-41, UNDER LAT FAIRING, LH (173)
Location: WING RIB 9-26, OUTBOARD TK, RH (643) Location: F14-20, UNDER BODY FAIRING, LH (133)
Access: Wing Vacuum Relief Valve Access Panel (681AB) Access: Front Under-Pylon Fairing (173AL)
Access: Wing Root Front Fairing (133DL)
References: References:
References:
Description: SDS 28-70-00 Description: SDS 28-70-00
Description: SDS 28-70-00
Wiring Diagram: None Wiring Diagram: None
Wiring Diagram: WD 28-12-00
Removal/Installation: TASK 28-70-13-900-801 Removal/Installation: TASK 28-70-09-900-801
Removal/Installation: TASK 28-70-21-900-801
28-20
R0
R703QP RH Vent Valve L102QV Automatic Drain Valve
Location: F14-20, UNDER BODY FAIRING, RH (134) Location: F33-41, UNDER LAT FAIRING, LH (173)
Access: Wing Root Front Fairing (134DR) Access: Front Under-Pylon Fairing (173AL)
References: References:
Description: SDS 28-70-00 Description: SDS 28-70-00
Wiring Diagram: WD 28-12-00 Wiring Diagram: None
Removal/Installation: TASK 28-70-21-900-801 Test after installation: TASK 28-70-23-710-801
L803QP LH Wing Pressurization Valve R102QV Automatic Drain Valve
Location: F20-26, UNDER LAT FAIRING, LH (149) Location: F41-44, SERVICING COMP, RH (312)
Access: Wing Pressurization Valve Access Panel (149BL) Access: Servicing Compartment Door (MSD)
References: References:
Description: SDS 28-70-00 Description: SDS 28-70-00
Wiring Diagram: WD 28-12-00 Wiring Diagram: None
Removal/Installation: TASK 28-70-22-900-801 Test after installation: TASK 28-70-23-710-801
R803QP RH Wing Pressurization Valve
Location: F20-26, UNDER LAT FAIRING, RH (148)
Access: Wing Pressurization Valve Access Panel (148CR)
References:
Description: SDS 28-70-00
Wiring Diagram: WD 28-12-00
Removal/Installation: TASK 28-70-22-900-801
9500QP Fuel Pressurization Coupling
Location: F41-44, SERVICING COMP, RH (312)
Access: Servicing Compartment Door (MSD)
References:
Description: SDS 28-70-00
Wiring Diagram: None
Removal/Installation: Not documented
L9510QP Fuel Tank Pressurization Tube
Location: ENGINE 1 (412)
Access: Engine 1 Lower Cowling (413AB)
References:
Description: SDS 28-70-00
Wiring Diagram: None
Test after installation: TASK 28-70-33-900-801
R9510QP Fuel Tank Pressurization Tube
Location: ENGINE 3 (422)
Access: Engine 3 Lower Cowling (423AB)
References:
Description: SDS 28-70-00
Wiring Diagram: None
Test after installation: TASK 28-70-33-900-801
28-21
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
282000001A01001
Figure 14
Distribution Principal Diagram
28-22
R0
DISTRIBUTION SYSTEM
Overview
The distribution system:
− Supplies the engine 1, 2 and 3 and the APU with fuel bled from their respective tank group:
• LH tank group supplies the engine 1
• Center tank group supplies the engine 2 and the APU
• RH tank group supplies the engine 3
− Allows the fuel shut-off valves activation on the fuel supply lines in case of potential fire of one engine or APU
− Allows the feeding of any engine or the APU from any of the other tank groups (crossfeed) in case of failure of the
feeding from its respective tank group
− Allows the fuel transfer between any of the three tank groups (crosstank)
Each engine is directly and independently supplied with fuel by two Booster Pumps (BP), installed in the feeder tank: a
normal BP and a stand-by BP.
The distribution system includes the sub-subsystems that follow:
Engine and APU Fuel Supply System
The engine and APU fuel supply system:
− Supplies the engine 1, 2 or 3 and the APU with fuel
− Guarantees the fuel level between the tanks in order to respect the emptying sequence
− Guarantees the priming of the LH, CTR and RH feeder tanks
− Allows the fuel supply of any engine from any of the three tank groups, in the normal crossfeed mode
− Allows the fuel supply of the engine 3 from the LH tank group or the engine 1 from the RH tank group, in the back-up
crossfeed mode
− Allows the fuel supply of the engine 2 through the APU fuel supply line, in the engine 2 back-up mode
− Allows the BP manifold fuel Shut-Off Valve (SOV) activation on the engine fuel supply line in case of potential fire of
one engine or APU
Fuel Transfer System
The fuel transfer system:
− Allows the fuel transfer from one tank group to another tank group, in the normal crosstank mode
− Allows the fuel transfer between the LH and RH tank groups, in the back-up crosstank mode
Figure 15
Fuel Portion of Overhead Panel
28-23
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
RH Feeder Jet Pumps LH Feeder Boost Pumps (L106QD/L206QD)
LH Feeder Jet Pumps Center Tank Normal and STBY Fuel Boost Pumps (M106QD/M206QD)
28-24
R0
DISTRIBUTION SYSTEM (CONTINUED)
Components The normal and stand-by booster pumps 1 / 3 are used to transfer the fuel from the LH / RH tank group to the LH / RH
crossfeed units. The normal and stand-by booster pumps 2 are used to transfer the fuel from the center tank group to the
Jet Pumps
BP 2 manifold fuel transfer valve.
The aircraft has a total of 13 jet pumps:
− LH Wing Inboard Tank Jet Pump (L108QD) − CTR Tank RH Jet Pump (R408QD)
The booster pumps are electrically controlled, through the X-TK/X-BP normal 2 PCB (803QD), by the pushbuttons
− RH Wing Inboard Tank Jet Pump (R108QD) − LH Feeder Tank Jet Pump (L508QD) installed on the overhead panel (5000PM):
− LH Wing Middle Tank Jet Pump (L208QD) − RH Feeder Tank Jet Pump (R508QD) − X-TK 1-2 Pushbutton (L9850PM)
− RH Wing Middle Tank Jet Pump (R208QD) − CTR Feeder Tank LH Jet Pump (608QD) − X-TK 2-1 Pushbutton (L9810PM)
− LH Wing Outboard Tank Jet Pump (L308QD) − CTR Feeder Tank RH Jet Pump (708QD) − X-TK 2-3 Pushbutton (L9830PM)
− RH Wing Outboard Tank Jet Pump (R308QD) − CTR Feeder Tank CTR Jet Pump (808QD) − X-TK 3-2 Pushbutton (L9870PM)
− CTR Tank LH Jet Pump (L408QD) − X-TK 1-3 Pushbutton (L9780PM)
− X-TK 3-1 Pushbutton (L9790PM)
The jet pumps ensure that the booster pumps remain always immersed in their feeder tank, by sucking the fuel from the
different tanks of the tank group. The jet pumps operate according to the venturi principle by using the motive fuel flow
delivered from the booster pumps via the injector manifolds.
The body of the jet pump has an injector. When a fuel pressure is applied in this injector, a negative pressure is created at
the entrance of the jet pump. This negative pressure creates a fuel flow which opens the check valves of the jet pump.
The fuel is then sucked and injected inside the feeder tank.
Booster Pumps
The aircraft has a total of six identical booster pumps mounted into canisters. There are two booster pumps per tank
group (one for normal operation, one for stand-by operation):
− Normal Booster Pump 1 (L106QD)
− Stand-By Booster Pump 1 (L206QD)
− Normal Booster Pump 2 (M106QD)
− Stand-By Booster Pump 2 (M206QD)
− Normal Booster Pump 3 (R106QD)
− Stand-By Booster Pump 3 (R206QD)
The booster pumps are used to prime the engine fuel supply lines. The booster pump pressure guarantees that the
engine will be correctly supplied during normal operation. The pumps are mounted vertically in a canister. Therefore, it is
possible to remove the pump without defueling the tank. The electronic circuit driving the motor includes a current limiting
device. The current limitation ensures that the fuel pump temperature will never reach more than 90°C (even in case of
dry run or rotor jamming).
Operation
− Normal Booster Pump 1 (L106QD) is controlled by the "BOOST 1" pushbutton (L9800PM) through the BP 1 relay
(L116QD)
− Normal Booster Pump 2 (M106QD) is controlled by the "BOOST 2" pushbutton (L9860PM) through the BP 2 relay
(M116QD)
− Normal Booster Pump 3 (R106QD) is controlled by the "BOOST 3" pushbutton (L9840PM) through the BP 3 relay 282100001A01000
(R116QD)
− Stand-by Booster Pump 1 (L206QD) is controlled by the "BOOST 1" pushbutton (L9800PM) through the stand-by BP
1 relay (L216QD)
− Stand-by Booster Pump 2 (M206QD) is controlled by the "BOOST 2" pushbutton (L9860PM) through the stand-by BP
2 relay (M216QD)
− Stand-by Booster Pump 3 (R206QD) is controlled by the "BOOST 3" pushbutton (L9840PM) through the stand-by BP
3 relay (R216QD)
Figure 16
Fuel Tank Circulation Schematic
28-25
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
RH Crossfeed Unit (405QD) LH Crossfeed Unit (505QD)
28-26
R0
DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) Operation in XTK Mode
Booster Pump 2 Filter (104QD) In the crosstank mode the LH / RH crossfeed unit is open and allows the fuel supply from the booster pumps 1 / 3 to the
BP 1 / 3 manifold fuel transfer valve.
The booster pump 2 filter (104QD) is equipped with one main body which includes one filter, one slide valve, one piston
valve and one by-pass valve.
In the back-up crosstank mode, the solenoid valve (9670QD) of the LH crossfeed unit allows the back-up crosstank
modes between LH and RH tank groups by controlling the opening of the wing tank cross valve (XTK) (103QD). The
The booster pump 2 filter (104QD) avoids foreign particles ingestion able to obstruct the jets pumps of the engine 2 circuit.
solenoid valve is electrically controlled by the "BACKUP 1-3" pushbutton (L9820PM) installed on the overhead panel
For the engine 1 and 3 circuits each filter is a part of the LH and RH crossfeed unit.
(5000PM) through the X-TK/X-BP stand-by PCB (703QD).
On ground, it is possible to clean or change the filter element without defueling the tank. The slide valve and the piston
valve close the inlet and outlet to prevent fuel draining.
Crossfeed Units
The aircraft has two crossfeed units:
− LH Crossfeed Unit (405QD) for the engine 1 circuit Booster Pump 2 Filter (104QD)
− RH Crossfeed Unit (505QD) for the engine 3 circuit
The crossfeed units perform the following functions:
− Supply fuel from the booster pumps to the jet pump injector manifolds
− Route the fuel from the booster pumps to the booster pump manifolds
− Perform the back-up crossfeed function
− Perform the back-up crosstank function
The RH crossfeed unit is equipped with one main body which includes one ball valve operated by a motor or a manual
lever, one filter and one check valve. This actuator can be removed without removing the crossfeed unit. The filter avoids
foreign particles ingestion able to obstruct the jets pumps. The check valve allows filter removal without draining the tank
group.
The LH crossfeed unit (405QD) is fitted with two valves:
− LH crossfeed valve (9660QD) with the same functions and characteristics as the RH crossfeed unit (505QD) ball
valve
− Solenoid valve (9670QD) used in back-up transfer. This solenoid valve opens when it is electrically supplied. It
includes an open/closed detection performed by a magnetic sensor.
Operation in Crossfeed Mode
In the normal supply and in normal crossfeed modes, the crossfeed units route the fuel coming from the booster pumps
to:
− Injector manifold which supplies the jet pumps (L108QD), (L208QD), (L308QD), (L408QD), (L508QD) / (R108QD),
(R208QD), (R308QD), (R408QD), (R508QD)
− Booster pump 1 manifold (105QD) / booster pump 3 manifold (305QD)
In the back-up crossfeed mode, the crossfeed unit switches the fuel pressure from RH injector manifold to the LH
crossfeed unit (405QD) or from LH injector manifold to the RH crossfeed unit (505QD) in case of failure of the BP 1
manifold fuel transfer valve (9631QD) or respectively BP 3 manifold fuel transfer valve (9651QD).
The back-up crossfeed mode is controlled by the "BACKUP 1-3" pushbutton (L9820PM) and the "X-BP 1-3" pushbutton
(L9890PM) installed on the overhead panel (5000PM) through the X-TK/X-BP stand-by PCB (703QD).
28-27
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
BP1 Manifold (105QD) BP2 Manifold (205QD)
28-28
R0
DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) Operation in XTK Mode
Booster Pump Manifolds In the crosstank mode the respective fuel transfer valve is open and allows the fuel supply from the respective BP
manifold fuel transfer valve to the defueling manifold transfer valve (9500QV).
The aircraft has three booster pump manifolds (one per circuit):
− Booster Pump 1 Manifold (105QD)
The actuator is electrically controlled, through the X-TK/X-BP normal 1 PCB (603QD) and X-TK/X-BP normal 2 PCB
− Booster Pump 2 Manifold (205QD)
(803QD), by the pushbuttons installed on the overhead panel (5000PM):
− Booster Pump 3 Manifold (305QD)
− X-TK 1-2 Pushbutton (L9850PM)
− X-TK 2-1 Pushbutton (L9810PM)
The booster pump manifold (105QD) / (205QD) / (305QD) is the link between the boost pumps, the fuel supply line of the
− X-TK 2-3 Pushbutton (L9830PM)
engine and the APU, and the transfer / defueling line of the defueling manifold (101QV). Each booster pump manifold
(105QD) / (205QD) / (305QD) is equipped with one main body which includes two valves and one check valve. − X-TK 3-2 Pushbutton (L9870PM)
− X-TK 1-3 Pushbutton (L9780PM)
These two valves are: − X-TK 3-1 Pushbutton (L9790PM)
− BP Manifold Fuel SOV (9630QD) / (9640QD) / (9650QD)
− BP Manifold Fuel Transfer Valve (9631QD) / (9641QD) / (9651QD)
These valve actuators can be removed without removing the booster pump manifold. The check valve avoids uncontrolled
fuel transfer back to the booster pumps. In addition, only booster pump 2 manifold (205QD) is fitted with a derivative line
to supply the APU.
BP3 Manifold (305QD)
BP Manifold Fuel SOV (9630QD) / (9640QD) / (9650QD)
The BP manifold fuel SOV is used to stop the engine fuel supply. It includes one valve with a twin-motor actuator. The
actuator is electrically controlled by the switch/lights installed on the fire panel (200WZ):
− "FIRE 1" Switch / Light (950WZ)
− "FIRE 2" Switch / Light (955WZ)
− "FIRE 3" Switch / Light (960WZ)
In closed position, the engine is no longer supplied with fuel.
The electrical power supply is dual and fully independent. One of the two motors is supplied directly with battery current.
The loss of one motor will not affect the operation of the valve supported by the other motor.
Once closed, the BP manifold fuel SOV allow thermal expansion through the valve of the fuel entrapped between the
valve and the engine.
BP Manifold Fuel Transfer Valve (9631QD) / (9641QD) / (9651QD)
Each BP manifold fuel transfer valve is controlled by a motor or a manual lever. This valve transfers fuel from one tank
group to another engine or another tank group.
Operation in Crossfeed Mode
In the normal supply mode the BP manifold fuel transfer valves are closed. In the crossfeed mode the respective fuel
transfer valves are open and allow the fuel supply from one BP manifold to another.
For the crossfeed modes, the actuator is electrically controlled, through the X-TK/X-BP normal 1 PCB (603QD) and X-
TK/X-BP normal 2 PCB (803QD), by the pushbuttons installed on the overhead panel (5000PM):
− "X-BP 1-2" Pushbutton (L9880PM)
− "X-BP 2-3" Pushbutton (L9900PM)
− "X-BP 1-3" Pushbutton (L9890PM)
28-29
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
APU Fuel SOV (102QD)
Figure 17
BP2 – APU Cross Valve (302QD)
28-30
R0
DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued)
Booster Pump 2 / APU Cross Valve (302QD)
The booster pump 2 / APU cross valve (302QD) supplies engine 2 either by the engine 2 fuel supply line (normal mode)
or by the APU fuel supply line (engine 2 back-up mode). It is equipped with one main body which includes one ball valve
operated by a motor or a manual lever.
In normal mode, the valve is in open position and the fuel comes from the engine 2 fuel supply line to the engine 2.
In engine 2 back-up mode, the valve is in closed position and the fuel comes from the APU fuel supply line to the engine
2. The engine 2 back-up mode is electrically controlled by the "FUEL 2 B/U" switch / light (412QD) installed on the
emergency switch box (1001FW).
APU Fuel SOV (102QD) XTK Valve (103QD)
The APU fuel SOV (102QD) is used to stop the APU fuel supply. It is equipped with one main body which includes one
valve with a twin-motor actuator.
The APU fuel SOV actuator (9680QD) is electrically controlled by the "MASTER" APU pushbutton (R9500PM) on the
overhead panel (5000PM) or the "FUEL 2 B/U" switch/light (412QD) on the emergency switch box (1001FW). In closed
position, the APU is no more supplied with fuel.
The electrical power supply is dual and fully independent. One of the two motors is supplied directly with battery current.
The loss of one motor will not affect the operation of the valve supported by the other motor.
Once closed, the APU fuel SOV (102QD) allow thermal expansion through the valve of the fuel entrapped between the
valve and the APU.
Wing Tank Cross Valve (XTK) (103QD)
The wing tank cross valve (XTK) (103QD) transfers fuel between the LH and RH tank groups in the back-up crosstank
mode. It is a piston valve driven by fuel pressure taken from the LH crossfeed unit (405QD).
The wing tank cross valve (XTK) (103QD) is closed by spring action when there is no fuel pressure coming from the LH
crossfeed unit (405QD).
When the solenoid valve of the LH crossfeed unit (405QD) is electrically supplied, it allows the fuel pressure to reach the
wing tank cross valve (XTK) (103QD), behind the piston. Then, the pressure counterbalances the spring force and pushes
the piston in open position.
28-31
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Transfer / Defueling Manifold (101QU) Refuel Valves
28-32
R0
DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued)
Defueling Manifold Transfer Valve (9500QV)
The defueling manifold fuel transfer valve allows fuel transfer from the BP manifold fuel transfer valve to the refueling
valve and is an integral part of the defueling manifold (101QV). The transfer valve is electrically controlled, through the X-
TK/X-BP normal 1 PCB (603QD) and X-TK/X-BP normal 2 PCB (803QD), by the pushbuttons installed on the overhead
panel (5000PM):
− X-TK 1-2 Pushbutton (L9850PM)
− X-TK 2-1 Pushbutton (L9810PM)
− X-TK 2-3 Pushbutton (L9830PM) LH/RH Front Tank Refuel Valves (L402QF/R402QF)
− X-TK 3-2 Pushbutton (L9870PM)
− X-TK 1-3 Pushbutton (L9780PM)
− X-TK 3-1 Pushbutton (L9790PM)
Refueling Valves
The aircraft has six refueling valves:
− CTR Front Refueling Valve (102QF)
− CTR Rear Refueling Valve (202QF)
− LH Refueling Valve (302QF)
− RH Refueling Valve (402QF)
− LH Front Tank Refueling Valve (L402QF)
− RH Front Tank Refueling Valve (R402QF)
The LH and RH front tank refueling valves are not used in the crosstank mode. The four other valves transfer fuel from the
defueling manifold to the LH / Center / RH tank group.
The valves are controlled, through the FLCU (308QJ) and the X-TK/X-BP normal 1 PCB (603QD), by the pushbuttons
installed on the overhead panel (5000PM):
− X-TK 1-2 Pushbutton (L9850PM)
− X-TK 2-1 Pushbutton (L9810PM)
− X-TK 2-3 Pushbutton (L9830PM)
− X-TK 3-2 Pushbutton (L9870PM)
− X-TK 1-3 Pushbutton (L9780PM)
− X-TK 3-1 Pushbutton (L9790PM)
28-33
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 18 Figure 19
X-TK/X-BP Stand-By PCB (703QD) X-TK/X-BP Normal PCB’s (603QD/803QD)
28-34
R0
DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued)
X-TK/X-BP Normal 1 The X-TK/X-BP normal 1 PCB (603QD) transfers the control signals from the overhead panel
PCB (603QD) pushbuttons to the X-TK/X-BP normal 2 PCB (803QD) and the refueling valves.
X-TK/X-BP Stand-By The X-TK/X-BP stand-by PCB (703QD) transfers the control signals from the overhead panel
PCB (703QD) pushbuttons to the crossfeed units.
X-TK/X-BP Normal 2 The X-TK/X-BP normal 2 PCB (803QD) transfers the control signals from the X-TK/X-BP
PCB (803QD) normal 1 PCB (603QD) to the BP manifold fuel transfer valves, the booster pumps, and the
defueling manifold transfer valve.
It controls the simultaneous running of the two booster pumps (stand-by and normal) of the
respective tank group.
BP 1 Relay The BP 1 relay (L116QD) transfers the control signal from the "BOOST 1" pushbutton to the
(L116QD) normal booster pump 1.
Location: RH PPDB (6000PC)
BP 2 Relay The BP 2 relay (M116QD) transfers the control signal from the "BOOST 2" pushbutton to the
(M116QD) normal booster pump 2.
Location: LH PPDB (5000PC)
BP 3 Relay The BP 3 relay (R116QD) transfers the control signal from the "BOOST 3" pushbutton to the
(R116QD) normal booster pump 3.
Location: RH PPDB (6000PC)
Stand-by BP 1 Relay The stand-by BP 1 relay (L216QD) transfers the control signal from the "BOOST 1"
(L216QD) pushbutton to the stand-by booster pump 1.
Location: LH PPDB (5000PC)
Stand-by BP 2 Relay The stand-by BP 2 relay (M216QD) transfers the control signal from the "BOOST 2"
(M216QD) pushbutton to the stand-by booster pump 2.
Location: RH PPDB (6000PC)
Stand-by BP 3 Relay The stand-by BP 3 relay (R216QD) transfers the control signal from the "BOOST 3"
(R216QD) pushbutton to the stand-by booster pump 3.
Location: LH PPDB (5000PC)
FLCU ( The FLCU (308QJ) transfers the control signals from the overhead panel pushbuttons to the
308QJ) X-TK/X-BP normal 1 PCB (603QD).
Figure 20
X-TK/X-BP Stand-by PCB’s Location
28-35
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 21
Fuel Section of the Overhead Panel
28-36
R0
DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) "X-BP 1-2" Pushbutton (L9880PM)
Controls and Indications - Overhead Panel (5000PM) The "X-BP 1-2" pushbutton (L9880PM) has two states: “ON” and OFF. It cycles between these two states when pressed.
"BOOST 1" Pushbutton (L9800PM) When “ON”:
The "BOOST 1" pushbutton (L9800PM) controls the normal booster pump 1 (L106QD) and the stand-by booster pump 1 − It opens the BP 1 manifold fuel transfer valve (9631QD) of the booster pump 1 manifold (105QD) and the BP 2
(L206QD). The "BOOST 1" pushbutton (L9800PM) has three states: manifold fuel transfer valve (9641QD) of the booster pump 2 manifold (205QD) to connect the engine 1 and 2 fuel
supply systems (crossfeed).
− NORM: If the pushbutton is pressed shortly from the “ST-BY” or “OFF” state, it starts the normal booster pump 1
− The associated “ON” indicator light is on.
(L106QD) and stops the stand-by booster pump 1 (L206QD). In this case, the associated "OFF" and “ST-
BY” indicator lights are off.
At power-on, the OFF state is automatically selected.
− “ST-BY”: If the pushbutton is pressed shortly from the NORM state, it starts the stand-by booster pump 1
(L206QD) and stops the normal booster pump 1 (L106QD). In this case, the associated “ST-BY” indicator
light is on. "X-BP 2-3" Pushbutton (L9900PM)
The "X-BP 2-3" pushbutton (L9900PM) has two states: “ON” and OFF. It cycles between these two states when pressed.
− "OFF": If the pushbutton is pressed for more than 1.5 s, it stops the normal booster pump 1 (L106QD) and the When “ON”:
stand-by booster pump 1 (L206QD). In this case, the associated "OFF" indicator light is on.
− It opens the BP 2 manifold fuel transfer valve (9641QD) of the booster pump 2 manifold (205QD) and the BP 3
manifold fuel transfer valve (9651QD) of the booster pump 3 manifold (305QD) to connect the engine 2 and 3 fuel
At power-on, the "OFF" state is automatically selected. supply systems (crossfeed).
− The associated “ON” indicator light is on.
"BOOST 2" Pushbutton (L9860PM)
The "BOOST 2" pushbutton (L9860PM) controls the normal booster pump 2 (M106QD) and the stand-by booster pump 2 At power-on, the OFF state is automatically selected.
(M206QD). The "BOOST 2" pushbutton (L9860PM) has three states:
− NORM: If the pushbutton is pressed shortly from the “ST-BY” or “OFF” state, it starts the normal booster pump 2 "X-BP 1-3" Pushbutton (L9890PM)
(M106QD) and stops the stand-by booster pump 2 (M206QD). In this case, the associated "OFF" and The "X-BP 1-3" pushbutton (L9890PM) has two states: “ON” and OFF. It cycles between these two states when pressed.
“ST-BY” indicator lights are off. When “ON”:
− “ST-BY”: If the pushbutton is pressed shortly from the NORM state, it starts the stand-by booster pump 2 − If the "BACKUP 1-3" pushbutton (L9820PM) is in the OFF state:
(M206QD) and stops the normal booster pump 2 (M106QD). In this case, the associated “ST-BY” • It opens the BP 1 manifold fuel transfer valve (9631QD) of the booster pump 1 manifold (105QD) and the BP 3
indicator light is on. manifold fuel transfer valve (9651QD) of the booster pump 3 manifold (305QD) to connect the engine 1 and 3 fuel
supply systems (normal crossfeed).
− "OFF": If the pushbutton is pressed for more than 1.5 s, it stops the normal booster pump 2 (M106QD) and the
stand-by booster pump 2 (M206QD). In this case, the associated "OFF" indicator light is on. • The associated “ON” indicator light is on.
− If the "BACKUP 1-3" pushbutton (L9820PM) is in the “ON” state:
At power-on, the "OFF" state is automatically selected. • It opens the LH crossfeed unit (405QD) or the RH crossfeed unit (505QD) to connect the engine 1 and 3 fuel
supply systems (back-up crossfeed), depending on:
▪ The operation status of the normal booster pump 3 (R106QD) and the stand-by booster pump 3 (R206QD).
"BOOST 3" Pushbutton (L9840PM)
▪ The detection of the pressure drop on the engine 3 fuel supply line by the engine 3 low fuel pressure switch
The "BOOST 3" pushbutton (L9840PM) controls the normal booster pump 3 (R106QD) and the stand-by booster pump 3
(R101EH) (pressure < 6 psi (0.4 bar)).
(R206QD). The "BOOST 3" pushbutton (L9840PM) has three states:
• The associated “ON” indicator light is on.
− NORM: If the pushbutton is pressed shortly from the “ST-BY” or “OFF” state, it starts the normal booster pump 3
(R106QD) and stops the stand-by booster pump 3 (R206QD). In this case, the associated "OFF" and
“ST-BY” indicator lights are off. At power-on, the OFF state is automatically selected.
− “ST-BY”: If the pushbutton is pressed shortly from the NORM state, it starts the stand-by booster pump 3
(R206QD) and stops the normal booster pump 3 (R106QD). In this case, the associated “ST-BY”
indicator light is on.
− "OFF": If the pushbutton is pressed for more than 1.5 s, it stops the normal booster pump 3 (R106QD) and the
stand-by booster pump 3 (R206QD). In this case, the associated "OFF" indicator light is on.
At power-on, the "OFF" state is automatically selected.
28-37
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 22
Fuel Section of the Overhead Panel
28-38
R0
DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) X-TK 1-3 Pushbutton (L9780PM)
X-TK 1-2 Pushbutton (L9850PM) The X-TK 1-3 pushbutton (L9780PM) has two states: “ON” and OFF. It cycles between these two states when pressed.
When “ON”:
The X-TK 1-2 pushbutton (L9850PM) has two states: “ON” and OFF. It cycles between these two states when pressed.
When “ON”: − If the "BACKUP 1-3" pushbutton (L9820PM) is in the OFF state:
− It opens the BP 1 manifold fuel transfer valve (9631QD) of the booster pump 1 manifold (105QD), the defueling • It opens the BP 1 manifold fuel transfer valve (9631QD) of the booster pump 1 manifold (105QD), the defueling
manifold (101QV), the CTR front refueling valve (102QF) and the CTR rear refueling valve (202QF) to connect the LH manifold (101QV) and the RH refueling valve (402QF) to connect the LH to RH tank group (normal crosstank).
to center tank group (crosstank). • The associated “ON” indicator light is on.
− The associated “ON” indicator light is on. − If the "BACKUP 1-3" pushbutton (L9820PM) is in the “ON” state:
• It opens the RH crossfeed unit (505QD) and the wing tank cross valve (XTK) (103QD) to connect the LH to RH
At power-on, the OFF state is automatically selected. tank group (back-up crosstank).
• The associated “ON” indicator light is on.
X-TK 2-1 Pushbutton (L9810PM)
The X-TK 2-1 pushbutton (L9810PM) has two states: “ON” and OFF. It cycles between these two states when pressed. At power-on, the OFF state is automatically selected.
When “ON”:
− It opens the BP 2 manifold fuel transfer valve (9641QD) of the booster pump 2 manifold (205QD), the defueling X-TK 3-1 Pushbutton (L9790PM)
manifold (101QV) and the LH refueling valve (302QF) to connect the center to LH tank groups (crosstank). The X-TK 3-1 pushbutton (L9790PM) has two states: “ON” and OFF. It cycles between these two states when pressed.
− The associated “ON” indicator light is on. When “ON”:
− If the "BACKUP 1-3" pushbutton (L9820PM) is in the OFF state:
At power-on, the OFF state is automatically selected. • It opens the BP 3 manifold fuel transfer valve (9651QD) of the booster pump 3 manifold (305QD), the defueling
manifold (101QV) and the LH refueling valve (302QF) to connect the RH to LH tank group (normal crosstank).
X-TK 2-3 Pushbutton (L9830PM) • The associated “ON” indicator light is on.
The X-TK 2-3 pushbutton (L9830PM) has two states: “ON” and OFF. It cycles between these two states when pressed. − If the "BACKUP 1-3" pushbutton (L9820PM) is in the “ON” state:
When “ON”: • It opens the LH crossfeed unit (405QD) and the wing tank cross valve (XTK) (103QD) to connect the RH to LH
tank group (back-up crosstank).
− It opens the BP 2 manifold fuel transfer valve (9641QD) of the booster pump 2 manifold (205QD), the defueling
manifold (101QV) and the RH refueling valve (402QF) to connect the center to RH tank groups (crosstank). • The associated “ON” indicator light is on.
− The associated “ON” indicator light is on.
At power-on, the OFF state is automatically selected.
At power-on, the OFF state is automatically selected.
"BACKUP 1-3" Pushbutton (L9820PM)
X-TK 3-2 Pushbutton (L9870PM) The "BACKUP 1-3" pushbutton (L9820PM) has two states: “ON” and OFF. It cycles between these two states when
pressed. The pushbutton is used in association with the X-BP 1-3, X-TK 1-3 and X-TK 3-1 pushbuttons to select the
The X-TK 3-2 pushbutton (L9870PM) has two states: “ON” and OFF. It cycles between these two states when pressed.
back-up crossfeed mode.
When “ON”:
− It opens the BP 3 manifold fuel transfer valve (9651QD) of the booster pump 3 manifold (305QD), the defueling
The associated “ON” indicator light is on when the command is set to “ON”. At power-on, the OFF state is automatically
manifold (101QV), the CTR front refueling valve (102QF) and the CTR rear refueling valve (202QF) to connect the RH
selected.
to center tank group (crosstank).
− The associated “ON” indicator light is on.
Virtual Pilot
On ground, the virtual pilot controls the automatic transition of the "BOOST 1" pushbutton (L9800PM) / "BOOST 2"
At power-on, the OFF state is automatically selected.
pushbutton (L9860PM) / "BOOST 3" pushbutton (L9840PM):
− From the “OFF” to the “ST-BY” state at the engine 1 / 2 / 3 start or at the APU start for the "BOOST 2" pushbutton
(L9860PM)
− From the “ST-BY” to the NORM state at the end of engine 1 / 2 / 3 starting phase
In dispatch configuration where the "BOOST 1 / 2 / 3" or "ST-BY BOOST 1 / 2 / 3" circuit breaker is open, the associated
automatic transition is inhibited.
28-39
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 23 Figure 24
Fire Panel (200WZ) “FUEL” Synoptic Page
28-40
R0
DISTRIBUTION SYSTEM (CONTINUED)
Components (Continued) "FUEL" Synoptic Page
Controls and Indications - Fire Panel (200WZ) Booster Pump Symbols
"FIRE 1" Switch / Light (950WZ) The booster pump symbols indicate respectively the state of the LH booster pumps (L106QD) / (L206QD), center booster
pumps (M106QD) / (M206QD) and RH booster pumps (R106QD) / (R206QD).
The "FIRE 1" switch / light (950WZ) has two states: OPEN and “CLOSED”. It cycles between these two states when
pressed. It is guarded to prevent inadvertent activation.
Crossfeed Line Symbols
When the switch / light is pressed: The crossfeed line symbols indicate the state of:
− It closes the BP 1 manifold fuel SOV (9630QD) of the booster pump 1 manifold (105QD) and the hydraulic engine 1 − The X-BP 1-2 crossfeed line used to connect engine 1 and 2 fuel supply lines
system A SOV (L801GP) − The X-BP 2-3 crossfeed line used to connect engine 2 and 3 fuel supply lines
− The associated “CLOSED” indicator light flashes, then is steady on when the fuel and hydraulic SOVs are both closed − The X-BP 1-3 crossfeed line used to connect engine 1 and 3 fuel supply lines
"FIRE 2" Switch / Light (955WZ) Crosstank Line Symbols
The "FIRE 2" switch / light (955WZ) has two states: OPEN and “CLOSED”. It cycles between these two states when The crosstank line symbols indicate the state of:
pressed. It is guarded to prevent inadvertent activation. − X-TK 1-2 crosstank line used to the transfer of the fuel between the LH tank group and the center tank group
− X-TK 2-3 crosstank line used to the transfer of the fuel between the center tank group and the RH tank group
When the switch / light is pressed: − X-TK 1-3 crosstank line used to the transfer of the fuel between the LH tank group and the RH tank group
− It closes the BP 2 manifold fuel SOV (9640QD) of the booster pump 2 manifold (205QD), the hydraulic engine 2
system B SOV (M802GP) and the hydraulic engine 2 system C SOV (803GP), Fuel Lines
− The associated “CLOSED” indicator light flashes, and then is steady on when the fuel and hydraulic SOVs are all The fuel lines are drawn between the various fuel tanks, pumps, valves, engines and APU.
closed.
Engine 1 and 3 Symbols
"FIRE 3" Switch / Light (960WZ)
The color of the engine 1 and 3 symbols (195-fig. 5) and (105-fig. 5) indicate respectively the state of the fuel consumption
The "FIRE 3" switch / light (960WZ) has two states: OPEN and “CLOSED”. It cycles between these two states when by the engine 1 (L950EZ) and the engine 3 (R950EZ).
pressed. It is guarded to prevent inadvertent activation.
Engine 2 and APU Symbols
When the switch / light is pressed:
The colors of the engine 2 and APU symbols indicate respectively the state of the fuel consumption by the engine 2
− It closes the BP 3 manifold fuel SOV (9650QD) of the booster pump 3 manifold (305QD), the hydraulic engine 3 (M950EZ) and the APU (1000KB).
system A SOV (R801GP) and the hydraulic engine 3 system B SOV (R802GP),
− The associated “CLOSED” indicator light flashes, and then is steady on when the fuel and hydraulic SOVs are all
closed.
"FIRE APU" Switch / Light (953WZ)
The "FIRE APU" switch / light (953WZ) does not control the APU fuel SOV (102QD). It only commands the discharge of
the APU extinguisher. When a fire is detected:
− APU fuel SOV (102QD) is automatically closed
− Associated “CLOSED” indicator is on
Emergency Switch Box (1001FW)
"FUEL 2 B/U" Switch / Light (412QD)
The "FUEL 2 B/U" switch / light (412QD) has two states: “ON” and OFF. The "FUEL 2 B/U" switch / light (412QD) opens
the APU fuel SOV (102QD) and controls the booster pump 2 / APU cross valve (302QD) to supply fuel to the engine 2
through the APU fuel supply line.
The associated “ON” indicator light is on when the command is set to “ON”. At power-on, the OFF state is automatically
selected.
Figure 25
FUEL 2 B/U Switch on Emergency Switch Panel
28-41
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
CAS Messages Fault Messages
MESSAGE DESCRIPTION LATCHED
Cruise
Land
Park
Taxi
TO
MESSAGE DESCRIPTION This fault message shows when the APU fuel SOV (102QD) is NO
APU: FUEL SOV FAIL
failed.
Caution (Amber) CAS Messages FUEL: PRESS SENS 1 FAIL This fault message shows when the engine 1 low fuel pressure NO
switch (L101EH) is failed.
The fuel pressure in the engine 1 circuit is less than 6
FUEL: ENG 1 LO PRESS A A A - - This fault message shows when the engine 2 low fuel pressure NO
psi (0.4 bar). FUEL: PRESS SENS 2 FAIL
switch (M101EH) is failed.
The fuel pressure in the engine 2 circuit is less than 6
FUEL: ENG 2 LO PRESS A A A - - FUEL: PRESS SENS 3 FAIL This fault message shows when the engine 3 low fuel pressure NO
psi (0.4 bar).
switch (R101EH) is failed.
The fuel pressure in the engine 3 circuit is less than 6
FUEL: ENG 3 LO PRESS A A A - - FUEL: X-BP 1-2 FAIL Same as CAS message "FUEL: X-BP 1-2 FAIL". YES
psi (0.4 bar).
Non opening or non closing or untimely opening of the FUEL: X-BP 1-3 FAULT Same as CAS message "FUEL: X-BP 1-3 FAULT". YES
FUEL: X-BP 1-2 FAIL A A A - -
X-BP 1-2 crossfeed line.
FUEL: X-BP 2-3 FAIL Same as CAS message "FUEL: X-BP 2-3 FAIL". YES
Non opening or non closing or untimely opening of the
FUEL: X-BP 1-3 B/U FAIL A A A - -
back-up X-BP 1-3 crossfeed line. FUEL: X-TK 1-2 FAIL Same as CAS message "FUEL: X-TK 1-2 FAIL". YES
Non opening or non closing or untimely opening of the
FUEL: X-BP 1-3 FAULT A A A - - FUEL: X-TK 1-3 FAULT Same as CAS message "FUEL: X-TK 1-3 FAULT". YES
X-BP crossfeed 1-3 line.
Non opening or non closing or untimely opening of the FUEL: X-TK 2-1 FAIL Same as CAS message "FUEL: X-TK 2-1 FAIL". YES
FUEL: X-BP 2-3 FAIL A A A - -
X-BP crossfeed 2-3 line.
FUEL: X-TK 2-3 FAIL Same as CAS message "FUEL: X-TK 2-3 FAIL". YES
Non opening or non closing or untimely opening of the
FUEL: X-TK 1-2 FAIL X-TK 1-2 crosstank line. A A A - -
FUEL: X-TK 3-1 FAULT Same as CAS message "FUEL: X-TK 3-1 FAULT" YES
Non opening or non closing or untimely opening of the FUEL: X-TK 3-2 FAIL Same as CAS message "FUEL: X-TK 3-2 FAIL". YES
FUEL: X-TK 1-3 B/U FAIL A A A - -
back-up X-TK 1-3 crosstank line.
Non opening or non closing or untimely opening of the FUEL: X-TK 1-3 B/U FAIL Same as CAS message "FUEL: X-TK 1-3 B/U FAIL". YES
FUEL: X-TK 1-3 FAULT A A A - - (A/C with M305 or SB 018)
X-TK 1-3 crosstank line.
Non opening or non closing or untimely opening of the FUEL: X-TK 1-3 B/U FAIL Same as CAS message "FUEL: X-TK 3-1 B/U FAIL". YES
FUEL: X-TK 2-1 FAIL A A A - -
X-TK 2-1 crosstank line.
Non opening or non closing or untimely opening of the
FUEL: X-TK 2-3 FAIL A A A - -
X-TK 2-3 crosstank line.
Non opening or non closing or untimely opening of the
FUEL: X-TK 3-1 B/U FAIL back-up X-TK 3-1 crosstank line A A A - -
Non opening or non closing or untimely opening of the
FUEL: X-TK 3-1 FAULT A A A - -
X-TK 3-1 crosstank line.
Non opening or non closing or untimely opening of the
FUEL: X-TK 3-2 FAIL A A A - -
X-TK 3-2 crosstank line.
Advisory (White) CAS Messages
FUEL: X-CMD INVALID INPUTS At least two incompatible X-BP / X-TK commands W W W - -
selected on the overhead panel (5000PM).
28-42
R0
DISTRIBUTION SYSTEM (CONTINUED) NOTES:
Components (Continued)
Controls and Indications - Integrated Maintenance
CMC Maintenance Screens
The fuel distribution system parameters display on the maintenance screens that follow:
− "CTR FRONT REFUEL VALVE STATUS" − "FUEL XBP 1-2 SUPPLY MONITORING"
− "CTR REAR REFUEL VALVE STATUS" − "FUEL XBP 2-3 SUPPLY MONITORING"
− "LH REFUEL VALVE STATUS" − "FUEL XBP 1-3 B/U SUPPLY MONITORING"
− "RH REFUEL VALVE STATUS" − "FUEL NORMAL BOOSTER PUMPS STATUS"
− "FUEL XTK 1-3 TRANSFER MONITORING" − "FUEL STBY BOOSTER PUMPS STATUS"
− "FUEL XTK 3-1 TRANSFER MONITORING" − "FUEL BACKUP EMERG STATUS”
− 28-20 "FUEL XTK 1-2 TRANSFER MONITORING" − "ENG FUEL PRESSURE STATUS"
− "FUEL XTK 2-1 TRANSFER MONITORING" − "ENG2 FUEL PRESSURE STATUS"
− "FUEL XTK 2-3 TRANSFER MONITORING" − "ENG1 FUEL PRESSURE STATUS"
− "FUEL XTK 3-2 TRANSFER MONITORING" − "ENG3 FUEL PRESSURE STATUS"
− "FUEL XTK XBP BACKUP TRANSFER MONIT" − "FUEL PCB STATUS"
− "FUEL XBP 1-3 SUPPLY MONITORING"
28-43
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
282000035A01001
sdsfnxamm282000ea01f9p49
Figure 26 Figure 27
Normal Configuration Principal Diagram X-BP 1-3 Principal Diagram
28-44
R0
DISTRIBUTION SYSTEM (CONTINUED)
Operation Crossfeed Modes (X-BP)
Normal Fuel Supply Mode The crossfeed modes feed each engine with the fuel coming from one of the two other tank groups. It can be done in two
operation modes:
The normal fuel supply mode corresponds to the normal emptying of the fuel tanks with fuel supplied to the engines and
the APU from their corresponding tank groups. The fuel transfer is performed within each tank group from the different − Normal crossfeed mode through the BP manifold fuel transfer valves (9631QD) / (9641QD) / (9651QD) of the booster
tanks to the feeder tank, thanks to the jet pumps. The fuel is then supplied from the feeder tank to the corresponding pump manifolds (105QD) / (205QD) / (305QD)
engine or APU thanks to the booster pumps. − Back-up crossfeed mode through the crossfeed units (405QD) / (505QD)
The jet pumps, the holes between the tanks, the flapper valves and the piping of the fuel system consume the fuel stored Normal Crossfeed Modes
in the various tanks of the tank groups in the proper sequence. There are three normal crossfeed modes: X-BP 1-2, X-BP 2-3 and X-BP 1-3.
For the LH and RH tank groups, the emptying sequence of the tanks is as follows: X-BP 1-2 Mode
− LH/RH Front Tank The X-BP 1-2 mode is used to supply the engine 1 and 2:
− LH/RH Wing Outboard Tank − With fuel stored in the center tank group when the normal booster pump 1 (L106QD) and the stand-by booster pump
− LH/RH Wing Middle Tank 1 (L206QD) are failed
− LH/RH Wing Inboard Tank − With fuel stored in the LH tank group when the normal booster pump 2 (M106QD) and the stand-by booster pump 2
− LH/RH Center-Wing Tank (M206QD) are failed
− LH/RH Feeder Tank
The X-BP 1-2 mode is controlled through the "X-BP 1-2" pushbutton (L9880PM) on the overhead panel (5000PM), which
opens the BP 1 manifold fuel transfer valve (9631QD) and the BP 2 manifold fuel transfer valve (9641QD) to connect the
For the center tank group, the fuel transfer sequence of the tanks is as follows:
engine 1 and the engine 2 fuel supply systems.
− CTR Center-Wing Tank
− Rear Tank
X-BP 2-3 Mode
− CTR Feeder Tank
The X-BP 2-3 mode is used to supply the engine 2 and 3:
− With fuel stored in the RH tank group when the normal booster pump 2 (M106QD) and the stand-by booster pump 2
The transfer sequence is monitored by the FQMC (208QJ), which calculates and monitors the fuel quantities of these (M206QD) are failed
tanks. In case of significant drift of the fuel center of gravity due to multiple failures of the fuel supply system, the FQMC
− With fuel stored in the center tank group when the normal booster pump 3 (R106QD) and the stand-by booster pump
(208QJ) detects it and sends the information to the EASy system that shows the associated indication in the cockpit.
3 (R206QD) are failed
Engine 1 and Engine 3 Fuel Supply Systems
The X-BP 2-3 mode is controlled through the "X-BP 2-3" pushbutton (L9900PM) on the overhead panel (5000PM), which
The engine 1 and engine 3 fuel supply systems are identical. Each includes: opens the BP 2 manifold fuel transfer valve (9641QD) and the BP 3 manifold fuel transfer valve (9651QD) to connect the
− Five jet pumps (L108QD) / (R108QD), (L208QD) / (R208QD), (L308QD) / (R308QD), (L408QD) / (R408QD) and engine 2 and the engine 3 fuel supply systems.
(L508QD) / (R508QD) per feeder tank
− Two booster pumps (one normal (L106QD) / (R106QD) and one stand-by (L206QD) / (R206QD) X-BP 1-3 Mode
− One crossfeed unit (405QD) / (505QD) The X-BP 1-3 mode is used to supply the engine 1and 3:
− One fuel SOV (9630QD) / (9650QD) in the booster pump manifold (105QD) / (305QD) − With fuel stored in the RH tank group when the normal booster pump 1 (L106QD) and the stand-by booster pump 1
− One engine low fuel pressure switch (L101EH) / (R101EH) (L206QD) are failed
− With fuel stored in the LH tank group when the normal booster pump 3 (R106QD) and the stand-by booster pump 3
Engine 2 Fuel Supply System (R206QD) are failed
The engine 2 fuel supply system includes:
− Three jet pumps (608QD) / (708QD) / (808QD) The X-BP 1-3 mode is controlled through the "X-BP 1-3" pushbutton (L9890PM) on the overhead panel (5000PM), which
− Two booster pumps (one normal (M106QD) and one stand-by (M206QD)) opens the BP 1 manifold fuel transfer valve (9631QD) and the BP 3 manifold fuel transfer valve (9651QD) to connect the
engine 1 and the engine 3 fuel supply systems.
− One fuel SOV (9640QD) in the booster pump 2 manifold (205QD)
− One engine 2 low fuel pressure switch (M101EH)
APU Fuel Supply System
The normal and stand-by booster pumps 2 (M106QD) / (M206QD) supply engine 2 and also the APU. The APU fuel
supply line crosses the rear tank then routes the mechanic's servicing compartment floor back to the APU. Installed on the
APU fuel supply line, the APU fuel SOV (102QD) protects the APU in case of fire.
28-45
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
sdsfnxamm282000ea01f10p509
282000038A01001
Figure 28 Figure 29
X-BP 1-3 Back-up Principal Diagram X-TK 1-3 Principal Diagram
28-46
R0
DISTRIBUTION SYSTEM (CONTINUED)
Operation (Continued) X-TK 3-2 Mode
Back-up Crossfeed Mode The X-TK 3-2 mode is used to transfer fuel from the center to the RH tank group. The X-TK 3-2 mode is controlled
through the X-TK 3-2 pushbutton (L9870PM) on the overhead panel (5000PM), which opens the BP 3 manifold fuel
There is only one back-up crossfeed mode: X-BP 1-3 back-up. The X-BP 1-3 back-up mode is used when the X-BP 1-3
transfer valve (9651QD), the defueling manifold (101QV), the CTR front refueling valve (102QF) and the CTR rear
normal mode is not available due to a failure of the BP 1 manifold fuel transfer valve (9631QD) or of the BP 3 manifold
refueling valve (202QF) to connect the center and the RH tank groups. The normal booster pump 3 (R106QD) and the
fuel transfer valve (9651QD) associated with a failure of:
stand-by booster pump 3 (R206QD) are automatically started.
− Normal booster pump 1 (L106QD) and the stand-by booster pump 1 (L206QD)
− Normal booster pump 3 (R106QD) and the stand-by booster pump 3 (R206QD)
X-TK 1-3 Mode
The X-TK 1-3 mode is used to transfer fuel from the LH to the RH tank group. The X-TK 1-3 mode is controlled through
The X-BP 1-3 back-up mode is controlled through the "X-BP 1-3" pushbutton (L9890PM) associated with the "BACKUP 1- the X-TK 1-3 pushbutton (L9780PM) on the overhead panel (5000PM), which opens the BP 1 manifold fuel transfer valve
3" pushbutton (L9820PM) on the overhead panel (5000PM), which opens the one of the LH crossfeed unit (405QD) or the (9631QD), the defueling manifold (101QV) and the RH refueling valve (402QF) to connect the LH and the RH tank
RH crossfeed unit (505QD) to connect the engine 1 and the engine 3 fuel supply systems. groups. The normal booster pump 1 (L106QD) and the stand-by booster pump 1 (L206QD) are automatically started.
If the normal booster pump 1 (L106QD) and the stand-by booster pump 1 (L206QD) are not operating, the LH crossfeed X-TK 3-1 Mode
unit (405QD) opens and cuts off the fuel supply from the normal or stand-by booster pump 3 to the LH jet pumps.
The X-TK 3-1 mode is used to transfer fuel from the LH to the RH tank group. The X-TK 3-1 mode is controlled through
the X-TK 3-1 pushbutton (L9790PM) on the overhead panel (5000PM), which opens the BP 3 manifold fuel transfer valve
If the normal booster pump 3 (R106QD) and the stand-by booster pump 3 (R206QD) are not operating, the RH crossfeed (9651QD), the defueling manifold (101QV) and the LH refueling valve (302QF) to connect the LH and the RH tank groups.
unit (505QD) opens and cuts off the fuel supply from the normal or stand-by booster pump 1 to the RH jet pumps. The normal booster pump 3 (R106QD) and the stand-by booster pump 3 (R206QD) are automatically started.
Crosstank Modes (X-TK)
The crosstank modes transfer the fuel from one tank group to another tank group. It can be performed in two operation
modes:
− Normal crosstank mode through the BP manifold fuel transfer valves (9631QD) / (9641QD) / (9651QD), the defueling
manifold (101QV) and the refueling manifold (303QF)
− Back-up crosstank mode through the crossfeed units (405QD) / (505QD) and the wing tank cross valve (XTK)
(103QD)
Normal Crosstank Mode
There are six normal crosstank modes: X-TK 1-2, X-TK 2-1, X-TK 2-3, X-TK 3-2, X-TK 1-3 and X-TK 3-1.
X-TK 1-2 Mode
The X-TK 1-2 mode is used to transfer fuel from the LH to the center tank group. The X-TK 1-2 mode is controlled through
the X-TK 1-2 pushbutton (L9850PM) on the overhead panel (5000PM), which opens the BP 1 manifold fuel transfer valve
(9631QD), the defueling manifold (101QV), the CTR front refueling valve (102QF) and the CTR rear refueling valve
(202QF) to connect the LH and the center tank groups. The normal booster pump 1 (L106QD) and the stand-by booster
pump 1 (L206QD) are automatically started.
X-TK 2-1 Mode
The X-TK 2-1 mode is used to transfer fuel from the LH to the center tank group. The X-TK 2-1 mode is controlled through
the X-TK 2-1 pushbutton (L9810PM) on the overhead panel (5000PM), which opens the BP 2 manifold fuel transfer valve
(9641QD), the defueling manifold (101QV) and the LH refueling valve (302QF) to connect the LH and the center tank
groups. The normal booster pump 2 (M106QD) and the stand-by booster pump 2 (M206QD) are automatically started.
X-TK 2-3 Mode
The X-TK 2-3 mode is used to transfer fuel from the center to the RH tank group. The X-TK 2-3 mode is controlled
through the X-TK 2-3 pushbutton (L9830PM) on the overhead panel (5000PM), which opens the BP 2 manifold fuel
transfer valve (9641QD), the defueling manifold (101QV) and the RH refueling valve (402QF) to connect the center and
the RH tank groups. The normal booster pump 2 (M106QD) and the stand-by booster pump 2 (M206QD) are
automatically started.
Figure 30
Fuel Control Panel on Overhead Panel
28-47
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
282000039A01001
282000034A01001
Figure 31 Figure 32
X-TK 1-3 Back-Up Principal Diagram Engine 2 Back-Up Mode Principal Diagram
28-48
R0
DISTRIBUTION SYSTEM (CONTINUED)
Operation (Continued)
Back-up Crosstank Mode
There are two back-up crosstank modes: X-TK 1-3 back-up and X-TK 3-1 back-up.
X-TK 1-3 Back-up Mode
The X-TK 1-3 back-up mode is used when the X-TK 1-3 normal mode is not available due to a failure of the BP 1 manifold
fuel transfer valve (9631QD), the defueling manifold (101QV) or the RH refueling valve (402QF).
The X-TK 1-3 back-up mode is controlled through the X-TK 1-3 pushbutton (L9780PM) associated with the "BACKUP 1-3"
pushbutton (L9820PM) on the overhead panel (5000PM), which opens the RH crossfeed unit (505QD) and the solenoid
valve (9670QD) in the LH crossfeed unit (405QD). When the RH crossfeed unit (505QD) opens, it cuts off the fuel supply
to the RH jet pumps.
When the solenoid valve (9670QD) opens, it controls the opening of the wing tank cross valve (XTK) (103QD) to connect
the LH and the RH tank groups. In this case, the fuel of the LH feeder tank flows into the RH feeder tank by gravity.
X-TK 3-1 Back-up Mode
The X-TK 3-1 back-up mode is used when the X-TK 3-1 normal mode is not available due to a failure of the BP 3 manifold
fuel transfer valve (9651QD), the defueling manifold (101QV) and the LH refueling valve (302QF).
The X-TK 3-1 back-up mode is controlled through the X-TK 3-1 pushbutton (L9790PM) associated with the "BACKUP 1-3"
pushbutton (L9820PM) on the overhead panel (5000PM), which opens the LH crossfeed unit (405QD) and the solenoid
valve (9670QD). When the LH crossfeed unit (405QD) opens, it cuts off the fuel supply to the LH jet pumps.
When the solenoid valve (9670QD) opens and controls the opening of the wing tank cross valve (XTK) (103QD). In this
case, the fuel of the RH feeder tank flows into the LH feeder tank by gravity.
Engine 2 Back-up Mode
In the engine 2 normal mode, the engine 2 is supplied through the engine 2 fuel supply line.
In the engine 2 back-up mode, the engine 2 is supplied through the APU fuel supply line, located on the opposite side of Figure 33
the engine 2 fuel supply line. Fuel Control Panel on Overhead Panel
If there are fuel leaks on the engine 2 fuel supply line, the BP 2 manifold fuel SOV (9640QD) can be closed through the
"FIRE 2" switch / light (955WZ) on the fire panel (200WZ). If no other leak is detected on the center tank group and no fire
is detected on the engine 2, the "FUEL 2 B/U" switch / light (412QD) on the emergency switch box (1001FW) can be
pushed to control:
− APU fuel SOV (102QD) in the open position
− Switch of the booster pump 2 / APU cross valve (302QD) to supply fuel to the engine 2 through the APU fuel supply
line
As the engine 2 is supplied through the APU fuel supply line, the engine 2 can be restarted.
Figure 34
FUEL 2 B/U Switch on Emergency Switch Panel
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80
For Training Purposes Only Falcon 7X
5000PM
305QD
4401FY 650
L9810PM 1 X-BP
603QD 76
1 6
A ON 14 D
+PWR. B 3D 25 24
RH TRF VALVE OPEN 55 2 15
OPEN
EMI FILTER & PROTECTION
10 131 37 XTK2 - 1
XTK 2 - 1 A18
83 1/20 0 VDC
MOTOR DRIVER
4 A
CLOSED
27 150 454JN
LH TRF VALVE CLOSED 51 *S 16
M
ON MAU2
21 E
L9830PM 4301FY P&W HARNESS 648
A ON 17 83 331 421FT F44 533 ENGINE 2
15 22 XTK2 - 3 1 7/20 +28VDC TO OPEN
P< 6PSI H B 11,2W
157 159 15 160 13 3 19/20 +28VDC TO CLOSE
LOW PRESS SWITCH ENG 2A 56 Z J C
XTK 2 - 3
113/20 F CASE GROUND
T2 64/20
14 2
126/20 2 P> 7PSI T3 SD 26 - 21 - 00
CASE GND 1 41 T1 1
153 119 505QD
ON 83 LH. ELECTROVALVE 5 *T
127/20 T2 XTK STBY
L9890PM CASE GND 2 42
156 BITE PCB N° 2 22 D
*P 49
A ON 154 121
EMI FILTER & PROTECTION
+PWR. A LH TRF VALVE OPEN 51 *R
OPEN
X-BP
4C
MOTOR DRIVER
1 3 76 A18
164 4 184
2 6 XBP1 - 3 A18 P&W HARNESS A
232/22 169 26 334
GND PWR 45 220JN RH TRF VALVE CLOSED 51 3 452JN M
CLOSED
2C 358FT 504 ENGINE 3
A18
56 233/22 P< 6PSI
14 GND PWR 46 222JN 32
11 13 3
ON 4401FY 23
*I E
L9870PM 83 63/20 168/20 +28VDC TO OPEN 11,2W
4 T2 14 2 K B
P> 7PSI 29/20 +28VDC TO CLOSE
A ON 170 80 L C
+PWR. B XTK HYD VALVE 5 *Q 185/20 F
XTK 3 - 2 MAU2 T1
302QD
803QD 418FT
4C 199
1 D
18 205/22
EMI FILTER & PROTECTION
1 38 XTK3 - 2 28V - 12 33 1 28V_12
206/22
OPEN
ON 28V - 12 50 2 28V_12
207
MOTOR DRIVER
L9850PM COMMAND BP2 TRF VALVE 14 7 COMMAND BP2 TRF VALVE A18
FEEDBACK BP3 TRF VALVE 8 208 FEEDBACK BP3 TRF VALVE 186/22 A
8
A ON FEEDBACK BP2 TRF VALVE 9 209 FEEDBACK BP2 TRF VALVE M
+PWR. B 11 380JN
CLOSED
GND 28 210 12 GND
XTK 1 - 2 211 T1
GND 29 13 GND
FEEDBACK BP2 43 212 CASE GND 3 224/20
14 FEEDBACK BP2 41 200/22
213 2 E
COMMAND BP3 10 21 COMMAND BP3 11,2W
COMMAND BP1 5 215 22 42 225/20
3D COMMAND BP1 CASE GND 4 195/22 ENG 2
216 +28V IF (FIRE2 OR FUEL 2 B/U) 3 B
16 FEEDBACK BP1 44 23 FEEDBACK BP1 26 - 22 - 00 196/22 APU
5 19 XTK1 - 2 217 T2 +28V IF FIRE2 & FUEL 2B/U 12 C
COMMAND BP3 TRF VALVE 18 24 COMMAND BP3 TRF VALVE 187/20
ON 218/22 F
COMMAND BP2 7 28 COMMAND BP2 T1
L9900PM 4C 219
FEEDBACK BP1 TRF VALVE 26 33 FEEDBACK BP1 TRF VALVE
FEEDBACK DEF/TRF VALVE 12 220 34 5 3/20
A ON FEEDBACK DEF/TRF VALVE OPENING BP3 TRF VALVE
+PWR. B 15 221 4/20 405QD
16 25 XBP2 - 3 COMMAND DEF/TRF VALVE 39 35 COMMAND DEF/TRF VALVE CLOSING BP3 TRF VALVE 6 651
X-BP 14 222 1 XTK STBY
17 24 XBP1 - 2 FEEDBACK BP3 15 37 FEEDBACK BP3
2 3 108 223 69
11 20 XTK1 - 3 COMMAND BP1 TRF VALVE 13 50 COMMAND BP1 TRF VALVE 3 D
109
Legend
EMI FILTER & PROTECTION
BITE PCB 1 11
90/20
OPEN
21 XTK3 - 1 OPENING BP1 TRF VALVE 16 W
L2000PM 89/20
MOTOR DRIVER
651J/P GEAR CUT - OFF CONNECTOR 134
CLOSING BP1 TRF VALVE 17
88/20
V A18
74/20 /20
OPENING BP2 TRF VALVE 30 U A
650J/P GEAR CUT - OFF CONNECTOR ON XBP-XTK
OPENING BP2 TRF VALVE 29 87/20 T M
CLOSED
136 104 451JN
L9880PM 81 23 BACKUP 135 331 16 716QD
649J/P GEAR CUT - OFF CONNECTOR 244/22 243/22 93/22 Bus E2 SD 28 - 12 - 00 270
A ON SD 28 - 11 - 00 LH ESS ALIM 2 17 16 23 L
648J/P GEAR CUT - OFF CONNECTOR +PWR. B SD 28 - 12 - 00 +28V
SD 28 - 22 - 00 70 E
X-BP 5A 71/20 11,2W
533J ENGINE 2 CUT - OFF CONNECTOR 1 2
4101FY
72/20
B
703QD 4 C
505J ENGINE 1 CUT - OFF CONNECTOR R2000PM
198
115/20 F
648J-E BP2 APU TRF VALVE OPEN 11
504J ENGINE 3 CUT - OFF CONNECTOR 110 28-12-00 XBP XTK STBY
4 T1 2
BITE PCB N° 2 10 334 20
334J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR 134 22 816QD
49 BITE PDB N° 1
BP3 TRF VALVE CLOSED 51
76/20
ON 245/22 242/22 /22 189/22 S Bus F2 B
331J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR RH ESS 17 16 6 E
3 118 C
+28V 2
270J/P LH/RH WIRING CUT - OFF CONNECTOR CASE GND 5 41 239/20 T1
5A BP3 TRF VALVE OPEN 52
158 75/20
L9780PM LOWFUEL PRESS SWITCH ENG 3A 54 A R
136J/P LH/RH WIRING CUT - OFF CONNECTOR 240/20 1
A ON CASE GND 6 42 T2 408QJ-1 122
135J/P LH/RH WIRING CUT - OFF CONNECTOR +PWR. A 28-12-00 BP1 TRF VALVE OPEN 55 47 D
237/20
134J/P LH/RH WIRING CUT - OFF CONNECTOR XTK 1 - 3 GND PWR 13 T3
2
A18
77
176 F
83J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR GND PWR 14 238/20
T4 MAU1
BP2 TRF VALVE CLOSED 54
451JN
135 105QD
76J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR 2C
5 XBP 1 - 3
120 166 X-BP
LPS N° 3 7 77 1
4401FY GENERIC I/O 4 MODULE 12 13 6 XTK 1 - 3 RH CROSSFEED VALVE CLOSED 25
146
79 81 9 44 D
4301FY GENERIC I/O 3 MODULE ON
EMI FILTER & PROTECTION
136
OPEN
4201FY GENERIC I/O 2 MODULE L9790PM OPENING RH CROSSFEED VALVE 34
83/20 E 30/20 A18
38/20
MOTOR DRIVER
84/20 31/20 A
4101FY GENERIC I/O 1 MODULE CLOSING RH CROSSFEED VALVE 18 F
CLOSED
A ON 453JN
+PWR. A 4
505QD RH CROSSFEED UNIT LH CROSSFEED VALVE CLOSED 9 5
M
XTK 3 - 1 123/20 67
405QD LH CROSSFEED UNIT OPENING LH CROSSFEED VALVE 1
124/20 37/20
E
+28VDC TO OPEN
3D CLOSING LH CROSSFEED VALVE 2 B
305QD BOOSTER PUMP 3 MANIFOLD 59 +28V LH ELECTRO SIGNALISATION 50 125 8 39/20 C +28VDC TO CLOSE
11,2W
20 54/20 116/20
205QD BOOSTER PUMP 2 MANIFOLD 2C OPENING XTK CROSSFEED VALVE 3
103QD 649
F
57 651 T1
105QD BOOSTER PUMP 1 MANIFOLD 13 22 XTK 3 - 1 XTK VALVE
*D
SD 26 - 21 - 00
ON 161 OPEN 205QD
803QD X-TK/X-BP NORMAL 2 PCB L9820PM 66
33
162
C *C
1 X-BP
+28XTK VALVE SIGNALISATION 49 32 A E
703QD X-TK/X-BP STAND-BY PCB ON B 9/20
F 174 D
+PWR. A A 5/20
603QD X-TK/X-BP NORMAL 1 PCB
EMI FILTER & PROTECTION
G
BACKUP 4201FY 42/20
OPEN
H
103QD WING TANK CROSS VALVE (XTK) 1 3 2 43/20
MOTOR DRIVER
MAU1 P&W HARNESS J A18
197/22 52/20
302QD BOOSTER PUMP 2 / APU CROSS VALVE BP2 APU TRF VALVE CLOSED 11 334 357FT 505 ENGINE 1
651
A
CLOSED
P< 6PSI 451JN M
5000PM OVERHEAD PANEL 13
48
13
12 231 1
R2000PM RH REAR SPDB 11 23 BACKUP
49
T2
65/20 175
ON FUEL PRESS SWITCH ENG 1A 56 14 13 E
L2000PM LH REAR SPDB SD 28 - 22 - 00 P> 7PSI 40/20 B +28VDC TO OPEN 11,2W
4 41/20 +28VDC TO CLOSE
C
BP2 TRF VALVE OPEN 173 12 117/20 F
51
55 172 SD 26 - 22 - 00
BP1 TRF VALVE CLOSED 10 T1
FLOW WD282100AA4006
Figure 35
BP XTK - Fuel
28-50
R0
FUEL DISTRIBUTION COMPONENT CHART
L101EH Engine 1 Low Fuel Pressure Switch L9900EQ Engine 1 FCU Fuel Supply Line L9810PM X-TK 2-1 Pushbutton
Location: ENGINE 1 (412) Location: ENGINE 1 (412) Location: Overhead Panel (5000PM)
Access: Engine 1 Lower Cowling (413AB) Access: Engine 1 Lower Cowling (413AB) Access: Passenger Door (PAX)
References: References: References:
Description: SDS 28-20-00 Description: SDS 75-30-00 Description: SDS 28-22-00
Wiring Diagram: WD 28-21-00 Wiring Diagram: None Wiring Diagram: WD 28-21-00
Removal/Installation: TASK 73-30-07-900-801 Removal/Installation: TASK 28-21-33-900-801 Removal/Installation: Not Applicable
M101EH Engine 2 Low Fuel Pressure Switch M9900EQ Engine 2 FCU Fuel Supply Line L9820PM "BACKUP 1-3" Pushbutton
Location: ENGINE 2 (451) Location: ENGINE 2 (451) Location: Overhead Panel (5000PM)
Engine 2 LH Cowling (455AL), Engine 2 RH Engine 2 LH Cowling (455AL), Engine 2 Access: Passenger Door (PAX)
Access: Access:
Cowling (454AR) RH Cowling (454AR) References:
References: References: Description: SDS 28-22-00
Description: SDS 28-20-00 Description: SDS 75-30-00 Wiring Diagram: WD 28-21-00
Wiring Diagram: WD 28-21-00 Wiring Diagram: None Removal/Installation: Not Applicable
Removal/Installation: TASK 73-30-07-900-801 Removal/Installation: TASK 28-21-33-900-801
L9830PM X-TK 2-3 Pushbutton
R101EH Engine 3 Low Fuel Pressure Switch R9900EQ Engine 3 FCU Fuel Supply Line Location: Overhead Panel (5000PM)
Location: ENGINE 3 (422) Location: ENGINE 3 (422) Access: Passenger Door (PAX)
Access: Engine 3 Lower Cowling (423AB) Access: Engine 3 Lower Cowling (423AB) References:
References: References: Description: SDS 28-22-00
Description: SDS 28-20-00 Description: SDS 75-30-00 Wiring Diagram: WD 28-21-00
Wiring Diagram: WD 28-21-00 Wiring Diagram: None Removal/Installation: Not Applicable
Removal/Installation: TASK 73-30-07-900-801 Removal/Installation: TASK 28-21-33-900-801
L9840PM "BOOST 3" Pushbutton
L9850EQ Engine 1 Main Fuel Supply Line L9780PM X-TK 1-3 Pushbutton Location: Overhead Panel (5000PM)
Location: ENGINE 1 (412) Location: Overhead Panel (5000PM) Access: Passenger Door (PAX)
Access: Engine 1 Lower Cowling (413AB) Access: Passenger Door (PAX) References:
References: References: Description: SDS 28-21-00
Description: SDS 75-30-00 Description: SDS 28-22-00 Wiring Diagram: WD 28-22-00
Wiring Diagram: None Wiring Diagram: WD 28-21-00 Removal/Installation: Not Applicable
Removal/Installation: TASK 28-21-33-900-801 Removal/Installation: Not Applicable
L9850PM X-TK 1-2 Pushbutton
M9850EQ Engine 2 Main Fuel Supply Line L9790PM X-TK 3-1 Pushbutton Location: Overhead Panel (5000PM)
Location: ENGINE 2 (451) Location: Overhead Panel (5000PM) Access: Passenger Door (PAX)
Engine 2 LH Cowling (455AL), Engine 2 RH Access: Passenger Door (PAX) References:
Access:
Cowling (454AR) References: Description: SDS 28-22-00
References: Description: SDS 28-22-00 Wiring Diagram: WD 28-21-00
Description: SDS 75-30-00 Wiring Diagram: WD 28-21-00 Removal/Installation: Not Applicable
Wiring Diagram: None Removal/Installation: Not Applicable
Removal/Installation: TASK 28-21-33-900-801 L9860PM "BOOST 2" Pushbutton
L9800PM "BOOST 1" Pushbutton Location: Overhead Panel (5000PM)
R9850EQ Engine 3 Main Fuel Supply Line Location: Overhead Panel (5000PM) Access: Passenger Door (PAX)
Location: ENGINE 3 (422) Access: Passenger Door (PAX) References:
Access: Engine 3 Lower Cowling (423AB) References: Description: SDS 28-21-00
References: Description: SDS 28-21-00 Wiring Diagram: WD 28-22-00
Description: SDS 75-30-00 Wiring Diagram: WD 28-22-00 Removal/Installation: Not Applicable
Wiring Diagram: None Removal/Installation: Not Applicable
Removal/Installation: TASK 28-21-33-900-801
28-51
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
FUEL DISTRIBUTION COMPONENT CHART (CONTINUED)
L9870PM X-TK 3-2 Pushbutton 102QD APU Fuel SOV R106QD Normal Booster Pump 3
Location: Overhead Panel (5000PM) Location: F26-27, FUEL EQUIPMENT BAY (151) Location: F20-26, RH CENTER-WING TK (144)
Access: Passenger Door (PAX) Access: Fuel Equipment Bay Door (151AL) Access: CTR Fuel Tank Booster Pump Fairing (147FL)
References: References: References:
Description: SDS 28-22-00 Description: SDS 28-21-00 Description: SDS 28-21-00
Wiring Diagram: WD 28-21-00 Wiring Diagram: WD 26-22-00 Wiring Diagram: WD 28-22-00
Removal/Installation: Not Applicable Removal/Installation: TASK 28-21-17-900-801 Removal/Installation: TASK 28-21-01-900-801
L107QD Normal Booster Pump 1 Canister
103QD Wing Tank Cross Valve (XTK)
L9880PM "X-BP 1-2" Pushbutton Location: F20-26, LH CENTER-WING TK (143)
Location: F20-26, CTR CENTER-WING TK, LH (141)
Location: Overhead Panel (5000PM) Access: CTR Fuel Tank Booster Pump Fairing (147FL)
Access: Frame 26 CTR Fuel Tank Access Door (141BZ)
Access: Passenger Door (PAX)
References: References:
References:
Description: SDS 28-22-00 Description: SDS 28-21-00
Description: SDS 28-22-00
Wiring Diagram: WD 28-21-00 Wiring Diagram: None
Wiring Diagram: WD 28-21-00
Removal/Installation: TASK 28-22-01-900-801 Test after installation: TASK 28-21-01-900-801
Removal/Installation: Not Applicable
104QD Booster Pump 2 Filter M107QD Normal Booster Pump 2 Canister
L9890PM "X-BP 1-3" Pushbutton Location: F26-27, FUEL EQUIPMENT BAY (151) Location: F27-28, CTR FEEDER TK (152)
Location: Overhead Panel (5000PM) Access: Fuel Equipment Bay Door (151AL)
Access: Fuel Equipment Bay Door (151AL)
Access: Passenger Door (PAX) References:
References:
References: Description: SDS 28-21-00
Description: SDS 28-21-00
Description: SDS 28-22-00 Wiring Diagram: None
Wiring Diagram: None
Wiring Diagram: WD 28-21-00 Removal/Installation: TASK 28-21-09-100-801
Test after installation: TASK 28-21-01-900-
Removal/Installation: Not Applicable
801
L9900PM "X-BP 2-3" Pushbutton 105QD Booster Pump 1 Manifold
Location: Overhead Panel (5000PM) Location: F26-27, FUEL EQUIPMENT BAY (151) R107QD Normal Booster Pump 3 Canister
Access: Fuel Equipment Bay Door (151AL) Location: F20-26, RH CENTER-WING TK (144)
Access: Passenger Door (PAX)
References: Access: CTR Fuel Tank Booster Pump Fairing (147FL)
References: Description: SDS 28-21-00 References:
Description: SDS 28-22-00 Wiring Diagram: WD 26-21-00 / WD 28-21-00 Description: SDS 28-21-00
Wiring Diagram: WD 28-21-00 Removal/Installation: TASK 28-21-05-900-801 Wiring Diagram: None
Removal/Installation: Not Applicable
L106QD Normal Booster Pump 1 Test after installation: TASK 28-21-01-900-801
L101QD LH Jet Pump Check Valve 1 Location: F20-26, LH CENTER-WING TK (143) L108QD LH Wing Inboard Tank Jet Pump
Location: F20-26, CTR CENTER-WING TK, LH (141) Access: CTR Fuel Tank Booster Pump Fairing (147FL)
Access: Frame 26 CTR Fuel Tank Access Door (141BZ) Location: F20-26, LH CENTER-WING TK (143)
References: Access: Frame 26 CTR Fuel Tank Access Door (143AZ)
References: Description: SDS 28-21-00
Description: SDS 28-21-00 References:
Wiring Diagram: WD 28-22-00 Description: SDS 28-21-00
Wiring Diagram: None Removal/Installation: TASK 28-21-01-900-801
Removal/Installation: Not documented Wiring Diagram: None
R101QD RH Jet Pump Check Valve 1 M106QD Normal Booster Pump 2 Removal/Installation: Not documented
Location: F20-26, CTR CENTER-WING TK, RH (142) Location: F27-28, CTR FEEDER TK (152)
R108QD RH Wing Inboard Tank Jet Pump
Access: Frame 26 CTR Fuel Tank Access Door (141BZ) Access: Fuel Equipment Bay Door (151AL)
Location: F20-26, RH CENTER-WING TK (144)
References:
References: Access: Frame 26 CTR Fuel Tank Access Door (144AZ)
Description: SDS 28-21-00
Description: SDS 28-21-00 References:
Wiring Diagram: WD 28-22-00
Wiring Diagram: None Description: SDS 28-21-00
Removal/Installation: TASK 28-21-01-900-801
Removal/Installation: Not documented Wiring Diagram: None
Removal/Installation: Not documented
28-52
R0
112QD "APU SOV" Circuit Breaker R201QD RH Jet Pump Check Valve 2 M207QD Stand-By Booster Pump 2 Canister
Location: LH Front SPDB (L1000PM) Location: F20-26, RH CENTER-WING TK (144) Location: F27-28, CTR FEEDER TK (152)
Access: Cockpit Lateral Lining No.5 (221XZ) Access: Frame 26 CTR Fuel Tank Access Door (144AZ) Access: Fuel Equipment Bay Door (151AL)
References: References: References:
Description: It prevents damage to the power Description: SDS 28-21-00 Description: SDS 28-21-00
supply line of the APU Fuel SOV (102QD). Wiring Diagram: None Wiring Diagram: None
Wiring Diagram: WD 26-22-00 Removal/Installation: Not documented Test after installation: TASK 28-21-01-900-801
Removal/Installation: TASK 24-62-21-900-801
205QD Booster Pump 2 Manifold R207QD Stand-By Booster Pump 3 Canister
115QD "ENG 1 SOV" Circuit Breaker Location: F26-27, FUEL EQUIPMENT BAY (151) Location: F20-26, RH CENTER-WING TK (144)
Location: RH Front SPDB (R1000PM) Access: Fuel Equipment Bay Door (151AL) Access: CTR Fuel Tank Booster Pump Fairing (147FL)
Access: Cockpit Lateral Lining No.5 (222XZ) References: References:
References: Description: SDS 28-21-00 Description: SDS 28-21-00
Description: It prevents damage to the power supply line of the Wiring Diagram: WD 26-22-00 / WD 28-21-00 Wiring Diagram: None
Booster Pump 1 Manifold (105QD). Removal/Installation: TASK 28-21-05-900-801 Test after installation: TASK 28-21-01-900-801
Wiring Diagram: WD 26-21-00
Removal/Installation: TASK 24-62-21-900-801 L206QD Stand-By Booster Pump 1 L208QD LH Wing Middle Tank Jet Pump
Location: F20-26, LH CENTER-WING TK (143) Location: F20-26, LH CENTER-WING TK (143)
L116QD BP 1 Relay Access: CTR Fuel Tank Booster Pump Fairing (147FL) Frame 26 CTR Fuel Tank Access Door
Access:
Location: RH PPDB (6000PC) References: (143AZ)
Access: Frame 40 Center Lining (271RZ) Description: SDS 28-21-00 References:
References: Wiring Diagram: WD 28-22-00 Description: SDS 28-21-00
Description: SDS 28-21-00 Removal/Installation: TASK 28-21-01-900-801 Wiring Diagram: None
Wiring Diagram: WD 28-22-00 Removal/Installation: Not documented
Removal/Installation: TASK 24-61-17-900-801 M206QD Stand-By Booster Pump 2
R208QD RH Wing Middle Tank Jet Pump
Location: F27-28, CTR FEEDER TK (152)
M116QD BP 2 Relay Location: F20-26, RH CENTER-WING TK (144)
Access: Fuel Equipment Bay Door (151AL)
Location: LH PPDB (5000PC) Frame 26 CTR Fuel Tank Access Door
References: Access:
Access: Frame 40 Center Lining (271RZ) (144AZ)
Description: SDS 28-21-00
References: References:
Wiring Diagram: WD 28-22-00
Description: SDS 28-21-00 Description: SDS 28-21-00
Removal/Installation: TASK 28-21-01-900-801
Wiring Diagram: WD 28-22-00 Wiring Diagram: None
Removal/Installation: TASK 24-61-17-900-801 R206QD Stand-By Booster Pump 3 Removal/Installation: Not documented
Location: F20-26, RH CENTER-WING TK (144)
R116QD BP 3 Relay 215QD "ENG 2 SOV" Circuit Breaker
Access: CTR Fuel Tank Booster Pump Fairing (147FL)
Location: RH PPDB (6000PC) Location: LH Front SPDB (L1000PM)
References:
Access: Frame 40 Center Lining (271RZ) Access: Cockpit Lateral Lining No.5 (221XZ)
Description: SDS 28-21-00
References: References:
Wiring Diagram: WD 28-22-00
Description: SDS 28-21-00 Description: It prevents damage to the power
Removal/Installation: TASK 28-21-01-900-801
Wiring Diagram: WD 28-22-00 supply line of the Booster Pump 2 Manifold
L207QD Stand-By Booster Pump 1 Canister (205QD).
Removal/Installation: TASK 24-61-17-900-801
Wiring Diagram: WD 26-22-00
Location: F20-26, LH CENTER-WING TK (143)
L201QD LH Jet Pump Check Valve 2 Removal/Installation: TASK 24-62-21-900-801
Access: CTR Fuel Tank Booster Pump Fairing (147FL)
Location: F20-26, LH CENTER-WING TK (143) References: L216QD Stand-By BP 1 Relay
Access: Frame 26 CTR Fuel Tank Access Door (143AZ) Description: SDS 28-21-00 Location: LH PPDB (5000PC)
References: Wiring Diagram: None Access: Frame 40 Center Lining (271RZ)
Description: SDS 28-21-00 Test after installation: TASK 28-21-01-900-801 References:
Wiring Diagram: None
Description: SDS 28-21-00
Removal/Installation: Not documented
Wiring Diagram: WD 28-22-00
Removal/Installation: TASK 24-61-17-900-801
28-53
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
FUEL DISTRIBUTION COMPONENT CHART (CONTINUED)
M216QD Stand-By BP 2 Relay 315QD "ENG 3 SOV" Circuit Breaker M416QD "ST-BY BOOST 2" Circuit Breaker
Location: RH PPDB (6000PC) Location: RH Front SPDB (R1000PM) Location: RH PPDB (6000PC)
Access: Frame 40 Center Lining (271RZ) Access: Cockpit Lateral Lining No.5 (222XZ) Access: Frame 40 Center Lining (271RZ)
References: References: References:
Description: SDS 28-21-00 Description: It prevents damage to the power supply line of the Description: It prevents damage to the power supply line
Wiring Diagram: WD 28-22-00 Booster Pump 3 Manifold (305QD). of the Stand-By Booster Pump 2 (M206QD).Wiring
Wiring Diagram: WD 26-21-00 Diagram: WD 28-22-00
Removal/Installation: TASK 24-61-17-900-801
Removal/Installation: TASK 24-62-21-900-801 Removal/Installation: TASK 24-61-21-900-801
R216QD Stand-By BP 3 Relay
405QD LH Crossfeed Unit R416QD "ST-BY BOOST 3" Circuit Breaker
Location: LH PPDB (5000PC)
Location: F26-27, FUEL EQUIPMENT BAY (151) Location: LH PPDB (5000PC)
Access: Frame 40 Center Lining (271RZ)
Access: Fuel Equipment Bay Door (151AL) Access: Frame 40 Center Lining (271RZ)
References:
References: References:
Description: SDS 28-21-00
Description: SDS 28-21-00 Description: It prevents damage to the power supply
line of the Stand-By Booster Pump 3 (R206QD).
302QD Booster Pump 2 / APU Cross Valve Wiring Diagram: WD 28-21-00
Wiring Diagram: WD 28-22-00
Location: F41-44, LAT LOWER AREA, LH (315) Removal/Installation: TASK 28-21-25-900-801
Removal/Installation: TASK 24-61-21-900-801
Access: Servicing Compartment Floor No.3 (315CZ)
References: L408QD CTR Tank LH Jet Pump
505QD RH Crossfeed Unit
Description: SDS 28-21-00 Location: F20-26, LH CENTER-WING TK (143)
Location: F26-27, FUEL EQUIPMENT BAY (151)
Wiring Diagram: WD 28-21-00 Access: Frame 26 CTR Fuel Tank Access Door (143AZ)
Access: Fuel Equipment Bay Door (151AL)
Removal/Installation: TASK 28-21-32-900-801 References:
References:
Description: SDS 28-21-00
305QD Booster Pump 3 Manifold Description: SDS 28-21-00
Wiring Diagram: None
Location: F26-27, FUEL EQUIPMENT BAY (151) Wiring Diagram: WD 28-21-00
Removal/Installation: Not documented
Access: Fuel Equipment Bay Door (151AL) Removal/Installation: TASK 28-21-25-900-801
References: R408QD CTR Tank RH Jet Pump
L508QD LH Feeder Tank Jet Pump
Description: SDS 28-21-00 Location: F20-26, RH CENTER-WING TK (144)
Location: F20-26, LH CENTER-WING TK (143)
Wiring Diagram: WD 26-21-00 / WD 28-21-00 Access: Frame 26 CTR Fuel Tank Access Door (144AZ)
Access: Frame 26 CTR Fuel Tank Access Door (143AZ)
Removal/Installation: TASK 28-21-05-900-801 References:
References:
Description: SDS 28-21-00
Description: SDS 28-21-00
L308QD LH Wing Outboard Tank Jet Pump Wiring Diagram: None
Wiring Diagram: None
Location: F20-26, LH CENTER-WING TK (143) Removal/Installation: Not documented
Removal/Installation: Not documented
Access: Frame 26 CTR Fuel Tank Access Door (143AZ)
412QD "FUEL 2 B/U" Switch/Light
References: R508QD RH Feeder Tank Jet Pump
Location: Emergency Switch Box (1001FW)
Description: SDS 28-21-00 Location: F20-26, RH CENTER-WING TK (144)
Access: Passenger Door (PAX)
Wiring Diagram: None Access: Frame 26 CTR Fuel Tank Access Door (144AZ)
References:
Removal/Installation: Not documented References:
Description: SDS 28-22-00
Description: SDS 28-21-00
R308QD RH Wing Outboard Tank Jet Pump Wiring Diagram: WD 26-22-00
Wiring Diagram: None
Location: F20-26, RH CENTER-WING TK (144) Removal/Installation: Not documented
Removal/Installation: Not documented
Access: Frame 26 CTR Fuel Tank Access Door (144AZ)
L416QD "ST-BY BOOST 1" Circuit Breaker
References: L516QD "BOOST 1" Circuit Breaker
Location: LH PPDB (5000PC)
Description: SDS 28-21-00 Location: RH PPDB (6000PC)
Access: Frame 40 Center Lining (271RZ)
Wiring Diagram: None Access: Frame 40 Center Lining (271RZ)
References:
Removal/Installation: Not documented References:
Description: It prevents damage to the power supply line of the
Stand-By Booster Pump 1 (L206QD). Description: It prevents damage to the power supply line of
the Normal Booster Pump 1 (L106QD).
Wiring Diagram: WD 28-22-00
Wiring Diagram: WD 28-22-00
Removal/Installation: TASK 24-61-21-900-801
Removal/Installation: TASK 24-61-21-900-801
28-54
R0
M516QD "BOOST 2" Circuit Breaker 708QD CTR Feeder Tank RH Jet Pump L908QD LH Pressurization Pipe Jet Pump
Location: LH PPDB (5000PC) Location: F27-28, CTR FEEDER TK (152) Location: F20-26, LH CENTER-WING TK (143)
Access: Frame 40 Center Lining (271RZ) Access: CTR Feeder Tank Access Door (152AL) Access: Frame 26 CTR Fuel Tank Access Door (143AZ)
References: References: References:
Description: It prevents damage to the power supply line of Description: SDS 28-21-00 Description: SDS 28-21-00
the Normal Booster Pump 2 (M106QD). Wiring Diagram: None Wiring Diagram: None
Wiring Diagram: WD 28-22-00 Removal/Installation: Not documented Removal/Installation: Not documented
Removal/Installation: TASK 24-61-21-900-801 715QD "ENG 1-3 SOV" Circuit Breaker
R516QD "BOOST 3" Circuit Breaker R908QD RH Pressurization Pipe Jet Pump
Location: LH PPDB (5000PC)
Location: RH PPDB (6000PC) Location: F20-26, RH CENTER-WING TK (144)
Access: Frame 40 Center Lining (271RZ)
Access: Frame 40 Center Lining (271RZ) Access: Frame 26 CTR Fuel Tank Access Door (144AZ)
References:
References: References:
Description: It prevents damage to the power supply line of
Description: It prevents damage to the power supply line of the Booster Pump 1 Manifold (105QD) and the Booster Pump Description: SDS 28-21-00
the Normal Booster Pump 3 (R106QD). 3 Manifold (305QD). Wiring Diagram: None
Wiring Diagram: WD 28-22-00 Wiring Diagram: WD 26-21-00 Removal/Installation: Not documented
Removal/Installation: TASK 24-61-21-900-801 Removal/Installation: TASK 24-61-21-900-801
9630QD BP 1 Manifold Fuel SOV
603QD X-TK/X-BP Normal 1 PCB
716QD "XBP-XTK" Circuit Breaker Location: Booster Pump 1 Manifold (105QD)
Location: PCB Box (8400PM)
Location: LH Rear SPDB (L2000PM) Access: Fuel Equipment Bay Door (151AL)
Access: Cockpit Floor (122BZ)
Access: Frame 40 Middle Lining (271OZ) References:
References:
References: Description: SDS 28-21-00
Description: SDS 28-21-00, SDS 28-22-00
Description: It prevents damage to the power supply line of the Wiring Diagram: WD 26-21-00
Wiring Diagram: WD 28-11-00, WD 28-12-00, WD 28-21- X-TK/X-BP Normal 1 PCB (603QD). Test after installation: TASK 28-21-13-710-801
00
Wiring Diagram: WD 28-21-00
Removal/Installation: TASK 24-63-00-900-801 9631QD BP 1 Manifold Fuel Transfer Valve
Removal/Installation: TASK 24-62-21-900-801
608QD CTR Feeder Tank LH Jet Pump Location: Booster Pump 1 Manifold (105QD)
Location: F27-28, CTR FEEDER TK (152) 803QD X-TK/X-BP Normal 2 PCB Access: Fuel Equipment Bay Door (151AL)
Access: CTR Feeder Tank Access Door (152AL) Location: PCB Box (8400PM) References:
References: Access: Cockpit Floor (122BZ) Description: SDS 28-22-00
Description: SDS 28-21-00 References: Wiring Diagram: WD 28-21-00
Wiring Diagram: None Description: SDS 28-21-00, SDS 28-22-00 Test after installation: TASK 28-21-15-710-801
Removal/Installation: Not documented Wiring Diagram: WD 28-12-00, WD 28-21-00, WD 28-22-
615QD "ENG 2-APU SOV" Circuit Breaker 00 9640QD BP 2 Manifold Fuel SOV
Location: RH PPDB (6000PC) Removal/Installation: TASK 24-63-00-900-801 Location: Booster Pump 2 Manifold (205QD)
Access: Frame 40 Center Lining (271RZ) Access: Fuel Equipment Bay Door (151AL)
808QD CTR Feeder Tank CTR Jet Pump References:
References:
Location: F27-28, CTR FEEDER TK (152) Description: SDS 28-21-00
Description: It prevents damage to the power supply line of
the APU Fuel SOV (102QD) and the Booster Pump 2 Access: CTR Feeder Tank Access Door (152AL) Wiring Diagram: WD 26-22-00
Manifold (205QD). References: Test after installation: TASK 28-21-13-710-801
Wiring Diagram: WD 26-22-00 Description: SDS 28-21-00
Removal/Installation: TASK 24-61-21-900-801 Wiring Diagram: None 9641QD BP 2 Manifold Fuel Transfer Valve
703QD X-TK/X-BP Stand-By PCB Removal/Installation: Not documented Location: Booster Pump 2 Manifold (205QD)
Location: PCB Box (8000PM) Access: Fuel Equipment Bay Door (151AL)
816QD "XBP XTK STBY" SSPC References:
Access: Crew Documentation Stowage Door (113IZ)
Location: RH Rear SPDB (R2000PM) Description: SDS 28-22-00
References:
Access: Frame 40 Middle Lining (272PZ) Wiring Diagram: WD 28-21-00
Description: SDS 28-21-00, SDS 28-22-00
References: Test after installation: TASK 28-21-15-710-801
Wiring Diagram: WD 28-21-00 / WD 28-22-00
Description: It prevents damage to the power supply line of the
Removal/Installation: TASK 24-63-00-900-801 X-TK/X-BP Stand-By PCB (703QD).
Wiring Diagram: WD 28-21-00
Removal/Installation: TASK 24-62-13-900-801
28-55
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
FUEL DISTRIBUTION COMPONENT CHART (CONTINUED)
9650QD BP 3 Manifold Fuel SOV
Location: Booster Pump 3 Manifold (305QD)
Access: Fuel Equipment Bay Door (151AL)
References:
Description: SDS 28-21-00
Wiring Diagram: WD 26-21-00
Test after installation: TASK 28-21-13-710-801
9651QD BP 3 Manifold Fuel Transfer Valve
Location: Booster Pump 3 Manifold (305QD)
Access: Fuel Equipment Bay Door (151AL)
References:
Description: SDS 28-22-00
Wiring Diagram: WD 28-21-00
Test after installation: TASK 28-21-15-710-801
9660QD LH Crossfeed Valve
Location: LH Crossfeed Unit (405QD)
Access: Fuel Equipment Bay Door (151AL)
References:
Description: SDS 28-21-00
Wiring Diagram: None
Removal/Installation: TASK 28-21-25-900-801
9670QD Solenoid Valve
Location: LH Crossfeed Unit (405QD)
Access: Fuel Equipment Bay Door (151AL)
References:
Description: SDS 28-21-00
Wiring Diagram: None
Removal/Installation: Not documented
9680QD APU Fuel SOV Actuator
Location: APU Fuel SOV (102QD)
Access: Fuel Equipment Bay Door (151AL)
References:
Description: SDS 28-21-00
Wiring Diagram: None
Removal/Installation: TASK 28-21-21-900-801
408QJ Front Tank PCB
Location: PCB Box (8400PM)
Access: Cockpit Floor (122BZ)
References:
Description: SDS 28-21-00
Wiring Diagram: WD 28-22-00
Removal/Installation: TASK 24-63-00-900-801
28-56
R0
NOTES: NOTES:
28-57
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 36
Fuel Indicating
28-58
R0
INDICATING
Overview Fuel Flow Indicating System
The fuel flow indicating system:
The indicating system:
− Measures the instantaneous fuel flow, for each engine
− Measures, calculates and monitors the fuel quantities
− Calculates the fuel used quantity, for each tank group
− Monitors the gauging accuracy
− Calculates the fuel gauged quantity, for each tank group
− Monitors the fuel Center of Gravity (CG)
− Calculates the total fuel used
− Monitors the fuel levels
− Sends the total fuel used to the Flight Management System (FMS) which computes the total fuel remaining
− Monitors the fuel temperature
− Sends the results to the EASy system that shows the associated indication in the cockpit
− Monitors the fuel flow rates
It sends the information to the Enhanced Avionics System (EASy) that shows the associated indication in the cockpit.
The indicating system includes the sub-subsystems that follow:
Fuel Quantity Monitoring System
− Calculates and shows the fuel quantity held in each tank
− Calculates and shows the total fuel quantity held in the LH, center and RH tank groups
− Calculates and shows the total fuel quantity
− Monitors the gauging precision and shows their warnings
− Monitors the fuel center of gravity of the aircraft and shows their warnings
The Fuel Quantity Management Computer (FQMC) (208QJ) calculates monitors and sends the results to the EASy
system, for display in the cockpit.
To calculate accurately the fuel quantity held in each tank group, the FQMC (208QJ) uses the fuel height values received
from the fuel gauging probes. Then, the FQMC (208QJ) corrects these values by taking account the fuel density, the
aircraft attitude, the wing deflection (ground / flight) and the tank shape.
The primary components of the Fuel Quantity Monitoring System (FQMS) are:
− Fuel Quantity Management Computer (FQMC) (208QJ)
− Fuel Gauging Probes
− Fuel Density Sensors
Fuel Level Warning System
The fuel level warning system monitors the fuel level in the three tank groups. The indication is generated when the fuel
quantity in a tank group is first below 1000 lbs ("LVL" indication), then below 250 lbs ("LO LVL" indication).
Fuel Temperature Indicating System
The fuel temperature indicating system:
− Measures and displays the fuel temperature
− Monitors the temperature and displays associated warnings
Figure 37
Fuel Synoptic Page
28-59
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
FQMC (208QJ)
Figure 38
Wing and Fuselage Fuel Gauging Probe Locations
28-60
R0
INDICATING (CONTINUED)
Components The fuel gauging probes are made of two concentric tubes that make a capacitor. The two tubes are made of fiberglass
coated with synthetic resin, metallized with silver and varnished with synthetic resin again.
Fuel Quantity Management Computer (FQMC) (208QJ)
The FQMC (208QJ) calculates fuel quantities, monitors and sends the results to the EASy system, for display in the
cockpit. The capacitance between the active sections of the inner probe cylinder (high impedance) and of the outer probe cylinder
(low impedance), is proportional to the height of the probe being immersed in the fuel. This capacitance is read by the
FQMC (208QJ).
The FQMC (208QJ) includes two channels (channel 1 and channel 2) electrically and mechanically isolated that do the
same tasks. The FQMC (208QJ) channel 1 and channel 2 send data to the generic I/O 2 module (4201FY) and the
generic I/O 3 module (4301FY) through the ARINC 429 busses. The Data Acquisition System manages the decision of The fuel gauging probes that follow, which have a length below 400 mm, are free at their ends:
using the either the channel 1 or channel 2 information for display. − LH Wing Middle Tank Front Inboard Gauging Probe (L503QJ)
− RH Wing Middle Tank Front Inboard Gauging Probe (R503QJ)
The FQMC (208QJ) ensures: − LH Wing Middle Tank Outboard Gauging Probe (L603QJ)
− Fuel gauging probes and fuel density sensors excitation − RH Wing Middle Tank Outboard Gauging Probe (R603QJ)
− Fuel gauging probes and fuel density sensors analog signals acquisition − LH Wing Outboard Tank Outboard Gauging Probe (L703QJ)
− Fuel quantity calculation − RH Wing Outboard Tank Outboard Gauging Probe (R703QJ)
− Gauging accuracy monitoring − LH Wing Outboard Tank Inboard Gauging Probe (L803QJ)
− Fuel center of gravity monitoring − RH Wing Outboard Tank Inboard Gauging Probe (R803QJ)
Fuel Gauging Probes Others fuel gauging probes have a rubber connector end which fits into a centering guide. The fuel gauging probes are
The aircraft has a total of 26 fuel gauging probes: 12 located in the fuselage and 7 located in each wing. The fuselage fuel adjusted for the best accuracy by the manufacturer. No later adjustment is needed after installation in the aircraft.
gauging probes are:
− LH Center-Wing Tank Gauging Probe (L903QJ) − CTR Center-Wing Tank Rear Gauging Probe (1203QJ) Fuel Density Sensors
− RH Center-Wing Tank Gauging Probe (R903QJ) − Rear Tank RH Front Gauging Probe (1303QJ) The aircraft has a total of two fuel density sensors, which are integral part of the two fuel gauging probes that follow:
− LH Feeder Tank Gauging Probe (L1003QJ) − Rear Tank LH Front Gauging Probe (1403QJ) − LH Feeder Tank Gauging Probe (L1003QJ)
− CTR Feeder Tank Gauging Probe (M1003QJ) − Rear Tank Rear Gauging Probe (1503QJ) − CTR Feeder Tank Gauging Probe (M1003QJ)
− RH Feeder Tank Gauging Probe (R1003QJ) − LH Front Tank Gauging Probe (L1602QJ)
− CTR Center-Wing Tank Front Gauging Probe (1103QJ) − RH Front Tank Gauging Probe (R1602QJ) The information issued from the fuel density sensor of the LH feeder tank gauging probe (L1003QJ) is used by the FQMC
(208QJ) to correct the fuel quantities held in the LH and RH tank groups.
The wing fuel gauging probes are:
− LH/RH Wing Inboard Tank Rear Gauging Probe (L203QJ)/(R203QJ) The information issued from the fuel density sensor of the CTR feeder tank gauging probe (M1003QJ) is used by the
FQMC (208QJ) to correct the fuel quantities held in the center tank group.
− LH/RH Wing Inboard Tank Front Gauging Probe (L303QJ)/(R303QJ)
− LH/RH Wing Middle Tank Rear Inboard Gauging Probe (L403QJ)/(R403QJ)
The fuel density sensors are working under the same principle as the fuel gauging probes are. They are also made of two
− LH/RH Wing Middle Tank Front Inboard Gauging Probe (L503QJ)/(R503QJ)
concentric tubes that make a capacitor.
− LH/RH Wing Middle Tank Outboard Gauging Probe (L603QJ)/(R603QJ)
− LH/RH Wing Outboard Tank Outboard Gauging Probe (L703QJ)/(R703QJ)
However, their limited height and specific location in feeder tanks ensure that they are always fully submersed in fuel.
− LH/RH Wing Outboard Tank Inboard Gauging Probe (L803QJ)/(R803QJ) Consequently, the capacitance between the active sections of the inner probe cylinder (high impedance) and of the outer
probe cylinder (low impedance) is now proportional to the density of the fuel. This capacitance is read by the FQMC
(208QJ).
28-61
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Fuel Level Control Unit (FLCU) (308QJ) Location
LH Temperature Probe (L105QJ)
28-62
R0
INDICATING (CONTINUED)
Components (Continued)
Fuel Level Control Unit (FLCU) (308QJ)
The FLCU (308QJ) receives the 1000 lbs fuel level data from the 1000 lbs fuel level sensors. It sends the information to
the EASy system for display of the white "FUEL: TK 1 LVL", "FUEL: TK 2 LVL" or "FUEL: TK 3 LVL" CAS message.
CTR Temperature Probe (M105QJ)
1000 lbs Fuel Level Sensors
The aircraft has a total of three 1000 lbs fuel level sensors, which are integral part of the three fuel gauging probes:
− LH Center-Wing Tank Gauging Probe (L903QJ)
− RH Center-Wing Tank Gauging Probe (R903QJ)
− Rear Tank LH Front Gauging Probe (1403QJ)
The 1000 lbs fuel level sensors are based on a resistance which changes according to the environment: fuel or air. They
send their data to the FLCU (308QJ).
Fuel Temperature Probes
The aircraft has a total of two temperature probes:
− LH Temperature Probe (L105QJ)
− CTR Temperature Probe (M105QJ)
The LH temperature probe (L105QJ) is located in the LH feeder tank. The CTR temperature probe (M105QJ) is located in
the CTR feeder tank.
The temperature probes are composed of a platinum resistance and a protective body. The temperature probes are
resistors whose value varies with the temperature. The fuel temperature measurement accuracy is better than ± 2°C
within the range (-70°C, +70°C).
28-63
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
CTR Fuel Flowmeter (M105QJ)
Figure 39
Fuel Synoptic Page
28-64
R0
INDICATING (CONTINUED)
Components (Continued) Fuel Quantity Digital Readouts
Fuel Flowmeters The fuel quantity digital readouts (220), (45), and (90) give respectively the LH tank group total fuel quantity, the center
tank group total fuel quantity and the RH tank group total fuel quantity.
The FQMC measures the following fuel flows:
− Left Engine Fuel Flow (L102QJ)
Level Indicators
− Center Engine Fuel Flow (M102QJ)
The "LEVEL" indicators (5), (40), and (65) show respectively next to the LH wing tank group symbol (240), the CTR tank
− Right Engine Fuel Flow (R102QJ)
group symbol (25) and the RH wing tank group symbol (75), when the fuel quantity of the related tank assembly is below
1000 lbs.
NOTE: The APU fuel flow is not monitored.
Fuel Used Digital Readouts
The flowmeters are mounted on outer bypass duct of the engine after the fuel control and before the fuel divider. There is The fuel used digital readouts show below their related engine:
one (1) flowmeter per engine. A special mark indicates the fuel flow direction.
− "FU1" (190) for the engine 1 fuel used quantity
− "FU2" (160) for the engine 2 fuel used quantity (the fuel consumption of the APU (1000KB) is not taken into account)
Each flowmeter performs the following functions in operational use:
− "FU3" (110) for the engine 3 fuel used quantity
− Permanent fuel flow measurement
− Permanent fuel permittivity measurement
Fuel Used Reset Soft Key
− Communications with FQMC for flowmeter measurements transmission
The "FU RESET" soft key resets the three fuel used digital readouts "FU1" (190), "FU2" (160) and "FU3" (110) to zero.
In addition, the measurements provided by the flowmeters are used by the FQMC to perform the following functions in
Fuel Temperature Digital Readout
operational use:
The fuel temperature digital readout "TEMP" (230) gives the lowest value of the fuel temperatures measured in the LH
− Permanent fuel flow computation for each engine
feeder tank and in the rear tank.
− Permanent fuel used computation for each engine
− Permanent total aircraft fuel used computation
Total Fuel Quantity Digital Readout
The total fuel quantity digital readout "FQ" (215) gives the aircraft total fuel quantity.
The flowmeter is made of two main parts: propeller and compensator sensor.
Total Fuel Remaining Digital Readout
The propeller measures the fuel volume flowing towards the engine. The rotational speed of the propeller is proportional
The total fuel remaining digital readout "FR" (210) gives the fuel remaining calculated by the FMS. The readout is the
to the fuel volume flowing through the flowmeter. As the propeller is turning face to a magnet, it generates an electrical
result of the fuel quantity inserted at preflight in the FMS minus the total fuel used.
pulse at each revolution.
Total Fuel Used Digital Readout
The fuel volume measured between two consecutive pulses depends only on the propeller characteristics (thread, number
of blades…). The fuel volume measured between two consecutive pulses is then a constant value equal to 1/260 liter The total fuel used digital readout "FU" (185) gives the sum of fuel used quantities for the three engines.
whatever the fuel temperature and the flow are.
The compensator measures the fuel permittivity of the fuel flowing towards the engine. The compensator is made of
concentric tubes forming a capacitance whose value is varying with the fuel permittivity. The capacitance value is
measured by the FQMC at each S/W major cycle.
Controls and Indications
"FUEL" Synoptic Page
Tank Symbols
The tank symbols are shaded to represent fuel quantities:
− LH Wing Tank Group Symbol (240): Range from 0 to 10,370 lbs for the LH tank group quantity
− CTR Tank Group Symbol (25): Range from 0 to 10,745 lbs for the CTR tank group quantity
− RH Wing Tank Group Symbol (75): Range from 0 to 10,370 lbs for the RH tank group quantity
The amber lines (1), (140), and (70) symbolize the 250 lbs level.
28-65
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Fuel Quantity Dialogue Boxes on FUEL Synoptic Page
Figure 40
Fuel Quantity Dialog Boxes
28-66
R0
INDICATING (CONTINUED)
Components (Continued) In other situations, the tank symbols show according to the table that follow:
Fuel Quantity Dialog Boxes Tank Symbol Information from the FQMC (208QJ)
The "FQ1" soft key opens a dialog box that gives the fuel quantity of each individual tank of the LH tank group:
(1) FWD LH Front Tank Fuel Quantity
Degraded gauging accuracy of the tank or group of tanks associated to the
(2) L WING Sum of OUT + MID + IN + CTR tank symbol
(3) OUT LH Wing Outboard Tank Fuel Quantity
(4) MID LH Wing Middle Tank Fuel Quantity
(5) IN LH Wing Inboard Wing Tank Fuel Quantity
Fuel level below 250 lbs in the LH wing tank group, the center tank group or
(6) CTR LH Center-Wing Tank Fuel Quantity
the RH wing tank group
(7) FEED LH Feeder Tank Fuel Quantity
(8) FQ1 LH Tank Group Total Fuel Quantity
Invalid fuel quantity of the tank or group of tanks associated to the tank
symbol
The "FQ2" soft key opens a dialog box that gives the fuel quantity of each individual tank of the center tank group:
(9) FWD CTR Center-Wing Tank Fuel Quantity
(10) REAR Rear Tank Fuel Quantity NOTE: That note is applicable to any gauged fuel quantity:
(11) FEED CTR Feeder Tank Fuel Quantity − A tank or group of tanks fuel quantity is indicated by the FQMC (208QJ) as having a
degraded gauging accuracy in case of loss of data from at least one but not all of the fuel
(12) FQ2 Center Tank Group Total Fuel Quantity gauging probes of the related tank or group of tanks,
− A tank or group of tanks fuel quantity is indicated as being invalid by the FQMC (208QJ) in
case of loss of data from all the fuel gauging probes of the related tank or group of tanks.
The "FQ3" soft key opens a dialog box that gives the fuel quantity of each individual tank of the RH tank group:
(13) FWD RH Front Tank Fuel Quantity
(14) R WING Sum of OUT + MID + IN + CTR
(15) OUT RH Wing Outboard Tank Fuel Quantity
(16) MID RH Wing Middle Tank Fuel Quantity
(17) IN RH Wing Inboard Tank Fuel Quantity
(18) CTR RH Center-Wing Tank Fuel Quantity
(19) FEED RH Feeder Tank Fuel Quantity
(20) FQ3 RH Tank Group Total Fuel Quantity
Tank Symbols
In a normal situation:
− Tank symbols outline is white and the tank scale shading shows in green
− 250 lbs limit lines show in amber
28-67
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 41
Fuel Synoptic Page
28-68
R0
INDICATING (CONTINUED)
Components (Continued) Fuel Used Digital Readouts
Fuel Quantity Digital Readouts In a normal situation, the fuel used digital readouts "FU1", "FU2" and "FU3" display in green digits. If the data is indicated
by the FQMC (208QJ) as being invalid, which occurs when the information from the related fuel flowmeter is out of range,
In a normal situation, the three fuel quantity digital readouts display in green digits. In other situations, the fuel quantity
or has been out of range during a critical amount of time, the related digital readout shows "- - - - -".
digital readouts display according to the table that follows:
Total Fuel Remaining Digital Readout
Fuel Quantity Digital Readouts Information from the FQMC (208QJ)
In a normal situation, the total fuel remaining digital readout "FR" shows in green digits. If the total fuel remaining is
indicated as being invalid by the FQMC (208QJ), which occurs when at least one fuel used information is invalid, the
related digital readout shows "- - - -".
Degraded gauging accuracy of a tank group
Total Fuel Used Digital Readout
In a normal situation, the total fuel used digital readout "FU" shows in green digits. If the total fuel used is indicated as
being invalid by the FQMC (208QJ), which occurs when at least one fuel used information is invalid, the related digital
readout shows "- - - - -".
NOTES:
Calculated fuel level below 250 lbs in a tank group
---- Invalid tank group fuel quantity
Fuel Temperature Digital Readout
In a normal situation, the fuel temperature digital readout "TEMP" displays the lowest fuel temperature in green digits. In
the other situations, the fuel temperature digital readout displays according to the table that follows:
Fuel Temperature Digital Readout Information from the FQMC (208QJ)
At least one of the fuel temperature values are less than - 40°C.
Both fuel temperature are indicated by the FQMC (208QJ) as being
---- invalid, which occurs when the temperature is out of range (-70 °C, +70
°C)
Level Indicators
The "LEVEL" displays, next to the related tank symbol when fuel level is below 1000 lbs, with the same logic as the
related CAS messages.
28-69
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 42 Figure 43
HSI Window ENG-TRM Window
28-70
R0
INDICATING (CONTINUED)
Components (Continued)
HSI Window
Total Fuel Quantity Digital Readout
The total fuel quantity digital readout is a copy of the total fuel quantity shown in the "FUEL" synoptic page.
Total Fuel Remaining Digital Readout
The total fuel remaining digital readout is a copy of the total fuel remaining shown in the "FUEL" synoptic page.
ENG-TRM-BRK Window
Fuel Used Digital Readouts
The fuel used digital readouts are a copy of the fuel used quantities shown in the "FUEL" synoptic page.
Fuel Quantity Digital Readouts
The fuel quantity digital readouts are a copy of the LH, center and RH tank group fuel quantities shown in the "FUEL"
synoptic page.
Fuel Flow Digital Readouts
In a normal situation, the fuel flow digital readouts display in green digits. If the fuel flow is indicated as being invalid by
the FQMC (208QJ), which occurs when the information from the related fuel flowmeter is out of range, or has been out of
range during critical amount of time, the related digital readout shows "- - - - -".
"SERVICING" Page
The "FUEL WARN" soft key tests the warnings generated by the FQMC (208QJ) and the FLCU (308QJ), on ground only.
When the "FUEL WARN" soft key (35) is activated, a test command is sent from the avionics to the FQMC (208QJ), and
then, from the FQMC (208QJ) to the FLCU (308QJ). When the FQMC (208QJ) receives the test command from the
avionics, it sets discrete outputs towards the avionics in order to trigger the CAS and Fault messages that follow:
− CAS messages that follow display in the CAS window on the PDUs:
• "FUEL: TK 1+2+3 LO LVL"
• "FUEL: TK 1+2+3 LVL"
• "FUEL: LO TEMP"
• "FUEL: WINGS QTY MISMATCH"
• "FUEL: TKS LVL MISCONFIG"
− Fault messages that follow display under the "FAULT" tab on the "STAT" page on the MDUs:
• "FUEL: CMPTR FAULT CODE"
• "FUEL: CMPTR FAULT CODE 2"
When the FLCU (308QJ) receives the test command from the FQMC (208QJ), it sets discrete outputs towards the
avionics in order to trigger the "FUEL: TK 1+2+3 LVL" CAS message.
Figure 44
Servicing Synoptic Page
28-71
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 45
“FUEL: WINGS QTY MISMATCH” Amber CAS Message
28-72
R0
INDICATING (CONTINUED)
Components (Continued) "FUEL: TK 1+2+3 LO LVL" This CAS message is the combination of the "FUEL: TK 1 LO LVL", "FUEL: TK
CAS Messages 2 LO LVL" and "FUEL: TK 3 LO LVL" CAS messages.
"FUEL: TKS LVL MISCONFIG" This CAS message shows when any of the two FQMC (208QJ) channels
Cruise
calculate that the total fuel quantity of the three tank groups is unbalanced. It is
Land
Park
Taxi
TO
MESSAGE DESCRIPTION triggered, by information sent by the FQMC (208QJ) to the avionics.
"FUEL: WINGS QTY MISMATCH" This CAS message shows when any of the two FQMC (208QJ) channels
Caution (Amber) CAS Messages calculate that the fuel quantity between the LH tank group and the RH tank
group is unbalanced. This is when the FQMC (208QJ) calculates that the
The aircraft total fuel quantity calculated by the FQMC difference between the fuel quantities of the LH and RH tank groups is greater
FUEL: GAUGING DEGRAD (208QJ) is invalid or not accurate due to a loss of fuel A A A - - than 1500 lbs.
gauging probe data.
"FUEL: TK 1 LVL" This CAS message shows when the Fuel Level Control Unit (FLCU) (308QJ)
FUEL: LO TEMP The fuel temperature is less than - 40°C (- 40°F). A A A - - receives a low level (1000 lbs) signal from the low level (1000 lbs) sensor
integrated in the LH center-wing tank gauging probe (L903QJ).
FUEL: TK 1 LO LVL The fuel level in the LH tank group is less than 250 lbs. A A A A A "FUEL: TK 2 LVL" This CAS message shows when the FLCU (308QJ) receives a low level (1000
The fuel level in the center tank group is less than lbs) signal from the low level (1000 lbs) sensor integrated in the rear tank LH
FUEL: TK 2 LO LVL A A A A A
250 lbs. front gauging probe (1403QJ).
The fuel level in the RH tank group is less than 250 lbs. "FUEL: TK 3 LVL" This CAS message shows when the FLCU (308QJ) receives a low level (1000
FUEL: TK 3 LO LVL A A A A A
lbs) signal from the low level (1000 lbs) sensor integrated in the RH center-wing
FUEL: TKS LVL MISCONFIG The fuel quantity in the three tank groups is unbalance. A A A - - tank gauging probe (R903QJ).
The fuel quantity between the LH tank group and the "FUEL: TK 1+2 LVL" This CAS message is the combination of the "FUEL: TK 1 LVL" and "FUEL: TK
FUEL: WINGS QTY MISMATCH A A A - - 2 LVL" CAS messages.
RH tank group is unbalance.
Advisory (White) CAS Messages "FUEL: TK 1+3 LVL" This CAS message is the combination of the "FUEL: TK 1 LVL" and "FUEL: TK
3 LVL" CAS messages.
The fuel level in the LH tank group is less than 1000 lbs
FUEL: TK 1 LVL W W W - - "FUEL: TK 2+3 LVL" This CAS message is the combination of the "FUEL: TK 2 LVL" and "FUEL: TK
with the LH feeder tank full.
3 LVL" CAS messages.
The fuel level in the center tank group is less than
FUEL: TK 2 LVL W W W - - "FUEL: TK 1+2+3 LVL" This CAS message is the combination of the "FUEL: TK 1 LVL", "FUEL: TK 2
1000 lbs with the center feeder tank full.
LVL" and "FUEL: TK 3 LVL" CAS messages.
The fuel level in the RH tank group is less than
FUEL: TK 3 LVL W W W - -
1000 lbs with the RH feeder tank full.
Fault Messages
"FUEL: GAUGING DEGRAD" This CAS message shows when any of the two FQMC (208QJ) channels
indicate an invalidity of the aircraft total fuel quantity, or a loss of accuracy of MESSAGES DESCRIPTION LATCHED
the fuel gauging. This is when the FQMC (208QJ) detects the loss of data from
FUEL: CMPTR CONFIG This fault message shows when any of the two FQMC (208QJ)
at least one fuel gauging probe
channels detects that the FQMC configuration is not correct for the NO
"FUEL: LO TEMP" This CAS message shows when any of the two FQMC (208QJ) channels detect Falcon 7X (pin programming).
that the fuel temperature from the LH temperature probe (L105QJ) or the CTR
temperature probe (M105QJ) is below - 40°C. FUEL: CMPTR FAULT CODE This fault message shows when any of the two FQMC (208QJ)
channels detects an internal fault from the inputs coming from:
"FUEL: TK 1 LO LVL" This CAS message shows when any of the two FQMC (208QJ) channels − Fuel Gauging Probes
calculate that the fuel quantity in the LH tank group is less than 250 lbs.
− Fuel Flowmeters NO
"FUEL: TK 2 LO LVL" This CAS message shows when any of the two FQMC (208QJ) channels − Fuel Level Sensors
calculate that the fuel quantity in the center tank group is less than 250 lbs.
− High-Level Sensors
"FUEL: TK 3 LO LVL" This CAS message shows when any of the two FQMC (208QJ) channels − Engine Oil Level Gauges
calculate that the fuel quantity in the RH tank group is less than 250 lbs.
FUEL: CMPTR FAULT CODE 2 This fault message shows when any of the two FQMC (208QJ)
"FUEL: TK 1+2 LO LVL" This CAS message is the combination of the "FUEL: TK 1 LO LVL" and channels detects an internal fault from the inputs coming from:
"FUEL: TK 2 LO LVL" CAS messages. − APU Oil Sensor
"FUEL: TK 1+3 LO LVL” This CAS message is the combination of the "FUEL: TK 1 LO LVL" and − Fuel Temperature Probes NO
"FUEL: TK 3 LO LVL" CAS messages. − Two Channels Of The FQMC
"FUEL: TK 2+3 LO LVL" This CAS message is the combination of the "FUEL: TK 2 LO LVL" and − Fuel Gauging Probes
"FUEL: TK 3 LO LVL" CAS messages. − ARINC Bus
28-73
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 46
FQMC Interfaces
28-74
R0
INDICATING (CONTINUED)
Operation Gauging Accuracy Monitoring
The Fuel Quantity Monitoring System (FQMS): In case of the loss of one or more fuel gauging probe information, each FQMC (208QJ) channel issues a degraded
gauging accuracy indication to the Data Acquisition System on the ARINC 429 busses, for display of:
− Calculates and shows the fuel quantity held in each tank
− "FUEL: GAUGING DEGRAD" CAS message, managed by the Central Warning System
− Calculates and shows the total fuel quantity held in the LH, center and RH tank groups
− Degraded gauging indication in the "FUEL" synoptic page and in the fuel data on the LH Primary Display Unit (PDU) /
− Calculates and shows the total fuel quantity
RH PDU, managed by the Central Display System (CDS)
− Monitors the gauging precision and shows their warnings
− Monitors the fuel center of gravity of the aircraft and shows their warnings
NOTE: The degraded gauging accuracy indication is not issued by the FQMC (208QJ) in case of loss of
information used by the FQMC (208QJ) to ensure the correction of fuel quantities (fuel density, IRS or
The Fuel Quantity Management Computer (FQMC) (208QJ) calculates, monitors and sends the results to the EASy ADS information).
system, for display in the cockpit.
Fuel Load Monitoring
To calculate accurately the fuel quantity held in each tank group, the FQMC (208QJ) uses the fuel height values received Each FQMC (208QJ) channel monitors the fuel center of gravity of the fuel being held in the three tank groups. When an
from the fuel gauging probes. Then, the FQMC (208QJ) corrects these values by taking account the fuel density, the anomaly is detected, it issues an indication to the Data Acquisition System) on the ARINC 429 busses, for display of the
aircraft attitude, the wing deflection (ground / flight) and the tank shape. "FUEL: TKS LVL MISCONFIG" CAS message managed by the Central Warning System.
Fuel Gauging Probes and Fuel Density Sensors Excitation
Each FQMC (208QJ) channel is fitted with four oscillators. Each oscillator supplies an AC excitation signal (33 V DC, 30
kHz) to the fuel gauging probes and the fuel density sensors. This organization allows the gauging of the LH, center or RH
tank groups to be ensured by the FQMC (208QJ) even in case of an oscillator failure.
For enhanced fault tolerance and fault detection, each probe or sensor is wired independently to the corresponding FQMC
(208QJ) oscillator.
Fuel Gauging Probes and Fuel Density Sensors Analog Signals Acquisition
When being excited by the FQMC (208QJ) oscillator, each fuel gauging probe and fuel density sensor outputs an AC
analog signal towards the FQMC (208QJ) thanks to an independent wiring.
The FQMC (208QJ) features a single input electronic board which receives these analog signals. Then, it filters,
processes and supplies to both FQMC (208QJ) channels:
− For each fuel gauging probe: a digital signal proportional to the height of the probe being immersed in the fuel
− For each fuel density sensor: a digital signal proportional to the fuel density
Fuel Quantity Calculation
Each FQMC (208QJ) channel calculates the fuel quantity held in each tank, in each of the LH, center and RH tank groups,
and the total fuel quantity. It uses the fuel height values corresponding to each fuel gauging probe and corrects these
values by taking account:
− Fuel density
− Aircraft attitude, elaborated by the Inertial Reference System (IRS), and sent to each FQMC (208QJ) channel by the
generic I/O 1 module (4101FY) and the generic I/O 4 module (4401FY) through the ARINC 429 General Purpose
(GP) busses Fuel Center of Gravity Monitoring
− Wing deflection, estimated by the FQMC (208QJ) based on the aircraft flight / ground condition (altitude and Each FQMC (208QJ) channel monitors the fuel center of gravity of the fuel being held in the LH and RH tank groups.
calibrated air speed information elaborated by the Air Data System (ADS)) and sent to each FQMC (208QJ) channel When the difference between the fuel quantities of the LH and RH tank groups is greater than 1500 lbs. it issues an
by the generic I/O 1 module (4101FY) and the generic I/O 4 module (4401FY) through the ARINC 429 GP busses indication to the Data Acquisition System on the ARINC 429 busses, for display of the "FUEL: WINGS QTY MISMATCH"
− Tank shape, memorized by the FQMC (208QJ) under the form of correction coefficients to be applied on each fuel CAS message managed by the Central Warning System.
gauging probe fuel height value
Each FQMC (208QJ) channel sends the calculated fuel quantities to the Data Acquisition System on the ARINC 429
busses, for display by the Central Display System (CDS).
28-75
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
208QJ 282 662
D G2280240 G2280420
AA AA
RH CENTRAL SECTION TANK
T 1036 21 1153 6 1013/20HT
RH COLLECTOR TANK PROBE 1 1037 3 1154 1012/20HT
2
RH CENTER TANK PROBE Z 20 3
8 208QJ FQMC OSC 5 280J-14 R R 22 R 3 1 R R
1168 B B 1089 1 1018/20HT
28-41-20 280J-15 B
18 B 2 B
R 2 R R 2 R R
208QJ FQMC OSC 6 280J-23 1170 16 1125 4 1019/20HT
28-41-20 280J-7 B B 17 B B 5 B
1 1 2
M105QJ
R
ENGINE 2
B
FUEL_TEMP 2 SIG1 R R R R 3B 2B 1B 3 2 1
N 6 1152 B 1
FUEL_TEMP 2 SIG2 P B 1035 B B 2
7
FUEL_TEMP 2 RTN R Y 3 2 Y 8 Y 2 1 Y 3 M102QJ
38 HHARNESS PRATT & WITNEY CANADA
532
IMPEL
5 F8 6 F16
R903QJ R1003QJ 6 COM
270 334 418FT 208QJ FQMC OSC 4 15
A 5
SD 76-12-00 32 DRUM
1180 1179 1052 31 4
FUEL 2 FLOW SIGN *G *I 16
R 1181 R R R 17 R 1060 R 3
FLOW FUEL 2 SIGN *R *J 1176 30
B B B B 18 B B 1
FLOW FUEL 2 RTN *U *K 14
*A CENTRAL TANK 19 2
1103QJ 1203QJ
1183 3 F11 1 F10 45-77-10
FUEL 1 FLOW CIC SIGN *V 28
FLOW FUEL 1 SIGN R
*Q 1184 FUEL FLOW
FLOW FUEL 1 RTN B
*T
3B 2B 1B 3 2 1
283 669 ENGINE 1
B
R
B
B
G2280230 AA AA G2280410
OSCILL 3 EXC R 1 R 11 R 1163 R R R R 1015/20HT
K 1032 4
B B 10 B B B B B
OSCILL 3 SCN H 1 5
R 6 R R L102QJ
R
B
OSCILL 7 EXC L 1145 1149 1 1014/20HT
OSCILL 7 SCN B B B
J 7 1003 1155 2 2 1017/20HT 503
HHARNESS PRATT & WITNEY CANADA
CENT. FWD TANK FWD PROBE *D 4 6 IMPEL
6 1
1004 1156 1016/20HT COM
CENT. FWD TANK REAR PROBE *V 12 3 208QJ FQMC OSC 4
2 331 355FT 15 6
1 SD 76-11-00 32 5
1062 DRUM
28 4
G2280410 AA R R R 31 3
29 1063
B 30 B B 30 1
14
REAR TANK 31 2
L105QJ M1003QJ M1003QJ 1403QJ 1303QJ 1503QJ 45-77-00
1151
F14 F14 F15 F12 F13
28
A R R 37 R R 1
FUEL TEMP 1 SIGN 1 1078 FUEL FLOW
FUEL TEMP 1 SIGN 2 B B B 1165 B 2
V 38 Y
Y 4 39 Y Y 1 3
FUEL TEMP RTN W 10 4
4 3 4 3
G2280410 AA 38 3B 2B 1B 3N 2N 1N 3B 2B 1B 3 2 1 3 2 1
667
R
B
B
R
B
1108 R 17 R 1074/20HT
B 7 B
Legend FUEL 2 CIC SIGN M 1079 1 1166 6
3
1024/20HT
5 2 R R R R
R
B
8 1020/20HT
669J/P CENTRAL TANK CUT-OFF CONNECTOR (GAUGES) 2 B B B
9
B
R 5 R R
667J/P REAR TANK CUT-OFF CONNECTOR (GAUGES) B B
6
B
1021/20HT
5
662J/P RH CENTRAL TANK CUT-OFF CONNECTOR (GAUGES) 1
R
B
R R 1167 R R R R 1022/20HT
14 11
B B B B B B
661J/P LH CENTRAL TANK CUT-OFF CONNECTOR (GAUGES) 3 15
3 R 3 R
24
R
10 1023/20HT
532J ENGINE 2 CUT-OFF CONNECTOR B B 21 B
1005 1157 4 1075/20HT
503J ENGINE 1 CUT-OFF CONNECTOR CENT. COLL TANK PROBE *W
2
2 1
2 3 ENGINE 3
502J ENGINE 3 CUT-OFF CONNECTOR CENT. REAR TANK LH PROBE *E
1006 17 1158
13
1025/20HT
339J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR 6 1 1 2
1007 1159 1026/20HT
CENT. REAR TANK RH PROBE *F 5 14
334J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR 5 2
1008 1162 1027/20HT R102QJ
331J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR CENT. REAR TANK REAR PROBE *G 6
1
15
HHARNESS PRATT & WITNEY CANADA
2 502
283J/P RR LH GAUGES CUT-OFF CONNECTOR G2280410 AA
IMPEL
282J/P RR RH GAUGES CUT-OFF CONNECTOR COM
271 339 356FT 208QJ FQMC OSC 8 15 6
271J/P LH/RH CUT-OFF CONNECTOR SD 76-13-00 32 5
1186 1045 DRUM
270J/P LH/RH WIRING CUT-OFF CONNECTOR *C 43 31 4
R *I R 1187 R R 1056 R 30 3
208QJ FQMC B HH B B 44 B B 1
45 14
M105QJ CTR TEMPERATURE PROBE 661 *W 40 2
LH CENTER SECTION TANK
L105QJ LH TEMPERATURE PROBE 1069 1164 1029/20HT 45-77-00
FUEL 1 CIC SIGN *B 9 3
7 1001 3
30 3 1161 6 1028/20HT 28
1503QJ REAR TANK REAR GAUGING PROBE LEFT CENT TANK PROBE Z 2
8 1002 4 4 1160 5 1073/20HT
LEFT COLLECTOR TANK PROBE *T 31 1
1403QJ REAR TANK LH FRONT GAUGING PROBE 7 R 3 R
16 R 3 1 R 6 R 1071/20HT FUEL FLOW
208QJ FQMC OSC 1 281J-15 1171 1086 B B
B B B
28-41-20 281J-28 22 5
1303QJ REAR TANKRH FRONT GAUGING PROBE 3 3
R R
17
R
1072/20HT
B B B
1203QJ CTR CENTER-WING TANK REAR GAUGING PROBE R R R R8 R 6 R
7
R
208QJ FQMC OSC 2 281J-6 41 1038 8 1070/20HT
1103QJ CTR CENTER-WING TANK REAR GAUGING PROBE 28-41-20 281J-7 B
1169
B
42
B B 7 B B
9
B
6 6 5
M1003QJ CTR FEEDER TANK GAUGING PROBE
B
R
R
B
B
R1003QJ RH FEEDER TANK GAUGING PROBE G2280230 AA AA G2280410
L1003QJ LH FEEDER TANK GAUGING PROBE C 2
3B 2B 1B
2
3N 2N 1N
1
3B 2B 1B
1189
R903QJ RH CENTER-WING TANK GAUGING PROBE FUEL 3 FLOW CIC SIGN V
R
FLOW FUEL 3 SIGN *R 1188
L903QJ LH CENTER-WING TANK GAUGING PROBE *S
B
FLOW FUEL 3 RTN
F9 F8
L1003QJ L1003QJ L903QJ WD284110AA2005
Figure 47
Fuselage Gauges
28-76
R0
INDICATING (CONTINUED)
Operation (Continued)
1000 lbs Fuel Level Warning Detection APU Gauging
The Fuel Level Control Unit (FLCU) (308QJ) detects the 1000 lbs fuel level using the data received from the three On ground only, the APU oil level check is controlled by the Fuel Computer when a dedicated input is active. In this case,
1000 lbs fuel level sensors (L903QJ), (R903QJ) and (1403QJ) and sends the data to the EASy system, for warning the Fuel Computer first tests the APU oil level function integrity and then signals eventually that the low level is reached.
display in the cockpit. This function is performed only by FQMC channel 1.
The 1000 lbs value is guaranteed only if the relevant feeder tank is full. The primary components of the 1000 lbs fuel level Ground Maintenance
warning system are: The Fuel Computer sends on the RS422 output buses the state of failure flags stored in EEPROM and the input signals
− FLCU (308QJ) (from gauging, ...) when ordered by the Maintenance Computer. It also erases the flags stored in EEPROM corresponding
− Three 1000 lbs fuel level sensors to the failures that are no more detected when ordered by the Maintenance Computer. The Ground Maintenance function
is active on ground only.
250 lbs Fuel Level Warning Detection
The Fuel Quantity Management Computer (FQMC) (208QJ) calculates and monitors fuel quantity held in each feeder tank Uploading Capability
and sends the data to the Enhanced Avionics System (EASy), for display in the cockpit. Internal parameters and software can be uploaded on ground only through the RS 422 buses when ordered by the
Maintenance computer. The fuel computer checks the new software (the new parameters integrity), proceeds to the
change of the old software (the old parameters) and sends back messages on the RS422 buses to give information on the
To calculate these fuel quantities, the FQMC (208QJ) uses the fuel height values received from the three feeder tank fuel downloading operation progress.
gauging probes. The primary components of the 250 lbs fuel level warning system are:
− FQMC (208QJ)
Integrated Maintenance
− Three feeder tank fuel gauging probes
Tests
Power-up Built-in Tests
Fuel Temperature Indication
On ground, at power up, the FQMC (208QJ):
The FQMC (208QJ) channels 1 and 2 use two temperature probes immersed in the fuel to continuously measure the
temperature of the fuel. Each FQMC (208QJ) channel sends data to the generic I/O 2 module (4201FY) and the generic − Detects on which aircraft type it is installed, based on a pin programming configured on the aircraft wiring
I/O 3 module (4301FY) through the ARINC 429 busses. − Checks this configuration: 1 pin only shall be grounded out of the 4 pins used to define the aircraft configuration, and
The Data Acquisition System manages the decision of using either the channel 1 or channel 2 information to display the the two FQMC (208QJ) channels shall read the same configuration
lower temperature value.
When a fuel temperature below -40°C is detected, the FQMC (208QJ) issues an indication to the Data Acquisition If the configuration is correct, it is locked up as long as the FQMC (208QJ) is power supplied, and sent to the avionics. If it
System, to display the "FUEL: LO TEMP" CAS message managed by the Central Warning System. is checked incorrect, the information is sent to the avionics to trigger the "FUEL: CMPTR CONFIG" fault message.
Refueling Continuous Built-in Tests
The Fuel Computer: The FQMC (208QJ) monitors continuously the validity of all the Line Replaceable Units (LRU) (fuel gauging probes, fuel
− Controls the refueling sequence flowmeters (L102QJ)/(M102QJ)/(R102QJ), FLCU (308QJ), refueling control panel (108QJ), fuel level sensors, fuel
temperature probes (L105QJ)/(M105QJ), ...), as well as its internal functioning (RAM, EEPROM, A/D converters, ...).
− Sends to the bus the fuel quantity measurements target quantity selection
− Sends the fuel quantity measurements on output ARINC bus (for partial refueling mode only)
When a failure occurs and is detected by any of the two FQMC (208QJ) channels, and as long as this failure is detected,
a fault report is sent by the two FQMC (208QJ) channels to the avionics through the ARINC 429 bus. This fault report is
All the refueling functions may be performed by both channels. The Fuel Computer is used to drive the two forward tank used by the CMC for:
valves. The power supply of these two valves is provided by a PCB. Each valve driver includes an analog circuit which − Elaboration of the maintenance messages
has full authority to close the valve if the associated high level sensor is immersed in fuel. The Fuel Computer controls
discrete outputs to switch on "FULL" lamps located on the refueling panel when high level sensors are immersed. A test − Storage of the fault detection history
(fueling test) initiated from the refueling panel can be performed to check the high level detection.
NOTE: When a failure occurs, a flag is also recorded in an FQMC (208QJ) internal memory for information of the
Oil Management repair agent only.
Each channel of the Fuel Computer measures, on ground only, the quantity of oil remaining in each engine from the
probes located in engine oil tanks. Each channel of the Fuel Computer sends the oil quantity measured in each oil tank on These continuous built-in tests are performed on ground and in flight, as long as the FQMC (208QJ) is power supplied.
the numerical output bus. A pushbutton located on the Fuel Computer and protected against untimely activation can be
used for oil calibration.
28-77
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
FUEL INDICATING COMPONENT CHART
L105QJ LH Temperature Probe R218QJ "FUEL CMPTR RH" Circuit Breaker R403QJ RH Wing Middle Tank Rear Inboard Gauging Probe
Location: F20-26, LH CENTER-WING TK (143) Location: RH Rear SPDB (R2000PM) Location: WING RIB 3-9, MIDDLE TK, RH (642)
Access: Frame 40 Middle Lining (272PZ) Access: Not Applicable
Access: MLG Main Door (733)
References: References:
References:
Description: It prevents damage to the power supply Description: SDS 28-41-00
Description: SDS 28-43-00
line of the FQMC (208QJ) Channel 1. Wiring Diagram: WD 28-41-20
Wiring Diagram: WD 28-41-10
Wiring Diagram: WD 28-11-00 Removal/Installation: TASK 28-41-09-900-801
Removal/Installation: TASK 28-43-01-900-801
Removal/Installation: TASK 24-62-21-900-801
418QJ "FUEL LEVEL RH" Circuit Breaker
M105QJ CTR Temperature Probe
L303QJ LH Wing Inboard Tank Front Gauging Probe Location: RH Front SPDB (R1000PM)
Location: F27-28, CTR FEEDER TK (152)
Location: WING RIB 0-3, INBOARD TK, LH (541) Access: Cockpit Lateral Lining No.5 (222XZ)
Access: Fuel Equipment Bay Door (151AL)
Access: Not Applicable References:
References:
References: Description: It prevents damage to the power supply line of
Description: SDS 28-43-00 the FLCU (308QJ).
Description: SDS 28-41-00
Wiring Diagram: WD 28-41-10 Wiring Diagram: WD 28-11-00
Wiring Diagram: WD 28-41-20
Removal/Installation: TASK 28-43-01-900-801 Removal/Installation: TASK 24-62-21-900-801
Removal/Installation: TASK 28-41-09-900-801
L203QJ LH Wing Inboard Tank Rear Gauging Probe L503QJ LH Wing Middle Tank Front Inboard Gauging Probe
R303QJ RH Wing Inboard Tank Front Gauging Probe
Location: WING RIB 0-3, INBOARD TK, LH (541) Location: WING RIB 0-3, INBOARD TK, RH (641) Location: WING RIB 3-9, MIDDLE TK, LH (542)
Access: Not Applicable Access: Not Applicable Access: Not Applicable
References: References: References:
Description: SDS 28-41-00 Description: SDS 28-41-00 Description: SDS 28-41-00
Wiring Diagram: WD 28-41-20 Wiring Diagram: WD 28-41-20 Wiring Diagram: WD 28-41-20
Removal/Installation: TASK 28-41-09-900-801 Removal/Installation: TASK 28-41-09-900-801 Removal/Installation: TASK 28-41-09-900-801
R203QJ RH Wing Inboard Tank Rear Gauging Probe 308QJ FLCU R503QJ RH Wing Middle Tank Front Inboard Gauging Probe
Location: WING RIB 0-3, INBOARD TK, RH (641) Location: F8-12, UNDER CABIN FLOOR, LH (121) Location: WING RIB 3-9, MIDDLE TK, RH (642)
Access: Not Applicable Access: Cabin Floor (121GZ) Access: Not Applicable
References: References: References:
Description: SDS 28-41-00 Description: SDS 28-42-00 Description: SDS 28-41-00
Wiring Diagram: WD 28-41-20 Wiring Diagram: WD 28-42-00 Wiring Diagram: WD 28-41-20
Removal/Installation: TASK 28-41-09-900-801 Removal/Installation: TASK 28-42-01-900-801 Removal/Installation: TASK 28-41-09-900-801
208QJ FQMC 318QJ "FUEL LEVEL LH" Circuit Breaker L603QJ LH Wing Middle Tank Outboard Gauging Probe
Location: F30-33, AFT TOILET, RH (262) Location: LH Front SPDB (L1000PM) Location: WING RIB 9-26, OUTBOARD TK, LH (543)
Access: Passenger Door (PAX) Access: Cockpit Lateral Lining No.5 (221XZ) Access: Not Applicable
References: References: References:
Description: SDS 28-41-00 Description: It prevents damage to the power supply line of the Description: SDS 28-41-00
Wiring Diagram: WD 28-41-10 / WD 28-41-20 FLCU (308QJ). Wiring Diagram: WD 28-41-20
Removal/Installation: TASK 28-41-01-900- Wiring Diagram: WD 28-11-00 Removal/Installation: TASK 28-41-09-900-801
801 Removal/Installation: TASK 24-62-21-900-801
R603QJ RH Wing Middle Tank Outboard Gauging Probe
L218QJ "FUEL CMPTR LH" SSPC L403QJ LH Wing Middle Tank Rear Inboard Gauging Probe Location: WING RIB 9-26, OUTBOARD TK, RH (643)
Location: LH Rear SPDB (L2000PM) Location: WING RIB 3-9, MIDDLE TK, LH (542) Access: Not Applicable
Access: Frame 40 Middle Lining (271OZ) Access: Not Applicable References:
References: References: Description: SDS 28-41-00
Description: It prevents damage to the power supply Description: SDS 28-41-00 Wiring Diagram: WD 28-41-20
line of the FQMC (208QJ) Channel 2. Wiring Diagram: WD 28-41-20 Removal/Installation: TASK 28-41-09-900-801
Wiring Diagram: WD 28-11-00 Removal/Installation: TASK 28-41-09-900-801
Removal/Installation: TASK 24-62-13-900-801
28-78
R0
L703QJ LH Wing Outboard Tank Outboard Gauging Probe L1003QJ LH Feeder Tank Gauging Probe 1403QJ Rear Tank LH Front Gauging Probe
Location: WING RIB 9-26, OUTBOARD TK, LH (543) Location: F20-26, LH CENTER-WING TK (143) Location: F28-33, REAR TK, LH (161)
Access: Not Applicable Access: CTR Fuel Tank Booster Pump Fairing (147FL) Rear Fuel Tank LH Front Gauging Probe Access
Access:
References: References: Panel (167DL)
Description: SDS 28-41-00 Description: SDS 28-41-00 References:
Wiring Diagram: WD 28-41-20 Wiring Diagram: WD 28-41-10 Description: SDS 28-41-00
Removal/Installation: TASK 28-41-09-900-801 Removal/Installation: TASK 28-41-05-900-801 Wiring Diagram: WD 28-41-10 / WD 28-42-00
Removal/Installation: TASK 28-41-05-900-801
M1003QJ CTR Feeder Tank Gauging Probe
R703QJ RH Wing Outboard Tank Outboard Gauging Probe Location: F27-28, CTR FEEDER TK (152) 1503QJ Rear Tank Rear Gauging Probe
Location: WING RIB 9-26, OUTBOARD TK, RH (643) Access: Fuel Equipment Bay Door (151AL) Location: F28-33, REAR TK, LH (161)
Access: Not Applicable References: Rear Fuel Tank Rear Gauging Probe Access Panel
Access:
References: Description: SDS 28-41-00 (167FL)
Description: SDS 28-41-00 Wiring Diagram: WD 28-41-10 References:
Wiring Diagram: WD 28-41-20 Removal/Installation: TASK 28-41-05-900-801 Description: SDS 28-41-00
Removal/Installation: TASK 28-41-09-900-801 Wiring Diagram: WD 28-41-10
R1003QJ RH Feeder Tank Gauging Probe Removal/Installation: TASK 28-41-05-900-801
L803QJ LH Wing Outboard Tank Inboard Gauging Probe Location: F20-26, RH CENTER-WING TK (144)
Location: WING RIB 9-26, OUTBOARD TK, LH (543) Access: CTR Fuel Tank Booster Pump Fairing (147FL) L1602QJ LH Front Tank Gauging Probe
Access: Not Applicable References: Location: F14-20, UNDER BODY FAIRING, LH (133)
References: Description: SDS 28-41-00 Access: Forward Tank Gauging Probe Access Panel (133FL)
Description: SDS 28-41-00 Wiring Diagram: WD 28-41-10 References:
Wiring Diagram: WD 28-41-20 Removal/Installation: TASK 28-41-05-900-801 Description: SDS 28-41-00
Removal/Installation: TASK 28-41-05-900-801 Wiring Diagram: WD 28-41-30
1103QJ CTR Center-Wing Tank Front Gauging Probe Removal/Installation: TASK 28-41-05-900-801
R803QJ RH Wing Outboard Tank Inboard Gauging Probe Location: F20-26, CTR CENTER-WING TK, LH (141)
Location: WING RIB 9-26, OUTBOARD TK, RH (643) CTR Center-Wing Fuel Tank Gauging Probe Access R1602QJ RH Front Tank Gauging Probe
Access: Location: F14-20, UNDER BODY FAIRING, RH (134)
Access: Not Applicable Panel (147BR)
References: References: Access: Forward Tank Gauging Probe Access Panel (134FR)
Description: SDS 28-41-00 Description: SDS 28-41-00 References:
Wiring Diagram: WD 28-41-20 Wiring Diagram: WD 28-41-10 Description: SDS 28-41-00
Removal/Installation: TASK 28-41-05-900-801 Removal/Installation: TASK 28-41-05-900-801 Wiring Diagram: WD 28-41-30
Removal/Installation: TASK 28-41-05-900-801
L903QJ LH Center-Wing Tank Gauging Probe 1203QJ CTR Center-Wing Tank Rear Gauging Probe
Location: F20-26, LH CENTER-WING TK (143) Location: F20-26, CTR CENTER-WING TK, LH (141)
LH Center-Wing Fuel Tank Gauging Probe Access Access: CTR Fuel Tank Booster Pump Fairing (147FL)
Access:
Panel (147DL) References:
References: Description: SDS 28-41-00
Description: SDS 28-41-00 Wiring Diagram: WD 28-41-10
Wiring Diagram: WD 28-41-10 / WD 28-42-00 Removal/Installation: TASK 28-41-05-900-801
Removal/Installation: TASK 28-41-05-900-801
1303QJ Rear Tank RH Front Gauging Probe
R903QJ RH Center-Wing Tank Gauging Probe Location: F28-33, REAR TK, RH (162)
Location: F20-26, RH CENTER-WING TK (144) Rear Fuel Tank RH Front Gauging Probe Access
Access:
RH Center-Wing Fuel Tank Gauging Probe Panel (167DR)
Access:
Access Panel (147DR) References:
References: Description: SDS 28-41-00
Description: SDS 28-41-00 Wiring Diagram: WD 28-41-10
Wiring Diagram: WD 28-41-10 / WD 28-42-00 Removal/Installation: TASK 28-41-05-900-801
Removal/Installation: TASK 28-41-05-900-801
28-79
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Pressure Refueling
28-80
R0
REFUELING – DEFUELING AND DRAINING NOTES:
Overview
Fueling and Defueling
The refueling system allows two ways of refueling:
− Pressure Refueling
− Gravity Refueling
The pressure refueling is performed through the pressure refueling coupling (201QF), the refueling manifold (303QF) and
six refueling valves (102QF), (202QF), (302QF), (402QF), (L402QF) and (R402QF).
The three tanks groups can be selected independently to perform the pressure refueling. The gravity refueling system is
ensured through the LH (L101QS) or RH (L101QS) gravity refueling plug. The LH / RH gravity refueling plug allows the
refueling of the LH / RH tank group without the LH / RH front tank. In this case, the refueling of the LH and RH front tanks,
the center and RH / LH tank groups is performed by transferring fuel from one tank group to the others.
The gravity and pressure refueling can be full or partial for:
− Gravity refueling, the operator stops manually the refueling
− Pressure refueling, the fuel quantity is selected on the refueling control panel (108QJ), and the system automatically
stops the refueling when the quantity is reached
The draining system evacuates the water accumulation in the tanks or to do a full defueling after a suction or gravity
defueling.
The draining of the tanks is performed by the sump drain valves, located at low point levels of the tanks. This system
works by gravity. A spirit level installed in the NLG bay permits to easily make sure that the aircraft pitch angle on ground
is adequate for draining. The defueling system enables:
− Defueling by suction
− Defueling by gravity
The suction defueling is performed through the defueling manifold and the fueling manifold up to the filler connector,
where the truck is connected.
All vent valves must be open to begin the operation. The defueling switch on the maintenance panel and the pushbuttons
on the overhead panel manage the opening of the BP manifold fuel transfer valves and of the defueling manifold, and to
control the selection of the tanks to be defueled, by energizing the corresponding booster pumps.
The gravity defueling is performed through the BP manifold fuel transfer valves and the defueling manifold, with the
booster pumps energized.
In any case, the defueling can be done from one, two or all the three tank groups at the same time.
28-81
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 48 Figure 49
Forward Tank High – Level Sensors (L204QJ/R204QJ) Center Tank High – Level Sensor (M104QJ)
28-82
R0
REFUELING – DEFUELING AND DRAINING (CONTINUED)
Components
High-Level Sensors
The aircraft has a total of eight high-level sensors. Five of them are independent:
− LH Wing High-Level Sensor (L104QJ)
− RH Wing High-Level Sensor (R104QJ)
− CTR High-Level Sensor (M104QJ)
− LH Front High-Level Sensor (L204QJ)
− RH Front High-Level Sensor (R204QJ)
The three others are installed with the fuel gauges:
− LH Wing Inboard Tank Front Gauging Probe (L303QJ)
− RH Wing Inboard Tank Front Gauging Probe (R303QJ)
− CTR Center-Wing Tank Rear Gauging Probe (1203QJ)
Theses high-level sensors are used:
− To know when the corresponding fuel tanks are full with the three full lights of the refueling control panel (108QJ)
− To stop the refueling by controlling the refueling valves when the relevant fuel tank is full
The LH (L204QJ) and RH (R204QJ) front high-level sensors send their data to the FQMC (208QJ) which transmits it to
the front tank PCB (408QJ). The six others high-level sensors send their data directly to the FLCU (308QJ).
Figure 50
LH/RH Wing High – Level Sensors (L104QJ/R104QJ)
28-83
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 51 Figure 52
Refueling – Electrical Principal Diagram Front Tank PCB (408QJ)
28-84
R0
REFUELING – DEFUELING AND DRAINING (CONTINUED)
Components (Continued)
Fuel Quantity Management Computer FQMC (208QJ)
The FQMC has:
− 13 discrete inputs coming from the RCP: Fuel Level Control Unit (FLCU) (308QJ)
• Eight inputs corresponding to the refueling valves control:
▪ Four for the partial refueling and four for the full refueling: one for the LH tank group, one for the RH tank
group, and two for the center tank group (front and rear)
• Two inputs for the increasing / decreasing of the target quantity used for the partial refueling
• One input for the transmission of the RCP fault to send a RCP fault to the avionics
• One input for the fueling test
• One input for the power of the RCP to know if the RCP is powered
− One discrete and 17 numerical inputs coming from the FLCU:
• Power of the FLCU to know if the FLCU is powered (discrete)
− 12 inputs corresponding to the six high-level sensors monitored by the FLCU, one signal corresponds to the state
(failed or not failed), the other corresponds to the status (high-level detected or not)
• Four inputs corresponding to the refueling valves status (open or closed) monitored by the FLCU
• One input for the fueling test
− Five discrete outputs towards the FLCU:
• Four discretes to control four of the refueling valves
• One discrete corresponding to the weight on wheel condition
− Two discrete outputs towards the front tank PCB (408QJ) to control the two front tank refueling valves and the “FULL”
lights of the RCP
− Two numerical outputs towards the RCP:
• Preselected fuel quantity for the "TOTAL QTY SELECT" digital display (9507QJ)
• Total aircraft gauging quantity for the "TOTAL QTY" digital display (9502QJ)
− 19 numerical outputs towards the Avionics:
• Two outputs for the status and state of each of the eight high-level sensors
• Two for a RCP failure
• One for a FLCU failure
Fuel Level Control Unit FLCU (308QJ)
The FLCU has:
− One input from the RCP for the fueling test.
− Six analog inputs, one for each of the six high-level sensors which are not a part of a gauging probe.
− Four discretes outputs towards the RCP to control the “FULL” lights, one for the LH, one for the RH and two for the
center tank group.
− Four discrete outputs to control four of the refueling valves.
Front Tank PCB (408QJ)
The front tank PCB (408QJ) controls the front tank refueling valves and the wing pressurization valves.
28-85
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Refueling Manifold and Refuel Valves Wing Front and Rear Tank Refuel Valves and Check Valves
28-86
R0
REFUELING – DEFUELING AND DRAINING (CONTINUED)
Components (Continued) RH Front Tank Refueling Valve (R402QF) and Check Valve (R404QF)
Refueling Manifold (303QF)
The refueling manifold is the link between the pressure refueling coupling and the refueling lines for refueling operations,
and between the transfer/defueling manifold and the refueling lines for the transfer operations.
The refueling manifold (303QF) is mainly composed of one body which includes:
− Four downstream end fitting diameter 1 ¼’’ to four refueling lines (one for each wing tank, one for the CTR center
wing tank and one for the rear tank)
− One end fitting diameter 1 ¼’’ for connection to the defueling manifold and to the front tanks refueling line
− One upstream end fitting diameter 2 ½’ ‘ for connection to the pressure refueling coupling
One shut off valve diameter 2 ½” is also integrated inside the body. The shut off valve is a ball valve type. The ball valve is
operated by a single motor actuator equipped with a manual control lever. Thermal expansion of the fuel volume between
the pressure refueling coupling and the shut off valve is managed by means of an over pressure valve. The actuator can
be removed without removing the refueling manifold (303QF).
Refueling Valves
The aircraft has six refueling valves:
− CTR Front Refueling Valve (102QF)
− CTR Rear Refueling Valve (202QF)
− LH Refueling Valve (302QF)
− RH Refueling Valve (402QF)
− LH Front Tank Refueling Valve (L402QF)
− RH Front Tank Refueling Valve (R402QF)
LH Front Tank Refueling Valve (L402QF) and Check Valve (L404QF)
The refueling valves are connected to the refueling manifold. There is one valve for each wing tank group, two valves for
the center tank group (one valve for the CTR center tank and another one for the rear tank), and two valves for the front
tanks (one for the right area and one for the left area).
In normal conditions, the valve is in closed position. The valve is open by an electrical signal in refueling or transfer
condition and when a pressure is present upstream of the valve. The electrical signal is controlled by the pushbuttons
installed on the refueling control panel (108QJ):
− "LEFT - ON/OFF" Switch (L9501QJ)
− "RIGHT - ON/OFF" Switch (R9501QJ)
− "CENTER - ON/OFF" Switch (M9501QJ)
Refueling Check Valves
The aircraft has six refueling check valves:
− Front Refueling Check Valve (104QF)
− LH Refueling Check Valve (204QF)
− RH Refueling Check Valve (304QF)
− LH Front Tank Refueling Check Valve (L404QF)
− RH Front Tank Refueling Check Valve (R404QF)
− Check Valve Manifold (604QF)
The check valves are connected after the refueling valves on the six refueling lines (one check valve per pipe) and they
ensure a non return fuel flow. The non return function is performed by a ball blocking the flow. In normal fuel flow, the
same ball is pushed to allow the delivery of fuel.
28-87
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Pressure Refueling Coupling (201QF)
Gravity Refueling Plug
28-88
R0
REFUELING – DEFUELING AND DRAINING (CONTINUED)
Components (Continued)
Pressure Refueling Coupling (201QF)
The pressure refueling coupling (201QF), fitted with the refueling cap (101QF), is used for pressure refueling. The
refueling cap (101QF) is locked by the refueling coupling lever (9500QS).
Before the refueling, the refueling coupling lever (9500QS) must be set down to open the refueling cap (101QF). In this
position the coupling lever controls the de-pressurization of the fuel tanks. Then, the pressure refueling coupling (201QF)
is connected to the fuel truck.
Gravity Refueling Plugs
The LH gravity refueling plug (L101QS) and the RH gravity refueling plug (R101QS) with the LH gravity refueling cap
(L201QS) and the RH gravity refueling cap (R201QS) are located on the upper surface of each wing. The gravity refueling
ports are equipped with a strainer to filter the fuel.
Defueling Manifold Transfer Valve (9500QV)
Defueling Manifold Transfer Valve (9500QV)
The defueling manifold transfer valve (9500QV) is a part of the defueling manifold (101QV). It is used for the gravity
refueling to transfer fuel from one tank group to the others.
For the gravity refueling, the defueling manifold transfer valve (9500QV) is controlled by the "DEFUELING" switch
(115QV) and allows the fuel to go from the BP manifold 1 / 3 to the refueling valves.
28-89
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 53 Figure 54
Fuel Tank Drain Valves Drain Valve
28-90
R0
REFUELING – DEFUELING AND DRAINING (CONTINUED)
Components (Continued)
Fuel Tank Drain Valves
The aircraft has nine drain valves: five located under the fuselage and two located under each wing.
The fuselage drain valves (three located under the CTR center-wing tank and two located under the rear tank) are:
− CTR Center-Wing Tank Front Drain Valve (502QV)
− CTR Center-Wing Tank Middle Drain Valve (602QV)
− CTR Center-Wing Tank Rear Drain Valve (702QV)
− Rear Tank Drain Valve (802QV)
− CTR Feeder Tank Drain Valve (1002QV)
The wing drain valves are:
Spirit Level (1202QV)
− LH Wing Inboard Tank Drain Valve (L202QV)
− RH Wing Inboard Tank Drain Valve (R202QV)
− LH Feeder Tank Drain Valve (L702QV)
− RH Feeder Tank Drain Valve (R702QV)
The sump drain valve is made up of a body with a flanged and a piston valve with a spring. In normal conditions, the valve
is in closed position. The sealing between the fixation of the drain and the aircraft is done by an O-ring seal.
The piston valve opens by pushing and turning of 90° the cap. The body and the piston are in alloy aluminum with a
anodizing chromic as protection against corrosion effects.
Spirit Level (1202QV)
The spirit level permits to easily make sure that the aircraft pitch angle on ground is adequate for draining. When the
bubble is between the two lines of the spirit level (1202QV) the aircraft is in correct orientation for the draining.
28-91
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 55
Refueling Control Panel (108QJ)
28-92
R0
REFUELING – DEFUELING AND DRAINING (CONTINUED)
Components (Continued) CAS Messages
Refueling Control Panel (108QJ)
Cruise
Land
Park
Taxi
TO
"LEFT - ON/OFF" Controls the refueling of the LH tank group by opening the LH refueling valve (302QF) MESSAGE DESCRIPTION
Switch (L9501QJ) and the LH front tank refueling valve (L402QF).
Left "FULL" Displays when the LH tank group is full (statuses of the LH wing high-level sensor Advisory (White) CAS Messages
Light (Amber) (L9500QJ) (L104QJ) and LH front high-level sensor (L204QJ)).
DOOR: FUEL NOT CLOSED It indicates that the fuel servicing door (174CR) is open W W W - -
"RIGHT - ON/OFF" Controls the refueling of the RH tank group by opening the RH refueling valve (402QF)
or not properly closed.
Switch (R9501QJ) and the RH front tank refueling valve (R402QF).
Right "FULL" Displays when the RH tank group is full (statuses of the RH wing high-level sensor
Light (Amber) (R9500QJ) (R104QJ) and RH front high-level sensor (R204QJ)).
"CENTER - ON/OFF" Controls the refueling of the center tank group by opening the CTR front refueling valve
Switch (M9501QJ) (102QF) and the CTR rear refueling valve (202QF)
Center "FULL" Displays when the center tank group is full (status of the CTR high-level sensor
Light (Amber) (M9500QJ) (M104QJ)).
"TOTAL QTY" Displays the total quantity of fuel in the tanks.
Digital Display (9502QJ) Maintenance Panel (1010TP)
"STOP FUELING" Comes on if one of the vent valves or one of the wing pressurization valves is not open.
Warning Light (9503QJ)
"FULL/PARTIAL" Select a partial or a full refueling.
Switch (9509QJ)
"TOTAL QTY SELECT" Displays the fuel quantity selected with the "INC/DEC" switch (9508QJ) in case of a
Digital Display (9507QJ) partial refueling.
"LAMP TEST" Tests all the lights and all displays segments of the refueling control panel.
Pushbutton (9506QJ)
"HIGH-LEVEL TEST" Tests all the high-level detection system (the FQMC, the FLCU, the RCP and the high-
Pushbutton (9505QJ) level sensors) by forcing the state of the high level sensors to high level.
The test is successful:
− When the "HIGH-LEVEL TEST" pushbutton (9505QJ) is pushed and held, the three
“FULL” lights of the RCP come on
− When the "HIGH-LEVEL TEST" pushbutton (9505QJ) is released, the three “FULL”
lights of the RCP go off.
During the test, due to the high-level sensors state, all the refueling valves are closed.
The "FAULT" light (9504QJ) comes on in case of degraded gauging. The RCP receives
continuously a discrete from the FQMC to light on the "FAULT" light (9504QJ) in case of
degraded gauging.
Maintenance Panel (1010TP)
For the gravity refueling, the "DEFUELING" switch (115QV) controls the defueling system (defueling manifold transfer
valve (9500QV) and BP manifold fuel transfer valves (9631QD), (9641QD) and (9651QD)).
28-93
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 56 Figure 57
Pressure Refueling Pressure Refueling – Electrical Principal Diagram
28-94
R0
REFUELING – DEFUELING AND DRAINING (CONTINUED)
Operation The following table gives the links between the RCP, the high-level sensors, the fuel tanks, the refueling valves and the
“FULL” lights.
Pressure Refueling
A pressure is applied on the refueling system with a flow rate limited according to the fuel tanks: Refueling Control
High-Level Sensor Fuel Tank Refueling Valve ”FULL” Light
− 300 l/min for the wing tanks Panel Switch
− 225 l/min for the rear tank LH Front Tank
LH Front High-Level Sensor
− 75 l/min for the CTR center wing tank LH Front Tank Refueling Valve
(L204QJ)
− 150 l/min for the front tanks (L402QF)
"LEFT - ON/OFF" LH Wing Left "FULL"
LH Wing High-Level Sensor
The flow limitation is realized by restrictors located in the refueling lines downstream of the refueling valves. Switch (L9501QJ) Outboard Light (L9500QJ)
(L104QJ) LH Refueling Valve
Tank
(302QF)
The pressure refueling operation is only possible in the weight on wheels configuration (information coming from the relay LH Wing Inboard Tank Front LH Wing
PCB (2210JE)). Gauging Probe (L303QJ) Inboard Tank
RH Front Tank
The truck is connected to the pressure refueling coupling (201QF). In order to prevent the fuel tanks from electrostatic RH Front High-Level Sensor
RH Front Tank Refueling Valve
sparks, the aircraft, the truck and the ground are connected together. (R204QJ)
(R402QF)
"RIGHT - ON/OFF" RH Wing Right "FULL"
Then, the fuel servicing door microswitch (211QS) and the refueling coupling lever microswitch (111QS) manage the RH Wing High-Level Sensor
Switch (R9501QJ) Outboard Light (R9500QJ)
power supply from the battery to energize the refueling system components. (R104QJ) RH Refueling Valve
Tank
(402QF)
RH Wing Inboard Tank Front RH Wing
The pressure refueling operation can start only when the fuel tanks are de-pressurized. Gauging Probe (R303QJ) Inboard Tank
CTR High-Level Sensor CTR Center- CTR Front Refueling
The refueling control panel (108QJ) selects a full refueling or a fuel target quantity for a partial refueling. These data are "CENTER - (M104QJ) Wing Tank Valve (102QF)
sent to the FQMC (208QJ), which dialogs with the FLCU (308QJ) and the front tank PCB (408QJ). Center "FULL"
ON/OFF" Switch
CTR Center-Wing Tank Rear CTR Rear Refueling Light (M9500QJ)
(M9501QJ) Rear Tank
Gauging Probe (1203QJ) Valve (202QF)
The FLCU (308QJ) controls the opening of four refueling valves (102QF), (202QF), (302QF) and (402QF) and the
refueling stopping through the high level sensors (for the full refueling) and the gauging probes through the FQMC (for the
partial refueling). If the refueling does not stop automatically, the vent valves ensure the overflow of the tanks.
The front tank PCB (408QJ) controls the two wing pressurization valves opening and the front tank refueling valves
opening. It also checks the open status of the two wing pressurization valves to enable the refueling.
In full pressure refueling, all the refueling valves are open in order to refuel the three tank groups together. The refueling
valves can be controlled group by group to allow a specific tank group refueling.
Downstream of each refueling valve, a check valve is installed to avoid a non controlled fuel transfer.
When a high level is detected, the front tanks sensors send the information to the FQMC and the other sensors to the
FLCU to control:
− Closing of the respective refueling valve to stop the refueling
− Lighting of the full lights of the RCP
The FQMC calculates the fuel quantity in the tanks and sends it to the RCP which displays it in the "TOTAL QTY" digital
display (9502QJ). For a partial refueling, the fuel quantity calculated by the FQMC is directly used to control the closing of
the refueling valves and stop the refueling.
Figure 58
Refueling Control Panel (108QJ)
28-95
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 59 Figure 60
Gravity Refueling Suction Defueling
28-96
R0
REFUELING – DEFUELING AND DRAINING (CONTINUED)
Operation (Continued)
Gravity Refueling
The gravity refueling can be performed through the LH gravity refueling plug (L101QS) or RH gravity refueling plug
(R101QS) located on each wing tank.
In this case, the other tanks are refueled by transferring fuel from the LH / RH wing tank to the others tanks:
− "BOOST 1" pushbutton (L9800PM) / "BOOST 3" pushbutton (L9840PM) starts the booster pump 1 / 3 which transfers
fuel from the LH / RH wing tank to the BP 1 (9631QD) / 3 (9651QD) manifold transfer valve
− "DEFUELING" switch (115QV) opens the defueling manifold transfer valve (9500QV) and the BP manifold fuel
transfer valves (9631QD), (9641QD) and (9651QD) to transfer fuel from the booster pump to the refueling manifold
(303QF)
− Refueling manifold transfers fuel to the refueling valves
− Refueling valves are opened by the relevant switches of the RCP
− Fuel goes directly from the refueling valves to the relevant tank
The gravity refueling is manually stopped when the necessary fuel quantity, shown on the “FUEL” synoptic page, is
reached.
Defueling
Suction Defueling
The booster pumps (L106QD) / (L206QD) / (M106QD) / (M206QD) / (R106QD) / (R206QD) are controlled from the
overhead panel. They transfer the fuel from the tank group to the LH (405QD) and RH (505QD) crossfeed units and the
BP 2 manifold fuel transfer valve (9641QD). The crossfeed units transfer the fuel to the booster pump 1 (9631QD) and 3
(9651QD) manifold fuel transfer valves.
The defueling manifold transfer valve (9500QV) and the BP manifold fuel transfer valves are controlled by a
"DEFUELING" switch (115QV). The BP manifolds transfer the fuel to the defueling manifold transfer valve, then to the
refueling manifold (303QF).
The opening of the vent valves (for the de-pressurization of the tanks) and the refueling manifold is controlled by the fuel
servicing door microswitch (211QS) and the refueling coupling lever microswitch (111QS). The refueling manifold
transfers the fuel to the pressure refueling coupling (201QF) which is connected to the truck.
It is possible to defuel a specific tank group, only by starting the corresponding booster pumps. The aircraft has to be
plugged on ground to prevent the electrostatic effects on the tanks during the defueling operation.
Gravity Defueling
The fuel transfer and controls are the same as the suction defueling until the defueling manifold. For the gravity defueling,
the gravity defueling valve (9510QV) is manually controlled by a lever. The defueling valve transfers the fuel directly in a
drain container. As for the suction defueling, the tank groups are selected by starting the corresponding booster pumps
from the overhead panel, the aircraft must be plugged on ground and the tanks must be de-pressurized.
Draining
The water or fuel draining of the tanks is performed through nine sump drain valves, located at low point levels of the
tanks. These sump drain valves open by pressing in and turning of 90° the cap with help of a draining bottle equipped with
screwdriver tool. The sump drain valves are designed with an O-ring seal to avoid any trickles of fuel. If necessary, this
seal can be changed without emptying the tanks, except for the wing root sumps.
Figure 61
Overhead Panel (5000PM) – Fuel Panel
28-97
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
4201FY
650 308QJ R104QJ
1 280 464
117 D G2280600 AA
REFUEL ELECTRO VALVE 1 127
3 G2280240 AA R R
5 R 1 R 35 R R
HLS3A_SUP 2 14/22 57/22 13 58/20HT 1
HLS3A_RTN B B B B B B
21 3 4 26 4 2 14 3
651 70/22 255/22 62/20HT
HLS3A_SIG 11 24 15 2
4 3 3 1 HIGHT LEVEL
128 147 1 outer
REFUEL ELECTRO VALVE 2 REAR 5 14
462
MAU2
R 3 1 R R R R R
4101FY HLS3B_SUP 3 254/22 16 40/22 13 59/20HT 1N
22 B B B B B B
HLS3B_RTN 5 17 5 256/22 2 14 3N
1 HLS3B_SIG 10 71/22 63/20HT
126 25 15 2N HIGHT LEVEL
118 1 3 3 1
REFUEL ELECTRO VALVE 2 FWD 5 15 inner
650 C 283 664 R303QJ
4
G2280230 AA G2280410 AA
R 1 1 R R R
145 4 HLS21_SUP 15 23/22 5 R 48 R 5 258/22 4 68/20HT 1
308QJ REFUEL ELECTRO VALVE 3 5 302QF B B B B B B
HLS21_RTN 21 49 2 5 3
3 72/22 260/22 66/20HT
MAU2 HLS21_SIG 19 50 6 2 HIGHT LEVEL
FLCU 1103QJ
C center fwd
668
A 270 648 B 1 M104QJ
171 A R 2 R 32 R R R R
HLS22_SUP 5 43/22 259/22 1 69/20HT 1N
89/22 180/22 121/22 B B 33 B B B B
28V REF1 CMD 30 N *H D HLS22_RTN 22 1 2 3N
119/20 73/22 261/22 67/20HT
T1 E HLS22_SIG 8 25 3 2N HIGHT LEVEL
33, 6W 281 6 6 center rear 463 L104QJ
XTK CMD OPEN G2280700 AA
R 1 1 R 26 R R R R
XTK CMD OPEN 102QF HLS1A_SUP 3 22/22 262/22 13 60/20HT 1
SPARE B B 27 B B B B
XTK CMD CLOSED HLS1A_RTN 18 2 14 3
74/22 264/22 64/20HT
XTK CMD CLOSED C HLS1A_SIG 10 35 15 2 HIGHT LEVEL
649 B 4 4 1 outer
167 A 461
28V REF22 AVT CMD 28 8/22 44/22
*A D
120/20 B 263/22 1 B 24 B 41/22 R R R
T1 E HLS1B_SUP 4 R 13 61/20HT 1N
33, 6W R 25 R B B B
HLS1B_RTN 17 265/22 2 14 3N
3 75/22 65/20HT
Legend 28V BATT
SD 28-12-00 202QF
HLS1B_SIG 9
2
8
1
15 2N HIGHT LEVEL
28V BATT 3 3 inner
668J/P CENTRAL TANK CUT-OFF CONNECTOR (LEVEL) L2000PM
L303QJ
C
664J/P REAR TANK CUT-OFF CONNECTOR (LEVEL) B
168 A FUEL CMPTR LH
651J/P GEAR CUT-OFF CONNECTOR 55/22 45/22 331
16 J16
L218QJ
28V REF21 ARR CMD 29 *B D
650J/P GEAR CUT-OFF CONNECTOR 134 T1
10/20
E 45 190/22 W 191 SG E2 Bus
33, 6W
649J/P GEAR CUT-OFF CONNECTOR 334/24 335/24 108QJ +28V
REF 1A FULL LAMP 21 7 271 650 2.5A
648J/P GEAR CUT-OFF CONNECTOR
156/24 212/24 79/24
464J/P RH WING TANK CUT-OFF CONNECTOR (GAUGES) REF 1B FULL LAMP 22
157/24
*K
213/24
35
80/24
N REF 1B FULL LAMP
REF 21 FULL LAMP 32 *M 36 P REF 21 FULL LAMP
463J/P LH WING TANK CUT-OFF CONNECTOR (GAUGES) REF 22 FULL LAMP 20 84/24 *N 205/24
37
81/24
*D REF 22 FULL LAMP
402QF 408QJ
462J/P RH WING TANK CUT-OFF CONNECTOR (LEVEL)
461J/P LH WING TANK CUT-OFF CONNECTOR (LEVEL) R1000PM
146 C 328/24 246/24
32 38 *B REF 3AC FULL LAMP
334J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR B
648
172
B
333
24
FUEL LEVEL RH A 3 327/24 78/24
331J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR 28V REF3 CMD 30 046/22 *A 56/22 D 12
31 34 M REF 1AC FULL LAMP
J7 7 B 11/20
283J/P RR LH GAUGES CUT-OFF CONNECTOR 418QJ
/22
T1 E
33, 6W
5
16 28V BUS 1
281J/P FR LH GAUGES CUT-OFF CONNECTOR Bus F1
16
245/22 /22 15 28V LSS
336/24
280J/P FR RH GAUGES CUT-OFF CONNECTOR +28V
2.5A
REF 3A FULL LAMP 6
86/24 247/24
REF 3B FULL LAMP 7 39 *C REF 3B FULL LAMP
273J/P CABIN/BELLY FAIRING CUT-OFF CONNECTOR TEST FUELING 9 155/24 329 33 248/24 *J TEST FUELING
208QJ
272J/P CABIN/BELLY FAIRING CUT-OFF CONNECTOR 249/22 C C
3 28V GND BUS 1 648 651 650
17
16
*B
7
271J/P LH/RH CUT-OFF CONNECTOR CR TEST FUELING *K
330
250/22 R R
270J/P LH/RH WIRING CUT-OFF CONNECTOR A18 22 CASE BONDING ARINC TX 37
B
285
B
*Y ARINC RX ARINC MAU2 A BB
220JN ARINC TX 34 *Z ARINC RX ARINC MAU2 B CC
234J/P BELLY FAIRING CUT-OFF CONNECTOR 251/22 18 Z REF CR ARINC GP2- A KK
SD 77-32-00
122
187
185
186
233J/P BELLY FAIRING CUT-OFF CONNECTOR 253/22 288
ARINC GP2- B AA
19 +28V GND Z POWER FLCU ON 21 U FLCU ON RS422 TX D2 FF
135J/P LH/RH WIRING CUT-OFF CONNECTOR A18 28V REF 3 REQ 14 289 D 28V REF3 REQ RS422 TX D2* EE
252/22 290 SD 45-32-00
134J/P LH/RH WIRING CUT-OFF CONNECTOR 222JN 4 GND LSS XFER ENABLE 25 F XFER-ENABLE RS422 RX D2 DD
RS422 RX D2* MM
4201FY GENERIC I/O 2 MODULE LLS TEST 10
291
REF 3C FULL LAMP B 331
A 29/20
4101FY GENERIC I/O 1 MODULE A18
234/22 292 T4 PP CASE BONDING
ON *F 303
40 49 C RCP ON
223JN 4 GND LSS WOW 11 A18 304 50
R402QF RH FRONT TANK REFUELING VALVE /22
15 28V LSS 603QD 290JN
27/22
P +28V GND BUS2 FL
28V FULL REF 3 A 41 F 28V FULL FUEL3
G 28V FULL FUEL3
L402QF LH FRONT TANK REFUELING VALVE L1000PM 5/20 28V PARTIAL REF 3 E
305
42
51
Y 28V PARTIAL FUEL3
PCB FUEL 270 T5 G Z POWER
R
P
402QF RH REFUELING VALVE FUEL LEVEL LH XTK 3 5 103
4 OPENING REF. VALVE 3 A18 306 52
Z 28V PARTIAL FUEL3
138/22 28V PARTIAL REF 21 *B 43 W 28V PARTIAL FUEL2
302QF LH REFUELING VALVE J1 1
290JN N Z REF
E 28V PARTIAL FUEL2
318QJ 135 307 54
202QF CTR REAR REFUELING VALVE A
28V REF VALVE 1 SIGN 31
28V FULL REF 21 Y 44 D 28V FULL FUEL2
Bus E1 242/22 /22 102 183 123 X 28V FULL FUEL2
102QF CTR FRONT REFUELING VALVE 14 16 28V BUS 1 XTK 22 7
100
51
181
3 OPENING REF. VALVE 22 28V REF VALVE 21 SIGN 32
125
M RH FWD TANK REF. REQUEST A
188/22
+28V XTK 1 5 52 1 OPENING REF. VALVE 1 28V REF VALVE 22 SIGN 48 +28V BUS1 FL P
408QJ FRONT TANK PCB 2.5A XTK 21 6
101 53 182 2 OPENING REF. VALVE 21 28V REF VALVE 3 SIGN 49 C 28V REF. RH FWD TANK CMD
308 309
308QJ FLCU 270 28V FULL REF 22 A
310
*S 311
28V PARTIAL REF 22 E *T
208QJ FQMC 235/22
3 28V GND BUS 1 28V REF 21 REQ 12
295 *D 296 *V 28V REF21 REQ 28V FULL REF. 1 F 312 J
313
45
14 A 28V FULL FUEL1
108QJ REFUELING CONTROL PANEL A18
236/22 A
REF 3C FULL LAMP B
348
B 28V FULL FUEL1
221JN 18 28V GND Z REF REF 1C FULL LAMP G DD
M104QJ CTR HIGH-LEVEL SENSOR ARINC TX 1A 37 R 299
R
*A FLCU1_A 28 PARTIAL REF 1 K 314 K
315
46
15
U 28V PARTIAL FUEL1
237/22
R104QJ RH WING HIGH-LEVEL SENSOR 19 28V GND Z POWER ARINC TX 2A 34 B B *B FLCU1_B V 28V PARTIAL FUEL1
CR CR *Z
L104QJ LH WING HIGH-LEVEL SENSOR 28V REF 1 REQ 13 297
J 28V REF1 REQ RDP A LL
R
316
R *X R 317
R
47
R
34
R
*F RDP A
298 B B B B 48 B B
1103QJ CTR CENTER-WING TANK FRONT GAUGING PROBE 28V REF 22 REQ 26 D 28V REF22 REQ RDP B DD *Y *H RDP B
28-12-00 408QJ 49 *A
R303QJ RH WING INBOARD TANK FRONT GAUGING PROBE R402QF INC *H
320 L 321
50
16 R INC
234 272 322 323 25 R2000PM
L303QJ LH WING INBOARD TANK FRONT GAUGING PROBE RH FRONT
270 DEC *I
324
*V
325
51
33
*E DEC
351 349 343 REF RH FWD TK CMD TX FAULT *D *U 52 *G TX FAULT
603QD X-TK/X-BP NORMAL 1PCB D
344/20
V 17 2 + RH FWD TK REF REQ 20 339
*E
293
*N LLS TEST FUEL CMPTR RH
E T1 LH FWD TK REF REQ 340 294 271 22 J22
R2000PM RH REAR SPDB 33, 6W + 28V REF RH FWD TK CMD
9
341
*F
337 *K WOW RS422 TX D1 FF 334 28-12-00
R218QJ
28 B *E LH FWD TANK REF. REQUEST RS422 TX D1* CG
L2000PM LH REAR SPDB 28V REF LH FWD TK CMD
22 342
S
338
H 28V REF. LH FWD CMD TK RS422 TX D1 CC 10 197/22 B 189 F2 Bus
R1000PM RH FRONT SPDB L402QF 233 273 270 RS422 TX D1* BB SD 45-32-00
2.5A
+28V
LH FRONT SD 32-62-10 *J WOW RS422 GND EE
L1000PM LH FRONT SPDB D 352 4 350 7 345 *N
346 13 REF LH FWD TK CMD
+ CH1 DOWN LOAD ENABLE NN
E 347/20 T1 T2 7/20 M PP
Z POWER CH2 DOWN LOAD ENABLE
33, 6W + WD281100AA4007
6/22
A18 U +28V GND BUS1 FL 1 WIRE ARE ROUTED SEPARETALY FROM THE MAIN BUNDDLE
28/22 Z REF C
291JN W IN A HCTE TYPE SHEATH.
77/22 J 194/22
*Y AC CONF 1 28V BUS 2FL
Figure 62
Fueling
28-98
R0
REFUELING COMPONENT CHART
105LS Refueling Coupling Servicing Light 202QF CTR Rear Refueling Valve L402QF LH Front Tank Refueling Valve
Location: F33-41, UNDER LAT FAIRING, RH (174) Location: F26-27, FUEL EQUIPMENT BAY (151) Location: F14-20, UNDER BODY FAIRING, LH (133)
Access: Fuel Servicing Door (174CR) Access: Fuel Equipment Bay Door (151AL) Access: IRS Fairing (133BL)
References: References: References:
Description: SDS 28-50-00 Description: SDS 28-50-00 Description: SDS 28-50-00
Wiring Diagram: WD 28-12-00 Wiring Diagram: WD 28-11-00 Wiring Diagram: WD 28-11-00
Removal/Installation: TASK 33-30-01-900-801 Removal/Installation: TASK 28-50-09-900-801 Removal/Installation: TASK 28-50-09-900-801
205LS Refueling Panel Servicing Light 204QF LH Refueling Check Valve R402QF RH Front Tank Refueling Valve
Location: F33-41, UNDER LAT FAIRING, RH (174) Location: F20-26, CTR CENTER-WING TK, LH (141) Location: F14-20, UNDER BODY FAIRING, RH (134)
Access: Fuel Servicing Door (174CR) Access: Frame 26 CTR Fuel Tank Access Door (141BZ) Access: IRS Fairing (133BL)
References: References: References:
Description: SDS 28-50-00 Description: SDS 28-50-00 Description: SDS 28-50-00
Wiring Diagram: WD 28-12-00 Wiring Diagram: None Wiring Diagram: WD 28-11-00
Removal/Installation: TASK 33-30-01-900-801 Removal/Installation: Not documented Removal/Installation: TASK 28-50-09-900-801
101QF Refueling Cap 302QF LH Refueling Valve L404QF LH Front Tank Refueling Check Valve
Location: F33-41, UNDER LAT FAIRING, RH (174) Location: F26-27, FUEL EQUIPMENT BAY (151) Location: F14-20, UNDER BODY FAIRING, LH (133)
Access: Fuel Servicing Door (174CR) Access: Fuel Equipment Bay Door (151AL) Access: IRS Fairing (133BL)
References: References: References:
Description: SDS 28-50-00 Description: SDS 28-50-00 Description: SDS 28-50-00
Wiring Diagram: None Wiring Diagram: WD 28-11-00 Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: TASK 28-50-09-900-801 Removal/Installation: Not documented
102QF CTR Front Refueling Valve 303QF Refueling Manifold R404QF RH Front Tank Refueling Check Valve
Location: F26-27, FUEL EQUIPMENT BAY (151) Location: F26-27, FUEL EQUIPMENT BAY (151) Location: F14-20, UNDER BODY FAIRING, RH (134)
Access: Fuel Equipment Bay Door (151AL) Access: Fuel Equipment Bay Door (151AL) Access: IRS Fairing (133BL)
References: References: References:
Description: SDS 28-50-00 Description: SDS 28-50-00 Description: SDS 28-50-00
Wiring Diagram: WD 28-11-00 Wiring Diagram: WD 28-12-00 Wiring Diagram: None
Removal/Installation: TASK 28-50-09-900-801 Removal/Installation: TASK 28-50-13-900-801 Removal/Installation: Not documented
104QF Front Refueling Check Valve 304QF RH Refueling Check Valve 604QF Check Valve Manifold
Location: F20-26, CTR CENTER-WING TK, LH (141) Location: F20-26, CTR CENTER-WING TK, LH (141) Location: F20-26, CTR CENTER-WING TK, LH (141)
Access: Frame 26 CTR Fuel Tank Access Door (141BZ) Access: Frame 26 CTR Fuel Tank Access Door (141BZ) Access: Frame 26 CTR Fuel Tank Access Door (141BZ)
References: References: References:
Description: SDS 28-50-00 Description: SDS 28-50-00 Description: SDS 28-50-00
Wiring Diagram: None Wiring Diagram: None Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: Not documented Removal/Installation: Not documented
201QF Pressure Refueling Coupling 402QF RH Refueling Valve L104QJ LH Wing High-Level Sensor
Location: F33-41, UNDER LAT FAIRING, RH (174) Location: F26-27, FUEL EQUIPMENT BAY (151) Location: WING RIB 9-26, OUTBOARD TK, LH (543)
Access: Fuel Servicing Door (174CR) Access: Fuel Equipment Bay Door (151AL) Access: Not Applicable
References: References: References:
Description: SDS 28-50-00 Description: SDS 28-50-00 Description: SDS 28-50-00
Wiring Diagram: None Wiring Diagram: WD 28-11-00 Wiring Diagram: WD 28-11-00
Removal/Installation: Not documented Removal/Installation: TASK 28-50-09-900-801 Removal/Installation: TASK 28-50-05-900-801
28-99
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
REFUELING COMPONENT CHART (CONTINUED)
M104QJ CTR High-Level Sensor 408QJ Front Tank PCB R9501QJ "RIGHT - ON/OFF" Switch
Location: F28-33, REAR TK, RH (162) Location: PCB Box (8400PM) Location: Refueling Control Panel (108QJ)
Access: Not Applicable Access: Cockpit Floor (122BZ) Access: Fuel Servicing Door (174CR)
References: References: References:
Description: SDS 28-50-00 Description: SDS 28-50-00 Description: SDS 28-50-00
Wiring Diagram: WD 28-11-00 Wiring Diagram: WD 28-11-00 Wiring Diagram: None
Removal/Installation: TASK 28-50-05-900-801 Removal/Installation: TASK 24-63-00-900-801 Removal/Installation: Not Applicable
R104QJ RH Wing High-Level Sensor L9500QJ Left "FULL" Light 9502QJ "TOTAL QTY" Digital Display
Location: WING RIB 9-26, OUTBOARD TK, RH (643) Location: Refueling Control Panel (108QJ) Location: Refueling Control Panel (108QJ)
Access: Not Applicable Access: Fuel Servicing Door (174CR) Access: Fuel Servicing Door (174CR)
References: References: References:
Description: SDS 28-50-00 Description: SDS 28-50-00 Description: SDS 28-50-00
Wiring Diagram: WD 28-11-00 Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 28-50-05-900-801 Removal/Installation: Not Applicable Removal/Installation: Not Applicable
108QJ Refueling Control Panel M9500QJ Center "FULL" Light 9503QJ "STOP FUELING" Warning Light
Location: F33-41, UNDER LAT FAIRING, RH (174) Location: Refueling Control Panel (108QJ)
Location: Refueling Control Panel (108QJ)
Access: Fuel Servicing Door (174CR) Access: Fuel Servicing Door (174CR)
Access: Fuel Servicing Door (174CR)
References: References:
References:
Description: SDS 28-50-00 Description: SDS 28-50-00
Description: SDS 28-50-00
Wiring Diagram: WD 28-11-00 / WD 28-12-00 Wiring Diagram: None
Wiring Diagram: None
Removal/Installation: TASK 28-50-01-900-801 Removal/Installation: Not Applicable
Removal/Installation: Not Applicable
118QJ "FUELING" Circuit Breaker R9500QJ Right "FULL" Light
9504QJ "FAULT" Light
Location: RH PPDB (6000PC) Location: Refueling Control Panel (108QJ)
Location: Refueling Control Panel (108QJ)
Access: Frame 40 Center Lining (271RZ) Access: Fuel Servicing Door (174CR)
Access: Fuel Servicing Door (174CR)
References: References:
References:
Description: It prevents damage to the power Description: SDS 28-50-00
Description: SDS 28-50-00
supply line of the Refueling Control Panel (108QJ), the Wiring Diagram: None
FQMC (208QJ) and the FLCU (308QJ). Wiring Diagram: None
Removal/Installation: Not Applicable
Wiring Diagram: WD 28-12-00 Removal/Installation: Not Applicable
Removal/Installation: TASK 24-61-21-900-801 L9501QJ "LEFT - ON/OFF" Switch
9505QJ "HIGH-LEVEL TEST" Pushbutton
Location: Refueling Control Panel (108QJ)
L204QJ LH Front High-Level Sensor Access: Fuel Servicing Door (174CR) Location: Refueling Control Panel (108QJ)
Location: F14-20, UNDER BODY FAIRING, LH (133) References: Access: Fuel Servicing Door (174CR)
Access: Forward Tank High Level Sensor Access Panel (133EL Description: SDS 28-50-00 References:
References: Wiring Diagram: None Description: SDS 28-50-00
Description: SDS 28-50-00 Removal/Installation: Not Applicable Wiring Diagram: None
Wiring Diagram: WD 28-41-30 Removal/Installation: Not Applicable
Removal/Installation: TASK 28-50-05-900-801 M9501QJ "CENTER - ON/OFF" Switch
Location: Refueling Control Panel (108QJ) 9506QJ "LAMP TEST" Pushbutton
R204QJ RH Front High-Level Sensor Access: Fuel Servicing Door (174CR) Location: Refueling Control Panel (108QJ)
Location: F14-20, UNDER BODY FAIRING, RH (134) References: Access: Fuel Servicing Door (174CR)
Access: Emergency Park Brake Fairing (134CR) Description: SDS 28-50-00 References:
References: Wiring Diagram: None Description: SDS 28-50-00
Description: SDS 28-50-00 Removal/Installation: Not Applicable Wiring Diagram: None
Wiring Diagram: WD 28-41-30 Removal/Installation: Not Applicable
Removal/Installation: TASK 28-50-05-900-801
28-100
R0
9507QJ "TOTAL QTY SELECT" Digital Display L201QS LH Gravity Refueling Cap 9500QS Refueling Coupling Lever
Location: Refueling Control Panel (108QJ) Location: WING RIB 9-26, OUTBOARD TK, LH (543) Location: F33-41, UNDER LAT FAIRING, RH (174)
Access: Not Applicable Access: Fuel Servicing Door (174CR)
Access: Fuel Servicing Door (174CR)
References: References:
References:
Description: SDS 28-50-00 Description: SDS 28-50-00
Description: SDS 28-50-00
Wiring Diagram: None Wiring Diagram: None
Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: TASK 28-70-25-900-801
Removal/Installation: Not Applicable
R201QS RH Gravity Refueling Cap 9510QS Grounding Device
9508QJ "INC/DEC" Switch
Location: WING RIB 9-26, OUTBOARD TK, RH (643) Location: F33-41, UNDER LAT FAIRING, RH (174)
Location: Refueling Control Panel (108QJ)
Access: Not Applicable Access: Fuel Servicing Door (174CR)
Access: Fuel Servicing Door (174CR) References: References:
References: Description: SDS 28-50-00 Description: SDS 28-50-00
Description: SDS 28-50-00 Wiring Diagram: None Wiring Diagram: None
Wiring Diagram: None Removal/Installation: Not documented Removal/Installation: Not documented
Removal/Installation: Not Applicable
211QS Fuel Servicing Door Microswitch
9509QJ "FULL/PARTIAL" Switch Location: F33-41, UNDER LAT FAIRING, RH (174)
Location: Refueling Control Panel (108QJ) Access: Fuel Servicing Door (174CR)
Access: Fuel Servicing Door (174CR) References:
References: Description: SDS 28-50-00
Description: SDS 28-50-00 Wiring Diagram: WD 28-12-00
Wiring Diagram: None Removal/Installation: TASK 52-70-00-960-801
Removal/Installation: Not Applicable
1401QS Refueling Panel Grounding Connector
L101QS LH Gravity Refueling Plug Location: F33-41, UNDER LAT FAIRING, RH (174)
Location: WING RIB 9-26, OUTBOARD TK, LH (543) Access: Fuel Servicing Door (174CR)
Access: Not Applicable References:
References: Description: SDS 28-50-00
Description: SDS 28-50-00 Wiring Diagram: None
Wiring Diagram: None Removal/Installation: Not documented
Removal/Installation: Not documented
L1301QS LH Wing Grounding Connector
R101QS RH Gravity Refueling Plug Location: WING RIB 9-26, OUTBOARD TK, LH (543)
Location: WING RIB 9-26, OUTBOARD TK, RH (643) Access: Not Applicable
Access: Not Applicable References:
References: Description: SDS 28-50-00
Description: SDS 28-50-00 Wiring Diagram: None
Wiring Diagram: None Removal/Installation: Not documented
Removal/Installation: Not documented
R1301QS RH Wing Grounding Connector
111QS Refueling Coupling Lever Microswitch Location: WING RIB 9-26, OUTBOARD TK, RH (643)
Access: Not Applicable
Location: F33-41, UNDER LAT FAIRING, RH (174)
References:
Access: Fuel Servicing Door (174CR)
Description: SDS 28-50-00
References:
Wiring Diagram: None
Description: SDS 28-50-00
Removal/Installation: Not documented
Wiring Diagram: WD 28-12-00
Removal/Installation: TASK 28-70-25-900-801
28-101
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
R703QP 303QF 603QP 1010 P 408Q/ R803QP L803QP
REFUELING VALVE CENTRAL VENT. VALVE FWD TANK
M M M M M
271 308QJ
33, 6W 33, 6W 33, 6W 33, 6W 33, 6W
115QV
52/20 212/20 A
EMI FILTER PROTECTION EMI FILTER PROTECTION EMI FILTER PROTECTION EMI FILTER PROTECTION EMI FILTER PROTECTION *P /22
MOTOR DRIVER MOTOR DRIVER MOTOR DRIVER 5 MOTOR DRIVER MOTOR DRIVER 17 +28V BATT
4
RH WING PRES V/L CLOSE
RH WING PRES VVE OPEN
LH WING PRES VVE OPEN
LH WING PRES V/L CLOSE
OPEN OPEN OPEN OPEN OPEN 49/20 /22
RH WING PRES V/L OPEN
LH WING PRES V/L OPEN
+28V TO CLOSE
+28V TO CLOSE
+28V TO CLOSE
+28V TO CLOSE
+28V TO OPEN
+28V TO OPEN
+28V TO OPEN
+28V TO OPEN
+28V TO CLOSE
6 T1 28V GND BAT
+28V TO OPEN
2
SD 28-11-00
+
DEFUELING B
CLOSED CLOSED CLOSED CLOSED CLOSED
217/20 /22
+28V ESSENTIEL
17 +28V BATT
28V FUELING
28V FUELING
50/20 /22
T2 2 28V GND BAT
35
34
D
C
C
C
A
+28V BATT
B
F
F
1 SD 28-11-00
163/20
161/20
153/20
41/20
37
38
325/20
152/20
159/20
326/20
327/20
157/20
324/20
39/20
35/20
33/20
40/20
32/20
216
307
310
309
300
301
298
299
261
308
34
36
31
208QJ
80
A18
372JN
34
14
15
50
33
16
17
11
A18
8
A
T2 T1 T1 T1
285/20
318/20
420FT N +28V BATT FL
400
320
452JN
317
328
316
315
314
313
312
A18
T1 T2 T1 T2 54/20
T1 T 28V GND BAT FL
R
122
126
330 332
*I
S
204JN
4201FY
K C
68
164/20
162/20
247
2 P 286/20
H +28V BATT FL
249
OPEN CENTER VENT VALVE 53 134 401
28-21-00
55/20
SP334J-6
DEFUEL TRANSF. VALVE OPEN 54 T3 S 28V GND BAT FL
323 302
LEFT PRESS VALVE CLOSED 40 83 R
303 SD 28-11-00
84 S
648 9 304
232 650 K
D
C
A
A
B
1
2
78 305
P
1
244
239
62
245
REFUEL MA TRANSF VA CLOSED 55
158/20
238
63/20
RIGHT VENT VALVE OPEN 53
/20
/20
242
273
MAU1
274
4101FY
4 2810JE
RIGHT VENT VALVE CLOSED 53 200J1
3A
*K4 13
SD 33-31-00 228
12
GND IF PYLON LIGHT ON
44
3A
CENTER VENT VALVE CLOSE 57 45
Legend 32
270 3A
33
266
L803QP LH FWD TANK HIGH LEVEL SENSOR 268
17
3A
16
R803QP RH FWD TANK HIGH LEVEL SENSOR 3
650J/P GEAR CUT - OFF CONNECTOR 648
321
648J/P GEAR CUT - OFF CONNECTOR RIGHT PRESS VALVE CLOSED 16 108QJ
147/20 168/20
401J/P FWD WING CUT - OFF CONNECTOR *C
400J/P FWD WING CUT - OFF CONNECTOR
322/20 87/20 /20
155/20
332J/P RH FR33 BASIC ELEC CUT - OFF CONNECTOR *D
/20
S
T
28V VENT VALVE
28V VENT VALVE
330J/P LH FR33 BASIC ELEC CUT - OFF CONNECTOR 648
4
271J/P BELLY RAIRING CUT - OFF CONNECTOR 166 283/22 284/22 SP334J-6
DOOR FUELING 59 E +28V BUS F2 XBP XTK STBY
234J/P CABIN/WING FILLET CUT - OFF CONNECTOR 111QS 28-21-00
113
232J/P LH/RH WIRING CUT - OFF CONNECTOR
CLOSE
134J/P COMPONENT PCB DEFUEL TRANSF. VALVE CLOSE 55
114 /20AP 2 276
C
205LS 1 /20AP /20AP
2810JE RELAY PCB /20AP 5 277
D
2210JE MAINTENANCE PANEL 3 235/22 B A 236/22 149/20 4 /20AP /20AP 51/20
J +28V BATTERY
241 45/20
1010TP REFUELING PANEL SERVICING LIGHT REFUEL MA TRANSF VA OPEN 51
650
OPEN 6 T1 H 28V GND
10
8
648 REFUELING 140/20
205LS GENERIC I/O 2 MODULE LEFT VENT VALVE OPEN 11
252 T2 K CASE BOUNDING (CB)
T1
T2
78 116/20 141/20
105LS GENERIC I/O 1 MODULE LEFT VENT VALVE CLOSED 53
117/20
N T3 L ZREF
200JN
202JN
251
P SD 28-11-00
4201FY RH VENT VALVE
A18
A18
MAU1
4101FY LH VENT VALVE
452JN
6000PC
156/20
278/22
279/22
263/20
264/20
232
R703QP CTR VENT VALVE
G
H
E
F
T1
262
L703QP VENTING PCB
57/20
58/20
9520PM FUELING
105LS
59
60
A18
648 332 118QJ
603QP REFUELING MANIFOLD 3
A3
112/20
111/20
234/22 B A /22 12/18 /18 23/18 22/18 Bus D
103QP FRONT TANK PCB 3
151/20
G
115/20
234 V U A1 A2
10
12
14
15
41
42
17
35
34
27
25
18
R
N
P
4
2
8
4
2210JE
303QF FLCU T1 T2 7.5A
+28V
LH VENTING VALVE OPENED
OPENING VENTING VALVE
RH VENTING VALVE OPENED
+28V BATT
+28V FUELING TO RCP
OPENING DEF. TRF VALVE
CLOSING DEF. TRF VALVE
OPENING RH VENTING VALVE
OPENING FUELING VALVE
AFT VENTING VALVE OPENED
DEFUELING SWITCH
408QJ FQMC WOW 1
GND PWR
GND PWR
REFUELING MANIFOLD OPEN
REFUELING MANIFOLD CLOSED
DEFUELING SWITCH
CASE GND 7
CASE GND 8
650
183 181
47 U
308QJ REFUELING CONTROL PANEL 73
329/20
330/20
119
118
232 253 254 B3
86/20
56/20
13 32 48
332
331
B1 B2
208QJ DEFUELING MANIFOLD 165
R6
108QJ X-TK/X-BP NORMAL 2 PCB 2 211QS
SD 32-62-10 X1
X2
C
D
B
E
B
F
101QV X-TK/X-BP NORMAL 1 PCB
F
OPEN
+28V TO OPEN
+28V TO CLOSE
FUELING
+28V TO CLOSE
803QD FUEL SERVICING DOOR MICROSWITCH
+28V TO OPEN
+ 211QS-BK/22AP
CLOSED CLOSED 231/20 1 211QS-G/22AP 211QS-R/22AP 3
603QD REFUELING COUPLING LEVER MICROSWITCH T2
211QS-B/22AP 5 13 42 29 /20
+ 12 W N
211QS RH PPDB 15/20 4 211QS-BR/22AP 211QS-Y/22AP
OPEN OPEN T1
+
111QS MOTOR DRIVER MOTOR DRIVER
CLOSE
R3001PM
GSB UTIL. PWR
(PANEL) 2610PM
6000PC EMI FILTER PROTECTION
+
EMI FILTER PROTECTION
Bus D
33, 6W 33, 6W C1 C2
FUELING PANEL GND SERVICING +28V
M M 7.5A
ON
DEFUELING VALVE SD 24-40-00
L703QP 103QP 603QD 803QD 101QV
WD281200AA40A1
PCB FUEL BOX
Figure 63
Defueling
28-102
R0
NOTES: NOTES:
28-103
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 64
Fuel Tank Critical Areas
28-104
R0
FUEL LEAKS
CAUTION: START OF FUEL TANK SAFETY CRITICAL SECTION
CAUTION: THIS MAINTENANCE PROCEDURE (OR PART OF) IS A FUEL TANK SAFETY CRITICAL ITEM
AND CLASSIFIED AS CDCCL (CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS) − If the leak is located on an external fuel tank critical area, repair the leak immediately.
BY DASSAULT AVIATION. STRICTLY COMPLY WIITH THE PROCEDURES MENTIONED AS
“FUEL TANK SAFETY CRITICAL SECTION” IN THIS TASK.
CAUTION: END OF FUEL TANK SAFETY CRITICAL SECTION
NOTE: If the leak comes from a screw or rivet, and if you do not have enough time to do the final repair as
requested in this procedure, you can do a provisional repair. In this case, you'll have to do the final − If the leak is located in any other area, de-pressurize the tanks repair the leak as soon as possible. De-pressurize
repair at the next “A” check at the latest. the tanks.
Types of Leaks and its Definition: Trickling leak
Trickling leak is defined as an important flow of fuel, such as fuel that flows from a loose screw, for example.
Stain
− Stain is defined as a color mark caused by soiled fuel. This is the least important type of leak.
Action to be taken:
Action to be taken:
− Repair the leak immediately.
− Remove the stain with a lint-free cloth.
NOTES:
− If the stain does not show again after an hour, record the location of the stain and monitor its evolution.
Seepage
− Seepage is defined as a large stain which shows again in less than an hour after you remove it with a lint-free cloth. A
drop can form in this time.
Action to be taken:
CAUTION: START OF FUEL TANK SAFETY CRITICAL SECTION
− If the seepage is located on an external fuel tank critical area, repair the leak at the latest during the next Basic
Inspection
CAUTION: END OF FUEL TANK SAFETY CRITICAL SECTION
− If the seepage is located in any other area, record its location and monitor its evolution.
Dripping leak
− Dripping leak is defined as several drops in less than an hour with no pressurization of the tanks.
Action to be taken:
− Pressurize the tanks
− Count the number of drops per minute.
− If the leak is not more than 60 drops/minute:
CAUTION: START OF FUEL TANK SAFETY CRITICAL SECTION
− If the leak is located on an external fuel tank critical area, or if the leak runs into the main landing gear
compartments, the APU air intake or the mechanic's servicing compartment, repair the leak as soon as possible.
CAUTION: END OF FUEL TANK SAFETY CRITICAL SECTION
− In other cases, do a daily check of the leak and repair the leak at the latest during the next Basic inspection
− If the leak is more than 60 drops/minute:
28-105
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 73 74 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
28-106
R0
TABLE OF CONTENTS
Hydraulic System ..................................................................................................... 29-3
ATA 29
Maintenance Considerations .................................................................................... 29-39
Primary Hydraulic Power Component Chart ............................................................ 29-42
Auxiliary Hydraulic Power Component Chart ........................................................... 29-50
HYDRAULIC POWER
Indicating Component Chart .................................................................................... 29-50
Wiring Diagrams
Hydraulic System C .................................................................................................. 29-36
Hydraulic Backup Pump ........................................................................................... 29-37
Hydraulic Monitoring................................................................................................. 29-38
29-1
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 1
Hydraulic System
29-2
R0
HYDRAULIC SYSTEM NOTES:
Overview
The aircraft is provided with a hydraulic power system, operating with MIL-PRF-5606 hydraulic fluid. The hydraulic power
system has the subsystems that follow:
Primary Hydraulic Power System
The aircraft primary hydraulic power supply has three independent hydraulic systems (systems A, B, and C). These three
systems are pressurized by five engine driven pumps (EDPs) operating at a nominal pressure of 3000 psi (207 bar):
− Hydraulic System A Powered by the hydraulic pump A1 (R201GP) (mounted on engine 1) and the hydraulic pump
A3 (L201GP) (mounted on engine 3)
− Hydraulic System B Powered by the hydraulic pump B2 (M202GP) (mounted on engine 2) and the hydraulic pump
B3 (R202GP) (mounted on engine 3)
− Hydraulic System C Powered by the hydraulic pump C2 (203GP) (mounted on engine 2)
The primary hydraulic power system has the functions that follow:
− Control and monitor the EDPs to provide hydraulic fluid at constant pressure to the hydraulic systems A, B and C
− Relieve excess fluid pressure, to protect the system in case of EDP failure leading to excessive fluid pressure
− De-pressurize the EDP to reduce torque for engine start, or in case of system overheat
− Make sure that pressurized hydraulic fluid is delivered in priority to the flight control components that are essential for
the flight
− Control and monitor the isolation of hydraulic fluid from nacelle fire zone, to avoid extreme system overheat in case of
engine fire
− Avoid hydraulic fluid with a too high temperature in the lines passing through the fuel tanks
− Remove solid contaminants from the hydraulic fluid by means of hydraulic filters, and monitor the clogging status of
the filters
− Store hydraulic fluid and deliver fluid to EDP inlets
− Allow to connect hydraulic systems to an hydraulic ground power unit, for servicing and maintenance operation
− Prevent air ingress after engine shutdown
Auxiliary Hydraulic Power System
The auxiliary hydraulic power system provides back-up hydraulic power, by means of a hydraulic backup pump (1002GP).
It operates automatically in flight to provide hydraulic power to the hydraulic system B, in case of loss of primary hydraulic
power on this system B. It can also be used on ground for maintenance, to provide hydraulic power to the system B, or to
the system A.
The backup pump operates from 2900 psi (200 bar) at a zero flow condition to 2.9 gpm (11 lpm) at 1500 psi (103.4 bar).
Indicating System
The hydraulic indicating system monitors the quantity, pressure and temperature of the hydraulic fluid. It sends the
information to the Enhanced Avionics System (EASy) that shows the associated indication in the cockpit.
29-3
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Reservoir B (602GP)
Bleed/Relief
Valve Temperature
Switch
Hydraulic Reservoir End View
Temperature
Transducer
Accumulator
Pressure Maintaining/
Dump Valve
Reservoir A (601GP) and Reservoir C (603GP)
Piston
Return Line
Bootstrap Pressure Suction Line
29-4
R0
HYDRAULIC SYSTEM (CONTINUED)
Components Manual Bleed / Pressure-Relief Valve
Hydraulic System Reservoirs A bleed / pressure- relief valve (L9501GP), (M9501GP) and (R9501GP) is installed on hydraulic system A, B and C. The
bleed / pressure-relief valve provides manual bleed and pressure relief capabilities. The bleed functions of the valve is
The reservoirs (601GP), (602GP) and (603GP) provides the necessary hydraulic fluid volume demanded by the hydraulic
accessible to maintenance personnel and manually operates when the lever is pressed.
system to include pressurization of the pump inlet. Change in the fluid volume due to thermal expansion/contraction,
system leakage and differential area of the user actuators have been taken into account in sizing the volume of each
reservoir. The major components of the reservoir are: The force necessary to operate the valve is 53.4 N (12 lbf) maximum used on the lever end during normal operating
− Low-pressure storage chamber pressure. When you release the lever, it will automatically return to the closed position. The pressure-relief valve operates
as follows:
− Bootstrap cylinder
Full flow pressure drop of 34 Lpm (9 gpm) at 10 bar (145 psi),
− Maintenance free hydraulic A reservoir accumulator (3601GP), hydraulic B reservoir accumulator (3602GP) and
hydraulic C reservoir accumulator (3603GP) Pressure of 6 bar (90 psi) to return the valve back to the closed position.
− Hydraulic A pressure-maintaining valve (L9502GP), hydraulic B pressure-maintaining valve (M9502GP) and hydraulic
C pressure-maintaining valve (R9502GP)
− Hydraulic A bleed / pressure-relief valve (L9501GP), hydraulic B bleed/pressure-relief valve (M9501GP) and hydraulic
C bleed/pressure-relief valve (R9501GP)
− Quantity indicator
− Hydraulic A temperature transducer (L9522GP), hydraulic B temperature transducer (M9522GP), and hydraulic C
temperature transducer (R9522GP)
− Hydraulic A temperature switch (L9509GP), hydraulic B temperature switch (M9509GP) and hydraulic C temperature
switch (3803GP)
− Pressure, suction and return ports
The minimum fluid storage capacities for the hydraulic systems reservoirs are as follows:
− Reservoir A (601GP), 7.4 l (450 cu.in)
− Reservoir B (602GP), 9.4 l (575 cu.in)
− Reservoir C (603GP), 4.1 l (250 cu.in)
Operation
Low Pressure Storage Chamber
Pressure by the bootstrap piston on the low-pressure piston maintains chamber pressure. With the bootstrap pressure at
207 bar (3000 psi), the chamber pressure is 3.8 ±0.2 bar (55 ±3 psi) for each reservoir. This chamber pressure will be
maintained with flows up to 34 Lpm (9 gpm) and deliver flows up to 72 Lpm (19 gpm) through the reservoir, over the fluid
temperature range of -7 to 107 °C (20 to 225 °F).
The reservoir (601GP) and (602GP) have the same diameter storage chamber. The reservoir (603GP) has a smaller
storage chamber piston diameter. A drain is provided to route any hydraulic fluid leakage overboard.
Bootstrap Cylinder
The bootstrap cylinder contains a small-area piston exposed to system pressure, nominally 207 bar (3000 psi), which
provides the force to drive the low-pressure piston and pressurize the reservoir.
Maintenance Free Accumulator
The maintenance free accumulator (3601GP), (3602GP) and (3603GP) mounts on the reservoir and connects to the high
pressure area. The accumulator provides the pressure and volume to energize the seals for a period of 72 hours after
aircraft shutdown.
Pressure Maintaining Valve
The integral pressure-maintaining valves (L9502GP), (M9502GP) and (R9502GP) mount on the reservoir manifold. It
keeps bootstrap pressure without system pressure being applied and protects the reservoir from over-pressurization.
Figure 2
Reservoir Schematic
29-5
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Hydraulic Reservoir End View Hydraulic System A Thermal Fuse (4001GP)
Temperature
Temperature
Switch
Transducer
29-6
R0
HYDRAULIC SYSTEM (CONTINUED)
Hydraulic System B Thermal Fuse (3802GP)
Components (Continued)
Hydraulic System A & B Temperature Switches
The hydraulic system A and B hydraulic reservoir have a temperature switch (L9509GP) and (M9509GP). The switch
activates the hydraulic pump A1 (R201GP) and hydraulic pump B2 (M202GP) depressurization solenoids through the
HSCB (3801GP), when the hydraulic fluid gets too hot.
The sensor is a single-pole, double-throw temperature-sensing switch. The temperature switch operates by the increase
and decrease of fluid temperature. The switch closes when the fluid temperature in the reservoir increases to
92 ± 5 °C (197 ± 9 °F). The temperature switch opens when the fluid temperature in the reservoirs decreases to a
minimum of 62 °C (144 °F).
Hydraulic System C Temperature Switch
Hydraulic system C contains a temperature switch which activates at 257°F (125°C) to automatically close the hydraulic
engine 2 system C SOV (803GP). The hydraulic C temperature switch (3803GP) is located in a tee-fitting directly
mounted in the return port of the hydraulic C reservoir (603GP).
Operation
This sensor is a single-pole, double-throw temperature-sensing switch that is actuated by increasing and decreasing of
the fluid temperature. The switch closes when the fluid temperature in the tee-fitting increases to 257 ± 9°F (125 ± 5°C).
The switch opens when the fluid temperature in the tee-fitting decreases to 204°F (95.5°C).
When the switch closes, the solenoid of the hydraulic engine 2 system C SOV (803GP) is grounded through a latched
relay, which causes the valve to close automatically.
Hydraulic Temperature Transducers
The hydraulic temperature transducers (L9522GP), (M9522GP) and (R9522GP) are used to display and annunciate fluid
temperature that gets too high. The temperature transducer is located in the low pressure section of each hydraulic
reservoir.
The sensor is a resistor temperature Device (RTD) that generates resistance as a function of fluid temperature. The
temperature transducer transmits electrical signals proportional to the hydraulic system temperature. The transmitted
signal goes to the cockpit for monitoring of the hydraulic system A, B and C temperature.
Thermal Fuse
There is one eutectic thermal fuse in the hydraulic system A and B reservoirs (Hydraulic A Thermal Fuse (4001GP) and
Hydraulic B Thermal Fuse (3802GP)). The role of these thermal fuses is to prevent the temperature of the hydraulic fluid
and of the tubing passing through the fuel tanks from exceeding the ignition temperature of the fuel vapors during extreme
failure conditions. The fuses provide an independent and redundant protection against overheat. Upon failure of the
hydraulic system causing an overheat, the fuse material will melt and drain the hydraulic fluid overboard.
Operation
System A
If the fluid in the reservoir reaches 292° F (~143° C), the fuse releases the hydraulic fluid to an overboard drain. The
eutectic fuse is located in a tee fitting directly mounted in system A reservoir return port. Msg3-29-15-00-008
System B System A Thermal Fuse Eutectic Material System B Thermal Fuse
If the fluid in the reservoir reaches 351° F (~177° C), the fuse releases the hydraulic fluid to an overboard drain. The
eutectic fuse is located in a tee fitting directly mounted in system B reservoir return port.
Figure 3
Thermal Fuses (4001GP/3802GP)
29-7
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Hydraulic Reservoir A and C Quantity Indicators (System B is same)
Figure 4
Hydraulic Firewall Shutoff Valve Locations
29-8
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued) A thermal relief valve is built into the FWSOV to provide protection from downstream over-pressurization, due to thermal
expansion, when the FWSOV is in the closed position. The relief valve allows a small amount of flow from the outlet to the
Hydraulic Reservoir Quantity Indicator
inlet which bypasses the FWSOV ball. The cracking pressure is 6.89 bar (100 psi) maximum; re seat is at 4 bar (60 psi)
There is a fluid quantity indicator on each reservoir. The quantity indicator provides a way to see the fluid level for ground minimum.
servicing operation. The indicator also includes an electrical transmitter that provides a signal to the cockpit control panel.
The fluid quantity indication shows as a percent of the total reservoir capacity. The reservoir piston drives a 500Ω
potentiometer which provides an electrical output signal for the hydraulic synoptic page. Two 39Ω resistors are wired in Control of the FWSOVs is accomplished by:
series with the potentiometer to allow for monitor and fault detection of the transducer. − The guarded, pushbutton on the overhead panel (5000PM)
− The applicable engine fire switch / light
Hydraulic Firewall Shutoff Valves (FWSOV)
The FWSOVs (L801GP), (R801GP), (M802GP), (R802GP) and (803GP) are electrically-controlled, two position ball valve,
located in the suction lines of the hydraulic engine driven pumps (EDP) that follow:
− Hydraulic Pump A1 (R201GP)
− Hydraulic Pump A3 (L201GP) Hydraulic System C Firewall Shutoff (203GP)
− Hydraulic Pump B2 (M202GP)
− Hydraulic Pump B3 (R202GP)
− Hydraulic Pump C2 (203GP)
During normal operation, fluid from the applicable hydraulic A reservoir (601GP) hydraulic B reservoir (602GP) and
hydraulic C reservoir (603GP) is ported through the applicable FWSOV to the applicable EDP. When the FWSOV is
operated to the closed position, the suction line is isolated from the EDP which prevents hydraulic fluid from reaching the
engine, should an engine fire occur.
The FWSOV includes a visual position indicator and position indicator electrical switches to provide indication of the
FWSOV position to the cockpit.
A thermal relief valve is provided for protection of the downstream system when the FWSOV is closed.
The FWSOV also incorporates four switches:
− Two motor control switches are used to limit the motor rotation. When the FWSOV reaches the end of its travel, one
of the switches opens to stop current to the motor. The motor control switches are a bifurcated type, that use silver-
plated contacts and are environmentally sealed.
− Two position indication switches are actuated by cams as the FWSOV ball rotates through its 90° arc of motion and is
used to show the position (open or closed) of the FWSOV. Both switches are open (to ground) unless the FWSOV
ball is within 4° of its fully open or fully closed position.
During the FWSOV opening cycle, the contacts of the open-position-indication switch close (to ground) when the valve
ball reaches 86° open.
The closed-position-indication switch operates during the valve closing cycle and its contacts close when the valve ball is
within 4° of fully closed. The position indicator switches are a bifurcated type, that use gold-plated contacts, and are
environmentally sealed.
Operation
The motor operates through a planetary gearset to drive the valve ball through a 90° arc. The FWSOV will move from fully
open to fully closed, or in the opposite direction, within no more 1.5 seconds, with 28 V DC applied (1.0 Ohm of line
resistance) and fluid temperatures above -7 °C (20 °F). With application of 16 V DC and fluid temperatures down to -
40 °C (-40 °F) the valve will cycle in either direction in no more than 2.5 seconds.
When the FWSOV is fully open, it will flow 38 Lpm (10 gpm) with a pressure drop of 0.09 bar (1.3 psi) maximum at
37.8 °C (100 °F). The FWSOV includes a visual position indicator that moves to the “OPEN” or “CLOSED” position.
29-9
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Hydraulic System A and C Servicing Quick Disconnects
Hydraulic System B Servicing Quick Disconnects
29-10
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued)
Hydraulic Service Panel Connections
The hydraulic service panel provides ground service fittings that make it easy to do maintenance when servicing from a
ground cart. The hydraulic system A has the quick disconnects (1601GP), (2001GP) and ground filling valve (2401GP).
The hydraulic system B has the quick disconnects (1602GP), (2002GP) and ground filling valve (2402GP). The hydraulic
system C has the quick disconnects (1603GP), (2003GP) and the ground filling valve (2403GP).
Operation
The quick disconnects are Parker's 44000 series GSE couplings. These quick disconnects offer efficient sealing during
connection and disconnection due to its elastomeric and thermoplastic seals. A knurled outer surface provides a positive-
grip and ensures that the actuation sleeve is always in the correct position during connection and disconnection of the
quick disconnects. A retaining ring prevents the actuation sleeve from sliding down the hose. Each coupling’s actuation
sleeve engages a ratchet-locking device to prevent accidental disconnection when coupled.
The exposed end of the quick disconnects are supplied with a dust caps to protect the threads and stop the collection of
dust and moisture on the coupling. When the dust caps not installed, they are attached to the aircraft structure by a
flexible stainless steel cable next to the quick disconnect coupling.
The ground filling valves is a pneumatic high pressure charging valve per MIL-PRF-6164F. The dust cap also prevents
dust collection and moisture on the valve end.
Figure 5
Hydraulic System Servicing Quick Disconnects
29-11
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
System A and B Engine Driven Pump (EDP) (Typical) System C Engine Driven Pump (EDP) on Engine 2
29-12
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued) Operation
System A and B Engine Driven Pumps (EDPs) The operation and pressure control features of the System C EDP are very similar to the System A & B EDPs above
described. However, due to its smaller displacement and subsequently lower load on the engine gearbox, a
The hydraulic system A and B use a 3.8 l (1 USG) frame size EDP. EDPs are conventional axial piston type EDP with a
depressurization valve and solenoid are not included in this pump.
cylinder barrel that contains nine pistons.
Each EDP has a pressure compensator, which change the volume of fluid delivered to maintain constant system
pressure. The EDP mounts to the gearbox on a flange. The EDP has discharge, suction and case drain hydraulic ports.
The case drain port is located on the top of the EDP for increase case drain fluid flow to decrease the temperature of the
EDP components. This location makes sure that the air is bled from a new EDP after installation. Each EDP includes an
integral attenuator ball on the discharge to provide pressure ripple and noise reduction. The pump timing and
displacement controls provide for low-pressure ripple and smooth response to rapid changes in flow demand.
The hydraulic system A and B EDPs have a maximum displacement of 0.31 cubic inches per revolution
(CIPR) or 5.08 cc/rev with a counter clockwise rotation when seen from the pump input shaft. The 7500 rpm speed
minimizes heat rejection while maximizing reliability. A pressure hose, suction hose and case drain tube assembly
connect to the EDP. The hose and tube assemblies accommodate installation tolerances and also act as pulsation and
vibration dampers. The System A & B EDPs incorporate a 2-position, 3-way solenoid valve to reduce the discharge
pressure and input torque required during engine starts and windmill relights, or in case of system overheat.
Operation
As the barrel rotates, the pistons reciprocate within their bores, taking in and discharging fluid through a stationary valving
surface on the port cap. The displaced volume from the pump is controlled by the inclined angle of the hanger. The
hanger angle is controlled by discharge pressure through a compensator valve and stroking piston such that, above the
set pressure, the hanger angle decreases which reduces the displaced volume thus maintaining constant discharge
pressure.
The cylinder barrel is supported by a roller bearing that allows the rotating barrel alignment freedom and is so placed to
react to loads that are produced by the pumping forces. Radial loads are transferred through the bearing to the pump
housing. Axial forces on the piston/shoe subassembly are balanced by porting pressurized fluid through the piston neck to
a hydrostatic balance area under the piston shoe. Fluid enters and leaves the barrel through kidney shaped slots that
match annular slots in the port cap. The barrel slots are designed such that a hydrostatic balance is developed at the
barrel to port plate interface. The cylinder barrel is allowed to align itself with the port cap through the arrangement of the
drive shaft and cylinder barrel bearings.
Each of the System A & B EDPs incorporates an integral attenuator ball on the discharge to provide pressure ripple and
noise reduction.
System C Engine Driven Pumps (EDP)
The hydraulic system C uses a 1.9 l (0.5 USG) frame size EDP. It is a conventional axial piston type EDP with a cylinder
barrel that contains nine pistons.
Each EDP has a pressure compensator, which change the volume of fluid delivered to maintain constant system
pressure. The EDP mounts to the gearbox on a flange. The EDP has discharge, suction and case drain hydraulic ports.
The case drain port is located on the top of the EDP for increase case drain fluid flow to decrease the temperature of the
EDP components. This location makes sure that the air is bled from a new EDP after installation. Each EDP includes an
integral attenuator ball on the discharge to provide pressure ripple and noise reduction.
The hydraulic system C EDP has a maximum displacement of 0.15 CIPR or 2.46 cc/rev with a counter clockwise rotation
when seen from the pump input shaft. The 7000 rpm speed minimizes heat rejection while maximizing reliability. A
pressure hose, suction hose and case drain tube assembly connect to the EDP. The hose and tube assemblies
accommodate installation tolerances and also act as pulsation and vibration dampers.
Figure 6
System A and B Engine Driven Pump (EDP)
29-13
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 7 Figure 8
System A Hydraulic Filter Manifold System B Hydraulic Filter Manifold
29-14
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued) Hydraulic Pump Pressure Switches
Hydraulic Filter Manifolds Each EDP ¨ output is monitored by a dedicated pressure switch attached downstream. These pressure switches will
annunciate during pump operation when a pump produces pressure that is less than normal. These pressure switches are
Pressure Filter Assembly
installed on each system manifold to monitor the following pumps:
The hydraulic A filter manifold (401GP), hydraulic B filter manifold (402GP) and hydraulic C filter manifold (403GP)
− The hydraulic pump A1 pressure switch (L9518GP) and the hydraulic pump A3 pressure switch (L9519GP), installed
contains an integral main non-bypassing pressure filter assembly, which contains a 15 micron absolute filter element, a
on the hydraulic A filter manifold (401GP)
differential pressure indicator, and automatic shutoff valve.
− The hydraulic pump B2 pressure switch (M9519GP), the hydraulic pump B3 pressure switch (M9518GP), and the
hydraulic backup pump pressure switch (9520GP) installed on the hydraulic B filter manifold (402GP)
The automatic shutoff valve prevents hydraulic fluid from leaking out of the system and minimizes the amount of air
− The hydraulic pump C2 pressure switch (R9518GP) installed on the hydraulic C filter manifold (403GP)
entering the system when the bowl and filter element are removed. This also permits the hydraulic reservoir pressure to
be maintained during filter element changes. With element and bowl removed, the automatic shutoff prevents flow
between the ports. It is designed for zero leakage with a working pressure of 0 to 14 bar (0 to 200 psi). The hydraulic pump A1, A3, B2, B3 and C2 pressure switches (L9518GP), (L9519GP), (M9519GP), (M9518GP) and
(R9518GP) are rated at:
Return Filter Assembly − 165 bar (2400 psi) max. for increasing pressure values,
The manifolds (401GP), (402GP) and hydraulic C filter manifold (403GP) contain an integral main return filter assembly, − 124 bar (1800 psi) min. for decreasing pressure values.
which contains a 5 micron absolute filter element, a differential pressure indicator and automatic shutoff valve.
The automatic shutoff/bypass valve prevents hydraulic fluid from leaking out of the system and minimizes the amount of
air entering the system when the bowl and filter element are removed. This also permits the hydraulic reservoir pressure
to be maintained during filter element changes. With element and bowl removed, the automatic shutoff prevents flow
between the ports. It is designed for zero leakage with a working pressure of 13.8 bar (0 to 200 psi).
There is an internal sliding poppet, which senses differential pressure across the filter element and provides a bypass
function for a specified differential pressure. The electrical differential pressure indicator actuates at 4.8 ± 0.7 bar
(70 ± 10 psi). The bypass has a cracking pressure of 6.2 bar (90 psi) maximum with a reseat pressure of 4.5 bar (65 psi).
The only indication that the bypass might be active is the differential pressure indication being activated.
Hydraulic Filter Manifold Pressure Relief Valves
Each hydraulic system A, B and C has a relief valve (L9500GP), (M9500GP) and (R9500GP) that provides protection to
the hydraulic system in the event of a runaway pump compensator. This pilot-operated cartridge valve will limit the system
supply pressure to a predetermined level in the event of a runaway pump compensator or other failure.
Case Drain Filter Assembly
The manifolds (401GP) and (402GP) contain two integral and identical case drain filter assemblies, which contains a 15
micron absolute filter element, a differential pressure indicator, and automatic shutoff valve.
The manifold hydraulic C filter manifold (403GP) contains an integral and identical case drain filter assembly, which
contains a 15 micron absolute filter element, a differential pressure indicator, and automatic shutoff valve.
The automatic shutoff/bypass valve prevents hydraulic fluid from leaking out of the system and minimizes the amount of
air entering the system when the bowl and filter element are removed. This also permits the hydraulic reservoir pressure
to be maintained during filter element changes. With element and bowl removed, the automatic shutoff prevents flow
between the ports. It is designed for zero leakage with a working pressure of 13.80 bar (0 to 200 psi).
Hydraulic Differential Pressure Indicators (DPI)
Each manifold (401GP), (402GP) and hydraulic C filter manifold (403GP) features an electrical DPI (L9503GP),
(L9504GP), (L9505GP), (L9506GP) (M9503GP), (M9504GP) (M9505GP), (M9506GP) (R9503GP), (R9504GP) and
(R9506GP) to monitor the life of every filter element in the hydraulic system (11 total). Their primary function is to provide
pressure drop information across the filter element to the Enhanced Avionics System (EASy) that shows the associated
filter clogging indication in the cockpit (Fault messages displayed in the Status page, and CMC maintenance messages).
Figure 9
System C Hydraulic Filter Manifold
29-15
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Hydraulic System Control Board
Figure 10
Hydraulic System Control Board
29-16
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued) Hydraulic System B Priority Valve (1402GP)
Hydraulic System Control Board (HSCB) (3801GP)
The Hydraulic System Control Board (HSCB) (3801GP) controls the A1, B2 and B3 EDP depressurization solenoids. The
HSCB (3801GP) uses control logic and depressurizes the applicable EDPs to reduce torque for engine start, or to avoid
high fluid temperatures. The HSCB is mounted to a bracket to support a 50 pin connector. The bracket has two pins that
do not match. This prevents the HSCB from being installed in the wrong slot.
The Hydraulic System Control Board (HSCB) (3801GP) controls the hydraulic backup pump (1002GP). The backup pump
is commanded to start by the HSCB:
− If the hydraulics "BACKUP PUMP" pushbutton (R9540PM) is set to “ON”
OR
− If the hydraulics "BACKUP PUMP" pushbutton (R9540PM) is set to normal mode (automatic control), and there is a
low pressure detected by the hydraulic A and B EDP pressure switches.
Hydraulic Priority Valve
The valve (1401GP) and (1402GP) are installed in the hydraulic system A and B ahead of the utility users of the hydraulic
components. When needed, the priority valve gives pressure delivery priority to the flight controls components that are
necessary for flight. The valve is a simple in-line hydro mechanical device that controls the flow of fluid as a function of
inlet pressure. On the outside of the valve, flow direction marks prevent reverse installation. On the valve (1401GP) and
(1402GP), different size inlet and outlet fittings prevent reverse installation as an extra safeguard.
Operation
The valve (1401GP) and (1402GP) is a simple in-line device that contains a pressure relief valve and check valve in
parallel. The valve (1401GP) and (1402GP) controls the flow of fluid as a function of inlet pressure. The valve (1401GP)
and (1402GP) closes off flow when the downstream pressure falls to a reseat pressure of 103 bar (1500 psi) and opens at
a full flow pressure not to exceed 124 bar (1800 psi). At a rated flow 38 Lpm (10 gpm), the pressure decrease across the
valve is 7 bar (100 psi) maximum with 124 bar (1800 psi) pressure or greater at the inlet port and 38° C (100° F) fluid
temperature. The check valve allows flow in the reverse direction, with a maximum pressure decrease of 7 bar (100 psi)
Hydraulic System A Priority Valve (1401GP)
from the outlet to the inlet of the valve (1401GP) and (1402GP).
OUTLET
INLET
Figure 11
Priority Valves
29-17
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Backup Pump Selector Valve (1202GP)
Figure 12
BACKUP Pump (1002GP)
29-18
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued) Backup Pump Pressure Switch
Hydraulic Backup Pump A dedicated pressure switch (9520GP) monitors the pump (1002GP). The switch is attached upstream of the pump outlet
check valve on the hydraulic B filter manifold (402GP). This switch is used to show hydraulic specific faults to the cockpit
The hydraulic backup pump (1002GP) is a variable displacement type with a soft cut-off compensator to limit the hydraulic
when the pump pressure falls below a predetermined value.
output power and the amount of current required. DC power is distributed to the Backup Pump located under various
combinations of DC power and hydraulic system failure conditions to ensure maximum availability of flight critical
functions. The hydraulic backup pump pressure switch (9520GP) is rated at:
− 103 bar (1500 psi) max. for increasing pressure values
The pump attaches to the aircraft structure by a mount plate and four bolts. It contains a discharge and suction port. A − 76 bar (1100 psi) min. for decreasing pressure values
seal drain fitting is connected to a drain hose. Electrical power for the pump transmits through stud terminals. Each
terminal stud has a separate connector for the thermal switch and the brush life indicator. For ground maintenance
activities only, the pump can be manually selected to power the hydraulic system A.
Operation
The pump (1002GP) is a variable displacement, axial piston type unit. Inside the pump is a cylinder barrel that contains
nine pistons. An electric motor drives the pistons. The pistons have limited movement with the piston shoes against an
angled plate (hanger). This movement causes the pistons to reciprocate in the barrel bores as the barrel turn which
provide the pumping action. The shoes are hydrostatically balanced to provide lubrication at the shoe-have interface. The Backup Pump Pressure Switch (9520GP)
hanger pivots on it own axis which changes the angle relative to the pistons and provides variable displacement. The
barrel mounts in a barrel bearing and loads against the port plate by balanced hydraulic force and the barrel spring.
As it barrel rotates, the barrel bores communicate with the inlet and discharge ports in the port plate. This effect fills the
bores during the inlet stroke and delivers fluid during the discharge stroke. The pump discharge pressure operates with
the compensator valve spool and directs a small stroking piston. As the pressure increases, the spool moves against the
spring force of the valve. Also the small stroking piston moves against the pump-hanger and the spring force of the rate
piston. If the force of the small stroking piston is higher than the adjusted spring force of the rate piston, the pump hanger
will travel to a smaller angle. This device automatically maintains a minimum pressure-flow output along a relatively
constant horsepower line from 11 Lpm (3 gpm) at 103 bar (1500 psi) to 4 Lpm (1 gpm) at 197 bar (2850 psi) at a rated
voltage of 27 volts.
When the pressure reaches a value decided by setting of the compensator spring, the spool opens a port and the valve
transfer fluid to the large stroking piston which strokes the pump-hanger to an angle of zero. When system pressure falls
below the compensating valve setting, the fluid then goes from the stroking piston to the pump case. Now, the hanger
angle increases.
The pump has a maximum displacement of 1.47 cm³ (0.09 cu.in) per revolution CIPR or 1.5 cc/rev with a CCW rotation
when you look into the direction of the pump input shaft. The 7500 rpm speed selected minimizes heat rejection while
maximizing reliability.
Backup Pump Selector Valve
A manually operated selector valve (1202GP) allows the pump to be switched from the hydraulic system B to energize the
hydraulic system A for maintenance activities only.
Operation
The selector valve switches both the suction and discharge lines of the pump from the hydraulic system A to the hydraulic
system B. The selector valve design prevents any possibility of fluid travel from one system to the other. The selector
valve utilizes rip-stop construction. In an event of structural failure, it will not result in the loss of both hydraulic system A
and B fluid pressure. The housings for each system do not interface with each other.
A pin is used to latch in the selector valve in both the “GROUND” (system hydraulic A powered) and the “FLIGHT”
(hydraulic system B powered) position. An electrical switch is provided to status spool position to prevent dispatch with the
selector valve (1202GP) set to the “GROUND” position.
29-19
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 13 Figure 14
Overhead Panel – “Hydraulics” Area Fire Panel
29-20
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued) Hydraulic Synoptic
Overhead Panel TO ACTIVATE
Hydraulic Shutoff Valves (SOV) pushbuttons CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE
The Hydraulic Shut-off Valves (SOV) pushbuttons, located on the overhead panel (5000PM) are used to control the
closure of the corresponding SOV. This allows to isolate the EDPs from the hydraulic system in the event of a fire or
system overheat: A1
− Hydraulics "SHUT OFF A1" Pushbutton (R9520PM) controls the hydraulic engine 1 system A SOV (L801GP) OPEN
EDP A1
− Hydraulics "SHUT OFF A3" Pushbutton (R9530PM) controls the hydraulic engine 3 system A SOV (R801GP) HYD SOV
− Hydraulics "SHUT OFF B2" Pushbutton (R9550PM) controls the hydraulic engine 2 system B SOV (M802GP) CLOSE open
A1
− Hydraulics "SHUT OFF B3" Pushbutton (R9560PM) controls the hydraulic engine 3 system B SOV (R802GP)
− Hydraulics "SHUT OFF C2" Pushbutton (R9570PM) controls the hydraulic engine 2 system C SOV (803GP) A1
OPEN
A3
The hydraulic SOVs pushbutton positions are:
CLOSE
− “OPEN” (“CLOSED” indicators are off)
CLSD
− “CLOSED” (“CLOSED” indicators are on) CLOSE EDP A1
Guarded pushbuttons HYD SOV
control the closing of the closed
The Fire Control System controls the firewall hydraulic shutoff valves. corresponding HOV SYD: A1
B2
Hydraulic Firewall Shut-Off Valves (SOV) status − Unlighted (normal):
In the cockpit, on the MDU, on the “HYD” synoptic page, the status of the five hydraulic fire-wall SOVs is shown as Shut-Off Valve is open
follows: CLOSE
− Hydraulic Engine 1 System A SOV (L801GP) status shows as an “OPEN” or CLOSE” indication − CLOSE: Shut-Off Valve EDP A1 TRNSN
− Hydraulic Engine 3 System A SOV (R801GP) status shows as an “OPEN” or CLOSE” indication is closed HYD SOV
is not in its
− Hydraulic Engine 2 System B SOV (M802GP) status shows as an “OPEN” or CLOSE” indication commanded
− Hydraulic Engine 3 System B SOV (R802GP) status shows as an “OPEN” or CLOSE” indication B3 position A1
− Hydraulic Engine 2 System C SOV (803GP) status shows as an “OPEN” or CLOSE” indication
A1
CLOSE
CLOSE
CLOSE
EDP A1
----
C2 HYD SOV
invalid data
A1
CLOSE
29-21
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 15
Overhead Panel – “Hydraulics” Area
29-22
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued) Backup Pump Status
"BACKUP PUMP" Pushbutton (R9540PM) BACKUP PUMP SYMBOL STATUS
The hydraulics "BACKUP PUMP" pushbutton (R9540PM) has three positions:
Automatic mode:
− Normal Mode “ON” indicator light is off and “OFF” indicator light is off
Hydraulic backup pump (1002GP) operates in automatic mode The backup pump is stopped and ready to supply the hydraulic system B.
The amber “ON” indicator light (1-fig. 5) is off and the amber “OFF” indicator light
− “ON” “ON” indicator light is on and “OFF” indicator light is off
(20-fig. 5) is off.
Hydraulic backup pump (1002GP) is commanded to run (manual mode)
− “OFF” “ON” indicator light is off and “OFF” indicator light is on
Hydraulic backup pump (1002GP) is commanded to stop (manual mode)
Automatic mode:
The backup pump is started and supplying the hydraulic system B.
Hydraulic Backup Pump Status
The amber “ON” indicator light (1-fig. 5) is off and the amber “OFF” indicator light
− “TEST” Indication Set when the hydraulic backup pump selector valve (1202GP) is set to the “GROUND” (20-fig. 5) is off.
position (the backup pump supplies the hydraulic system A),
− “ON” Indication Set when the backup pump is under manual control and ON (hydraulics "BACKUP PUMP"
pushbutton (R9540PM) is set to ON),
Manually set to “ON”:
− “AUTO” Indication Set when the backup pump is under automatic control ,
The backup pump is started and supplying the hydraulic system B.
− “OFF” Indication Set when the backup pump is manually set to OFF (hydraulics "BACKUP PUMP" pushbutton The amber “ON” indicator light (1-fig. 5) is on and the amber “OFF” indicator light
(R9540PM) is set to OFF), (20-fig. 5) is off.
− Pressure Indication Described in the indicating system description section
The Backup Pump display is green when the Backup Pump pressure switch indicates above the activation setting. The
Manually set to “OFF”:
display is amber when the pressure switch is de-actuated and the system B quantity is greater than 3% and the system A
& B EDP pressure switches are deactivated. The display is gray when the Backup pump pressure switch is de-actuated The backup pump is stopped.
and the pump display is not green or amber. The amber “ON” indicator light (1-fig. 5) is off and the amber “OFF” indicator light
(20-fig. 5) is on.
TEST mode:
The hydraulic backup pump selector valve (1202GP) is set to the GROUND
position. The backup pump supplies the hydraulic system A.
29-23
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
HYDRAULIC LEVEL INDICATIONS
HYDRAULIC SYNOPTIC PAGE
HYDRAULIC PUMP STATUS
HYDRAULIC EQUIPMENT STATUS
HYDRAULIC FLUID PRESSURE INDICATIONS
Figure 16
Hydraulic Synoptic
29-24
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued) Temperature Display
Hydraulic Synoptic Page The data is received from the reservoir temperature transducer. The display has a range of –60° C – 280° C.
Pressure Display When the HYD: #(A)(B)(C) HI TEMP (> 104ºC) and the HYD: #(A)(B)(C) OVERHEAT (> 135ºC for
The data is received from the system pressure transducer. The analog slider has a range of 0 psi – 4000 psi. The display Green Display System A or B, or >95ºC and >3300 psi for System A or B, or >145ºC for System C) messages are
is green when the readout is in the normal range (1800 psi – 3300 psi) and amber when the readout is outside of normal not posted.
range. The display shows four amber dashes when the readout is invalid. When system B is being operated off of the Amber Display When the HYD: #(A)(B)(C) HI TEMP message is posted.
Backup Pump the normal system pressure is 1100 psi – 3300 psi.
When the HYD: #(A)(B)(C) OVERHEAT (> 135ºC for System A or B, or >95ºC and >3300 psi for
Red Display
System A or B, or >145ºC for System C) message is posted.
Hydraulic Fluid Level Indications
The hydraulic synoptic page shows the parameters in the cockpit, on the MDU as follows:
The display shows three amber dashes when the readout is invalid.
− Hydraulic System A, B and C fluid quantity
− Hydraulic System A, B and C fluid temperature
− Hydraulic System A, B and C pressure Park Brake Accumulator Symbol
The accumulator display is green when the pressure is greater than 1400 psi. The display is amber when the display is
Hydraulic Pump Status less than 1400 psi. The display is gray with amber dashes when the pressure is invalid
In the cockpit, on the MDU, on the “HYD” synoptic page, the status of the five hydraulic pumps is shown as follows:
− Hydraulic Pump A1 (R201GP) shows as a pump symbol
− Hydraulic Pump A3 (L201GP) shows as a pump symbol
− Hydraulic Pump B2 (M202GP) shows as a pump symbol
− Hydraulic Pump B3 (R202GP) shows as a pump symbol
− Hydraulic Pump C2 (203GP) shows as a pump symbol
The EDP display is green when the associated pressure switch indicates above the activation setting.
The display is amber when the associated pressure switch is de-actuated, the engines are running, the pump has not
been commanded to depressurization, the FWSOV is open, and the quantity is 3%.
The display is gray when the associated pressure switch is de-actuated and, the engines are not running, or the pump has
been commanded to depressurization, or the FWSOV is closed, or the quantity is < 3%.
The display shows amber dashes when the outline does not meet the criteria for the green and amber and gray displays.
Hydraulic Equipment Status
In normal operation, symbols are green. If a failure occurs in a system, the symbols of equipment powered by this system
become amber. For flight control actuators connected to systems A and B, or A and C, or B and C, the corresponding
symbols are:
− Green, in normal operating conditions
− Amber, in case of total hydraulic power loss
− Half green / half amber in case of loss of one system
Figure 17
Thrust Reverser and Park Brake Accumulators
29-25
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 18 Figure 19
“STAT" Page Servicing Page
29-26
R0
HYDRAULIC SYSTEM (CONTINUED)
Components (Continued)
Cruise
Land
Park
Taxi
"STAT" Page
TO
MESSAGE DESCRIPTION
The list of the fault messages and their root causes shows under the “FAULT” tab on the “STAT” page. Hydraulic system
A, B and C quantities are shown in percentage and pressures are shown in PSI.
Caution (Amber) CAS Messages (Continued)
Servicing Page Hydraulic system A fluid temperature is more than 104 °C
HYD: A HI TEMP A A - - -
The Servicing page shows the quantity information for the hydraulic system A, B and C. (219.2 °F) and the system A overheat message is not on.
Hydraulic system B fluid temperature is more than 104 °C
HYD: B HI TEMP A A - - -
CAS Messages (219.2 °F) and the system B overheat message is not on.
Hydraulic system C fluid temperature is more than 104 °C
HYD: C HI TEMP A A - - -
Cruise
Land
Park
(219.2 °F) and the system C overheat message is not on.
Taxi
TO
MESSAGE DESCRIPTION
Hydraulic system A pumps are not producing pressure or the
HYD: A LO PRESS A A - - -
pressure transducer is less than 124.11 bar (1800 psi).
Warning (Red) CAS Messages
Hydraulic system B pumps are not producing pressure or the
HYD: B LO PRESS A A A - -
Hydraulic system A fluid temperature is more than 135 °C pressure transducer is less than 124.11 bar (1800 psi).
84 HYD: A OVHT (275 °F) or the temperature is more than 95 °C (203 °F) and R R R R R
Hydraulic system C pump is not producing pressure or the
the hydraulic pressure is more than 227.52 bar (3300 psi). HYD: C LO PRESS A A - - -
pressure transducer is less than 124.11 bar (1800 psi).
Hydraulic system B fluid temperature is more than 135 °C
85 HYD: B OVHT (275 °F) or the temperature is more than 95 °C (203 °F) and R R R R R
the hydraulic pressure is more than 227.52 bar (3300 psi).
Hydraulic system C fluid temperature is more than 135 °C
86 HYD: C OVHT (275 °F) or the temperature is more than 95 °C (203 °F) and R R R R R
the hydraulic pressure is more than 227.52 bar (3300 psi).
Caution (Amber) CAS Messages
Hydraulic system A fluid temperature is more than 104 °C
HYD: A HI TEMP A A A - -
(219.2 °F) and the system A overheat message is not on.
Hydraulic system B fluid temperature is more than 104 °C
HYD: B HI TEMP A A A - -
(219.2 °F) and the system B overheat message is not on.
Hydraulic system C fluid temperature is more than 104 °C
HYD: C HI TEMP A A A - -
(219.2 °F) and the system C overheat message is not on.
Hydraulic system A pumps are not producing pressure or the
HYD: A LO PRESS A A A A A
pressure transducer is less than 124.11 bar (1800 psi).
Hydraulic system B pumps are not producing pressure or the
HYD: B LO PRESS A A A A A
pressure transducer is less than 124.11 bar (1800 psi).
Hydraulic system C pump is not producing pressure or the
HYD: C LO PRESS A A A A A
pressure transducer is less than 124.11 bar (1800 psi).
HYD: A LO QTY Fluid level in system A is low. A A A - -
HYD: B LO QTY Fluid level in system B is low. A A A - -
HYD: C LO QTY Fluid level in system C is low. A A A - -
HYD: PUMP A3 D- The EDP is commanded to depressurize and the EDP
A A A - -
PRESS FAIL pressure remains high.
HYD: PUMP B2 D- The EDP is commanded to depressurize and the EDP
A A A - -
PRESS FAIL pressure remains high.
29-27
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 20
“STAT" Page
29-28
R0
HYDRAULIC SYSTEM (CONTINUED) NOTES:
Components (Continued)
FAULT Messages
FAULT MESSAGE DESCRIPTION LATCHED
"HYD: A OVHT" Same logic as corresponding CAS message. Yes
"HYD: B OVHT" Same logic as corresponding CAS message. Yes
"HYD: C OVHT" Same logic as corresponding CAS message. Yes
"HYD: A HI TEMP" Same logic as corresponding CAS message. Yes
"HYD: B HI TEMP" Same logic as corresponding CAS message. Yes
"HYD: C HI TEMP" Same logic as corresponding CAS message. Yes
"HYD: PUMP A1 FAIL" The EDP is not producing pressure when it should be. Yes
"HYD: PUMP A3 FAIL" The EDP is not producing pressure when it should be. Yes
"HYD: PUMP B2 FAIL" The EDP is not producing pressure when it should be. Yes
"HYD: PUMP B3 FAIL" The EDP is not producing pressure when it should be. Yes
"HYD: PUMP C2 FAIL" The EDP is not producing pressure when it should be. Yes
"HYD: SHUT OFF A1 FAIL" The SOV is not in the commanded position. Yes
"HYD: SHUT OFF A3 FAIL" The SOV is not in the commanded position. Yes
"HYD: SHUT OFF B2 FAIL" The SOV is not in the commanded position. Yes
"HYD: SHUT OFF B3 FAIL" The SOV is not in the commanded position. Yes
"HYD: SHUT OFF C2 FAIL" The SOV is not in the commanded position. Yes
"HYD A PRESS FILTER CLOGGED" The hydraulic system A pressure filter is clogged. Yes
"HYD B PRESS FILTER CLOGGED" The hydraulic system B pressure filter is clogged. Yes
"HYD C PRESS FILTER CLOGGED" The hydraulic system C pressure filter is clogged. Yes
"HYD: A RTN FILTER CLOGGED" The hydraulic system A return filter is clogged. Yes
"HYD: B RTN FILTER CLOGGED" The hydraulic system B return filter is clogged. Yes
"HYD: C RTN FILTER CLOGGED" The hydraulic system C return filter is clogged. Yes
"HYD: EDP A1 FILTER CLOGGED" The EDP A1 hydraulic filter is clogged. Yes
"HYD: EDP A3 FILTER CLOGGED" The EDP A3 hydraulic filter is clogged. Yes
"HYD: EDP B2 FILTER CLOGGED" The EDP B2 hydraulic filter is clogged. Yes
"HYD: EDP B3 FILTER CLOGGED" The EDP B3 hydraulic filter is clogged. Yes
"HYD: EDP C2 FILTER CLOGGED" The EDP C2 hydraulic filter is clogged. Yes
"HYD: STBY PUMP WORN BRUSHES" Backup pump brushes are worn. Yes
29-29
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 21
Hydraulic System A
29-30
R0
HYDRAULIC SYSTEM (CONTINUED) NOTES:
Operation
Hydraulic Power Generation and Control System
Normal Operation – Hydraulic Fluid Pressurization and Distribution
When an Engine Driven Pump (EDP) is operating, it pumps hydraulic fluid stored in the corresponding hydraulic reservoir,
through the suction line. The bootstrap type hydraulic reservoir provides sufficient static pressure to deliver fluid to the
pump at the required flow rate, above the pump critical inlet pressure. The hydraulic fluid crosses the hydraulic firewall
shut-off valve before entering the pump, where it is pressurized to a constant pressure of 3000 psi (207 bar).
The pressurized fluid is then routed to the aircraft hydraulic components, through the hydraulic pressure lines. To remove
any solid contaminant that may come out from the pump, a pressure filter element is installed on the pressure line. The
fluid provides hydraulic power to the aircraft hydraulic components, as requested. The hydraulic reservoirs have sufficient
fluid volume, and the EDPs a sufficient flow rate, to sustain the high demand components such as the landing gears.
However, the system A and B pressure lines include a priority valve to make sure that the pressurized hydraulic fluid is
delivered in priority to the flight control components that are essential for the flight.
After having crossed and powered the hydraulic components, the fluid is routed back to the hydraulic reservoir through the
return lines. To remove any solid contaminant that may come out from the hydraulic components, a return filter element is
installed on the return line.
A case drain line returns the hydraulic fluid from the EDP case drain to the hydraulic reservoir. To remove any solid
contaminant that may come out from the EDP case drain, a return filter element is also installed on the case drain line.
To ease access and maintenance of the hydraulic system components, each hydraulic system A, B and C includes an
hydraulic manifold installed in the mechanics servicing compartment, which contains:
− The pressure, return and case drain filter assemblies, fitted with automatic shutoff valves to prevent loss of fluid and
air ingestion during filter element replacement
− The electrical differential pressure indicator (DPI) associated to each filter assembly
− The system pressure relief valve
− The system pressure transducer
− The pressure switch associated to each pump powering the system
29-31
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 22
Hydraulic System B
29-32
R0
HYDRAULIC SYSTEM (CONTINUED)
Operation (Continued) The backup pump is commanded to start by the HSCB:
Hydraulic Isolation System − If the hydraulics "BACKUP PUMP" pushbutton (R9540PM) is set to “ON”, or
Priority Management − If the hydraulics "BACKUP PUMP" pushbutton (R9540PM) is set to normal mode (automatic control), and there is a
low pressure detected by the hydraulic A and B EDP pressure switches.
The hydraulic A priority valve (1401GP) and the hydraulic B priority valve (1402GP) are installed in the hydraulic systems
A and B ahead of the utility users of the hydraulic components. When needed, the priority valves give pressure delivery
priority to the flight control components that are necessary for flight.
Hydraulic Fluid Isolation from Nacelle Fire Zone
When operated to the closed position, the hydraulic fire-wall shut-off valve (FWSOV) isolate the suction line from the EDP
which prevents hydraulic fluid from reaching the engine.
The hydraulic engine 1 system A SOV (L801GP) is operated to the closed position either by:
− Hydraulics "SHUT OFF A1" Pushbutton (R9520PM)
OR
− "FIRE 1" Switch / Light (950WZ).
The hydraulic engine 3 system A SOV (R801GP) is operated to the closed position either by:
− Hydraulics "SHUT OFF A3" Pushbutton (R9530PM)
OR
− "FIRE 3" Switch / Light (960WZ).
The hydraulic engine 2 system B SOV (M802GP) is operated to the closed position either by:
− Hydraulics "SHUT OFF B2" Pushbutton (R9550PM)
OR
− "FIRE 2" Switch / Light (955WZ).
The hydraulic engine 3 system B SOV (R802GP) is operated to the closed position either by:
− Hydraulics "SHUT OFF B3" Pushbutton (R9560PM)
OR
− "FIRE 3" Switch / Light (960WZ).
The hydraulic engine 2 system C SOV (803GP) is operated to the closed position either by:
− Hydraulics "SHUT OFF C2" Pushbutton (R9570PM)
OR
− "FIRE 2" Switch / Light (955WZ)
OR
− The overheat detected by the hydraulic C temperature switch (3803GP).
Auxiliary Hydraulic Power Operation
Backup Pump control is managed by the Hydraulic System Control Board (HSCB) (3801GP) which enables both
automatic control (“AUTO”) and manual control (“ON” & “OFF”) of the pump by the cockpit crew. The Backup Pump is
powered by the RH essential DC bus. An essential bus is used since it allows this pump to be used during emergency
conditions (defined as loss of all three engines) if required. For ground maintenance, hydraulic systems A and B can be
powered by the Backup Pump using external DC power.
Cdj06_29-100p66
Figure 23
Hydraulic System Control Board Backup Pump Control Logic
29-33
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 24 Figure 25
Hydraulic System A Control Logic Hydraulic System B Control Logic
29-34
R0
HYDRAULIC SYSTEM (CONTINUED)
Operation (Continued)
EDP De-pressurization
De-pressurization at Engine Start
The system A and B EDPs have a solenoid valve which is used to reduce the discharge pressure and input torque
required during engine starts and windmill relights. The hydraulic system C EDP does not have such a de-pressurization
solenoid valve, due to its smaller displacement and the lower load induced on the engine gearbox.
The FADEC’s energize the corresponding EDP depressurization solenoids to minimize engine drag torque for ground
starts and for in air engine restarts. The pump will only produce full pressure when its respective engine speed reaches
40% N2.
If all three engines are non-operational during flight, but are windmilling at a speed greater than 15% N2, the EDPs A1,
A3, B3, and B2 are not de-pressurized so that they can provide limited hydraulic power to the hydraulic systems from the
windmilling engines. The EDPs will be de-pressurized when windmilling engine speed reduces below 15% N2 to minimize
the engine load during a relight attempt.
De-pressurization in Case of Fluid Overheat
If the system A fluid temperature reaches 92°C, and if EDP A1 is producing pressure, the Hydraulic System Control Board
will energize the EDP A3 de-pressurization solenoid to minimize heat rejection into the system A. If the system B fluid
temperature reaches 92°C, and if EDP B3 is producing pressure, the Hydraulic System Control Board will energize the
EDP B2 de-pressurization solenoids to minimize heat rejection into the system B.
Hydraulic System A and B Overheat Protection Sequence
COMPONENT FLUID TEMPERATURE RESULT
Temperature Switch
1 Detects temperature of 91.7 +/- 5°C EDP A3 or B2 depressurization
(L9509GP/M9509GP)
Temperature Transducer
2 Detects temperature of 104°C Amber CAS “HYD: X HI TEMP”
(L9522GP/M9522GP)
Temperature Transducer
3 Detects temperature above 135°C Red CAS “HYD: X OVHT”
(L9522GP/M9522GP)
OR
Detects temperature above 95°C and
Temperature Transducer
4 system A or system B pressure is Red CAS “HYD: X OVHT”
(L9522GP/M9522GP)
greater than 3300 psi
Thermal fuse (4001GP) melts,
5 System A Temperature at or above 143°C
draining fluid overboard
Thermal fuse (3802GP) melts,
6 System B Temperature at or above 177°C
draining fluid overboard
Hydraulic System C Overheat Protection
When hydraulic system C temperature switch (3803GP) detects a temperature of 125 +/- 5°C it closes system C hydraulic
firewall shutoff valve (803GP) via a relay.
De-Pressurization in Case of Backup Pump Operation
If the Backup Pump is commanded on and is producing pressure, EDPs B3 and B2 will be depressurized, to protect the
Backup Pump.
Figure 26
EDP Depressurization Circuit
29-35
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 27
Hydraulic System C
29-36
R0
Legend
1122J MAU1 MAINTENANCE CONNECTOR 4101FY GENERIC I/O 1 MODULE
371J/P RH/LH WIRING CUT-OFF CONNECTOR 1202GP HYDRAULIC STAND-BY PUMP SELECTOR VALVE
331J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR 1002GP HYDRAULIC STAND-BY PUMP
328J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR 3801GP HYDRAULIC SYSTEM CONTROL BOARD
134J/P LH/RH WIRING CUT-OFF CONNECTOR 5000PM OVERHEAD PANEL
82J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR R1000PM RH FRONT SPDB
4210JE RELAY PCB L1000PM LH FRONT
4301FY GENERIC I/O 3 MODULE 6000PC MAU1 MAINTENANCE CONNECTOR
4201FY GENERIC I/O 2 MODULE
Figure 28
Hydraulic Backup Pump
29-37
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
3110/E R2000PM R202GP R201GP
602GP 402GP
FADEC +V
DEPRESS
HYDR B3 DEPRESS
F2 Bus
+28V
HYDR PRESS #B
F2 Bus
+28V
4110JE FILTER SYS. B
EDPB3
EDPB3
HYD. SYS. B
A3+B3
A18 R6 ENG 3
STBY PUMP
/22
PRSSURE
PRESS. SYS. B DPI
126
SWITCH
381JN 33 31
E3
NOT CLOG
Pressure Switch
Pressure Switch
Case Filt DPI
CLOG
A18 R6 47 A18
NOT CLOG
NOT CLOG
PRESS XDCR
NOT CLOG
SYS. B RTN DPI
517 GP
514 GP
Case Filt DPI
114 127 /22
CLOG
CLOG
2.5A
2.5A
BRIDGE
EDP B3
EDP B2
CLOG
380JN 32 381JN 32 48
REGUL.
TEMP
134 200 1 2 1 2
QUANT
17 17
HOT
/22 /22
16 16
S
/22
LO
48
502
LO
10
24
HI
LO
LO
1
2
HI
HI
B2 DEPRESS A3+B3
*S
DEPRESS
506
500
HI
A18 7
44
44
115 /22 A18
A
D
C
B
B
8 23 128 /22
22
382JN /22 29 14 356FT
R3 383JN 3801GP
325/22
A
C
C
A
C
A
A
D
C
C
A
C
A
B
C
D
C
A
D
B
E
39
F
358FT 1 2 3
61/22
104
105
135 A18 129 371 418FT
Y
B
24 /22 1 8 4 3 5 2 6 7
383JN 46
/22
/22
28 HSCB
R
B
A18
199 185
154/20
155/20
153/20
152/20
13 417FT 417FT B
69/20
88/20
89/20
70/20
71/20
72/20
73/20
B2 DEPRESS R5 38 270
4301FY 45 326/22 117/22 R
86 382JN
261/22
4 418FT T1
R
A3+B3
B
R DEPRESS 122/22 371 ST-BY PMP
SYS B SIGNAL 34 T8 T11 T4 T3 T5 T10 T2 T6 T9 T7 COMMANDED ON (44)
B 309
SYS B EXC HI 31
Y 371 203 EDP B3 DEPRESS. ST-BY PMP
SYS B RTN LO 32 5 19
82 328 204 EDP A3 DEPRESS. PRESSURE
267/22 29
2 47 418FT M100EF >1500PSI (24)
123/22 418FT
R 272 R R 271 R R F44 G2020500 2 EDP A1 PRESSURE
SYS. B. To HI 33 82 25
FADEC ENG 2
B B B B B AA
SYS. B. To LO 32 83 14 >2400PSI (26)
R 2 R R R R W
SYS. B. To HI 31 273/22 75 13/22 7 33 371 HYD SYS. A
B B 76 B B B G2010500 4
SYS. B. To LO 34 8 AA +V TEMP>91.7o (11)
2 1137 R R R R 182
SYS.A FILTER CLOG 37 77 9 37 W
14
352
B
78
B B
10
B 32 B2 DEPRESS
1 10 Y Y Y Y
351 79 11
EDP A1 CASE FILTER CLOG 12 11 R R R R 27
354 80 15 12 31
5 B B B B 532
356 81 13 TD=
M0202GP
4401FY 4 113/22 10
358 CR CR 25s
3 1 1
1 184/22 E2
2 43
SYS B PRESS HI R
41 280 EDPB2
SYS B PRESS LO 42 B 81 339
6 371
284 35 42 417FT
4 102 51 166 205
285 36 43 36 39 EDP B2 PRESSURE >2400 PSI
EDPA3 CASE FILTER 1 103 52 165 206
276 92 35 23 EDP B3 PRESSURE >2400 PSI
EDPA3 PRESS HI 14 105 54 320 207 HYD SYS. B TEMP
286 106 93 34 32
SYS A RTN FILTER 37 55 >91. 7oC (42)
282 107 38 57
56
3 278 109 40 45 144 208 EDP B3 PRESSURE
58 ST-BY PMP PRESSURE >1500P
283 41 46 33 24 >2400PSI (23)
EDPC PRESS HI 37 110 59 209
289 290 32 42 HYD SYS.B TEMP >91. 7oC
EDP A1 PRESS HI 14 111 61
1137 291
EDPA3 DEPRESS 12 47
364 328 418FT 26 EDP A1 PRESSURE >2400 PSI
8
4201FY 363 6 EDP A3 PRESSURE >2400 PSI
7 30
362 15 14 HYD EDP B2 DEPRESS CMD
1 6 161 11
23 HYD SYS. A TEMP >91. 7oC
STDBY PUMP SWB HI 37 223 79
19
FILTER B RTN 225 17
12 17
224 162 603GP
EDP B3 PRESS HI 14 24
22 SD 24-50-00, SD 29-21-00
Legend 1122 20
26 HYD. SYS. C
343 22 1
R
B
6 TEMP
344 R /22
1137J MAU2 MAINTENANCE CONNECTOR 347
5 339 B /22
A
8 421FT B
1125J MAU1 MAINTENANCE CONNECTOR 2
348
7
230 R 10 R 232
1122J MAU1 MAINTENANCE CONNECTOR EDP B2 CASE FILTER 47 226
227
B
R
11 B
R 417FT
EDP B2 PRESS HI 14 231 15 67
532J ENGINE 2 CUT-OFF CONNECTOR B
16
B 2
33 R R R QUANT
507J ENGINE 1 CUT-OFF CONNECTOR SYS. C. HI 33 R
301
R
34
R
B
17
B 66 B
D
SYS. C. LO B B B 18 B
506J ENGINE 3 CUT-OFF CONNECTOR SYS. C. EXC HI
32
R 2 R
35
R
Y
19
Y Y
A
31 302 36 R R
503J ENGINE 1 CUT-OFF CONNECTOR SYS. C. EXC LO 34
B
2
B
37
B
B
20
21 B
56
201EC
502J ENGINE 3 CUT-OFF CONNECTOR 3
38
22 60
403GP 3
339
R 135 24
501J ENGINE 1 CUT-OFF CONNECTOR SYST C PRESS HI 41 228 25 FILTER SYS. C 173
62
191
SYST C PRESS LO 42 B 292
1
EDP3
15
500J ENGINE 3 CUT-OFF CONNECTOR SYST C RTN FILTER 37 6 229 23
PRESS XDCR LEVER 1 T. 0.
240 R
371J/P RH/LH WIRING CUT-OFF CONNECTOR 4
R
A
SYST A SIG R R BRIDGE 174 192
23
339J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR SYS. A. EXC HI
34 B 311 B
12
13 B 51
B
B
63
31 Y
328J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR SYS. A. RTN LO 32 5
Y
R
14
Y
R T1
176/20
D
C
REGUL. LEVER 2 T. 0.
1125 36 52/22
135J/P LH/RH WIRING CUT-OFF CONNECTOR B
37
B
2 31
175
64
193
335 R R Pressure Switch
82J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR 4101FY 333
9
B
38
B
221
B LEVER 3 T. 0.
10 39 HI
81J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR 2
244
R
B
26
R
B
50
A
C GND
4110JE RELAY PCB SYST C PRESS FILTER CLOG 37
12
287
27
CR 3210JE 65/22 T2
178/20
E
32 SD 78-31-20
EDPB2 DEPRESS 417FT D
3210JE RELAY PCB SYS A TEMP EXC HI 31 R
B
242
A18 417FT F
34 108 R6 /22
3110JE RELAY PCB SYS A TEMP EXC LO
SYS A TEMP HI 33
R 2 243
33 31
253 5 LO
B 17 Case Filt DPI
201EC THROTTLE CONTROL UNIT SYS A TEMP LO 32
2
381JN
16
/22
T5
179/20
B CLOG
M100EF ENGINE 2 EEC 1
324/22
C
A1 DEPRESS 417FT
116/22
371
R A
39
307 A18 NOT CLOG
4401FY GENERIC I/O 4 MODULE SYS A PRESS HI 41
42
B 109
29 14
/22 215/22
4
SYS A PRESS LO 6 252 SYS. 3 RTN DPI
4301FY GENERIC I/O 3 MODULE
418FT
SYST C2 FILTER CLOG 37 R5 13 180/20
R 383JN /22 259/22 63/22 T4 B
34 45 96
4201FY GENERIC I/O 2 MODULE SYS. C. SIG B 310 T1 T9 T2 T5 T4 T3 T7 T8 T6 C
142/22
SYS. C. EXC HI 31
Y A1 DEPRESS A
4101FY GENERIC I/O 1 MODULE SYS. C. RTN LO 32 5 NOT CLOG
R
B
251
/22
/22
B
A18
17 16 17 383JN
149/20
100/20
101/20
148/20
3 SYS. C PRESS. FILTER
603GP HYDRAULIC C RESERVOIR
78/20
74/20
75/20
76/20
77/20
4 R
357FT
355FT
181/20 DPI
168
169
HH
KK
248 T3 B
95
94
Y
X
A
102
103
B3 CASE FILTER
403GP HYDRAULIC PUMP C2 FILTER MANIFOLD 47 97
/22
/22
B
R
1 2 5 4 3 7 6 C
R
Y
B
1122 3 1 2
A
HYDR PRESS #C
HYDR PRESS #A
602GP HYDRAULIC B RESERVOIR NOT CLOG
HYDR A1 DEPRESS
HYDR B2 DEPRESS
HYDR A3 DEPRESS
D
C
C
B
A
B
A
B
B
F
F
338
501
507
S
S
S
503
44
44
D
A
A
B
B
1
2
A18
C
11
402GP HYDRAULIC B FILTER MANIFOLD 340/22
Pressure Switch
506GP
516GP
513GP
SYS. A PRE. FILTER
13
512GP
SYS. A RTN DPI
Pressure Switch
L2000PM
Case Filt DPI
515GP
HI
2.5A
2.5A
2.5A
2.5A
2.5A
Case Filt DPI
339
3801GP HYDRAULIC SYSTEM CONTROL BOARD 12
PRESS XDCR
LO
HI
220JN
HOT
1
2
LO
NOT CLOG
QUANT
NOT CLOG
NOT CLOG
NOT CLOG
250
401GP
TEMP
A1 DEPRESS
PRESS FILTER B CLOG
601GP
601GP HYDRAULIC A RESERVOIR 1
Bus E2
Bus E2
Bus E2
R0201GP
Bus A2
Bus A2
REGUL.
E1
EDPA1
BRIDGE
CLOG
CLOG
DPI
CLOG
CLOG
EDP A1
+28V
+28V
+28V
+28V
+28V
EDP A3
401GP HYDRAULIC A FILTER MANIFOLD
Switch
Press
R2000PM RH REAR SPDB HYD. SYS. A
FADEC ENG 1 +V FILTER SYS. A WD293100AA4005
L2000PM LH REAR SPDB
Figure 29
Hydraulic Monitoring
29-38
R0
MAINTENANCE CONSIDERATIONS
Hydraulic System Maintenance and Safety Precautions 7) When the hydraulic pipes are disconnected or the components are removed, use containers to contain the hydraulic
fluid leakage.
WARNING: OBEY ALL HYDRAULIC SAFETY PRECAUTIONS WHEN YOU DO WORK ON THE HYDRAULIC
SYSTEM COMPONENTS. IF YOU DO NOT OBEY THE SAFETY PRECAUTIONS, INJURY TO 8) Use approved and clean protective covers on all disconnected electrical connectors to prevent contamination or
PERSONS AND DAMAGE TO EQUIPMENT CAN OCCUR. damage.
WARNING: MAKE SURE YOU USE GLOVES WHEN YOU TOUCH HYDRAULIC SYSTEM COMPONENTS. CAUTION: When you clean a grease or oil leakage, use only approved cleaning materials. Some cleaning
HYDRAULIC SYSTEM COMPONENTS CAN BE VERY HOT AFTER SYSTEM OPERATION. HOT material can cause damage to hydraulic parts and composite materials.
HYDRAULIC SYSTEM COMPONENTS CAN CAUSE INJURY TO PERSONS.
1) Obey all general hydraulic safety-precautions that follow: 9) Make sure that the hydraulic pipes and components are clean before installation.
a) Obey all local safety instructions during hydraulic system maintenance. 10) Put placards on all applicable electrical and hydraulic controls when you do maintenance on flight controls or hydraulic
b) Make sure that you release the system hydraulic pressure before you disconnect hydraulic pipes or hoses (Refer systems.
to TASK 29-00-00-860-805).
WARNING: KEEP PERSONS AND EQUIPMENT FAR FROM THE FLIGHT CONTROL SURFACES, THRUST
WARNING: USE THE APPROVED EYE PROTECTION WHEN YOU ARE NEAR THE PRESSURIZED REVERSERS, AND LANDING GEAR. THESE COMPONENTS CAN MOVE SUDDENLY WHEN
HYDRAULIC SYSTEMS. PRESSURIZED HYDRAULIC FLUID IS DANGEROUS AND CAN CAUSE YOU SUPPLY HYDRAULIC POWER AND CAUSE INJURIES TO PERSONS AND DAMAGE TO
INJURY TO PERSONS. EQUIPMENT.
2) If hydraulic fluid gets into your eyes, see the manufacturers Material Specification Data Sheet (MSDS). 11) Make sure there are no persons near the flight controls, flight control surfaces or hydraulic components before you
pressurize a hydraulic system.
3) In case of injury, get immediate medical aid.
12) If there is a leak from a pressurized hydraulic system component, move away from the area and release the hydraulic
4) If hydraulic fluid touches your skin, see the manufacturers MSDS.
pressure (Refer to TASK 29-00-00-860-801).
5) If you get hydraulic fluid in your mouth, see the manufacturers MSDS.
13) After touching a hydraulic component with your bare hands, make sure that you use isopropyl alcohol to clean the
6) If you get hydraulic fluid in your stomach, see the manufacturers MSDS. components.
WARNING: MAKE SURE YOU USE GLOVES WHEN YOU TOUCH HYDRAULIC SYSTEM COMPONENTS. NOTE: Hand oil and dirt can cause contamination.
HYDRAULIC SYSTEM COMPONENTS CAN BE VERY HOT AFTER SYSTEM OPERATION. HOT
HYDRAULIC SYSTEM COMPONENTS CAN CAUSE INJURY TO PERSONS.
CAUTION: A mixture can decrease the fire resistant function of the hydraulic fluid and can cause damage to
hydraulic seals and packing and cause damage to equipment.
7) To prevent irritation of the skin when you do work on or near an hydraulic system component, do the steps that follow:
a) Put on approved hand protection (gloves).
14) Do not mix aircraft hydraulic fluid with other types of fluids.
b) If hydraulic fluid makes contact with clothes, replace clothes immediately.
15) Use clean hydraulic fluid when you flush, service or test the hydraulic system or components.
c) Remove all protective clothes after maintenance of the hydraulic system is complete.
16) Use approved containers and follow the local safety instructions to discard hydraulic fluid.
17) If a hydraulic system component has been removed or a hydraulic pipe has been disconnected, do a hydraulic fluid
Hydraulic Maintenance Safety Precautions quantity check (Refer to TASK 29-00-00-700-801).
Obey all general hydraulic maintenance precautions that follow: a) The hydraulic fluid quantity check includes the procedures that follow:
1) Do not operate the hydraulic system if the hydraulic fluid temperature is more than 100 °C (210 °F). ▪ add hydraulic fluid, if needed,
▪ a check for air in the hydraulic system,
WARNING: CLEAN HYDRAULIC FLUID LEAKAGE FROM THE WORK AREA. HYDRAULIC FLUID IS ▪ do a bleeding of the hydraulic system (Refer to TASK 29-00-00-870-801), if needed.
DANGEROUS AND CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
18) If a hydraulic system has contamination, drain (Refer to TASK 29-14-00-680-801), flush (Refer to TASK 29-00-00-
170-801) and bleed (Refer to TASK 29-00-00-870-801) the hydraulic system.
CAUTION: When you clean a grease or oil leakage, use only approved cleaning materials. Some cleaning
material can cause damage to hydraulic parts and composite materials.
2) Use only approved tools and equipment when you do work on the hydraulic systems.
3) When hydraulic fluid leakage occurs, release the hydraulic system pressure (Refer to TASK 29-00-00-860-801).
4) When hydraulic fluid leakage occurs, clean the area.
5) Use care when you disconnect or connect a hydraulic pipe (Refer to TASK 20-33-00-900-801).
6) Only use approved and clean protective covers on all open hydraulic pipes and components to prevent fluid leakage
and contamination.
29-39
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Analog Indication/MAU Interface
SYSTEM SENSOR MAU1 MAU2
A EDPA1 Pressure Switch Normally Open (Avionics & CMC)
EDPA3 Pressure Switch Normally Open (Avionics & CMC)
EDPA3 Depress Normally Open (Avionics)
Open Indication Normally Ground
EDPA1 FWSOV Position Switch
(Avionics)
Open Indication Normally Ground
EDPA3 FWSOV Position Switch
(Avionics)
Pressure Filter DPI Normally Open (CMC)
Return Filter DPI Normally Open (CMC)
EDPA1 Case Drain Filter DPI Normally Open (CMC)
EDPA3 Case Drain Filter DPI Normally Open (CMC)
B EDPB2 Pressure Switch Normally Open (Avionics & CMC)
EDPB3 Pressure Switch Normally Open (Avionics & CMC)
EDPB3 Depress Normally Open (Avionics)
Open Indication Normally Ground
EDPB2 FWSOV Position Switch
(Avionics)
Open Indication Normally Ground
EDPB3 FWSOV Position Switch
(Avionics)
BU Pump Pressure Switch Normally Open (Avionics)
BU Pump Brush Wear Indicator Normally Open (Avionics)
BU Pump Thermal Switch Normally Ground (Avionics)
BU Pump Command Contactor Normally Open (Avionics)
BU Pump Selector Valve System B Normally Ground
Position Switch (Avionics)
Pressure Filter DPI Normally Open (CMC)
Return Filter DPI Normally Open (CMC)
EDPB2 Case Drain Filter DPI Normally Open (CMC)
EDPB3 Case Drain Filter DPI Normally Open (CMC)
C System C EDPC2 Pressure Switch Normally Open (Avionics & CMC)
Open Indication Normally Ground
EDPC2 FWSOV Position Switch
(Avionics)
Pressure Filter DPI Normally Open (CMC)
Return Filter DPI Normally Open (CMC)
EDPC2 Case Drain Filter DPI Normally Open (CMC)
29-40
R0
MAINTENANCE CONSIDERATIONS NOTES:
Hydraulic Maintenance Safety Precautions (Continued)
19) The hydraulic system is designed with a filtration system that when properly serviced, will maintain the fluid to a
cleanliness level of NAS1638, Class 7.
• For in-service aircraft hydraulic fluid inspections, the fluid cleanliness should be no more than a Class 9,
• For levels more than a Class 9, the hydraulic system should be flushed until it is within the specifications.
NOTE: This can prevent hydraulic system contamination.
CAUTION: When you clean a grease or oil leakage, use only approved cleaning materials. Some cleaning
material can cause damage to hydraulic parts and composite materials.
20) Make sure that all quick disconnects and hoses are cleaned with isopropyl alcohol before use.
CAUTION: If the aircraft is not in a slats retracted configuration, it is mandatory to do the pressurization of the
hydraulic system a first and then do the pressurization of the hydraulic system b, even if only
hydraulic system is to be used for the procedure.
21) If the slats are not retracted, you must pressurize hydraulic system A before you pressurize hydraulic system B.
22) Do not operate the hydraulic backup pump (1002GP) when a hydraulic ground power unit (TO-29-010) is connected
to the system.
23) If the reservoir level is less than 20%, do not operate the hydraulic system pump(s).
WARNING: DO NOT PRESSURIZE THE HYDRAULIC SYSTEMS WITH A GROUND POWER-UNIT WITHOUT
THE RETURN LINE CONNECTED. IF THE RETURN LINE MUST Go INTO A CONTAINER, MAKE
SURE THE RETURN LINE IS OPEN BEFORE YOU APPLY PRESSURE. YOU CAN CAUSE
DAMAGE TO THE HYDRAULIC SEALS The System Or Cause Injury To Personal.
24) If the aircraft return pipe is not connected, do not pressurize the hydraulic system with a ground hydraulic source.
25) Do not operate the hydraulic Ground Power Unit (GPU) in “CLOSED LOOP” mode. This can cause damage to the
aircraft mounted hydraulic reservoirs.
26) Obey the hydraulic precautions that follow:
a) Do not use an external power pump to service a hydraulic system reservoir.
b) Only use a hand carry hydraulic fluid unit (TO-29-140) or on wheel hydraulic fluid unit (TO-29-150) to prevent
damage to the aircraft (Refer to TASK 29-00-00-610-801).
27) If you have an external hydraulic fluid leak (Refer to TASK 29-00-00-790-801).
28) If the hydraulic system reservoir bootstrap pressure is released, the hydraulic pumps(s) may be slow to produce
hydraulic pressure.
29-41
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
PRIMARY HYDRAULIC POWER COMPONENT CHART
L201GP Hydraulic Pump A3 402GP Hydraulic B Filter Manifold 515GP "HYDR PRESS #A" SSPC
Location: ENGINE 3 (422) Location: F41-44, SERVICING COMP, RH (312) Location: LH Rear SPDB (L2000PM)
Access: Engine 3 Lower Cowling (423AB) Access: Servicing Compartment Door (MSD) Access: Frame 40 Middle Lining (271OZ)
References: References: References:
Description: SDS 29-10-00 Description: SDS 29-13-00 Description: It prevents damage to the power supply line of
Wiring Diagram: WD 29-31-00 the Hydraulic A Filter Manifold (401GP).
Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-11-01-900-801 Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-13-02-900-801
Removal/Installation: TASK 24-62-13-900-801
R201GP Hydraulic Pump A1 403GP Hydraulic C Filter Manifold
516GP "HYDR B2 DEPRESS" SSPC
Location: ENGINE 1 (412) Location: F41-44, SERVICING COMP, LH (311)
Location: LH Rear SPDB (L2000PM)
Access: Engine 1 Lower Cowling (413AB) Access: Servicing Compartment Door (MSD)
Access: Frame 40 Middle Lining (271OZ)
References: References:
References:
Description: SDS 29-10-00 Description: SDS 29-13-00
Description: It prevents damage to the power supply line of
Wiring Diagram: WD 29-31-00 Wiring Diagram: WD 29-31-00 the Hydraulic B Filter Manifold (402GP).
Removal/Installation: TASK 29-11-01-900-801 Removal/Installation: TASK 29-13-05-900-801 Wiring Diagram: WD 29-31-00
M202GP Hydraulic Pump B2 506GP "HYDR PRESS #C" SSPC Removal/Installation: TASK 24-62-13-900-801
Location: ENGINE 2 (451) Location: LH Rear SPDB (L2000PM) 517GP "HYDR B3 DEPRESS" SSPC
Engine 2 RH Cowling (454AR), Engine 2 LH Access: Frame 40 Middle Lining (271OZ) Location: RH Rear SPDB (R2000PM)
Access:
Cowling (455AL) References: Access: Frame 40 Middle Lining (272PZ)
References: Description: It prevents damage to the power supply line of the
References:
Description: SDS 29-10-00 Hydraulic C Filter Manifold (403GP).
Wiring Diagram: WD 29-31-00 Wiring Diagram: WD 29-31-00 Description: It prevents damage to the power supply line of
Removal/Installation: TASK 29-11-01-900-801 Removal/Installation: TASK 24-62-13-900-801 the Hydraulic Pump B3 (R202GP).
Wiring Diagram: WD 29-31-00
512GP "HYDR A3 DEPRESS" SSPC
R202GP Hydraulic Pump B3 Removal/Installation: TASK 24-62-13-900-801
Location: ENGINE 3 (422) Location: LH Rear SPDB (L2000PM)
Access: Engine 3 Lower Cowling (423AB) Access: Frame 40 Middle Lining (271OZ) 601GP Hydraulic A Reservoir
References: References: Location: F41-44, SERVICING COMP, LH (311)
Description: SDS 29-10-00 Description: It prevents damage to the power supply line of Access: Servicing Compartment Door (MSD)
Wiring Diagram: WD 29-31-00 the Hydraulic Pump A3 (L201GP). References:
Removal/Installation: TASK 29-11-01-900-801 Wiring Diagram: WD 29-31-00 Description: SDS 29-14-00
Removal/Installation: TASK 24-62-13-900-801 Wiring Diagram: WD 29-31-00
203GP Hydraulic Pump C2 513GP "HYDR A1 DEPRESS" SSPC Removal/Installation: TASK 29-14-01-900-801
Location: ENGINE 2 (451)
Location: LH Rear SPDB (L2000PM) 602GP Hydraulic B Reservoir
Engine 2 RH Cowling (454AR), Engine 2 LH
Access: Access: Frame 40 Middle Lining (271OZ) Location: F41-44, SERVICING COMP, RH (312)
Cowling (455AL)
References: Access: Servicing Compartment Door (MSD)
References:
Description: It prevents damage to the power supply line of References:
Description: SDS 29-10-00
the Hydraulic Pump A1 (R201GP). Description: SDS 29-14-00
Wiring Diagram: WD 29-31-00
Wiring Diagram: WD 29-31-00 Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-11-01-900-801
Removal/Installation: TASK 24-62-13-900-801 Removal/Installation: TASK 29-14-01-900-801
401GP Hydraulic A Filter Manifold 514GP "HYDR PRESS #B" SSPC
603GP Hydraulic C Reservoir
Location: F41-44, SERVICING COMP, LH (311) Location: RH Rear SPDB (R2000PM)
Location: F41-44, SERVICING COMP, LH (311)
Access: Servicing Compartment Door (MSD) Access: Frame 40 Middle Lining (272PZ)
Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-13-00 Description: It prevents damage to the power supply line of the Description: SDS 29-14-00
Wiring Diagram: WD 29-31-00 Hydraulic Pump B3 (R202GP).
Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-13-01-900-801 Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-14-05-900-801
Removal/Installation: TASK 24-62-13-900-801
29-42
R0
L801GP Hydraulic Engine 1 System A SOV 1402GP Hydraulic B Priority Valve 2003GP GPU Hydraulic C Return Quick Disconnect
Location: F41-44, SERVICING COMP, LH (311) Location: F26-28, MLG WHEEL WELL, RH (154) Location: F41-44, SERVICING COMP, LH (311)
Access: Servicing Compartment Door (MSD) Access: MLG Main Door (743) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-12-00 Description: SDS 29-12-00 Description: SDS 29-14-00
Wiring Diagram: WD 26-21-00 Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 29-12-05-900-801 Removal/Installation: TASK 29-12-01-900-801 Removal/Installation: TASK 29-14-29-900-801
R801GP Hydraulic Engine 3 System A SOV 1601GP GPU Hydraulic A Quick Disconnect 2401GP Hydraulic A Ground Filling Valve
F41-44, SERVICING COMP, LH Location: F41-44, SERVICING COMP, LH (311) Location: F41-44, SERVICING COMP, LH (311)
Location:
(311) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
Access: Servicing Compartment Door (MSD) References: References:
References: Description: SDS 29-14-00 Description: SDS 29-14-00
Description: SDS 29-12-00 Wiring Diagram: None Wiring Diagram: None
Wiring Diagram: WD 26-21-00 Removal/Installation: TASK 29-14-29-900-801 Removal/Installation: TASK 29-14-17-900-801
Removal/Installation: TASK 29-12-05-900-801
1602GP GPU Hydraulic B Quick Disconnect 2402GP Hydraulic B Ground Filling Valve
M802GP Hydraulic Engine 2 System B SOV Location: F41-44, SERVICING COMP, RH (312) Location: F41-44, SERVICING COMP, RH (312)
F41-44, SERVICING COMP, RH Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
Location:
(312) References: References:
Access: Servicing Compartment Door (MSD) Description: SDS 29-14-00 Description: SDS 29-14-00
References: Wiring Diagram: None Wiring Diagram: None
Description: SDS 29-12-00 Removal/Installation: TASK 29-14-29-900-801 Removal/Installation: TASK 29-14-17-900-801
Wiring Diagram: WD 26-22-00
Removal/Installation: TASK 29-12-05-900-801 1603GP GPU Hydraulic C Quick Disconnect 2403GP Hydraulic C Ground Filling Valve
Location: F41-44, SERVICING COMP, LH (311) Location: F41-44, SERVICING COMP, LH (311)
R802GP Hydraulic Engine 3 System B SOV Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
Location: F41-44, SERVICING COMP, RH (312) References: References:
Access: Servicing Compartment Door (MSD) Description: SDS 29-14-00 Description: SDS 29-14-00
References: Wiring Diagram: None Wiring Diagram: None
Description: SDS 29-12-00 Removal/Installation: TASK 29-14-29-900-801 Removal/Installation: TASK 29-14-17-900-801
Wiring Diagram: WD 26-21-00
Removal/Installation: TASK 29-12-05-900-801 2001GP GPU Hydraulic A Return Quick Disconnect 3601GP Hydraulic A Reservoir Accumulator
Location: F41-44, SERVICING COMP, LH (311) Location: Hydraulic A Reservoir (601GP)
803GP Hydraulic Engine 2 System C SOV Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
Location: F41-44, SERVICING COMP, LH (311) References: References:
Access: Servicing Compartment Door (MSD) Description: SDS 29-14-00 Description: SDS 29-14-00
References: Wiring Diagram: None Wiring Diagram: WD 29-31-00
Description: SDS 29-12-00 Removal/Installation: TASK 29-14-29-900-801 Removal/Installation: TASK 29-14-09-900-801
Wiring Diagram: WD 26-22-00
Removal/Installation: TASK 29-12-05-900-801 2002GP GPU Hydraulic B Return Quick Disconnect 3602GP Hydraulic B Reservoir Accumulator
Location: F41-44, SERVICING COMP, RH (312) Location: Hydraulic B Reservoir (602GP)
1401GP Hydraulic A Priority Valve Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
Location: F26-28, MLG WHEEL WELL, LH (153) References:
Access: MLG Main Door (733) References:
Description: SDS 29-14-00
References: Description: SDS 29-14-00 Wiring Diagram: WD 29-31-00
Description: SDS 29-12-00 Wiring Diagram: None Removal/Installation: TASK 29-14-09-900-801
Wiring Diagram: None Removal/Installation: TASK 29-14-29-900-801
Removal/Installation: TASK 29-12-01-900-801
29-43
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
PRIMARY HYDRAULIC POWER COMPONENT CHART
3603GP Hydraulic C Reservoir Accumulator R3811GP "HYDR PCB RH" Circuit Breaker L7101GP Hydraulic Pump A1 Pressure Line Quick Disconnect
Location: Hydraulic C Reservoir (603GP) Location: RH Front SPDB (R1000PM) Location: F36-39, ENGINE 1 PYLON (432)
Servicing Compartment Door Access: Cockpit Lateral Lining No.5 (222XZ) Access: Pylon Middle Lower Access Panel No.1 (432AB)
Access:
(MSD) References: References:
References: Description: It prevents damage to the power supply line of the Description: It allows the pressure line from the Hydraulic Pump
Description: SDS 29-14-00 HSCB (3801GP). A1 (R201GP) to be disconnected without hydraulic fluid loss.
Wiring Diagram: WD 29-31-00 Wiring Diagram: WD 29-21-00 Wiring Diagram: None
Removal/Installation: TASK 29-14-09-900-801 Removal/Installation: TASK 24-62-21-900-801 Removal/Installation: Not documented
3801GP HSCB 4001GP Hydraulic A Thermal Fuse M7101GP Hydraulic Pump C2 Pressure Line Quick Disconnect
F41-44, SERVICING COMP, LH Location: Hydraulic A Reservoir (601GP) Location: Hydraulic Pump C2 (203GP)
Location:
(311) Access: Servicing Compartment Door (MSD) Access: Engine 2 LH Cowling (455AL), Engine 2 RH
Access: Servicing Compartment Door (MSD) References: Cowling (454AR)
References: Description: SDS 29-12-00 References:
Description: SDS 29-11-00 Wiring Diagram: None Description: It allows the pressure line from the Hydraulic
Wiring Diagram: WD 29-31-00 Removal/Installation: TASK 29-12-09-900-801 Pump C2 (203GP) to be disconnected without hydraulic fluid
Removal/Installation: TASK 24-63-00-900-801 loss.
L7001GP Hydraulic Pump A1 Suction Line Quick Disconnect Wiring Diagram: None
3802GP Hydraulic B Thermal Fuse Location: F36-39, ENGINE 1 PYLON (432) Removal/Installation: TASK 29-11-09-900-801
Location: Hydraulic B Reservoir (602GP) Access: Pylon Middle Lower Access Panel No.1 (432AB)
R7101GP Hydraulic Pump A3 Pressure Line Quick Disconnect
Servicing Compartment Door References:
Access: Location: F36-39, ENGINE 3 PYLON (442)
(MSD) Description: It allows the suction line to the Hydraulic Pump
References: A1 (R201GP) to be disconnected without hydraulic fluid loss. Pylon Middle Lower Access Panel No.1
Access:
(442AB)
Description: SDS 29-12-00 Wiring Diagram: None
References:
Wiring Diagram: None Removal/Installation: Not documented
Description: It allows the pressure line from the Hydraulic
Removal/Installation: TASK 29-12-09-900-801
M7001GP Hydraulic Pump C2 Suction Line Quick Disconnect Pump A3 (L201GP) to be disconnected without hydraulic
fluid loss.
3803GP Hydraulic C Temperature Switch Location: Hydraulic Pump C2 (203GP)
Wiring Diagram: None
F41-44, SERVICING COMP, LH Engine 2 LH Cowling (455AL), Engine 2 RH
Location: Access: Removal/Installation: Not documented
(311) Cowling (454AR)
Servicing Compartment Door References: L7201GP Hydraulic Pump A1 Case Drain Line Quick Disconnect
Access:
(MSD) Description: It allows the suction line from the Hydraulic Location: F36-39, ENGINE 1 PYLON (432)
References: Pump C2 (203GP) to be disconnected without hydraulic fluid
Pylon Middle Lower Access Panel No.1
Description: SDS 29-11-00 loss. Access:
(432AB)
Wiring Diagram: WD 29-31-00 Wiring Diagram: None
References:
Removal/Installation: TASK 29-11-17-900-801 Removal/Installation: TASK 29-11-09-900-801
Description: It allows the case drain line from the
hydraulic pump A1 (R201GP) to be disconnected without
L3811GP "HYDR PCB LH" Circuit Breaker R7001GP Hydraulic Pump A3 Suction Line Quick Disconnect
hydraulic fluid loss.
Location: LH Front SPDB (L1000PM) Location: F36-39, ENGINE 3 PYLON (442)
Wiring Diagram: None
Access: Cockpit Lateral Lining No.5 (221XZ) Access: Pylon Middle Lower Access Panel No.1 (442AB)
Removal/Installation: Not documented
References: References:
Description: It allows the suction line to the Hydraulic Pump M7201GP Hydraulic Pump C2 Case Drain Line Quick Disconnect
Description: It prevents damage to the power supply line of
the HSCB (3801GP). A3 (L201GP) to be disconnected without hydraulic fluid loss. Location: Hydraulic Pump C2 (203GP)
Wiring Diagram: WD 29-21-00 Wiring Diagram: None Engine 2 LH Cowling (455AL), Engine 2 RH
Access:
Removal/Installation: Not documented Cowling (454AR)
Removal/Installation: TASK 24-62-21-900-801
References:
Description: It allows the case drain line from the
Hydraulic Pump C2 (203GP) to be disconnected without
hydraulic fluid loss.
Wiring Diagram: None
Removal/Installation: TASK 29-11-09-900-801
29-44
R0
R7201GP Hydraulic Pump A3 Case Drain Line Quick Disconnect M9500GP Hydraulic B Pressure-Relief Valve M9502GP Hydraulic B Pressure-Maintaining Valve
Location: F36-39, ENGINE 3 PYLON (442) Location: Hydraulic B Reservoir (602GP) Location: Hydraulic B Reservoir (602GP)
Access: Pylon Middle Lower Access Panel No.1 (442AB) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: It allows the case drain line from the Hydraulic Description: SDS 29-13-00 Description: SDS 29-14-00
Pump A3 (L201GP) to be disconnected without hydraulic fluid Wiring Diagram: None. Wiring Diagram: None.
loss. Removal/Installation: TASK 29-11-21-900-801 Removal/Installation: TASK 29-14-21-900-801
Wiring Diagram: None
Removal/Installation: Not documented R9500GP Hydraulic C Pressure-Relief Valve R9502GP Hydraulic C Pressure-Maintaining Valve
Location: Hydraulic C Reservoir (603GP) Location: Hydraulic C Reservoir (603GP)
8202GP Hydraulic Pump B3 Case Drain Line Quick Disconnect Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
Location: F36-39, ENGINE 3 PYLON (442) References: References:
Access: Pylon Middle Lower Access Panel No.1 (442AB) Description: SDS 29-13-00 Description: SDS 29-11-00
References: Wiring Diagram: None. Wiring Diagram: None.
Description: It allows the case drain line from the Hydraulic Removal/Installation: TASK 29-11-21-900-801 Removal/Installation: TASK 29-14-21-900-801
Pump B3 (R202GP) to be disconnected without hydraulic fluid
loss. L9501GP Hydraulic A Bleed/Pressure-Relief Valve L9503GP Hydraulic A Pressure Line Deltap Indicator
Wiring Diagram: None. Location: Hydraulic A Reservoir (601GP) Location: Hydraulic A Filter Manifold (401GP)
Removal/Installation: Not documented. Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References:
8302GP Hydraulic Pump B3 Pressure Line Quick Disconnect
Description: SDS 29-14-00 Description: SDS 29-30-00
Location: F36-39, ENGINE 3 PYLON (442)
Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Access: Pylon Middle Lower Access Panel No.1 (442AB)
Removal/Installation: TASK 29-14-25-900-801 Removal/Installation: TASK 29-13-17-900-801
References:
Description: It allows the pressure line from the Hydraulic M9501GP Hydraulic B Bleed/Pressure-Relief Valve M9503GP Hydraulic B Pressure Line Deltap Indicator
Pump B3 (R202GP) to be disconnected without hydraulic fluid Location: Hydraulic B Reservoir (602GP) Location: Hydraulic B Filter Manifold (402GP)
loss. Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
Wiring Diagram: None. References: References:
Removal/Installation: Not documented. Description: SDS 29-14-00. Description: SDS 29-30-00
Wiring Diagram: None. Wiring Diagram: WD 29-31-00
8902GP Hydraulic Pump B3 Suction Line Quick Disconnect
Removal/Installation: TASK 29-14-25-900-801 Removal/Installation: TASK 29-13-17-900-801
Location: F36-39, ENGINE 3 PYLON (442)
Access: Pylon Middle Lower Access Panel No.1 (442AB) R9501GP Hydraulic C Bleed/Pressure-Relief Valve R9503GP Hydraulic C Pressure Line Deltap Indicator
References: Location: Hydraulic C Reservoir (603GP) Location: Hydraulic C Filter Manifold (403GP)
Description: It allows the suction line to the Hydraulic Pump Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
B3 (R202GP) to be disconnected without hydraulic fluid loss. References: References:
Wiring Diagram: None. Description: SDS 29-14-00 Description: SDS 29-30-00
Removal/Installation: Not documented. Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-14-25-900-801 Removal/Installation: TASK 29-13-17-900-801
L9500GP Hydraulic A Pressure-Relief Valve L9502GP Hydraulic A Pressure-Maintaining Valve L9504GP Hydraulic A Return Line Deltap Indicator
Location: Hydraulic A Reservoir (601GP) Location: Hydraulic A Reservoir (601GP) Location: Hydraulic A Filter Manifold (401GP)
Servicing Compartment Door Access: Servicing Compartment Door (MSD)
Access: Access: Servicing Compartment Door (MSD)
(MSD)
References: References:
References:
Description: SDS 29-14-00 Description: SDS 29-30-00
Description: SDS 29-13-00
Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Wiring Diagram: None.
Removal/Installation: TASK 29-14-21-900-801 Removal/Installation: TASK 29-13-17-900-801
Removal/Installation: TASK 29-11-21-900-801
29-45
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
PRIMARY HYDRAULIC POWER COMPONENT CHART
R9504GP Hydraulic C Return Line Deltap Indicator L9507GP Hydraulic Pump A1 Attenuator M9509GP Hydraulic B Temperature Switch
Location: Hydraulic C Filter Manifold (403GP) Location: Hydraulic Pump A1 (R201GP) Location: F41-44, SERVICING COMP, RH (312)
Access: Servicing Compartment Door (MSD) Access: Engine 1 Lower Cowling (413AB) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-30-00 Description: SDS 29-11-00 Description: SDS 29-11-00
Wiring Diagram: Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-13-17-900-801 Removal/Installation: TASK 29-11-05-900-801 Removal/Installation: TASK 29-11-17-900-801
L9505GP Hydraulic A1 Case Drain Line Deltap Indicator M9507GP Hydraulic Pump B3 Attenuator L9510GP Hydraulic A1 Case Drain Filter Element
Location: Hydraulic A Filter Manifold (401GP) Location: Hydraulic Pump B3 (R202gp) Location: Hydraulic A Filter Manifold (401GP)
Access: Servicing Compartment Door (MSD) Access: Engine 3 Lower Cowling (423AB) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-30-00 Description: SDS 29-11-00 Description: SDS 29-13-00
Wiring Diagram: WD 29-31-00 Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-13-17-900-801 Removal/Installation: TASK 29-11-05-900-801 Removal/Installation: TASK 29-13-09-960-801
M9505GP Hydraulic B3 Case Drain Line Deltap Indicator R9507GP Hydraulic Pump C2 Attenuator M9510GP Hydraulic B3 Case Drain Filter Element
Location: Hydraulic B Filter Manifold (402GP) Location: Hydraulic Pump C2 (203GP) Location: Hydraulic B Filter Manifold (402GP)
Access: Servicing Compartment Door (MSD) Engine 2 RH Cowling (454AR), Engine 2 LH Access: Servicing Compartment Door (MSD)
Access:
References: Cowling (455AL) References:
Description: SDS 29-30-00 References: Description: SDS 29-13-00
Wiring Diagram: WD 29-31-00 Description: SDS 29-11-00 Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-13-17-900-801 Wiring Diagram: None. Removal/Installation: TASK 29-13-09-960-801
Removal/Installation: TASK 29-11-05-900-801
L9506GP Hydraulic A3 Case Drain Line Deltap Indicator R9510GP Hydraulic C2 Case Drain Filter Element
Location: Hydraulic A Filter Manifold (401GP) L9508GP Hydraulic Pump A3 Attenuator Location: Hydraulic C Filter Manifold (403GP)
Access: Servicing Compartment Door (MSD) Location: Hydraulic Pump A3 (L201GP) Access: Servicing Compartment Door (MSD)
References: Access: Engine 3 Lower Cowling (423AB) References:
Description: SDS 29-30-00 References: Description: SDS 29-13-00
Wiring Diagram: WD 29-31-00 Description: SDS 29-11-00 Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-13-17-900-801 Wiring Diagram: None. Removal/Installation: TASK 29-13-09-960-801
Removal/Installation: TASK 29-11-05-900-801
M9506GP Hydraulic B2 Case Drain Line Deltap Indicator L9511GP Hydraulic A Pressure Filter Element
Location: Hydraulic B Filter Manifold (402GP) M9508GP Hydraulic Pump B2 Location: Hydraulic A Filter Manifold (401GP)
Access: Servicing Compartment Door (MSD) Attenuator
Access: Servicing Compartment Door (MSD)
References: Location: Hydraulic Pump B2 (M202GP)
References:
Description: SDS 29-30-00 Engine 2 RH Cowling (454AR), Engine 2 LH
Access: Description: SDS 29-13-00
Cowling (455AL)
Wiring Diagram: WD 29-31-00 Wiring Diagram: WD 29-31-00
References:
Removal/Installation: TASK 29-13-17-900-801 Removal/Installation: TASK 29-13-09-960-801
Description: SDS 29-11-00
R9506GP Hydraulic C2 Case Drain Line Deltap Indicator Wiring Diagram: None. M9511GP Hydraulic B Pressure Filter Element
Location: Hydraulic C Filter Manifold (403GP) Removal/Installation: TASK 29-11-05-900-801
Location: Hydraulic B Filter Manifold (402GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
L9509GP Hydraulic A Temperature Switch
References: References:
Location: F41-44, SERVICING COMP, LH (311)
Description: SDS 29-30-00 Description: SDS 29-13-00
Access: Servicing Compartment Door (MSD)
Wiring Diagram: WD 29-31-00 Wiring Diagram: WD 29-31-00
References:
Removal/Installation: TASK 29-13-17-900-801 Removal/Installation: TASK 29-13-09-960-801
Description: SDS 29-11-00
Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-11-17-900-801
29-46
R0
R9511GP Hydraulic C Pressure Filter Element R9513GP Hydraulic C Pump Check Valve L9517GP Hydraulic A Ground Filling Check Valve
Location: Hydraulic C Filter Manifold (403GP) Location: F41-44, SERVICING COMP, LH (311) Location: Hydraulic A Filter Manifold (401GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-13-00 Description: SDS 29-13-00 Description: SDS 29-13-00
Wiring Diagram: WD 29-31-00 Wiring Diagram: None. Wiring Diagram: None.
Removal/Installation: TASK 29-13-09-960-801 Removal/Installation: Not documented Removal/Installation: TASK 29-13-13-900-801
L9512GP Hydraulic A Return Filter Element L9514GP Hydraulic Pump A3 Check Valve M9517GP Hydraulic B Ground Filling Check Valve
Location: Hydraulic A Filter Manifold (401GP) Location: F41-44, SERVICING COMP, LH (311) Location: Hydraulic B Filter Manifold (402GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-13-00 Description: SDS 29-13-00 Description: SDS 29-13-00
Wiring Diagram: WD 29-31-00 Wiring Diagram: None. Wiring Diagram: None.
Removal/Installation: TASK 29-13-09-960-801 Removal/Installation: Not documented Removal/Installation: TASK 29-13-13-900-801
M9512GP Hydraulic B Return Filter Element M9514GP Hydraulic Pump B2 Check Valve R9517GP Hydraulic C Ground Filling Check Valve
Location: Hydraulic B Filter Manifold (402GP) Location: F41-44, SERVICING COMP, RH (312) Location: Hydraulic C Filter Manifold (403GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-13-00 Description: SDS 29-13-00 Description: SDS 29-13-00
Wiring Diagram: WD 29-31-00 Wiring Diagram: None. Wiring Diagram: None.
Removal/Installation: TASK 29-13-09-960-801 Removal/Installation: Not documented Removal/Installation: TASK 29-13-13-900-801
R9512GP Hydraulic C Return Filter Element L9516GP Hydraulic A Reservoir Check Valve L9518GP Hydraulic Pump A1 Pressure Switch
Location: Hydraulic C Filter Manifold (403GP) Location: Hydraulic A Reservoir (601GP) Location: Hydraulic A Filter Manifold (401GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-13-00 Description: SDS 29-14-00 Description: SDS 29-30-00
Wiring Diagram: WD 29-31-00 Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-13-09-960-801 Removal/Installation: TASK 29-14-13-900-801 Removal/Installation: TASK 29-11-25-900-801
L9513GP Hydraulic Pump A1 Check Valve M9516GP Hydraulic B Reservoir Check Valve M9518GP Hydraulic Pump B3 Pressure Switch
Location: F41-44, SERVICING COMP, LH (311) Location: Hydraulic B Reservoir (602GP) Location: Hydraulic B Filter Manifold (402GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-13-00 Description: SDS 29-14-00 Description: SDS 29-30-00
Wiring Diagram: None. Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Removal/Installation: Not documented Removal/Installation: TASK 29-14-13-900-801 Removal/Installation: TASK 29-11-25-900-801
M9513GP Hydraulic Pump B3 Check Valve R9516GP Hydraulic C Reservoir Check Valve R9518GP Hydraulic Pump C2 Pressure Switch
Location: F41-44, SERVICING COMP, RH (312) Location: Hydraulic C Reservoir (603GP) Location: Hydraulic C Filter Manifold (403GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 29-13-00 Description: SDS 29-14-00 Description: SDS 29-30-00
Wiring Diagram: None. Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Removal/Installation: Not documented Removal/Installation: TASK 29-14-13-900-801 Removal/Installation: TASK 29-11-25-900-801
29-47
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
PRIMARY HYDRAULIC POWER COMPONENT CHART
M9519GP Hydraulic Pump B2 Pressure Switch M9533GP Suction Line Of The Hydraulic Pump C2 M9543GP Pressure Line Of The Hydraulic Pump C2
Location: Hydraulic B Filter Manifold (402GP) Location: ENGINE 2 (451) Location: ENGINE 2 (451)
Access: Servicing Compartment Door (MSD) Engine 2 RH Cowling (454AR)Engine 2 LH Engine 2 RH Cowling (454AR)Engine 2 LH
Access: Access:
References: Cowling (455AL) Cowling (455AL)
Description: SDS 29-30-00 References: References:
Wiring Diagram: WD 29-31-00 Description: It is the hydraulic fluid supply line from the Hydraulic Description: It is the pressurized hydraulic fluid line to the
Removal/Installation: TASK 29-11-25-900-801 C Reservoir (603GP) to the Hydraulic Pump C2 (203GP). Hydraulic System B from the Hydraulic Pump C2 (203GP).
Wiring Diagram: None. Wiring Diagram: None.
L9531GP Suction Line Of The Hydraulic Pump A3 Removal/Installation: Not documented. Removal/Installation: Not documented.
Location
ENGINE 3 (422) L9541GP Pressure Line Of The Hydraulic Pump A3 L9551GP Case Drain Line Of The Hydraulic Pump A3
:
Access: Engine 3 Lower Cowling (423AB) Location: ENGINE 3 (422) Location: ENGINE 3 (422)
References: Access: Engine 3 Lower Cowling (423AB) Access: Engine 3 Lower Cowling (423AB)
Description: It is the hydraulic fluid supply line from the References: References:
Hydraulic A Reservoir (601GP) to the Hydraulic Pump A3 Description: It is the pressurized hydraulic fluid line to The Description: It returns the hydraulic fluid from the
(L201GP). Hydraulic System A from the Hydraulic Pump A3 (L201GP). Hydraulic Pump A1 (R201GP) case drain to the
Wiring Diagram: None. Wiring Diagram: None. Hydraulic A Reservoir (601GP).
Removal/Installation: Not documented. Removal/Installation: Not documented. Wiring Diagram: None.
Removal/Installation: Not documented.
R9531GP Suction Line Of The Hydraulic Pump A1 R9541GP Pressure Line Of The Hydraulic Pump A1 R9551GP Case Drain Line Of The Hydraulic Pump A1
Location: ENGINE 1 (412) Location: ENGINE 1 (412) Location: ENGINE 1 (412)
Access: Engine 1 Lower Cowling (413AB) Access: Engine 1 Lower Cowling (413AB) Access: Engine 1 Lower Cowling (413AB)
References: References: References:
Description: It is the hydraulic fluid supply line from Description: It is the pressurized hydraulic fluid line to the Description: It returns the hydraulic fluid from the
the Hydraulic A Reservoir (601GP) to the Hydraulic Hydraulic System A from the Hydraulic Pump A1 (R201GP). Hydraulic Pump A3 (L201GP) case drain to the
Pump A1 (R201GP). Wiring Diagram: None. Hydraulic A Reservoir (601GP).
Wiring Diagram: None. Removal/Installation: Not documented. Wiring Diagram: None.
Removal/Installation: Not documented. Removal/Installation: Not documented.
M9542GP Pressure Line Of The Hydraulic Pump B2
M9532GP Suction Line Of The Hydraulic Pump B2 Location: ENGINE 2 (451) M9552GP Case Drain Line Of The Hydraulic Pump B2
Location: ENGINE 2 (451) Engine 2 RH Cowling (454AR)Engine 2 LH Location: ENGINE 2 (451)
Access:
engine 2 RH Cowling (454AR)Engine 2 LH Cowling (455AL) Engine 2 RH Cowling (454AR)Engine 2 LH
Access: Access:
Cowling (455AL) References: Cowling (455AL)
References: Description: It is the pressurized hydraulic fluid line to the References:
Description: It is the hydraulic fluid supply line from the Hydraulic System B from the Hydraulic Pump B2 (M202GP). Description: It returns the hydraulic fluid from the Hydraulic
Hydraulic B Reservoir (602GP) to the Hydraulic Pump B2 Wiring Diagram: None. Pump B2 (M202GP) case drain to the Hydraulic B Reservoir
(M202GP). Removal/Installation: Not documented. (602GP).
Wiring Diagram: None. Wiring Diagram: None.
Removal/Installation: Not documented. R9542GP Pressure Line Of The Hydraulic Pump B3 Removal/Installation: Not documented.
Location: ENGINE 3 (422)
R9532GP Suction Line Of The Hydraulic Pump B3 Access: Engine 3 Lower Cowling (423AB) R9552GP Case Drain Line Of The Hydraulic Pump B3
Location: ENGINE 3 (422) References: Location: ENGINE 3 (422)
Access: Engine 3 Lower Cowling (423AB) Description: It is the pressurized hydraulic fluid line to Access: Engine 3 Lower Cowling (423AB)
References: the Hydraulic System B from the Hydraulic Pump B3 References:
Description: It is the hydraulic fluid supply line from the (R202GP). Description: It returns the hydraulic fluid from the
Hydraulic B Reservoir (602GP) to the Hydraulic Pump Wiring Diagram: None. Hydraulic Pump B3 (R202GP) case drain to the Hydraulic B
B3 (R202GP). Removal/Installation: Not documented. Reservoir (602GP).
Wiring Diagram: None. Wiring Diagram: None.
Removal/Installation: Not documented. Removal/Installation: Not documented.
29-48
R0
M9553GP Case Drain Line Of The Hydraulic Pump C2 NOTES:
Location: ENGINE 2 (451)
Engine 2 RH Cowling (454AR)Engine 2 LH
Access:
Cowling (455AL)
References:
Description: It returns the hydraulic fluid from the Hydraulic
Pump C2 (203GP) case drain to the Hydraulic C Reservoir
(603GP).
Wiring Diagram: None.
Removal/Installation: Not documented.
L9600GP Hydraulic A3 Case Drain Filter Element
Locati
Hydraulic A Filter Manifold (401GP)
on:
Acces
Servicing Compartment Door (MSD)
s:
References:
Description: SDS 29-13-00
Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-13-09-960-801
M9600GP Hydraulic B2 Case Drain Filter Element
Location: Hydraulic B Filter Manifold (402GP)
Access: Servicing Compartment Door (MSD)
References:
Description: SDS 29-13-00
Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-13-09-960-801
29-49
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
AUXILIARY HYDRAULIC POWER COMPONENT CHART INDICATING COMPONENT CHART
1002GP Hydraulic Backup Pump L9521GP Hydraulic A Pressure Transducer
Location: F41-44, SERVICING COMP, RH (312) Location: Hydraulic A Filter Manifold (401GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References:
Description: SDS 29-20-00 Description: SDS 29-30-00
Wiring Diagram: WD 29-21-00 Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-20-01-900-801 Removal/Installation: TASK 29-30-05-900-801
1202GP Hydraulic Backup Pump Selector Valve M9521GP Hydraulic B Pressure Transducer
Location: F41-44, SERVICING COMP, LH (311) Location: Hydraulic B Filter Manifold (402GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References:
Description: SDS 29-20-00 Description: SDS 29-30-00
Wiring Diagram: WD 29-21-00 Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-20-05-900-801 Removal/Installation: TASK 29-30-05-900-801
L9515GP Hydraulic A Backup Pump Check Valve R9521GP Hydraulic C Pressure Transducer
Location: F41-44, SERVICING COMP, LH (311) Location: Hydraulic C Filter Manifold (403GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References:
Description: SDS 29-20-00 Description: SDS 29-30-00
Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Removal/Installation: Not documented Removal/Installation: TASK 29-30-05-900-801
M9515GP Hydraulic B Backup Pump Check Valve L9522GP Hydraulic A Temperature Transducer
Location: F41-44, SERVICING COMP, RH (312) Location: Hydraulic A Reservoir (601GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References:
Description: SDS 29-20-00 Description: SDS 29-30-00
Wiring Diagram: None. Wiring Diagram: WD 29-31-00
Removal/Installation: Not documented Removal/Installation: TASK 29-30-01-900-801
9520GP Hydraulic Backup Pump Pressure Switch M9522GP Hydraulic B Temperature Transducer
Location: Hydraulic B Filter Manifold (402GP) Location: Hydraulic B Reservoir (602GP)
Access: Servicing Compartment Door (MSD) Access: Servicing Compartment Door (MSD)
References: References:
Description: SDS 29-30-00 Description: SDS 29-30-00
Wiring Diagram: WD 29-31-00 Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-11-25-900-801 Removal/Installation: TASK 29-30-01-900-801
R9522GP Hydraulic C Temperature Transducer
Location: Hydraulic C Reservoir (603GP)
Access: Servicing Compartment Door (MSD)
References:
Description: SDS 29-30-00
Wiring Diagram: WD 29-31-00
Removal/Installation: TASK 29-30-01-900-801
29-50
R0
NOTES: NOTES:
29-51
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
29-52
R0
TABLE OF CONTENTS
Ice and Rain Protection ............................................................................................ 30-3
Ice Detection System ............................................................................................... 30-5
Ice Detection System Component Chart .................................................................. 30-9
Wing Anti-Icing ......................................................................................................... 30-11
Wing Anti-Ice Component Chart .............................................................................. 30-24
Engine Air Intake Anti-Icing ...................................................................................... 30-27
Engine Air Intake Anti-Icing Component Chart ........................................................ 30-34
S-Duct Anti-Icing ...................................................................................................... 30-37
S-Duct Anti-Icing Component Chart ......................................................................... 30-46
Smart Probe Anti-Icing ............................................................................................. 30-49
Smart Probe Anti-Icing Component Chart................................................................ 30-54
ATA 30 Protection of the Windshields ................................................................................... 30-57
Windshield De-icing System..................................................................................... 30-57
Windshield Rain Repellent System .......................................................................... 30-67
ICE AND RAIN Windshield Rain Protection by Dry-Coat .................................................................. 30-71
Protection of the Windshields Component Chart ..................................................... 30-72
Water Lines .............................................................................................................. 30-75
PROTECTION Water Lines Component Chart ................................................................................. 30-80
Brake Heating (A/C with M-OPT 11) ........................................................................ 30-83
Brake Heating Component Chart ............................................................................. 30-84
Maintenance Considerations .................................................................................... 30-87
Wiring Diagrams
Ice Detector .............................................................................................................. 30-8
Wing Anti-Ice ............................................................................................................ 30-22
Engine Anti-Ice ......................................................................................................... 30-32
S-Ducting Anti-Icing.................................................................................................. 30-44
Probe Heating Smart Probe TAT ............................................................................. 30-52
Windshield De-icing Power Supply and Command ................................................. 30-64
Controls – Windshields............................................................................................. 30-65
Water System WSCU Power, Heaters ..................................................................... 30-78
30-1
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 1
Pneumatic Anti-Ice
30-2
R0
ICE AND RAIN PROTECTION
Overview Ice Detector System
The aircraft is equipped with two anti-icing systems: The ice detector system includes two ice detectors (L101DD) / (R101DD), symmetrically mounted on the forward
fuselage. It detects all types of natural in-flight icing conditions and provides an ice signal to the crew through the avionics
− Pneumatic system that uses hot air bled from the engines, to protect when ice accretion on the ice detector probe reaches a predetermined threshold.
• Wing Leading Edge Slats
• Engine Air Intakes
NOTES:
• S-Duct
− Electrical system that uses heating resistors, to protect
− Smart Probe
− Cockpit Windshields
− Water Lines
Engine No 1 and No 3 systems provide anti-icing for cold air unit. As an option, it can also heat the brake units. The
aircraft also includes an ice detection system and a rain protection system that follow:
− Ice detection system provides the crew with a real-time indication concerning the presence of icing conditions
− Rain protection system allows sufficient visibility front windshields in rainy condition
The ice and rain protection system includes the sub-systems that follow:
Wing Leading Edge Slats Anti-Icing System
It is designed to avoid the formation of ice on the wing inboard and outboard leading edge slats using HP/LP hot air
coming from the three engines through the wing anti-ice temperature control valve (R201DL).
Engine Air Intake Anti-Icing System
It is designed to avoid the formation of ice on engine air intakes. The air intake anti-icing systems of all three engines are
fully independent. They are supplied with HP air bled from the corresponding engine.
S-Duct Anti-Icing System
The S-Duct anti-icing system uses a valve, temperature sensors and a pressure sensor to monitor and control the hot
bleed air supplied to the S-Duct.
Smart Probe Anti-Icing System
The smart probe anti-icing system includes:
− Multi Function Probes (MFP)
− Air Data Computer (ADC)
The MFP contains the pneumatic ports necessary to supply total, static and angle attack pressures to the ADC pressure
sensors. The MFP gives the local pressure by the ADC sensors to calculate true pitot pressure, correct static pressure
and aircraft AOA.
Protection of the Windshields
The cockpit windshields are electrically heated by a network of heating elements incorporated into the transparent panes.
The cockpit windshields includes a rain repellent system. This system is used to improve the visibility through the pilot's
windshields in rainy or in dew condition. The four windshields are covered by a Dry Coat coating. The Dry Coat is used to
maintain a clear vision under rain during on ground or in flight operations.
Water Lines
The water system installed on the aircraft features electrically anti-iced components, in particular the water drain pipes
located in non-pressurized area and the drain masts located under the fuselage. They are equipped with a heating
element wrapped over the pipe length under the lagging.
30-3
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
RH Ice Detector
Figure 2
Ice Detector Interface
30-4
R0
ICE DETECTION SYSTEM
Overview
The ice detection system:
− Supplies the ice detection
− Supplies the health status of the ice detectors
− Supplies the Initiated Built-in Test (IBIT) function for the ice detectors
It sends the data to the EASy avionics system for the display of the related indication in the cockpit. The ice detection
system includes two ice detectors.
This system is "Primary Manual ", which means:
− The crew is to rely on the ice detection warning provided by the ice detectors
− When the warning is triggered, the crew must manually switch on the anti-icing systems
NOTE: After an Ice Detector failure, the system become “Advisory” which means the crew is to use Visual Cues
(visible moisture) and temperature.
Components
Ice Detector
The ice detector consists of a vibrating sensing element (probe) incorporated with a supporting strut that is exposed to the
airstream. The primary purpose of the strut is to extend the probe far enough into the airstream to allow droplets to
impinge on the sensing probe. As ice accumulates on the sensing element, ice accretion is detected by a change in the
sensing element’s resonant frequency.
The electronics primarily consist of a microcontroller with embedded software, signal conditioning and power supply
hardware. The microcontroller calculates the sensor frequency, controls heater functions, regulates output signals, and
performs the various built-in-test (BIT) functions. The internal software controls two discrete output signals that interface
with the aircraft avionics in a manner suitable for display of any icing conditions encountered or failures for manual
activation by the crew of aircraft ice protection systems. The ice detector also incorporates built-in test (BIT) with remote
press-to-test (PTT) capability.
Figure 3
Ice Detector Sensing Probe
30-5
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 4 Figure 5
Ice Detector ADI Indications Ice Detector Test Soft Key
30-6
R0
ICE DETECTION SYSTEM (CONTINUED)
Components (Continued) CAS Messages
Cockpit Controls and Indicating Systems
Cruise
Land
Park
Taxi
ADI Window
TO
MESSAGE DESCRIPTION
The ICE signal shows that the Ice Detection System has sensed ice. The signal from one of the two ice detectors is
sufficient to indicate ICE to the crew.
Caution (Amber) CAS Messages
ADI Displayed ICE Indications Logic A/I: ICE DETECTED 1 The L/H ice detector has sensed the ice. A - A - A
A/I: ICE DETECTED 2 The R/H ice detector has sensed the ice. A - A - A
ADI
Cruise
DESIGNATION
Land
Park
INDICATION A/I: ICE DETECT 1 FAIL The L/H ice detector has sensed a failure.
Taxi
A A A - -
T/O
A/I: ICE DETECT 2 FAIL The R/H ice detector has sensed a failure. A A A - -
ICE One or two ice detectors sense the ice. A - A - A
Advisory (White) CAS Messages
One or two ice detectors sense the ice and the wing and the engine W - W - W
ICE air inlet anti-ice system is started. A/I: ICE DETECTED 1 The L/H ice detector has sensed the ice.
(when the wing and the running W - W - W
The transition from ICE to no ice when the wing or engine air inlet W - W - W engines anti-ice are ON)
anti-ice system is started. After flashing for 5 seconds, the ICE
ICE indicator goes OFF when the anti-ice systems are turned OFF. A/I: ICE DETECTED 2 The R/H ice detector has sensed the ice.
Flashing for 5 seconds (when the wing and the running W - W - W
engines anti-ice are ON)
Test Page
Push the "ICE" soft key to start the IBIT of the two ice detectors. Push the “ICE” soft key to start the IBIT of the two ice NOTE: When both Ice Detectors detect ice, the CAS message is ICE 1+2 and when both Ice Detectors are failed,
detectors. the CAS message is ICE DETECTION 1+2 FAIL.
Initiated Built-in Tests Aural Warnings
The "ICE" soft key from the "TEST" page starts the test of the two ice detectors.
AURAL INHIBITED
LEVEL DESCRIPTION
WARNINGS DURING
When started, a test command is sent from the avionics to the LH ice detector (L101DD) and the RH ice detector
(R101DD). It grounds the Press-To-Test (PTT) input to both ice detectors at the same time. Hold the input to ground for a Any Ice Detector is indicating the presence of ice AND the wing or
minimum of 0.4 seconds to start the IBIT. The flight crew knows when to release the soft key when an ICE annunciation is cowl anti-ice system is off. This warning is also temporarily activated
"ICE" N/A Takeoff during the Ice Detector Press-to-Test Initiated BIT.
shown
Silence able by pushing on the “HORN SILENT” push button.
The IBIT can toggle the outputs. The IBIT does the same tests given for the PBIT. The IBIT supplies an indication for the
crew to remove the ice detector failures ("A/I: ICE DETECT 1 FAIL" or "A/I: ICE DETECT 2 FAIL") by not cycling the ice
detector power to operate the PBIT.
If the PTT soft key is pushed for longer than 7 seconds, the ICE Signal stays active until the PTT is released (maximum
1 minute). If the PTT soft key is held for more than 1 minute, the ice detectors will exit IBIT and go into the usual
operation. Subsequent PTT commands are prevented until the ice detector power is operated OFF and then back ON.
The IBIT function is available on the ground or in flight. The only time that the ice detectors prevent the PTT command is
at the start period after power on (approximately 7 seconds). The ice detectors also prevent the PTT command when one
or the other ICE Signal is ON.
30-7
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Legend
82J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR
77J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR
4401FY GENERIC I/O 4 MODULE
4301FY GENERIC I/O 3 MODULE
4201FY GENERIC I/O 2 MODULE
4101FY GENERIC I/O 1 MODULE
R101DD RH ICE DETECTOR
L101DD LH ICE DETECTOR
R1000PM RH FRONT SPDB
L1000PM LH FRONT SPDB
Figure 7
Ice Detector Strut and Probe Assembly
Figure 6 Figure 8
Ice Detector Typical Icing Cycle
30-8
R0
ICE DETECTION SYSTEM (CONTINUED)
Operation Continuous Built-In Test (CBIT)
Ice Accretion Measurement The ice detector will incorporate a CBIT function. The CBIT verifies that the probe/oscillator frequency is within specific
bounds, the heater is in the correct on/off state, and the STATUS SIGNAL output and the ICE SIGNAL outputs are in the
The Ice Detector uses a sensing element (probe), which is driven to vibrate at its mechanical resonance by an oscillator
correct on/off states. The CBIT will continuously update the STATUS SIGNAL output.
circuit. The presence of ice on the sensing element increases the effective mass of the sensing element, which is
detected by a shift in the measured resonant frequency. When a predetermined shift of the frequency is detected on the
probe, the ice detector is designed to activate the ICE SIGNAL outputs. This shift corresponds to an ice thickness of
approximately 0.020-inch (0.5mm), depending on the actual icing conditions (i.e. temperature, Liquid Water Content
(LWC), airspeed, etc.).
ICE DETECTION SYSTEM COMPONENT CHART
Standard Ice Cycle L101DD LH Ice Detector
An icing cycle consists of ice accumulation, deicing, and cool down of the probe (reference figure above Typical Icing Location: F1-8, OVER COCKPIT FLOOR, LH (221)
Cycle). When the threshold of approximately 0.020-inch of ice has accreted on the probe, the ICE SIGNAL outputs are References:
activated and the probe heater is turned “ON”. The ICE SIGNAL outputs will remain active for approximately 60 seconds.
Description: SDS 30-80-00.
Once the ice accumulation de-bonds from the sensing element, the heater remains active for 5 seconds to allow the ice to
be shed from the probe. The sensing element cools until it begins to accrete ice, starting a new icing cycle. The ice Wiring Diagram: WD 30-81-00.
signals will deactivate when no additional ice is detected within the active 60 second time period. Removal/Installation: TASK 30-80-01-900-801.
R101DD RH Ice Detector
Ice Detector Outputs and Inputs
Location: F1-8, OVER COCKPIT FLOOR, RH (222)
The outputs to the MAU’s from each ice detector are ICE SIGNAL #1, ICE SIGNAL #2 and the STATUS SIGNAL. All
outputs are protected against lightning transients and are filtered to reduce the effects of EMI. Initiated BIT of the ice References:
detector can be performed by the flight crew through the PTT input. Description: SDS 30-80-00.
Wiring Diagram: WD 30-81-00.
ICE SIGNAL Output Removal/Installation: TASK 30-80-01-900-801.
When the ice detector has detected the presence of ice, the ICE SIGNAL outputs remains active for a duration of 60 (+/-
L111DD "LH ICE DETECTOR" Circuit Breaker
10) seconds, for each icing cycle. The ice detector’s ICE SIGNAL #1 output is also used to indicate a failure if the
STATUS SIGNAL output is inoperative. Location: LH Front SPDB (L1000PM)
Access: Cockpit Lateral Lining No.5 (221XZ)
STATUS SIGNAL Output References:
When the ice detector is functioning properly (no failures detected) the STATUS SIGNAL output is in the active Description: It energizes the LH Ice Detector (L101DD).
(GROUND) state. Whenever a failure is detected the STATUS SIGNAL is set to the inactive (OPEN) state and the ICE Wiring Diagram: WD 30-81-00.
SIGNAL outputs are deactivated to avoid false indications. The ICE SIGNAL #1 output is used as a backup failure Removal/Installation: TASK 24-62-13-900-801.
indication if the STATUS SIGNAL output is unable to annunciate a failure condition, minimizing the probability of having
an un-annunciated fault condition. If power is not supplied to the ice detector, the STATUS SIGNAL is deactivated. R111DD "RH ICE DETECTOR" Circuit Breaker
Location: RH Front SPDB (R1000PM)
PRESS TO TEST Input Access: Cockpit Lateral Lining No.5 (222XZ)
The Press To Test (PTT) input is designed to initiate an ice detector Initiated Built-In Test. It allows the flight crew to force References:
the ice detector to perform a power-up built-in test. This feature provides the flight crew the capability to confirm if a fault is Description: It energizes the RH Ice Detector (R101DD).
present or has been cleared.
Wiring Diagram: WD 30-81-00.
Removal/Installation: TASK 24-62-13-900-801.
Probe and Strut De-icing
As ice accumulates on the sensing element, the ice detector is designed to activate (turn on) the heaters. Once the
heaters are activated, the probe and strut heat up to de-bond the ice accumulation that allows the airflow to shed the ice.
The probe will cool as the heater is turned off and the ice detector is ready for the next accumulation of ice. If the ice
detector enters an icing environment, accumulates ice, and then exits the icing environment before the icing signal
threshold is reached, the ice remains on the sensor until ambient conditions remove the ice.
Built-In Test (BIT) – Failure Monitors
Power-Up Built-In Test (PBIT)
The ice detector will incorporate a PBIT function during cold start of the ice detector. The PBIT verifies the operation of the
heater output signals, the two ICE SIGNAL outputs, the STATUS SIGNAL, and the BIT failure monitors. The PBIT also
performs a memory check of all RAM, ROM, and NOVRAM designed into the ice detector. Unlike the IBIT, the PBIT
cannot verify that some type of Crew Alerting System has received an ICE SIGNAL output.
30-9
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 9
Pneumatic Anti-Ice
30-10
R0
WING ANTI-ICING
NOTES:
Overview
The wing anti-icing system uses a temperature control valve, temperature sensors, pressure sensors and pressure
switches to monitor and control the hot bleed air supplied to the left and right wings. The primary components of the wing
anti-icing system are:
− Wing Anti-Ice Temperature Control Valve (R201DL)
− LH Wing Anti-Ice Pressure Sensor (L401DL)
− RH Wing Anti-Ice Pressure Sensor (R401DL)
− LH Wing Anti-Ice Temperature Sensor (L601DL)
− RH Wing Anti-Ice Temperature Sensor (R601DL)
− LH Wing Anti-Icing Pressure Switch (L801DL)
− RH Wing Anti-Icing Pressure Switch (R801DL)
The temperature and pressure in the wing anti-icing system is controlled by modulation of the wing anti-ice temperature
control valve (R201DL).
The AMSAC (1003HN) controls the wing anti-ice temperature control valve (R201DL) to supply bleed air for left wing and
right wing anti-icing.
The pressure in the wing anti-icing system is monitored by the AMSAC (1003HN) through two pressure sensors. The
pressure sensors used are the LH wing anti-ice pressure sensor (L401DL) and the RH wing anti-ice pressure sensor
(R401DL).
Hot air leaks in the wing anti-icing system is sensed by two pressure switches, the LH wing anti-icing pressure switch
(L801DL) and the RH wing anti-icing pressure switch (R801DL).
The LH wing anti-ice temperature sensor (L601DL) is monitored by MAU 1 and the RH wing anti-ice temperature sensor
(R601DL) is monitored by MAU 2.
The functions of the AMSAC (1003HN) are:
− To control the temperature of the skin on the leading edge of the wings during normal, wings auto and wings standby
modes
− To limit the pressure downstream of the wing anti-ice temperature control valve (R201DL)
− To monitor the pressure in the wing anti-icing system
− To monitor the temperature in the wing anti-icing system
In emergency operation, the Air Management System Emergency Controller (AMSEC) (801HN) closes the wing anti-ice
temperature control valve (R201DL).
30-11
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Temperature Sensor (L601DL)
Wing Anti-Ice Temperature Control Valve (R201DL)
Pressure Sensor (R401DL)
30-12
R0
WING ANTI-ICING (CONTINUED)
Components A failure of one of the pressure switches will cause the fault message "A/I: WINGS PRESS SENS FAIL" to show on the
MAU. The fault message also occurs when a pressure is sensed with the wing anti-ice temperature control valve
Wing Anti-Ice Temperature Control Valve (R201DL)
(R201DL) in the closed position.
The wing anti-ice temperature control valve (R201DL) is a modulating and shut-off valve. The function of the valve is to
supply a controlled quantity of bleed air to the wing anti-icing system. The valve is installed in the un-pressurized belly
fairing below the baggage compartment floor. The valve includes a valve body, two electrical motors and a gear train. Temperature Sensors (L601DL) and (R601DL)
The sensors are dual bead types. Each sensor is a Resistance Temperature Detector (RTD) that uses two platinum
sensing elements. Each sensor includes a stainless steel body that is connected to a probe by a cable. The sensing
A circular butterfly plate is installed in the valve body. The butterfly plate turns radially in the valve body. Each motor has
elements are installed in the probe.
spur gears, worm-and-wheel gears and a clutch but they use the same planetary gears. The gear trains cannot be turned
in the incorrect direction. Four limit switches are installed in the valve. The limit switches are operated by cams. Two limit
switches operate when the valve is open and two limit switches operate when the valve is closed. One sensor is installed on the left hand wing, on the slat near the trailing edge. The other sensor is installed on the right
hand wing, on the slat near the trailing edge. One bead of each sensor is used by the AMSAC (1003HN) for system
control and monitoring. One bead from the LH wing anti-ice temperature sensor (L601DL) is used by MAU 1 and one
Operation
bead from the RH wing anti-ice temperature sensor (R601DL) is used by MAU 2 for low power and over temperature
The AMSAC (1003HN) supplies electrical power to operate one of the motors. Only one motor is operated at a time. The monitoring.
motor turns its gear train which then turns the butterfly plate. When the butterfly plate is at the end of its travel, a limit
switch operates and opens the electrical circuit. When the electrical power stops, the gear train holds the butterfly plate in
the set position. Operation
The probe part of the sensors is open to the external atmosphere. When the temperature of the sensing elements
increases or decreases, their resistance changes linearly.
The two electrical motors in the wing anti-ice temperature control valve (R201DL) are controlled by AMSAC module 1
(303HN) and AMSAC module 2 (403HN). The valve includes a manual override lever that, when pushed, retracts the
clutch ring from the clutch housing. This lets the butterfly plate move in each direction independently from the gear train Wing Anti-Ice Pressure Switch (R801DL)
and the motors.
Pressure Sensors (L401DL) and (R401DL)
The pressure sensors monitor the pressure of the air in the supply ducts of the wing anti-icing system. The output from the
sensors is used by the AMSAC (1003HN) which modulates the wing anti-ice temperature control valve (R201DL). An over
pressure maintenance message is given if the pressure in the system is more than 4500.0 mbar (65.3 psi). Each sensor
includes a stainless steel body that contains a pressure sensor. The pressure sensor is a diaphragm with strain gauges
attached to it. The pressure sensor is connected to an electronic circuit. The pressure sensor and the electronic circuit are
hermetically sealed in the body.
A three-pin electrical connector is installed at one end of the body. At the opposite end is a pneumatic connector. One
pressure sensor is installed in each of the left and right hand supply ducts, downstream of the wing anti-ice temperature
control valve (R201DL).
Operation
The pressure in the wing anti-ice duct is applied to the pressure sensor and causes the diaphragm to move. The
movement of the diaphragm is measured by the strain gauges. The strain gauges change the measurement into a voltage
signal that is in proportion to the inlet pressure. The voltage signal changes in relation to the pressure that is applied to the
diaphragm. The output signal is also temperature compensated for increased precision.
Pressure Switches (L801DL) and (R801DL)
The two pressure switches are installed in the wing hot air anti-icing system. Each pressure switch monitors the pressure
of the air in the wing anti-icing ducts to sense for hot air leaks. The LH wing anti-icing pressure switch (L801DL) is
installed in the fixed leading edge of the left hand wing at the end of the pipe that supplies the outboard slat. The RH wing
anti-icing pressure switch (R801DL) is installed in the fixed leading edge of the right hand wing at the end of the pipe that
supplies the outboard slat.
Operation
An increase in pressure to 600.0 ± 50.0 mbar (8.7 ± 0.7 psi) will close the pressure switch and give an output signal. A
decrease in pressure to 450.0 ± 50.0 mbar (6.5 ± 0.7 psi) will open the pressure switch and remove the signal.
30-13
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 10 Figure 11
Slats A/I – Hot Air Circulation Telescopic Ducts Location
30-14
R0
WING ANTI-ICING (CONTINUED)
Components (Continued)
Double Skin Diffuser Box
The fixed leading edge root of each wing is uncovered when the inboard slat (L9500CM) / (R9500CM) is extended. To
prevent the icing of the fixed leading edge root, the root must be supplied with hot air. The double skin box supplies the
hot air to the double skin of the fixed leading edge root through several holes. The double skin box is a structural part of
the fixed leading edge root.
Telescopic Ducts
The hot air, coming from the insulated pipe, flows through the slat telescopic ducts (102DL) / (402DL), (202DL) / (502DL)
and (302DL) / (602DL). The telescopic ducts are designed to follow the movement of the slats by retraction and extension.
Each telescopic duct supplies each independent slat through piccolo ducts. The piccolo ducts are structural parts of the
slats and allow the slats to be supplied with hot air, whatever the position of the slats.
Figure 12
Telescopic Tubes
30-15
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 13 Figure 14
Anti-Ice Control Panel “BLD” Synoptic Page
30-16
R0
WING ANTI-ICING (CONTINUED)
Components (Continued) N1 Indications
Overhead Panel The N1 mini bug is represented by an amber arc in the N1 indication of each engine in the ENG-CAS window. The N1
mini amber arc is only displayed when the pilot pushes the OP WINGS button in AUTO or STBY positions. When the
“Wings” Pushbutton
engine N1 is above the N1 mini, the N1 needle color is green and the N1 value is displayed in green. When the engine N1
The "WINGS" pushbutton (R9720PM) has three functions: is below the N1 mini, the N1 needle color becomes amber and the N1 value is displayed in inverse video mode in amber
ON: The wing anti-ice temperature control valve (R201DL) is controlled by the AMSAC chassis (103HN) AMM 1 that color. The N1 mini bug is displayed on the engine synoptic. Its associated source is the pilot flying side.
uses feedback from monitoring system.
STBY: The wing anti-ice temperature control valve (R201DL) is controlled by the AMSAC chassis (103HN) AMM 2 that
uses feedback from monitoring system.
OFF: It closes the wing anti-ice temperature control valve (R201DL).
System Synoptic Page
The indications that follow are shown on the BLD synoptic page:
1) The status of the wing anti-ice temperature control valve (R201DL) and the supply to it.
2) The WINGS label shows the status of the wings CAS logic.
Wing Anti-Icing Synoptic
TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE
Integrated Maintenance
First push: CMC Maintenance Screens
wings anti-
icing in ON The CMC maintenance screens for the wing anti-icing system are as follows:
mode − 30-10 "ANTI-ICE STATUS DATA".
Controls hot air supply to Tests
the wings. In ON mode,
AMSAC opens the wings Power-Up Built-in Tests
anti-icing control valve and Second When electrical power is applied to the AMSAC (1003HN), the AMSAC automatically does self-tests with the components
controls HP valves to push: wings connected to it. The fault isolation data and the built-in test (BIT) fault codes are transmitted to the Central Maintenance
provide the correct air anti-icing in Computer (CMC) (2505TC).
temperature and pressure. ST-BY
In ST-BY mode, the wings mode Continuous Built-in Tests
anti-icing control is The AMSAC (1003HN) does continuous BIT tests during operation. The continuous BIT tests include:
provided by the second
channel of the AMSAC. − Analogue To Digital Converter Checks
Short push: Normal/ON − Inter-Processor Checks
Long push: ST-BY − Sensor Open / Short Circuit or Out of Range
Third push: − Driver Over-Current and Open/Short Circuit
wings anti-
− Interlock Signal Checks
icing valve
closing − Safe Driver Power Isolation Check
30-17
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 15
Wing Anti-Icing System Principal Diagram
30-18
R0
WING ANTI-ICING (CONTINUED)
Components (Continued) “A/I: WINGS LEAK” − When there is a temperature difference of 20 °C ± 2.5 °C for more than 30 seconds
CAS Messages consecutively sensed between the LH wing anti-ice temperature sensor (L601DL) and
the RH wing anti-ice temperature sensor (R601DL) and the wing anti-ice temperature
control valve (R201DL) is not closed
Cruise
Land
Park
Taxi
TO
MESSAGE DESCRIPTION − When the wing anti-ice temperature control valve (R201DL) is fully open and a
pressure below 0.6 bar (8.7 psi) relative is sensed by the LH wing anti-icing pressure
switch (L801DL), and the N1 settings of the engines whose bleed air system is used
Caution (Amber) CAS Messages for wing anti-icing are more than the N1 min displayed to the pilot
A/I: WINGS FAULT The wing anti-ice temperature control valve (R201DL) or − When the wing anti-ice temperature control valve (R201DL) is fully open and a
A A A - - pressure below 0.6 bar (8.7 psi) relative is sensed by the RH wing anti-icing pressure
controller is defective.
switch (R801DL) and the N1 settings of the engines whose bleed air system is used
A/I: WINGS HI TEMP The wing anti-ice temperature control valve (R201DL) is not for wing anti-icing are more than the N1 min displayed to the pilot
A A A - -
closed and the wing temperature is too high.
A/I: WINGS LO PWR Temperature sensor is reading less than the low power threshold. A A A - - Fault Messages
A/I: WINGS LEAK The wing anti-ice temperature control valve (R201DL) is not “A/I: WINGS PRESS SENS FAIL” − When the LH wing anti-ice pressure sensor (L401DL) and RH wing anti-ice
closed and there is a temperature difference of 20 °C ± 2.5 °C for pressure sensor (R401DL) are defective
more than 30 seconds sensed between the left and right hand − When the AMSAC module 1 (303HN) and RH wing anti-ice pressure sensor
skin temperature sensors. (R401DL) are defective
The wing anti-ice temperature control valve (R201DL) is fully A A A - - − When the AMSAC module 2 (403HN) and LH wing anti-ice pressure sensor
open AND a pressure below 0.6 bar (8.7 psi) relative is sensed (L401DL) are defective
by the left or right hand pressure switch, AND the N1 settings of
the engines whose bleed air system is used for wing anti-icing “A/I: WINGS TEMP SENS FAIL” − When the LH wing anti-ice temperature sensor (L601DL) and RH wing anti-
are more than the N1 min displayed to the pilot. ice temperature sensor (R601DL) are defective
− When the AMSAC module 1 (303HN) and LH wing anti-ice temperature
“A/I: WINGS FAULT” − When the "WINGS" pushbutton (R9720PM) is set to NORM but the wing anti-ice sensor (L601DL) or RH wing anti-ice temperature sensor (R601DL) are
temperature control valve (R201DL) does not open, defective
− When the "WINGS" pushbutton (R9720PM) is set to NORM but AMSAC module 1 − When the AMSAC module 2 (403HN) and LH wing anti-ice temperature
(303HN) is defective, sensor (L601DL) or RH wing anti-ice temperature sensor (R601DL) are
defective
− The "WINGS" pushbutton (R9720PM) is set to NORM but the OCP WINGS discretes
sent to AMSAC module 1 (303HN) is invalid, “A/I: PRESS SENS FAIL” − When the LH wing anti-icing pressure switch (L801DL) or the RH wing anti-
− When the "WINGS" pushbutton (R9720PM) is set to STBY but the wing anti-ice icing pressure switch (R801DL) are defective
temperature control valve (R201DL) does not open, − When a pressure is sensed by the LH wing anti-icing pressure switch
− When the "WINGS" pushbutton (R9720PM) is set to STBY but AMSAC module 2 (L801DL) with the wing anti-ice temperature control valve (R201DL) closed
(403HN) is defective, − When a pressure is sensed by the RH wing anti-icing pressure switch
− The "WINGS" pushbutton (R9720PM) is set to STBY but the OCP WINGS discretes (R801DL) with the wing anti-ice temperature control valve (R201DL) closed
sent to AMSAC module 2 (403HN) are not valid,
− When the "WINGS" pushbutton (R9720PM) is set to OFF but the wing anti-ice
temperature control valve (R201DL) does not close.
“A/I: WINGS HI TEMP” − When the wing anti-ice temperature control valve (R201DL) is not closed and the LH
wing anti-ice temperature sensor (L601DL) is reading above the overheat threshold,
− When the wing anti-ice temperature control valve (R201DL) is not closed and the RH
wing anti-ice temperature sensor (R601DL) is reading above the overheat threshold.
“A/I: WINGS LOW PWR” − When the LH wing anti-ice temperature sensor (L601DL) is reading below the low
power threshold
− When the RH wing anti-ice temperature sensor (R601DL) is reading below the low
power threshold
30-19
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 16 Figure 17
Pneumatic Anti-Ice Wing Anti-Ice Temperature Control Valve
30-20
R0
WING ANTI-ICING (CONTINUED)
Operation Slats Temperature Regulation
Control and Monitoring The wing anti ice system is controlled by the AMS that activates the Temperature Control Valve (R201DL) depending on
skin temperature measured by the skin sensors. The valve (R201DL) is fitted with two actuators. The AMS ensures the
Normal Operation
following functions:
The wings A/I valve TCV (R201DL) is closed when A/I wing is off. The minimum, between AMS sensitive parts of both (left
− Slats skin temperature control by A/I hot air flow regulation
and right inboard slat) sensors (L601DL/R601DL), skin temperature measured is regulated to 35°C ± 2.5°C if:
− Limitation of pressure level downstream of the valve
− A/I wing is on and:
• Slats are in the extended position or the flap/slat lever is not in SF0 position.
AMSAC Input Parameters
The minimum, between AMS sensitive parts of both (left and right inboard slat) sensors (L601DL/R601DL), skin Input − A/I wing command (ON / STANDBY / OFF) from A/I panel
temperature measured is regulated to 25°C ± 2.5°C if: − Two slat skin temperatures from temperature sensors (L601DL/R601DL) sensitive part linked to AMS.
− A/I wing is on and: These temperature sensors (L601DL/R601DL) have dual beads and are installed on outboard slat
queue for each inboard slat
• Slats are in retracted position and the flap/slat lever is in SF0 position.
− Two slat skin temperatures from temperature sensors (L601DL/R601DL) sensitive part linked to MAU
(by the bus ARINC 429). These temperature sensors (L601DL/R601DL) have dual beads and are
NOTE: SF0 is equivalent at NOT SF1 and NOT SF2 and NOT SF3. installed on outboard slat queue for each inboard slat
− NO CLOSE/CLOSE discrete information of wings A/I TCV (R201DL)
In case of loss of one or several information coming from ARINC 429, the minimum, between AMS sensitive parts of both − Two pressures from pressure sensors located downstream of the wings A/I TCV (R201DL)
(left and right inboard slat) sensors (L601DL/R601DL), skin temperature measured is regulated to 35°C ± 2.5°C. The − By the bus ARINC 429: altitude, pressure, temperature, Mach number, three engine N1 (provision),
controller regulates the wing anti ice TCV (R201DL) until the set point is reached, with minimization of HP bleed and slats position and the flap / slat lever position.
taking into account the pressure limitation at the pressure sensor. Output: − Order for the wings A/I TCV (R201DL)
− Orders to bleed valves (HPRSOV, MPRSOV, Cross-bleed valves,…)
When:
− The wing anti ice TCV (R201DL) is full open
AMM1 Failure
OR
In case of failure of the first controller channel (AMM1), corresponding to the "ON" mode, the pilot will switch to the other
− Is controlling the pressure limitation AND the set point is not reached, THEN the controller opens the HPRSOV until controller channel (AMM2) pushing the WINGS button on "STBY" mode. In both channels, there are the same nominal A/I
the set point is reached or exceeded if A/I S-Duct asks a greater opening system functions. Therefore, there are no differences between the "ON" mode and the "STBY" mode except the controller
channel change. If the pilot chooses EMERGENCY mode (switches on AMSEC) (failure in ECS,…), the AMSEC closes
NOTE: A/I wings TCV (R201DL) can be in temperature regulation mode with HPRSOV opened because of S- automatically the A/I TCV (R201DL). The flight manual will indicate that the aircraft in this case must leave the icing
Duct A/I power needed. conditions.
Pressure Limitation Control and monitoring functions are segregated:
If the wings upstream pressure obtained with the pressure measured by the two pressure sensors, has reached the Control Functions: − N1 mini indication by avionics
pressure limit, the controller limits the pressure level at this pressure with the A/I wings TCV (R201DL). − Skin temperature regulations
− HP/BP mix temperature limitations upstream of the bleed precooling systems
Pressure Limit = f (pressure altitude, outside static pressure, slats position) − Pressure limitations
The maximum pressure downstream of the A/I Wings TCV is defined as a function of pressure altitude, static pressure,
the slats position and the flap / slat lever position. For these calculations, the slats positions is consolidated with the Monitoring Functions: − CAS message of the system: low power, overheat, system failure, bleed monitoring
flap/slat lever positions, the pressure altitude with the static pressure and the static temperature by comparison of values − Piloting errors CAS message: TAT too high
coming from two different AMM. When two different values are then available for pressure altitude or static temperature,
the value inducing the maximum pressure set point is considered.
In case of loss of one or several information coming from ARINC 429, the way the pressure limitation downstream of the
A/I Wings TCV is calculated by on of the following:
− Flap/slat lever position information is lost, the slats position inducing the maximum pressure value is chosen
− Static pressure information is lost, the static pressure value inducing the maximum pressure value is chosen
− Pressure altitude information is lost, the pressure altitude value inducing the maximum pressure value is chosen
If all the parameters are missing, the pressure downstream of the A/I Wings TCV is limited to 4b rel ± 0.15b (65 psi)
30-21
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Legend
L801DL LH WING PRESSURE SENSOR 331J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR 4101FY GENERIC I/O 1 MODULE
R801DL RH WING PRESSURE SENSOR 330J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR R601DL RH WING ANTI-ICE TEMPERATURE SENSOR
1138J MAU2 MAINTENANCE CONNECTOR 328J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR L601DL LH WING ANTI-ICE TEMPERATURE SENSOR
1125J MAU1 MAINTENANCE CONNECTOR 326J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR R401DL RH WING ANTI-ICE PRESSURE SENSOR
651J/P GEAR CUT-OFF CONNECTOR 271J/P LH/RH CUT-OFF CONNECTOR L401DL LH WING ANTI-ICE PRESSURE SENSOR
650J/P GEAR CUT-OFF CONNECTOR 135J/P LH/RH WIRING CUT-OFF CONNECTOR R201DL WING ANTI-ICE TEMPERATURE CONTROL VALVE
405J/P LH ANTI ICE WING CUT-OFF CONNECTOR 78J/P RH FRI BASIC ELEC CUT-OFF CONNECTOR 5000PM OVERHEAD PANEL
404J/P RH ANTI ICE WING CUT-OFF CONNECTOR 4401FY GENERIC I/O 4 MODULE 103HN AIR MANAGEMENT SYSTEM AUTO CONTROLLER
401J/P FWD WING CUT-OFF CONNECTOR 4301FY GENERIC I/O 3 MODULE 801HN AIR MANAGEMENT SYSTEM EMERGENCY
400J/P FWD WING CUT-OFF CONNECTOR 4201FY GENERIC I/O 2 MODULE 1201HD CONTROLLER
371J/P RH/LH WIRING CUT-OFF CONNECTOR BRAKE HEATING VALVE
Figure 18
Wing Anti-Ice
30-22
R0
WING ANTI-ICING (CONTINUED)
Operation (Continued) The sensor is also in failure if one of both sensitive parts gives a temperature out of range. In case of loss of one or
Functioning In Degraded Mode several sensors:
All failures (valves, sensors,…) are recorded in a maintenance message. − Loss of one sensor (L601DL/R601DL) linked to MAU => Monitoring with other sensor linked to MAU (other wing)
− Loss of both sensors (L601DL/R601DL) linked to MAU => Loss of monitoring
A/I Wings TCV In case of controller failure, the position for the A/I wings TCV (R201DL) is the last position. If
(R201DL) Loss the valve (R201DL) is jammed open or closed or in case of controller failure, the pilot is warned MAU Input / Output Parameters
by a CAS message: "A/I : WINGS FAULT" and he switches to the STBY A/I wings button on
The parameters for the MAU controller are the following:
the OCP. If the CAS message remains, the pilot avoids or leaves the icing condition. When the
pilot puts off the A/I system, there is a temporisation of 7 seconds before CAS activating. Input: − NO CLOSE/CLOSE discrete information of wings A/I TCV (R201DL)
Skin Temperature On ground or in flight, the controller checks the difference between the sensor linked to AMS − Two slat skin temperatures from temperature sensors (L601DL/R601DL) sensitive part linked to MAU.
Sensor and the sensor linked to MAU for the same wing side. If this difference is above 6°C, the Theses temperature sensors (L601DL/R601DL) have dual beads and are installed on outboard slat
(L601DL/R601DL) controller registers the sensor in failure. A maintenance message is sent: "A/I: wings skin queue for each inboard slat
Loss temperature sensor (i) failed". In this case, the skin temperature measurements for the − Altitude, Pressure, Temperature, Mach number, three engine N1 (provision), slats position and the flap
regulation are made by the sensor located on the other wing. / slat lever position
− NO OPEN / OPEN discrete information of the Wings A/I TCV (R201DL) by the bus ARINC 429
The sensor is also in failure if one of both sensitive parts gives a temperature out of range. If − Pressure / No Pressure discrete information of the two wing pressure switches (X) for wings bleed
both sensors have a difference between dual beads above 6°C, the regulation is done by the leakage monitoring
minimum of the temperatures (among sensitive parts linked to AMSAC) which are not out of
range. If one sensitive part of one temperature sensor is out of range, the regulation is done by Output: − CAS messages
the sensor located on the other wing.
Wings Insufficient Power: "A/I: WINGS LO PWR"
On the ground only, a CAS message "A/I : WINGS TEMP SENS FAIL" warns the pilots when
When the minimum of the left hand and the right hand skin temperature measured is below Tmin° C ± 2.5° C, during more
more than one skin temperature sensor (L601DL/R601DL) is registered in failure. For a flight in
than 30s consecutively below the altitude of 22000 ft and during more than 1 minute consecutively above the altitude of
icing condition, it's a NOGO.
22000 ft, there is CAS message: "A/I: WINGS LO PWR" and the pilot must switch the A/I wings to "STANDBY". If the
Pressure Sensor If the maximum pressure measured by the two pressure transducers is greater than 4.5b CAS message remains after this pilot action, the pilot increases the engine settings. If the CAS message remains again
Loss ±0.15b rel. during 10s consecutively, an overpressure maintenance message is sent. If the after this pilot action, the pilot puts off the A/I wings and avoids or leaves the icing conditions.
pressure indicated by a sensor is out of range, a maintenance message is sent: "A/I: wings
pressure sensor (i) failed". If both sensors are out of range, a CAS message is sent: "A/I:
To prevent untimely message at the wings A/I selection, the CAS message "A/I: WINGS LO PWR" has a temporisation.
WINGS PRESS SENS FAIL". For a flight in icing condition, it's a NOGO. If both sensors are
The temporisation value is:
failed, the pressure given by the MPRSOV is suitable for the system and the wing A/I TCV
regulates temperature without pressure limitation − 5 minutes from the first of CAS messages "ICE DETECTED x" occurring if the wings A/I system is put on after the
apparition of one of the CAS messages "ICE DETECTED x" occurring or
− 4 minutes from the wings A/I system selection if the wings A/I is put on before one of CAS messages "ICE
Anti Ice Functions Priority for AMS DETECTED x" occurring. The transition from ON to STANDBY must not have zero resetting of the temporisation.
The A/I system functions priority managed by the AMS controller are the following:
− Mix bleed temperature limitation upstream of the precooling systems Moreover, the CAS message should be inhibited during 1 minute after slat position change from extended to retracted and
− A/I pressure level limitation by wings TCV (R201DL) control during 1 minute after slat position change from retracted to extended. This CAS message should also be inhibited when
− Skin temperature regulation by HPRSOV and wings TCV (R201DL) control the pressure altitude Zp > 32000 OR the static air temperature Ts < -45° C.
− HP bleed minimisation by HPRSOV and wings TCV (R201DL) control
− Three engines bleed equalization by MPRSOV control In case of loss of ADS4 which provides the altitude, the total temperature and the airspeed, the air data information is
taken on ADS3. If the ADS3 is not available, the air data information is taken on ADS2. Over each limits of tables
Monitoring by MAU (boundary condition), the Tmin is the last value defined by the table. For example, slats retracted, Ti= -45° C, Z=15000 ft,
Wings A/I Temperature Monitoring Vc = 130 kt Tmin = 2° C.
For the skin temperature monitoring, the two outboard queue skin temperatures of both inboard slats are provided by two
dual sensors (L601DL/R601DL)(one per inboard slat). The skin temperature monitoring is done only by the sensors linked Wings Overheat: "A/I: WINGS HI TEMP"
to MAU. When one or two sensors fail, there isn't impact on the skin temperature regulation. The failure must be If the minimum of the left hand and the right hand skin temperature measured is above the overheat threshold during
registered by a maintenance message. On ground and in flight, the controller checks the difference between the sensor more than 15s consecutively and the wings A/I is selected or the A/I TCV (R201DL) is NOT closed, there is CAS message
linked to AMS and the sensor linked to MAU for the same sensor body. If this difference is above 6°C, the controller "A/I: WINGS HI TEMP" and the pilot puts off the A/I wings and avoids or leaves the icing conditions. If the CAS message
registers the sensor in failure. A maintenance message is sent: "A/I: wings skin temperature sensor (i) failed". remains after this action, the pilot closes the RH crossbleed valve (1-10) and the RH MPRSOV (1-16).
The overheat threshold is 50°C ± 2.5°C if slats are in extended position or the flap / slat lever are not in SF0 position. The
overheat threshold is 40°C ± 2.5°C if slats are in no extended position and the flap / slat lever are in SF0 position. For the
overheat threshold, to pass from 50°C to 40°C, the 40°C conditions must have been present for two minutes
consecutively. In case of loss of one or several data coming from ARINC 429, the overheat threshold is 50°C ± 2.5°C.
30-23
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
WING ANTI-ICE COMPONENT CHART
102DL LH Wing Inboard Slat Telescopic Duct 402DL RH Wing Inboard Slat Telescopic Duct 602DL RH Wing Outboard Slat Telescopic Duct
Location: WING, INBOARD LEADING EDGE, LH (512) Location: WING, INBOARD LEADING EDGE, RH (612) Location: WING, OUTBOARD LEADING EDGE, RH (632)
Wing Lower Surface Inboard Leading Edge Access Wing Lower Surface Inboard Leading Edge Access Wing Lower Surface Outboard Leading Edge
Access: Access: Access:
Panel No.1 (512AB) Panel No.1 (612AB) Access Panel No.1 (632AB)
References: References: References:
Description: SDS 30-11-00 Description: SDS 30-11-00 Description: SDS 30-11-00
Wiring Diagram: None Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 30-11-01-900-801 Removal/Installation: TASK 30-11-01-900-801 Removal/Installation: TASK 30-11-09-900-801
502DL RH Wing Middle Slat Telescopic Duct
R201DL Wing Anti-Ice Temperature Control Valve
Location: WING, MIDDLE LEADING EDGE, RH (622) L101ET Engine 1 P1/T1 Sensor
Location: F33-41, UNDER LAT FAIRING, RH (174)
Wing Lower Surface Middle Leading Edge Access Location: ENGINE 1 AIR INTAKE (411)
Access: Front Under-Pylon Fairing (174AR) Access:
Panel No.1 (622AB) Access: Engine 1 Air Intake (411)
References:
References: References:
Description: SDS 30-12-00
Description: SDS 30-11-00 Description: SDS 30-00-00
Wiring Diagram: WD 30-11-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 30-12-01-900-801
Removal/Installation: TASK 30-11-05-900-801 Removal/Installation: Not documented
202DL LH Wing Middle Slat Telescopic Duct L601DL LH Wing Anti-Ice Temperature Sensor
M101ET Engine 2 P1/T1 Sensor
Location: WING, MIDDLE LEADING EDGE, LH (522) Location: WING, INBOARD SLAT, LH (511)
Location: ENGINE 2 COWLING, LH (455)
Wing Lower Surface Inboard Leading Edge
Access: Access: Engine 2 LH Cowling (455AL)
Wing Lower Surface Middle Leading Edge Access Access Panel No.4 (512DB)
Access:
Panel No.1 (522AB) References: References:
References: Description: SDS 30-12-00 Description: SDS 30-00-00
Description: SDS 30-11-00 Wiring Diagram: WD 30-11-00 Wiring Diagram: None
Wiring Diagram: None Removal/Installation: TASK 30-12-09-900-801 Removal/Installation: Not documented
Removal/Installation: TASK 30-11-05-900-801 L801DL LH Wing Anti-Icing Pressure Switch R101ET Engine 3 P1/T1 Sensor
302DL LH Wing Outboard Slat Telescopic Duct Location: WING, OUTBOARD LEADING EDGE, LH (532) Location: ENGINE 3 AIR INTAKE (421)
Location: WING, OUTBOARD LEADING EDGE, LH (532) Wing Lower Surface Outboard Leading Edge Access: Engine 3 Air Intake (421)
Access:
Access Panel No.3 (532CB)
Wing Lower Surface Outboard Leading Edge References:
Access: References:
Access Panel No.1 (532AB) Description: SDS 30-00-00
Description: SDS 30-12-00
References: Wiring Diagram: None
Wiring Diagram: WD 30-11-00
Description: SDS 30-11-00 Removal/Installation: Not documented
Removal/Installation: TASK 30-12-13-900-801
Wiring Diagram: None
R601DL RH Wing Anti-Ice Temperature Sensor L101FE LH TAT Sensor
Removal/Installation: TASK 30-11-09-900-801
Location: WING, INBOARD SLAT, RH (611) Location: F1-8, UNDER COCKPIT FLOOR, LH (113)
L401DL LH Wing Anti-Ice Pressure Sensor Wing Lower Surface Inboard Leading Edge Access Access: Nose Cone (210)
Access:
Location: F28-33, UNDER LAT FAIRING, RH (169) Panel No.4 (612DB) References:
Access: Rear Fuel Tank Rear Fairing (169AL) References: Description: SDS 30-00-00
References: Description: SDS 30-12-00 Wiring Diagram: None
Description: SDS 30-12-00 Wiring Diagram: WD 30-11-00 Removal/Installation: TASK 34-10-01-900-801
Wiring Diagram: WD 30-11-00 Removal/Installation: TASK 30-12-09-900-801
Removal/Installation: TASK 30-12-05-900-801 R801DL RH Wing Anti-Icing Pressure Switch R101FE RH TAT Sensor
Location: WING, OUTBOARD LEADING EDGE, RH (632) Location: F1-8, UNDER COCKPIT FLOOR, RH (114)
R401DL RH Wing Anti-Ice Pressure Sensor
Wing Lower Surface Outboard Leading Edge Access: Nose Cone (210)
Location: F28-33, UNDER LAT FAIRING, LH (168) Access:
Access Panel No.3 (632CB) References:
Access: Rear Fuel Tank Rear Fairing (168AR)
References: Description: SDS 30-00-00
References:
Description: SDS 30-12-00 Wiring Diagram: None
Description: SDS 30-12-00
Wiring Diagram: WD 30-11-00 Removal/Installation: TASK 34-10-01-900-801
Wiring Diagram: WD 30-11-00
Removal/Installation: TASK 30-12-13-900-801
Removal/Installation: TASK 30-12-05-900-801
30-24
R0
201FE RH Lower Air Data Smart Probe R701FE RH Upper Multi-Function Probe
Location: F1-8, UNDER COCKPIT FLOOR, RH (114) Location: F1-8, OVER COCKPIT FLOOR, RH (222)
Access: Cockpit Lateral Lining No.2 (222TZ) References:
References: Description: SDS 30-00-00
Description: SDS 30-00-00 Wiring Diagram: WD 30-31-00
Wiring Diagram: WD 30-31-00 Removal/Installation: TASK 34-10-09-900-801
Removal/Installation: TASK 34-10-05-900-801
301FE LH Lower Air Data Smart Probe
Location: F1-8, UNDER COCKPIT FLOOR, LH (113)
Access: Cockpit Lateral Lining No.2 (221TZ)
References:
Description: SDS 30-00-00
Wiring Diagram: WD 30-31-00
Removal/Installation: TASK 34-10-05-900-801
401FE RH Upper Air Data Smart Probe
Location: F1-8, OVER COCKPIT FLOOR, RH (222)
Access: Cockpit Lateral Lining No.1 (222RZ)
References:
Description: SDS 30-00-00
Wiring Diagram: WD 30-31-00
Removal/Installation: TASK 34-10-05-900-801
501FE LH Upper Air Data Smart Probe
Location: F1-8, OVER COCKPIT FLOOR, LH (221)
Access: Cockpit Lateral Lining No.1 (221RZ)
References:
Description: SDS 30-00-00
Wiring Diagram: WD 30-31-00
Removal/Installation: TASK 34-10-05-900-801
L601FE LH Lower Multi-Function Probe
Location: F1-8, UNDER COCKPIT FLOOR, LH (113)
References:
Description: SDS 30-00-00
Wiring Diagram: WD 30-31-00
Removal/Installation: TASK 34-10-09-900-801
R601FE RH Lower Multi-Function Probe
Location: F1-8, UNDER COCKPIT FLOOR, RH (114)
References:
Description: SDS 30-00-00
Wiring Diagram: WD 30-31-00
Removal/Installation: TASK 34-10-09-900-801
L701FE LH Upper Multi-Function Probe
Location: F1-8, OVER COCKPIT FLOOR, LH (221)
References:
Description: SDS 30-00-00
Wiring Diagram: WD 30-31-00
Removal/Installation: TASK 34-10-09-900-801
30-25
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
#3 Engine Air Intake Anti-Ice System
PRSOV
Venturi
Figure 19
Side Engine Inlet Anti-Icing
30-26
R0
ENGINE AIR INTAKE ANTI-ICING
Overview Pressure Transducer
Engine inlet anti-icing systems are provided on the side and center engines on the aircraft. The engine inlet anti-ice
system prevents ice formation on the engine inlet lip allowing safe flight in icing conditions. Each engine is equipped with
a Thermal Anti-Ice (TAI) system. The engine TAI system uses hot air taken at its interface with the engine's high-pressure
bleed system.
The functions of the TAI system are to provide:
− Bleed Air to prevent ice formation on the engine intake lip
− System status indication to the flight crew
− Overboard exhaust for all spent anti-icing air
− Protection against hot air leakage into the inlet cowl
− Thermal protection for the inlet cowl structure
− Protection from flammable fluid leakage
The engine cowl anti-ice control and indication system contains the components that follow:
− The side engine inlet thermal anti-icing (TAI) venturi
− Three pressure regulating and shutoff valves (anti-icing valves)
− Three anti-icing pressure transducers
− Ducting
Components
Side Engine Inlet TAI Venturi
The function of the venturi is to limit the anti-icing system flow in the event of a downstream burst of either the anti-icing
supply or piccolo duct. The venturi will be sized to have an effective discharge area 10% greater than that of the piccolo
hole discharge effective area. In this manner, it will only control the flow following a downstream burst anti-icing duct and
limit the flow rate in case of a duct burst. Pressure Regulating Shutoff Valve (PRSOV)
Pressure Regulating and Shut-off Valve (PRSOV)
The pressure regulating and shut-off valve (PRSOV) is located in the fan compartment zone. When the power is applied,
the solenoid energizes to open the valve, which regulates compressor bleed air pressure. When no power is applied, the
solenoid closes the valve. Once the solenoid is activated, the PRSOV will open and regulate the downstream static
pressure in the anti-icing supply pipe to 6.9 ± 0.35 bar (100 ± 5 psi) during normal system operation.
Anti-Icing Pressure Transducer
The anti-icing pressure transducer is located downstream of the PRSOV in the fan compartment zone for the side engine
and near the engine inlet for center engine. Within the modular avionic unit (MAU), the pressure signal of the pressure
sensing device is compared to the acceptable upper and lower limits (established as a function of engine P3 and ambient
pressure). The limits are computed by the Engine Electronic Control (EEC) and sent to the MAU via ARINC 429 data bus.
The logic can detect PRSOV regulation failed high or low, inability to shutdown the thermal anti-icing (TAI) residual
pressure or unserviceable transducer. These faults generate CAS messages and maintenance messages.
30-27
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Center Engine Shroud Duct Side Engine Duct
NACA Scoop
30-28
R0
ENGINE AIR INTAKE ANTI-ICING (CONTINUED)
Components (Continued)
Ducting
Supply Duct
The anti-icing supply duct is made to transmit the HP bleed air from the engine bleed air port to the piccolo pipe.
Upstream of the PRSOV, the ducting will get the bleed pressure and temperature if the anti-icing system is selected ON or
OFF. When the anti-icing system is selected OFF the ducting downstream of the PRSOV will be supplied low pressure air
approximately equal to ambient. When the anti-icing system is selected ON and the PRSOV is operating normally, the
ducting downstream of the PRSOV will be supplied the valve regulation pressure of 16.9 ± 0.35 bar (100 ± 5 psig).
Piccolo Tube
The piccolo pipe is a circular duct that interfaces with the anti-icing supply pipe. It is located within the forward area of the
Side Engine Exhaust Duct and Panel
inlet and has multiple drilled holes that direct the anti-icing air to impinge on the inner surface of the lipskin. In this way the
piccolo pipe acts as a hot air distribution pipe around the lipskin circumference. Three rows of holes are positioned to
ensure that the jets impinge at particular positions on the lipskin surface and provide high amounts of heat transfer.
Shroud Duct (center engine only)
The shroud runs co-axially with the anti-icing supply pipe between the forward and rear inlet compartment bulkheads. In
the event of an anti-icing supply pipe rupture, the shroud protects the inlet zone structure. The shroud is open to the fan
compartment zone at the inlet rear bulkhead and directs the rupture air into this zone. The flow area of the annulus
between the shroud and the supply pipe is designed to prevent any choking of the rupture flow which would increase the
differential pressure across the shroud.
Exhaust Duct and Associated Panel (side engine only)
The Side Engine TAI exhaust duct permits the flow of anti-icing system exhaust air between the forward area of the inlet
and the exhaust panel. The absolute pressure inside the forward area of the inlet, and result of structural differential
pressures are maintained within acceptable limits. The Center Engine TAI air exhausts to the inlet compartment and from
the inlet compartment to the S-Duct compartment through holes in the forward and aft bulkheads.
The Side Engine TAI exhaust panel mixes the anti-icing exhaust air with the free stream air and causes minimum
blockage to the anti-icing exhaust flow that would increase internal pressures. A correct mix is necessary to prevent any
reattachment of the exhaust air with the downstream nacelle outer surface that can result in heat damage.
30-29
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 21
“ENG” Synoptic Page
Figure 20 Figure 22
“ANTI-ICE” Commands and Controls “BLD” Synoptic Page
30-30
R0
ENGINE AIR INTAKE ANTI-ICING (CONTINUED)
Components (Continued)
Cruise
Land
Park
Taxi
Controls and Indicating Systems
TO
MESSAGE DESCRIPTION
Engine cowl anti-icing uses HP bleed air (P3) that is supplied through a piccolo pipe and regulated through the anti-icing
valve, which is a pressure regulating and shut-off valve (PRSOV). The engine cowl anti-icing system is controlled by the
pilot. Three engine anti ice switches are located on the Overhead Panel (OP). Selection of nacelle anti icing also Caution (Amber) CAS Messages (continued)
commands the T1 probe heater. On engine number 2 only, nacelle anti-icing switch controls also the S-Duct anti icing.
A/I: ENG 1 HI PRESS Engine 1 anti-ice system pressure is above the upper limit. A A A A A
Nacelle thermal anti-icing system status is indicated on the synoptic page. Selected failures of the system are displayed
on the (Crew Alerting System) CAS. A/I: ENG 2 HI PRESS Engine 2 anti-ice system pressure is above the upper limit. A A A A A
Control Anti-Ice Switches A/I: ENG 3 HI PRESS Engine 3 anti-ice system pressure is above the upper limit.
− "ENG 1" Pushbutton (R9740PM) A A A A A
− "ENG 2" Pushbutton (R9750PM) A/I: ENG 1 RESID PRESS Engine 1 nacelle anti-icing is selected OFF and system
A A A - -
− "ENG 3" Pushbutton (R9760PM) differential pressure is above 5 psi.
TAI System Selected ON: A/I: ENG 2 RESID PRESS Engine 2 nacelle anti-icing is selected OFF and system
A A A - -
differential pressure is above 5 psi.
The solenoid within the pressure regulating and shutoff valve is energized and opens the PRSOV.
A/I: ENG 3 RESID PRESS Engine 3 nacelle anti-icing is selected OFF and system
Eng Synoptic Page: Nacelle thermal anti-icing system status is indicated on the synoptic page. Selected failures of A A A - -
differential pressure is above 5 psi.
the system are displayed on the CAS.
BLD Synoptic Page: If the static pressure downstream of the PRSOV is between a lower and an upper limit A/I: STALL WARNING Stall warning offset due to icing condition detection and
- - - A
(computed by the EEC as a function of engine P3, the synoptic display shows a green flowline OFFSET wing anti-ice failure.
symbol and a green valve symbol with a vertical bar valve position. A/I: TAT TOO HIGH At least one anti-ice wings or engine is ON and TAT>10 °C
A A A A A
during more than 1 min.
TAI System Selected OFF:
The solenoid within the pressure regulating and shutoff valve is not energized and the PRSOV is closed. Advisory (White) CAS Messages
Eng Synoptic Page: If the static pressure downstream of the PRSOV is less than the lower limit, the valve is closed, A/I ENG 1 MISCONFIG ON Engine 1 Nacelle anti-icing selected on with OAT > 15°C. W W W - -
the synoptic display shows grey flowline symbol and a grey valve symbol with a horizontal valve
position bar, with the meaning that anti icing is closed. A/I ENG 2 MISCONFIG ON Engine 2 Nacelle anti-icing selected on with OAT > 15°C. W W W - -
BLD Synoptic Page: If the static pressure downstream of the pressure regulating and shutoff valve is greater than A/I ENG 3 MISCONFIG ON Engine 3 Nacelle anti-icing selected on with OAT > 15°C. W W W - -
the residual pressure limit (P amb + 5 psia) the synoptic display shows an amber flowline and
an amber valve symbol without valve position bar displayed. The valve is not fully closed.
CAS Messages “A/I: ENG 1 MONIT FAIL” The nacelle 1 anti-ice system is monitored by the engine 1 FADEC and MAU. The FADEC
ensures that it provides the MAU with the proper pressure regulation limits. The MAU
NOTE 1: Occurrences of the message for the multiple engines can be displayed in same color on the same line.
monitors the actual pressure in the nacelle inlet using a pressure transducer. If the MAU
Number can be “1”, “2”, “3”, “1+2”, “1+3”, “2+3”, “1+2+3”.
does not receive either signal, it activates the "A/I: ENG 1 MONIT FAIL" CAS Message
NOTE 2: If more than one engine is affected, below amber CAS messages will also be shown with affected engine caution in the CAS message window.
numbers.
“A/I: ENG 2 MONIT FAIL” The nacelle 2 anti-ice system is monitored by the engine 2 FADEC and MAU. The FADEC
Cruise
ensures that it provides the MAU with the proper pressure regulation limits. The MAU
Land
Park
Taxi
TO
MESSAGE DESCRIPTION monitors the actual pressure in the nacelle inlet using a pressure transducer. If the MAU
does not receive either signal, it activates the "A/I: ENG 2 MONIT FAIL" CAS Message
caution in the CAS message window.
Caution (Amber) CAS Messages
A/I: ENG 1 MONIT FAIL For engine 1: loss of pressure sensor or static pressure “A/I: ENG 3 MONIT FAIL” The nacelle 3 anti-ice system is monitored by the engine 3 FADEC and MAU. The FADEC
signal or information sent by the FADEC. A A A A A ensures that it provides the MAU with the proper pressure regulation limits. The MAU
monitors the actual pressure in the nacelle inlet using a pressure transducer. If the MAU
A/I: ENG 2 MONIT FAIL For engine 2: loss of pressure sensor or static pressure does not receive either signal, it activates the "A/I: ENG 3 MONIT FAIL" CAS Message
signal or information sent by the FADEC. A A A A A
caution in the CAS message window.
A/I: ENG 3 MONIT FAIL For engine 3: loss of pressure sensor or static pressure
A A A - -
signal or information sent by the FADEC. “A/I: ENG 1 LO PRESS” The nacelle 1 anti-ice system is monitored by the engine 1 FADEC and MAU. The FADEC
A/I: ENG 1 LO PRESS Engine 1 anti-ice system pressure under the lower limit. ensures that it provides the MAU with the proper pressure regulation limits. The MAU
A A A A A monitors the actual pressure in the nacelle inlet using a pressure transducer. If the MAU
A/I: ENG 2 LO PRESS Engine 2 anti-ice system pressure under the lower limit. A A A A A detects that the pressure is lower than the limits defined by the FADEC, it activates the
"A/I: ENG 1 LO PRESS" CAS Message caution in the CAS message window.
A/I: ENG 3 LO PRESS Engine 3 anti-ice system pressure under the lower limit. A A A A A
30-31
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Legend
533J ENGINE 2 CUT-OFF CONNECTOR R8001HU RH PYLON OVERHEAT DETECTOR
505J ENGINE 1 CUT-OFF CONNECTOR L8001HU LH PYLON OVERHEAT DETECTOR
504J ENGINE 3 CUT-OFF CONNECTOR 4401FY GENERIC I/O 4 MODULE
503J ENGINE 1 CUT-OFF CONNECTOR 4301FY GENERIC I/O 3 MODULE
502J ENGINE 3 CUT-OFF CONNECTOR 4201FY GENERIC I/O 2 MODULE
340J/P RH/LH WIRING CUT-OFF CONNECTOR 4101FY GENERIC I/O 1 MODULE
333J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR M101DN ENGINE 2 ANTI - ICE TRANSDUCER
328J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR 5000PM OVERHEAD PANEL
Figure 23
85J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR R2000PM RH REAR SPDB
Engine Anti-Ice
76J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR L2000PM LH REAR SPDB
30-32
R0
ENGINE AIR INTAKE ANTI-ICING (CONTINUED)
Components (Continued) “A/I: ENG 1+2 RESID PRESS” If the MAU detects the conditions for “A/I: ENG 1 RESID PRESS” and “A/I: ENG 2
CAS Messages (Continued) RESID PRESS” then the MAU will activate the amber CAS message caution in
the CAS message window.
“A/I: ENG 2 LO PRESS” The nacelle 2 anti-ice system is monitored by the engine 2 FADEC and MAU. The
FADEC ensures that it provides the MAU with the proper pressure regulation limits. “A/I: ENG 1+3 RESID PRESS” If the MAU detects the conditions for “A/I: ENG 1 RESID PRESS” and “A/I: ENG 3
The MAU monitors the actual pressure in the nacelle inlet using a pressure transducer. RESID PRESS” then the MAU will activate the "A/I: ENG 1+3 RESID PRESS"
If the MAU detects that the pressure is lower than the limits defined by the FADEC, it CAS message caution in the CAS message window.
activates the "A/I: ENG 2 LO PRESS" CAS Message caution in the CAS message
window. “A/I: ENG 2+3 RESID PRESS” If the MAU detects the conditions for “A/I: ENG 2 RESID PRESS” and “A/I: ENG 3
RESID PRESS” then the MAU will activate the "A/I: ENG 2+3 RESID PRESS"
“A/I: ENG 3 LO PRESS” The nacelle 3 anti-ice system is monitored by the engine 3 FADEC and MAU. The CAS message caution in the CAS message window.
FADEC ensures that it provides the MAU with the proper pressure regulation limits.
The MAU monitors the actual pressure in the nacelle inlet using a pressure transducer. “A/I: ENG 1+2+3 RESID PRESS” If the MAU detects the conditions for “A/I: ENG 1 RESID PRESS” and “A/I: ENG 2
If the MAU detects that the pressure is lower than the limits defined by the FADEC, it RESID PRESS”, and A/I ENG 3 RESID PRESS” then the MAU will activate the
activates the "A/I: ENG 3 LO PRESS" CAS Message caution in the CAS message CAS Message "A/I: ENG 1+2+3 RESID PRESS" advisory in the CAS message
window. window.
"A/I: STALL WARNING OFFSET" Stall warning offset due to icing condition detection and wing anti-ice failure.
"A/I: ENG 1 HI PRESS“ The nacelle 1 anti-ice system is monitored by the engine 1 FADEC and MAU. The
FADEC ensures that it provides the MAU with the proper pressure regulation limits. "A/I: TAT TOO HIGH" At least one anti-ice wings or engine is ON and TAT>10 °C during more than 1
The MAU monitors the actual pressure in the nacelle inlet using a pressure transducer. min
If the MAU detects that the pressure is higher than the limits defined by the FADEC, it “A/I ENG 1 MISCONFIG ON” The nacelle 1 anti-ice system is monitored by the engine 1 FADEC and MAU. The
activates the "A/I: ENG 1 HI PRESS" CAS Message caution in the CAS message FADEC ensures that it provides the MAU with the proper pressure regulation
window. limits. To prevent heat damage to the nacelle inlet, the MAU monitors the outside
"A/I: ENG 2 HI PRESS“ The nacelle 2 anti-ice system is monitored by the engine 2 FADEC and MAU. The air temperature. If the MAU detects that the anti-ice system is active, and the
FADEC ensures that it provides the MAU with the proper pressure regulation limits. outside air temperature is above 15 C, it activates the white "A/I ENG 1
The MAU monitors the actual pressure in the nacelle inlet using a pressure transducer. MISCONFIG ON" CAS Message advisory in the CAS message window.
If the MAU detects that the pressure is higher than the limits defined by the FADEC, it “A/I ENG 2 MISCONFIG ON” The nacelle 2 anti-ice system is monitored by the engine 2 FADEC and MAU. The
activates the "A/I: ENG 2 HI PRESS" CAS Message caution in the CAS message FADEC ensures that it provides the MAU with the proper pressure regulation
window. limits. To prevent heat damage to the nacelle inlet, the MAU monitors the outside
air temperature. If the MAU detects that the anti-ice system is active, and the
"A/I: ENG 3 HI PRESS“ The nacelle 3 anti-ice system is monitored by the engine 3 FADEC and MAU. The
outside air temperature is above 15 C, it activates the white "A/I ENG 2
FADEC ensures that it provides the MAU with the proper pressure regulation limits.
MISCONFIG ON" CAS Message advisory in the CAS message window.
The MAU monitors the actual pressure in the nacelle inlet using a pressure transducer.
If the MAU detects that the pressure is higher than the limits defined by the FADEC, it “A/I ENG 3 MISCONFIG ON” The nacelle 2 anti-ice system is monitored by the engine 2 FADEC and MAU. The
activates the "A/I: ENG 3 HI PRESS" CAS Message caution in the CAS message FADEC ensures that it provides the MAU with the proper pressure regulation
window. limits. To prevent heat damage to the nacelle inlet, the MAU monitors the outside
air temperature. If the MAU detects that the anti-ice system is active, and the
“A/I: ENG 1 RESID PRESS” The nacelle 1 anti-ice system is monitored by the engine 1 FADEC and MAU. The outside air temperature is above 15 C, it activates the white "A/I ENG 3
FADEC ensures that it provides the MAU with the proper pressure regulation limits. To MISCONFIG ON" CAS Message advisory in the CAS message window.
prevent inadvertent selection of the anti-ice system, the MAU monitors the air pressure
within the nacelle. If the MAU detects that there is pressure within the anti-ice system
is active, and anti-ice is not selected, it activates the "A/I: ENG 1 RESID PRESS" CAS Fault Messages
Message caution in the CAS message window. "A/I: ENG 1 HI PRESS" Shows when the anti-ice system pressure is above the upper limit.
“A/I: ENG 2 RESID PRESS” The nacelle 2 anti-ice system is monitored by the engine 2 FADEC and MAU. The "A/I: ENG 1 LO PRESS" Shows when the anti-ice system pressure is under the lower limit.
FADEC ensures that it provides the MAU with the proper pressure regulation limits. To "A/I: ENG 2 HI PRESS" Shows when the anti-ice system pressure is above the upper limit.
prevent inadvertent selection of the anti-ice system, the MAU monitors the air pressure "A/I: ENG 2 LO PRESS" Shows when the anti-ice system pressure is under the lower limit.
within the nacelle. If the MAU detects that there is pressure within the anti-ice system
is active, and anti-ice is not selected, it activates the "A/I: ENG 2 RESID PRESS" CAS "A/I: ENG 3 HI PRESS" Shows when the anti-ice system pressure is above the upper limit.
Message caution in the CAS message window. "A/I: ENG 3 LO PRESS" Shows when the anti-ice system pressure is under the lower limit.
“A/I: ENG 3 RESID PRESS” The nacelle 3 anti-ice system is monitored by the engine 3 FADEC and MAU. The
FADEC ensures that it provides the MAU with the proper pressure regulation limits. To
prevent inadvertent selection of the anti-ice system, the MAU monitors the air pressure
within the nacelle. If the MAU detects that there is pressure within the anti-ice system
is active, and anti-ice is not selected, it activates the "A/I: ENG 3 RESID PRESS" CAS
Message caution in the CAS message window.
30-33
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
ENGINE AIR INTAKE ANTI-ICING COMPONENT CHART
L101DN Engine 1 Anti-Icing Transducer L112DN "ENG 1 ANTI ICE" SSPC
Location: ENGINE 1 (412) Location: F40-41, ELEC & FBW BAY, LH (273)
Engine 1 Upper Cowling (414AT), Engine 1 Access: Frame 40 Middle Lining (271OZ)
Access:
Lower Cowling (413AB) References:
References: Description: SDS 30-20-00
Description: SDS 30-20-00 Wiring Diagram: WD 30-21-00
Wiring Diagram: WD 30-21-00 Removal/Installation: None
Removal/Installation: TASK 30-20-05-900-801
M112DN "ENG 2 ANTI ICE" SSPC
M101DN Engine 2 Anti-Icing Transducer
Location: F40-41, ELEC & FBW BAY, RH (274)
Location: ENGINE 2 (451)
Access: Frame 40 Upper Lining (271NZ)
Access: Engine 2 RH Cowling (454AR)
References:
References:
Description: SDS 30-20-00
Description: SDS 30-20-00
Wiring Diagram: WD 30-21-00
Wiring Diagram: WD 30-21-00
Removal/Installation: None
Removal/Installation: TASK 30-20-05-900-801
R101DN Engine 3 Anti-Icing Transducer R112DN "ENG 3 ANTI ICE" SSPC
Location: ENGINE 3 (422) Location: F40-41, ELEC & FBW BAY, LH (273)
Engine 3 Upper Cowling (424AT), Engine 3 Lower Access: Frame 40 Middle Lining (271OZ)
Access: References:
Cowling (423AB)
References: Description: SDS 30-20-00
Description: SDS 30-20-00 Wiring Diagram: WD 30-21-00
Wiring Diagram: WD 30-21-00 Removal/Installation: None
Removal/Installation: TASK 30-20-05-900-801
R9740PM Anti-ice "ENG 1" Pushbutton
L102DN Engine 1 Anti-Icing Valve Location: COCKPIT, CEILING (227)
Location: ENGINE 1 (412) Access: Cockpit Upper Lining No.2 (221EZ)
Engine 1 Upper Cowling (414AT), Engine 1 Lower References:
Access: Description: SDS 30-20-00
Cowling (413AB)
References: Wiring Diagram: WD 30-21-00
Description: SDS 30-20-00 Removal/Installation: None
Wiring Diagram: WD 30-21-00
R9750PM Anti-ice "ENG 2" Pushbutton
Removal/Installation: TASK 30-20-01-900-801
Location: COCKPIT, CEILING (227)
M102DN Engine 2 Anti-Icing Valve Access: Cockpit Upper Lining No.2 (221EZ)
Location: ENGINE 2 (451) References:
Access: Engine 2 RH Cowling (454AR) Description: SDS 30-20-00
References: Wiring Diagram: WD 30-21-00
Description: SDS 30-20-00 Removal/Installation: None
Wiring Diagram: WD 30-21-00
R9760PM Anti-ice "ENG 3" Pushbutton
Removal/Installation: TASK 30-20-01-900-801
Location: COCKPIT, CEILING (227)
R102DN Engine 3 Anti-Icing Valve Access: Cockpit Upper Lining No.2 (221EZ)
Location: ENGINE 3 (422) References:
Engine 3 Upper Cowling (424AT), Engine 3 Lower Description: SDS 30-20-00
Access:
Cowling (423AB) Wiring Diagram: WD 30-21-00
References: Removal/Installation: None
Description: SDS 30-20-00
Wiring Diagram: WD 30-21-00
Removal/Installation: TASK 30-20-01-900-801
30-34
R0
NOTES: NOTES:
30-35
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 24
S-Duct Ant-Ice Temperature Control Valve
30-36
R0
S-DUCT ANTI-ICING
Overview S-Duct Anti-Ice Dual Bead Skin Temperature Sensors (M601DL/M801DL)
The S-Duct anti-icing system uses a valve, temperature sensors and pressure sensors to monitor and control the hot The sensors are dual element platinum resistor types. The sensors are attached to the outer surface of the S-Duct:
bleed air supplied to the S-Duct. The primary components of the S-Duct anti-icing system are: − S-Duct anti-ice temperature sensor 1 (M601DL) is located at the end of S-Duct section 2 at an angle of 48 degrees to
− S-Duct Anti-Ice Temperature Control Valve (M1401DL) the plenum line,
− S-Duct Anti-Ice Temperature Sensor 1 (M601DL) − S-Duct anti-ice temperature sensor 2 (M801DL) is located at section 3 of the S-Duct, upstream of frame 41, at an
angle of 18 degrees to the plenum line.
− S-Duct Anti-Ice Temperature Sensor 2 (M801DL)
− S-Duct Anti-Ice Pressure Sensor 1 (M401DL
In normal operation, the sensors are used for control and monitoring:
− S-Duct Anti-Ice Pressure Sensor 2 (M501DL)
− S-Duct anti-ice temperature sensor 1 (M601DL) transmits temperature signals used to control the S-Duct anti-ice
temperature control valve (M1401DL) and for low temperature monitoring,
The AMSAC (1003HN) and the AMSEC controller (801HN) control and monitor the S-Duct anti-ice system:
− S-Duct anti-ice temperature sensor 2 (M801DL) transmits signals to control the S-Duct anti-ice temperature control
− The S-Duct skin temperature is controlled by the AMSAC module 1 (303HN) in NORM operating mode and AMSAC valve (M1401DL) if S-Duct anti-ice temperature sensor 1 (M601DL) fails, and for high temperature monitoring.
module 2 (403HN) in STBY operating mode
− In emergency ECS operation, the S-Duct anti-ice temperature control valve (M1401DL) is closed by the AMSEC
controller (801HN)
− S-Duct over-temperature monitoring is done by the AMSAC (1003HN) using one element of S-Duct anti-ice
temperature sensor 1 (M601DL) and S-Duct anti-ice temperature sensor 2 (M801DL)
− S-Duct anti-ice over-pressure monitoring is done by S-Duct anti-ice pressure sensor 1 (M401DL) and the S-Duct anti- S-Duct Anti-Ice Temperature Sensor 1 (M601DL
ice pressure sensor 2 (M501DL)
Components
S-Duct Anti-Icing Temperature Control Valve (M1401DL)
The S-Duct anti-ice temperature control valve (M1401DL) is installed in the unpressurized equipment bay aft of frame 41.
The function of the valve is to supply bleed air for S-Duct anti-icing, based on signals from the S-Duct temperature and
pressure sensors. The valve is a shut-off valve that is electrically actuated. The valve includes a valve body, electrical
actuator, potentiometers and limit switches for position indication. The valve also includes a manual override.
In normal ECS mode, the valve is monitored and controlled by the AMSAC (1003HN). In emergency ECS mode, the
AMSEC controller (801HN) closes the valve. If there is no electrical power, the valve stays in its last set condition.
The crew can use the anti-ice "ENG 2" pushbutton (R9750PM) on the overhead panel (5000PM) to control or isolate the
valve.
Operation
The valve controls the airflow to regulate the skin temperature of the S-Duct measured by the sensors attached to the S-
Duct. The valve also limits the air pressure measured by the sensors installed downstream of the valve in the anti-ice
supply duct. The valve controls the S-Duct skin temperature to 44°C if the total air temperature (TAT) is more than -20°C,
or 56°C if the TAT is less than or equal to -20°C, using feedback from S-Duct anti-ice temperature sensor 1 (M601DL). If
sensor 1 is failed, the valve controls the S-Duct skin temperature to 57°C if the TAT is more than -20°C, or 69°C if the TAT
is less than or equal to -20°C, using feedback from S-Duct anti-ice temperature sensor 2 (M801DL).
Only one motor is energized at a time. The motor A is controlled by the AMSAC AMM1 and the motor B is controlled by
the AMSAC AMM2. When one motor is de-energized, it permits rotation of the motor armature of the energized motor to
be transferred through the gear train to the butterfly. When the butterfly reaches the end of its travel, a limit switch stops
the rotation of the butterfly by opening the circuit that supplies power to the motor. Upon interruption of the electrical
power, the gear train will hold the butterfly in the last selected position. Pushing the manual override lever in either
direction retracts a clutch ring from the clutch housing, allowing rotation of the butterfly independent of the gearbox and
motor.
30-37
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
S-Duct Anti-Ice Pressure Sensor (M401DL) (Located between Hydraulic System A and C Reservoirs) S-Duct Anti-Ice Pressure Sensor (M501DL) (Located above Hydraulic System C Reservoir)
System C
Reservoir
(reference)
System A System C
Reservoir Reservoir
(reference) (reference)
30-38
R0
S-DUCT ANTI-ICING (CONTINUED)
Components Engine Anti-Ice S-Duct Synoptic
S-Duct Anti-Ice Pressure Sensors (M401DL) and (M501DL) TO ACTIVATE
The sensors are installed in the S-Duct anti-ice supply duct, downstream of the S-Duct anti-ice temperature control valve CONTROL FUNCTION SYNOPTIC
TO DEACTIVATE
(M1401DL). The sensors are connected in parallel to a pressure sensing line. Output signals from the sensors are in
proportion to the inlet pressure. The sensors transmit pressure data to the AMSAC (1003HN), for use in pressure limiting
and over pressure monitoring.
First Push:
No 2 engine
Overhead Panel air intake
On
Anti-Ice "Eng 2" Pushbutton Controls hot air supply to No and S-Duct
The anti-ice "ENG 2" pushbutton (R9750PM) lets the crew control or isolate the S-Duct anti-icing system and has the 2 engine air intake lip and anti-icing in
functions that follow: S-Duct. ON mode
− ON Position: In normal ECS mode the S-Duct anti-ice temperature control valve (M1401DL) is controlled by
Engine air intake lip is
the AMSAC module 1 (303HN)
directly anti-iced by HP air of Second
− STBY Position: In normal ECS mode the S-Duct anti-ice temperature control valve (M1401DL) is controlled by engine 2. push: No 2
the AMSAC module 2 (403HN) engine air
− OFF Position: In normal ECS mode the S-Duct anti-ice temperature control valve (M1401DL) is controlled by In ON mode, AMSAC opens intake and
the AMSAC module 1 (303HN) or AMSAC module 2 (403HN) the S-Duct anti-icing control S-Duct anti- On
− In emergency ECS mode the AMSEC (801HN) fully closes the S-Duct anti-ice temperature control valve (M1401DL) valve and controls HP valves icing in ST-
− On power-up, the "ENG2" pushbutton (L9590PM) goes back to the OFF position to provide the correct air BY mode
temperature and pressure.
In ST-BY mode, the S-Duct
anti-icing control is provided
by the second channel of the
AMSAC Short push:
Normal/ON Long push: Third push:
ST-BY S-Duct anti-
Off
icing valve
closing
Figure 25
Anti-Ice “ENG” Pushbuttons
30-39
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 26
“ENG” Synoptic Page
30-40
R0
S-DUCT ANTI-ICING (CONTINUED)
Components (Continued) The line is shown green and the S-Duct symbol green outline and filled black when:
System Synoptic Page − The S-Duct anti-ice temperature control valve (M1401DL) is open AND
The indications that follow are shown on the BLD synoptic page: The status of the S-Duct anti-ice temperature control − Engine 1 manifold PRSOV (2501HU) is open AND
valve (M1401DL) and the supply to it. The S-DUCT label shows the status of the S-Duct CAS logic. − ENG1 is above idle setting AND
− LH manifold isolation valve (2001HU) is open
S-Duct Anti-Ice Temperature Control Valve (M1401DL)
OR
The status of the S-Duct anti-ice temperature control valve (M1401DL) is shown as follows:
− S-Duct anti-ice temperature control valve (M1401DL) is open AND
− Open Valve symbol green with a green open line
− Engine 2 manifold PRSOV (2601HU) is open AND
− Indeterminate Valve symbol grey with an amber dashed line
− Closed Valve symbol grey with a grey closed line − ENG2 is above idle setting
− Failed Open Valve symbol amber with an amber open line OR
− Failed Indeterminate Valve symbol amber with an amber dashed line − S-Duct anti-ice temperature control valve (M1401DL) is open AND
− Failed Closed Valve symbol amber with an amber closed line − APU load control valve (502KH) is open AND
− RH manifold isolation valve (2101HU) is open
The status of the S-Duct anti-ice temperature control valve (M1401DL) is displayed with the following logic: The valve
OR
status is normally provided by AMM1 when:
− S-Duct anti-ice temperature control valve (M1401DL) is open AND
− AMM1 is operational AND
− Engine 3 manifold PRSOV (2701HU) is open AND
− A429 data is valid AND
− ENG3 is above idle setting AND
− the system is not in emergency mode
− RH manifold isolation valve (2101HU) is open
Otherwise the valve status is provided by AMM2 when:
− AMM2 is operational AND Otherwise the line is shown hollow grey and the S-Duct symbol grey outline and filled black when:
− A429 data is valid AND − The S-Duct anti-ice temperature control valve (M1401DL) is indeterminate OR open, AND
− the system is not in emergency mode − Engine 1 manifold PRSOV (2501HU) is indeterminate OR open, AND
− ENG1 state is indeterminate OR above idle setting, AND
Otherwise the valve status is provided by the closed discrete to the MAU if:
− LH manifold isolation valve (2001HU) is indeterminate OR open
− both AMM cards are not operational OR
OR
− A429 data is not available from both AMM cards OR
− The S-Duct anti-ice temperature control valve (M1401DL) is indeterminate OR open, AND
− the system is in emergency mode
− Engine 2 manifold PRSOV (2601HU) is indeterminate OR open, AND
Otherwise the valve is shown in the indeterminate state. − ENG2 state is indeterminate OR above idle setting
OR
The valve symbol is shown failed in amber if: − S-Duct anti-ice temperature control valve (M1401DL) is indeterminate OR open, AND
− "A/I: S-DUCT FAULT" CAS message is true OR − APU load control valve (502KH) is indeterminate OR open, AND
− "A/I: S-DUCT LO PWR" CAS message is true OR − RH manifold isolation valve (2101HU) is indeterminate OR open
− "A/I: S-DUCT HI TEMP" CAS message is true OR
S-Duct Anti-Ice Line − S-Duct anti-ice temperature control valve (M1401DL) is indeterminate OR open, AND
The status of the S-Duct anti-ice line is shown as follows: − Engine 3 manifold PRSOV (2701HU) is indeterminate OR open, AND
− Open Filled green − ENG3 state is indeterminate OR above idle setting, AND
− Indeterminate Hollow grey − RH manifold isolation valve (2101HU) is indeterminate OR open
− Closed Filled grey
− Failed Open Filled amber Otherwise the line is in the closed state and the S-Duct symbol grey outline and filled grey.
The S-Duct anti-ice line is from the junction with the LP2 line and ENG2 line to the S-Duct. The status of the S-Duct anti-
S-Duct Label
ice line is displayed with the following logic:
The S-Duct label is shown as follows:
The line and the S-Duct symbol are shown in amber and this overrides all other logic if: − If "A/I: S-DUCT LO PWR" CAS message is true, the label LO PWR is displayed in amber on black
− "A/I: S-DUCT FAULT" CAS message is true OR, − If "A/I: S-DUCT HI TEMP" CAS message is true, the label HI TEMP is displayed in amber on black
− "A/I: S-DUCT LO PWR" CAS message is true OR,
− "A/I: S-DUCT HI TEMP" CAS message is true. Otherwise nothing is displayed
30-41
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 27
Pneumatic Anti-Ice
30-42
R0
S-DUCT ANTI-ICING (CONTINUED)
Components (Continued) “A/I: S-DUCT HI TEMP” − S-Duct anti-ice temperature sensor 2 (M801DL) (MAU) is reading more than 72 °C
CAS Messages (162 °F) and the total air temperature is more than - 20 °C (-4 °F) and the S-Duct anti-
ice is selected or S-Duct anti-ice temperature control valve (M1401DL) is not closed,
− S-Duct anti-ice temperature sensor 2 (M801DL) (MAU) is reading more than 84 °C
Cruise
Land
Park
Taxi
TO
MESSAGE DESCRIPTION (183 °F) and the total air temperature is not more than - 20 °C (-4 °F) and the S-Duct
anti-ice is selected or S-Duct anti-ice temperature control valve (M1401DL) is not
closed,
Caution (Amber) CAS Messages − S-Duct anti-ice temperature sensor 2 (M801DL) (AMSAC) is reading more than 72 °C
S-Duct anti-ice temperature control valve (M1401DL) or (162 °F) and the total air temperature is more than - 20 °C (-4 °F) and the S-Duct anti-
A/I: S-DUCT FAULT A A A - - ice is selected or S-Duct anti-ice temperature control valve (M1401DL) is not closed,
controller is defective.
when S-Duct anti-ice temperature sensor 2 (M801DL) (MAU) fails or the difference
A/I: S-DUCT LO PWR Temperature sensor is reading below low power threshold. A A A - - between the AMSAC and MAU sensors is more than 6 °C (43 °F),
− S-Duct anti-ice temperature sensor 2 (M801DL) (AMSAC) is reading more than 84 °C
The S-Duct anti-ice temperature control valve (M1401DL) or A A A - -
A/I: S-DUCT HI TEMP (183 °F) and the total air temperature is not more than - 20 °C (-4 °F) and the S-Duct
S-Duct anti-ice temperature sensor 2 (M801DL) is defective.
anti-ice is selected or S-Duct anti-ice temperature control valve (M1401DL) is not
“A/I: S-DUCT FAULT” − Anti-ice "ENG 2" pushbutton (R9750PM) is set to NORM but the S-Duct anti-ice closed, when S-Duct anti-ice temperature sensor 2 (M801DL) (MAU) fails or the
temperature control valve (M1401DL) is defective, difference between the AMSAC and MAU sensors is more than 6 °C (43 °F).
− Anti-ice "ENG 2" pushbutton (R9750PM) is set to NORM but the AMSAC module 1
(303HN) is defective, Fault Messages
− Anti-ice "ENG 2" pushbutton (R9750PM) is set to NORM but the OCP Eng 2 discretes “A/I: S-DUCT TEMP SENS FAIL” The "A/I: S-DUCT TEMP SENS FAIL" fault message is shown when:
sent to AMSAC module 1 (303HN) is invalid, − S-Duct Anti-Ice Temperature Sensor 1 (M601DL) and S-Duct Anti-Ice
− Anti-ice "ENG 2" pushbutton (R9750PM) is set to STBY but the S-Duct anti-ice Temperature Sensor 2 (M801DL) are defective on the ground (NO GO in
temperature control valve (M1401DL) is defective, icing conditions)
− Anti-ice "ENG 2" pushbutton (R9750PM) is set to STBY but the AMSAC module 2 − S-Duct Anti-Ice Temperature Sensor 1 (M601DL) and AMSAC Module 1
(403HN) is defective, (303HN) are defective
− Anti-ice "ENG 2" pushbutton (R9750PM) is set to STBY but the OCP Eng 2 discretes − S-Duct Anti-Ice Temperature Sensor 2 (M801DL) and AMSAC Module 1
sent to AMSAC module 2 (403HN) is invalid, (303HN) are defective
− S-Duct Anti-Ice Temperature Sensor 1 (M601DL) and AMSAC Module 2
− Anti-ice "ENG 2" pushbutton (R9750PM) is set to OFF but the S-Duct anti-ice
(403HN) are defective
temperature control valve (M1401DL) is not closed,
− S-Duct Anti-Ice Temperature Sensor 2 (M801DL) and AMSAC Module 2
− In emergency ECS mode and not in ECS pre-flight test mode and the S-Duct anti-ice (403HN) are defective
temperature control valve (M1401DL) is not closed,
− S-Duct Anti-Ice Temperature Sensor 1 (M601DL) (MAU) is defective
− AMSAC chassis (103HN) is defective.
“A/I: S-DUCT LO PWR” − In icing conditions or S-Duct anti-ice is selected and S-Duct anti-ice temperature sensor Integrated Maintenance
1 (M601DL) (MAU) is reading less than TMIN SDUCT 1,
CMC Maintenance Screens
− In icing conditions or S-Duct anti-ice is selected and S-Duct anti-ice temperature sensor
The CMC maintenance screens for the S-Duct anti-icing system are as follows:
1 (M601DL) (AMSAC) is less than TMIN SDUCT 1 when S-Duct anti-ice temperature
sensor 1 (M601DL) (MAU) fail or temperature difference between AMSAC and MAU − 30-10 "ANTI-ICE STATUS DATA"
sensor 1 is more than 6 °C (43 °F),
− In icing conditions or S-Duct anti-ice is selected and S-Duct anti-ice temperature sensor Tests
1 (M601DL) failed (MAU and AMSAC) and S-Duct anti-ice temperature sensor 2 Power-Up Built-in Tests
(M801DL) (MAU) is less than TMIN SDUCT 2, When electrical power is applied to the AMSAC (1003HN), it automatically does self-tests with the components connected
to it. The fault isolation data and the built-in test (BIT) fault codes are transmitted to the CMC module (2505TC).
Continuous Built-in Tests
The AMSAC (1003HN) does continuous BIT tests during operation. The continuous BIT tests include:
− Analogue to digital converter checks
− Inter-processor checks
− Sensor open/short circuit or out of range
− Driver over-current and open/short circuit
− Interlock signal checks
− Safe driver power isolation checks
30-43
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Legend
M501DL S-DUCT ANTI-ICE PRESSURE SENSOR
340J/P RH/LH WIRING CUT-OFF CONNECTOR
339J/P LH FR33 BASIC ELEC CUT-OFF CONNECTOR
330J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR
135J/P RH/LH WIRING CUT-OFF CONNECTOR
85J/P LH FR1 BASIC ELEC CUT-OFF CONNECTOR
4301FY GENERIC I/O 3 MODULE
4201FY GENERIC I/O 2 MODULE
M1401DL S-DUCT TEMPARETURE CONTROL VALVE
M801DL S-DUCT SKIN TEMPARETURE SENSOR 2
M601DL S-DUCT SKIN TEMPARETURE SENSOR 1
M401DL S-DUCT ANTI-ICE PRESSURE SENSOR
5000PM OVERHEAD PANEL
103HN AIR MANAGEMENT SYSTEM AUTO CONTROLLER
801HN AIR MANAGEMENT SYSTEM EMERGENCY CONTROLLER
Figure 28
S-Duct Anti-Icing
30-44
R0
S-DUCT ANTI-ICING (CONTINUED)
Operation Overheat Monitoring Sensor Failure
The AMSAC (1003HN) and the AMSEC controller (801HN) control and monitor the S-Duct anti-ice system: If the sensor 2 is registered in failure, the overheat monitoring is done using the maximum temperature measurement
between both sensitive parts. If the temperature measured by the sensor 2 part linked to the MAU is out of range, the
− The S-Duct skin temperature is controlled by the AMSAC module 1 (303HN) in NORM operating mode and AMSAC overheat monitoring is done by the sensitive part linked to AMSAC. If the temperature measured by both sensor 2
module 2 (403HN) in STBY operating mode, sensitive parts are out of range, the overheat monitoring is lost. On the ground only, the following CAS message "A/I: S-
− In emergency ECS operation, the S-Duct anti-ice temperature control valve (M1401DL) is closed by the AMSEC DUCT TEMP SENS FAIL" warns the pilots when a skin temperature sensor is registered in failure.
controller (801HN),
− S-Duct over-temperature monitoring is done by the AMSAC (1003HN) using one element of S-Duct anti-ice
NOTES:
temperature sensor 1 (M601DL) and S-Duct anti-ice temperature sensor 2 (M801DL),
− S-Duct anti-ice over-pressure monitoring is done by S-Duct anti-ice pressure sensor 1 (M401DL) and the S-Duct anti-
ice pressure sensor 2 (M501DL).
Skin Temperature Sensor Loss
On ground and in flight, the controller checks the difference between the sensitive part linked to the AMSAC and the
sensitive part linked to the MAU for the same sensor. If this difference is greater than 6°C, the controller considers the
sensor in failure; a maintenance message is sent: ”A/I: S-DUCT SKIN TEMPERATURE SENSOR (X) FAILED”.
The sensor is also considered in failure if one of both sensitive parts gives a temperature out of range. If the temperature
measured by the sensor 1 sensitive part linked to the AMSAC is registered in failure, the S-Duct temperature control is
done by the sensor 2 sensitive part linked to the AMSAC. In this case, the skin temperature measured by the sensor 2 is
regulated at 57°C ±2.5°C. On ground only, the “A/I: S-DUCT TEMP SENS FAIL” CAS message warns the pilot when a
skin temperature sensor is registered in failure.
Temperature Monitoring
For the skin temperature monitoring, skin temperatures of the S-Duct are provided by two dual bead sensors:
− The skin temperature sensor 1 is used for the low power monitoring
− The skin temperature sensor 2 is used for the overheat monitoring
Low (Temperature) Power Monitoring
When the temperature measured by the sensor 1 is lower than T lim = f(Ts), during more than 5s consecutively below the
altitude of 22000ft and during more than 1 minute consecutively above the altitude of 22000ft, the following
CAS message: "A/I: S-DUCT LO PWR" is displayed and the pilot must switch the S-Duct A/I “ENG2” pushbutton to
"STBY".
If the CAS message remains after this pilot action during more than 5s consecutively below the altitude of 22000ft and
during more than 1 minute consecutively above the altitude of 22000ft, the pilot increases the engine settings. If the
CAS message still remains after this action during more than 5s consecutively below the altitude of 22000ft and during
more than 1 minute consecutively above the altitude of 22000ft, the pilot turns off the S-Duct A/I and avoids or leaves the
icing condition.
Low Power Monitoring Sensor Failure
If the skin temperature sensor 1 is registered in failure, the low power monitoring is done using the minimum temperature
measurement between both sensitive parts. If the temperature measured by the sensor 1 sensitive part linked to MAU is
out of range, the low power monitoring is done by the sensitive part linked to the AMSAC. If the temperature measured by
both sensor 1 sensitive parts are out of range, the low power monitoring is done by the sensor 2 sensitive part linked to
the MAU.
Overheat Monitoring
If the sensor 2 measures a temperature greater than 72°C ± 2.5°C during more than 2s consecutively and the S-Duct A/I
TCV is NOT CLOSED, the CAS message "A/I: S-DUCT HI TEMP" is displayed, then the pilot turns off the S-Duct A/I and
avoids or leaves the icing condition. If the CAS message remains after this action, the pilot closes the LH and RH
crossbleed valves and the central MP PRSOV.
30-45
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
S-DUCT ANTI-ICING COMPONENT CHART
1811HN "AMSEC RH" Circuit Breaker L113HN "AMSAC LH" Circuit Breaker
101HN AMSEC
Location: RH Rear SPDB (R2000PM) Location: LH rear SPDB (L2000PM)
Location: F41-44, SERVICING COMP, LH (311)
Access: Baggage Compartment Door (BAG) Access: Baggage Compartment Door (BAG)
Access: Servicing Compartment Door (MSD)
References: References:
References:
Description: It prevents damage to the power supply line Description: It prevents damage to the power supply line
Description: SDS 21-53-00
of the AMSEC (801HN) of the AMSAC (1003HN)
Wiring Diagram: Not Applicable
Wiring Diagram: WD 21-61-30 Wiring Diagram: WD 21-61-20
Removal/Installation: Not Applicable
Removal/Installation: TASK 24-62-21-900-801 Removal/Installation: TASK 24-62-21-900-801
103HN AMSAC Chassis 2811HN "AMSEC LH CTRL" SSPC L2000PM LH Rear SPDB
Location: F33-40, BAGGAGE COMP, LH (271) Location: RH Rear SPDB (R2000PM) Location: F40-41, ELEC & FBW BAY, LH (273)
Access: FR. 36 - FR. 39 Oblique Lining (272KZ) Access: Baggage Compartment Door (BAG) Access: Baggage Compartment Door (BAG)
References: References: References:
Description: SDS 21-61-00 Description: It prevents damage to the power supply line Description: SDS 24-62-00
Wiring Diagram: WD 30-12-00 of the AMSEC (801HN)
Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 21-61-01-900-801 Wiring Diagram: WD 21-61-30
Removal/Installation: TASK 24-62-01-900-801
Removal/Installation: TASK 24-62-21-900-801
303HN AMSAC Module 1 3811HN "AMSEC LH" Circuit Breaker M401DL S-Duct Anti-Ice Pressure Sensor 1
Location: F33-40, BAGGAGE COMP, LH (271) Location: LH Rear SPDB (L2000PM) Location: F41-44, SERVICING COMP, LH (311)
Access: FR. 36 - FR. 39 Oblique Lining (272KZ) Access: Baggage Compartment Door (BAG) Access: Servicing Compartment Door (MSD)
References: References: References:
Description: SDS 21-61-00 Description: It prevents damage to the power supply line Description: SDS 30-60-00
Wiring Diagram: WD 30-12-00 of the AMSEC (801HN) Wiring Diagram: WD 30-12-00
Removal/Installation: TASK 21-61-01-900-801 Wiring Diagram: WD 21-61-30 Removal/Installation: TASK 30-60-05-900-801
Removal/Installation: TASK 24-62-21-900-801
403HN AMSAC Module 2
4811HN "AMSEC RH CTRL" SSPC M501DL S-Duct Anti-Ice Pressure Sensor 2
Location: F33-40, BAGGAGE COMP, LH (271)
Location: LH Rear SPDB (L2000PM) Location: F41-44, SERVICING COMP, LH (311)
Access: FR. 36 - FR. 39 Oblique Lining (272KZ)
Access: Baggage Compartment Door (BAG) Access: Servicing Compartment Door (MSD)
References:
References: References:
Description: SDS 21-61-00
Description: It prevents damage to the power supply line Description: SDS 30-60-00
Wiring Diagram: WD 30-12-00
of the AMSEC (801HN) Wiring Diagram: WD 30-12-00
Removal/Installation: TASK 21-61-01-900-801
Wiring Diagram: WD 21-61-30 Removal/Installation: TASK 30-60-05-900-801
801HN AMSEC Removal/Installation: TASK 24-62-21-900-801
M601DL S-Duct Anti-Ice Temperature Sensor 1
Location: AMSEC (101HN) 5000PM Overhead Panel
Location: ENGINE 2 S-DUCT FAIRINGS (353)
Access: Servicing Compartment Door (MSD) COCKPIT, OVERHEAD, FIRE AND CEILING
Location: Access: S-Duct Lateral Fairing (353AR)
References: PANELS REMOVED (228)
Access: Passenger Door (PAX) References:
Description: SDS 21-61-00
References: Description: SDS 30-60-00
Wiring Diagram: WD 30-12-00
Wiring Diagram: WD 30-12-00
Removal/Installation: TASK 21-61-05-900-801 Description: SDS 31-11-00
Removal/Installation: TASK 30-60-09-900-801
Wiring Diagram: WD 30-12-00
1003HN AMSAC Removal/Installation: TASK 31-11-09-900-801 M801DL S-Duct Anti-Ice Temperature Sensor 2
Location: F33-40, BAGGAGE COMP, LH (271) 2505TC CMC Module Location: ENGINE 2 S-DUCT FAIRINGS (353)
Access: FR. 36 - FR. 39 Oblique Lining (272KZ) Location: NOSE CONE, RH (212) Access: S-Duct Lateral Fairing (353AR)
References: Access: Nose Cone (210) References:
Description: SDS 21-61-00 References: Description: SDS 30-60-00
Wiring Diagram: WD 30-12-00 Description: SDS 45-10-00 Wiring Diagram: WD 30-12-00
Removal/Installation: TASK 21-61-01-900-801 Wiring Diagram: WD 34-23-30 Removal/Installation: TASK 30-60-09-900-801
Removal/Installation: TASK 45-10-01-900-801
30-46
R0
M1401DL S-Duct Anti-Ice Temperature Control Valve R9710PM "BLEED 3" Pushbutton
Location: F41-44, SERVICING COMP, LH (311) Location: Overhead Panel (5000PM)
Access: Servicing Compartment Door (MSD) Access: Passenger Door (PAX)
References: References:
Description: SDS 30-60-00 Description: It controls the Engine 3 HP PRSOV
Wiring Diagram: WD 30-12-00 (301HU) and the Engine 3 Manifold PRSOV (2701HU)
Removal/Installation: TASK 30-60-01-900-801 Wiring Diagram: WD 36-11-00
Removal/Installation: TASK 31-11-09-900-801
R113HN "AMSAC RH" SSPC
Location: RH Rear SPDB (R2000PM) R9750PM Anti-Ice "ENG 2" Pushbutton
Access: Baggage Compartment Door (BAG) Location: Overhead Panel (5000PM)
References: Access: Passenger Door (PAX)
Description: It prevents damage to the power supply line of References:
the AMSAC (1003HN) Description: It lets the crew control or isolate the S-
Wiring Diagram: WD 21-61-20 Duct Anti-Icing System
Removal/Installation: TASK 24-62-13-900-801 Wiring Diagram: WD 30-12-00
Removal/Installation: TASK 31-11-09-900-801
R2000PM RH Rear SPDB
Location: F40-41, ELEC & FBW BAY, RH (274)
Access: Baggage Compartment Door (BAG)
References:
Description: SDS 24-62-00
Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 24-62-01-900-801
R9630PM ECS "PACK" Selector
Location: Overhead Panel (5000PM)
Access: Passenger Door (PAX)
References:
Description: It is used to set the modes of operation of the
ECS Pack Assembly (102HF)
Wiring Diagram: WD 21-61-20
Removal/Installation: TASK 31-11-09-900-801
R9650PM "BLEED 1" Pushbutton
Location: Overhead Panel (5000PM)
Access: Passenger Door (PAX)
References:
Description: It controls the Engine 1 HP PRSOV (101HU)
and the Engine 1 Manifold PRSOV (2501HU)
Wiring Diagram: WD 36-11-00
Removal/Installation: TASK 31-11-09-900-801
R9700PM "BLEED APU" Pushbutton
Location: Overhead Panel (5000PM)
Access: Passenger Door (PAX)
References:
Description: SDS 24-40-00
Wiring Diagram: WD 24-40-00
Removal/Installation: TASK 31-11-09-900-801
30-47
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
RH Upper and Lower Smart Probes RH TAT Probe
30-48
R0
SMART PROBE ANTI-ICING
Overview
The air data smart probe anti-icing system:
− Controls the Multi-Function Probe (MFP) heat
− Monitors the MFP heat
− Controls the Total Air Temperature (TAT) sensor heat
− Monitors the TAT sensor heat
It sends the data to the EASy avionics system for display of the related indication in the cockpit. It also sends the data to
the Primary Flight Control System for Air Data System monitoring.
Components
Overhead Panel
Each smart probe receives a discrete input from the overhead panel (5000PM) to activate or deactivate the MFP and the
TAT sensor heater. When the "PROBE 1+2" pushbutton (R9810PM) is in the 'ON' state, the LH upper air data smart
probe (501FE) and the RH upper air data smart probe (401FE) control the LH upper multi-function probe (L701FE), RH
upper multi-function probe (R701FE), LH TAT sensor (L101FE) and RH TAT sensor (R101FE) heaters.
When the "PROBE 3" pushbutton (R9820PM) is in the 'ON' state, the LH lower air data smart probe (301FE) controls the
LH lower multi-function probe (L601FE) heaters. When the "PROBE 4" pushbutton (R9830PM) is in the 'ON' state, the RH
lower air data smart probe (201FE) controls the RH lower multi-function probe (R601FE) heaters.
The automatic logic in the avionics and the manual operation by the pilot control the overhead panel probe heater
switches. The automatic logic is called “Virtual Pilot”. It is active when the aircraft is Weight-On-Wheels with the Park
Brake "on". The Virtual pilot:
− Switches the value of the overhead panel heater discrete to the 'on' state when the transition from "one engine
running" to "two engines running" is sensed
− Switches the value of the overhead panel heater discrete to the 'off' state when the transition from "two engines
running" to "one engine running" is sensed
The Virtual Pilot switches the overhead panel discretes to ON at aircraft power up and OFF at power down. The pilot can
push the appropriate overhead panel probe heater switch at any time to override the automatic logic.
“STAT” Page
A/C without M305 and SB 018
The list of fault messages that follow and their root causes shows under the “FAULT” tab on the “STAT” page on each
Multifunction Display Unit (MDU).
− "ADS: 1+3 TAT HEAT FAIL"
− "ADS: 2+4 TAT HEAT FAIL"
A/C with M305 or SB 018
The list of fault messages that follow and their root causes shows under the “FAULT” tab on the “STAT” page on each
Multifunction Display Unit (MDU).
− "ADS: 1+3 TAT HEAT FAIL"
− "ADS: 2+4 TAT HEAT FAIL"
− "ADS: 1 HEATER FAULT"
− "ADS: 2 HEATER FAULT"
− "ADS: 3 HEATER FAULT"
− "ADS: 4 HEATER FAULT"
Figure 29
Probe Heat Switches on the Overhead Panel
30-49
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 30
Smart Probe Anti-Icing Principal Diagram
30-50
R0
SMART PROBE ANTI-ICING (CONTINUED)
Components (Continued) "ADS: 3 PROBE HEAT OFF" The "ADS: 3 PROBE HEAT OFF" CAS message is shown when the LH lower air
CAS Messages data smart probe (301FE) has sensed no heat on the LH lower multi-function probe
(L601FE). The CAS message "ADS: 3 FAIL" and "ADS: 3 PROBE HEAT FAIL"
perform the inhibition of "ADS: 3 PROBE HEAT OFF".
Cruise
Land
Park
Taxi
TO
MESSAGE DESCRIPTION
"ADS: 4 PROBE HEAT OFF" The "ADS: 4 PROBE HEAT OFF" CAS message is shown when the RH lower air
data smart probe (201FE) has sensed no heat on the RH lower multi-function probe
Caution (Amber) CAS Messages (R601FE). The CAS message "ADS: 4 FAIL" and "ADS: 4 PROBE HEAT FAIL"
perform the inhibition of "ADS: 4 PROBE HEAT OFF".
ADS: 1 PROBE HEAT FAIL The L/H upper smart probe has a heater failure A A A A A "ADS: ALL PROBE HEAT OFF" The "ADS: ALL PROBE HEAT OFF" CAS message is shown as a combination of
ADS: 2 PROBE HEAT FAIL The R/H upper smart probe has a heater failure A A A A A "ADS: 1+2+3+4 PROBE HEAT OFF". The CAS message "ADS: 1+2+3+4 FAIL"
performs the inhibition of "ADS: ALL PROBE HEAT OFF".
ADS: 3 PROBE HEAT FAIL The L/H lower smart probe has a heater failure A A A A A
Fault Messages
ADS: 4 PROBE HEAT FAIL The R/H lower smart probe has a heater failure A A A A A
ADS: 1 PROBE HEAT OFF The L/H upper smart probe has no heat FAULT MESSAGE DESCRIPTION LATCHED
- A A A A
"ADS: 1+3 TAT HEAT FAIL" The "ADS: 1+3 TAT HEAT FAIL" fault message is shown when the
ADS: 2 PROBE HEAT OFF The R/H upper smart probe has no heat - A A A A LH upper air data smart probe (501FE) has sensed a LH TAT sensor NO
(L101FE) heater failure (element or controller).
ADS: 3 PROBE HEAT OFF The L/H lower smart probe has no heat - A A A A
"ADS: 2+4 TAT HEAT FAIL" The "ADS: 2+4 TAT HEAT FAIL" fault message is shown when the NO
ADS: 4 PROBE HEAT OFF The R/H lower smart probe has no heat - A A A A RH upper air data smart probe (401FE) has sensed a RH TAT
sensor (R101FE) heater failure (element or controller).
ADS: ALL PROBE HEAT OFF All smart probe have no heat - A A A A
"ADS: 1 PROBE HEAT FAIL" The "ADS: 1 PROBE HEAT FAIL" CAS message is shown when the LH upper air data A/C with M305 or SB 018
smart probe (501FE) has sensed a LH upper multi-function probe (L701FE) heater
failure (element or controller). The CAS message "ADS: 1 FAIL" performs the inhibition FAULT MESSAGE DESCRIPTION LATCHED
of "ADS: 1 PROBE HEAT FAIL". "ADS: 1 HEATER FAULT" The "ADS: 1 HEATER FAULT" fault message is shown when the LH
"ADS: 2 PROBE HEAT FAIL" The "ADS: 2 PROBE HEAT FAIL" CAS message is shown when the RH upper air data upper air data smart probe (501FE) has sensed a total pressure line NO
smart probe (401FE) has sensed a RH upper multi-function probe (R701FE) heater heater failure.
failure (element or controller). The CAS message "ADS: 2 FAIL" performs the inhibition "ADS: 2 HEATER FAULT" The "ADS: 2 HEATER FAULT" fault message is shown when the
of "ADS: 2 PROBE HEAT FAIL". RH upper air data smart probe (401FE) has sensed a total pressure NO
line heater failure.
"ADS: 3 PROBE HEAT FAIL" The "ADS: 3 PROBE HEAT FAIL" CAS message is shown when the LH lower air data
smart probe (301FE) has sensed a LH lower multi-function probe (L601FE) heater "ADS: 3 HEATER FAULT" The "ADS: 3 HEATER FAULT" fault message is shown when the LH
failure (element or controller). The CAS message "ADS: 3 FAIL" performs the inhibition lower air data smart probe (301FE) has sensed a total pressure line NO
of "ADS: 3 PROBE HEAT FAIL". heater failure.
"ADS: 4 PROBE HEAT FAIL" The "ADS: 4 PROBE HEAT FAIL" CAS message is shown when the RH lower air data "ADS: 4 HEATER FAULT" The "ADS: 4 HEATER FAULT" fault message is shown when the
smart probe (201FE) has sensed a RH lower multi-function probe (R601FE) heater RH lower air data smart probe (201FE) has sensed a total pressure NO
failure (element or controller). The CAS message "ADS: 4 FAIL" performs the inhibition line heater failure.
of "ADS: 4 PROBE HEAT FAIL".
"ADS: 1 PROBE HEAT OFF" The "ADS: 1 PROBE HEAT OFF" CAS message is shown when the LH upper air data
smart probe (501FE) has sensed no heat on the LH upper multi-function probe
(L701FE). The CAS message "ADS: 1 FAIL" and "ADS: 1 PROBE HEAT FAIL"
perform the inhibition of "ADS: 1 PROBE HEAT OFF".
"ADS: 2 PROBE HEAT OFF" The "ADS: 2 PROBE HEAT OFF" CAS message is shown when the RH upper air data
smart probe (401FE) has sensed no heat on the RH upper multi-function probe
(R701FE). The CAS message "ADS: 2 FAIL" and "ADS: 2 PROBE HEAT FAIL"
perform the inhibition of "ADS: 2 PROBE HEAT OFF".
30-51
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Bus B1
Bus B1
Bus B1
Bus F1
Bus F1
401FE
ADSP 3 CH B HEAT
+28V
+28V
+28V
+28V
+28V
142
ADSP 4 CH B HEAT
ADSP 1 CH B HEAT
ADSP 2 CH B HEAT
A CH. A
137 136
A 30 +PWR. A
CR CTRL
TAT 2 HEAT
R1000PM
R411DA
1
R111DA
R511DA
L511DA
L411DA
T2 35 MONIT
25A
25A
25A
15A
25A
146 MONIT
205/24 91/24
55 28 MFP HEAT
5000PM 8 8 10 MFP HEATER
X
644W
R9810PM 10 11 137 141 CH. B
B
MFP HEAT
SENSE LINE
132
161
133
72
41
40
20 A 30
8 MONIT
HEATER
PROBE CR CR
1B 2
1+2 T4 35 MONIT
94/24
6 40 TAT HEAT
+PWR. B A OFF 145 3 CTRL
25
200/24 92/24 1 +PWR. B
32 28
6 6 7
+PWR. A
SD 34 - 11 - 00
201FE
143
176 CH. A
A
137 +PWR. A
CR
CR
24
22
131 144 130
A A 30 CTRL
6 6 8
MONIT
T1 3 35
150 MONIT
176
4C 127/14 143/24 128/24
44 1 28 MFP HEAT
204/24 4 4 6 6 9
12
MFP HEATER
144
B
123 644W
122
R9830PM A 30 CH. B
8
SENSE LINE
CR MFP HEAT
4
T3 35
MONIT
HEATER
PROBE 3C 148
4 MONIT
129/24 125/14 126/24
2 42 28 CTRL
+PWR. B A OFF 14 14 1 +PWR.B
SD 34 - 11 - 00 R101FE
141
4C
119/14 189/14 191/14
GND WHEN VP CMD B T2 E
SET TO OFF 20
CR 350W
VP INHIBIT 142/14 CR
A
3C
GND WHEN VP CMD 213/24 SD 34 - 11 - 00
SET TO ON 13 L101FE
142
VP INHIBIT
111/14 192/14 193/14
B T2 E
CR 350W
147/14 CR
A
SD 34 - 11 - 00 Legend
137 301FE
CR
18
16
143
A CH. A
181J/P FR/RR FBW E4 ELEC CUT-OFF CONNECTOR
R9820PM
102
B
101
8
30 +PWR. A 177J/P FR/RR FBW E4 ELEC CUT-OFF CONNECTOR
CTRL
CR
176J/P FR/RR FBW E3 ELEC CUT-OFF CONNECTOR
SENSE LINE
182
T1 35 MONIT
150J/P FBW E3/RH BASIC ELEC CUT-OFF CONNECTOR
HEATER
PROBE 147
2B MONIT
3
11
109/24 107/24
127
106/24
28 MFP HEAT 149J/P FBW E4/LH BASIC ELEC CUT-OFF CONNECTOR
9 9 7
+PWR. A A OFF MFP HEATER 148J/P FBW E4/RH BASIC ELEC CUT-OFF CONNECTOR
144 177
157
B
644W 147J/P FBW E3/LH BASIC ELEC CUT-OFF CONNECTOR
156
B
CR 3
C
3 8
30 CH. B
146J/P FBW E1/RH BASIC ELEC CUT-OFF CONNECTOR
MFP HEAT
T4
6
35
MONIT
145J/P FBW E2/LH BASIC ELEC CUT-OFF CONNECTOR
181
149
MONIT
144J/P FBW E4/RH BASIC ELEC CUT-OFF CONNECTOR
96/24 146/24 95/24
3
45
3 3
20
3 1
28 CTRL 143J/P FBW E3/LH BASIC ELEC CUT-OFF CONNECTOR
+PWR. B
67/14
142J/P FBW E1/RH BASIC ELEC CUT-OFF CONNECTOR
68
SD 34 - 11 - 00
5 4 5 141J/P FBW E2/LH BASIC ELEC CUT-OFF CONNECTOR
501FE
137J/P RH/LH WIRING CUT-OFF CONNECTOR
T
X
Y
A
3
40 CH. A 76J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR
ADSP 2 CH A HEAT
ADSP 4 CH A HEAT
ADSP 3 CH A HEAT
146
501FE LH UPPER AIR DATA SMART PROBE
ADSP 1 CH A HEAT
+PWR. A
210/24 25
TAT 1 HEAT
90/24 1 TAT HEAT
4301FY 38 28 401FE RH UPPER AIR DATA SMART PROBE
R211DA
R311DA
SENSE LINE
L311DA
L211DA
76 CTRL
L111DA
L1000PM 6 6 7
25A
3 137
25A
15A
25A
25A
142 MONIT 301FE LH LOWER AIR DATA SMART PROBE
HEATER
215/24
VP SP HEAT ON 48 6 184 85 84
14 C 30 MONIT 201FE RH LOWER AIR DATA SMART PROBE
Bus E1
Bus E1
Bus A1
Bus A1
Bus A1 8
CR CR
+28V
+28V
+28V
+28V
+28V R101FE RH TAT SENSOR
7 MFP HEAT
T1 35
4401FY
2
141 MFP HEATER
L101FE LH TAT SENSOR
48
77/24
128
78/24 CR 177 B CH. B
644W 4401FY GENERIC I/O 4 MODULE
VP SP HEAT OFF C
8
30
MFP HEAT 4301FY GENERIC I/O 3 MODULE
8
145 T4 35 MONIT 5000PM OVERHEAD PANEL
211/24
6
79/24
28
MONIT R1000PM RH FRONT SPDB
6 CTRL
6 10
+PWR. B L1000PM LH FRONT SPDB
SD 34 - 11 - 00
WDM303100AA4004
21 22 23
Figure 31
Probe Heating Smart Probe TAT
30-52
R0
SMART PROBE ANTI-ICING (CONTINUED)
Operation Integrated Maintenance
Control of the MFP Heater CMC Maintenance Screens
When the discrete input from the overhead panel (5000PM) to the smart probe is in the "on" state, the smart probe The smart probe anti-icing system parameters are shown on the maintenance screens that follow:
controls the MFP heater power. When the discrete input is in the "off" state, the smart probe turns the MFP heater power − 30-30 "MFP1 ANTI-ICING"
off. In nominal operation, the primary channel of the smart probe controls the heat to the MFP. Monitor the probe − 30-30 "TAT1 ANTI-ICING"
temperature to control the MFP heater. − 30-30 "MFP2 ANTI-ICING"
− 30-30 "TAT2 ANTI-ICING"
NOTE: − Primary Channel for the LH Upper Air Data Smart Probe (501FE) is Channel A − 30-30 "MFP3 ANTI-ICING"
− Primary Channel for the RH Upper Air Data Smart Probe (401FE) is Channel B − 30-30 "MFP4 ANTI-ICING"
− Primary Channel for the LH Lower Air Data Smart Probe (301FE) is Channel A
− Primary Channel for the RH Lower Air Data Smart Probe (201FE) is Channel A Tests
Power-Up Built-in Tests
The duty cycle of the MFP heater power is changed to control the MFP temperature. For fail-safe design, the MFP heater During PBIT, the smart probe:
power duty cycle is 100%, or full-on, when the airspeed is more than 60 knots. On ground, when the airspeed is less than
60 knots, the smart probe regulates the MFP heater temperature by controlling the duty cycle. − Makes sure there is MFP and TAT sensor voltage input
− Cycles MFP and TAT sensor heater on/off to make sure of control circuit operation
Monitor of the MFP Heater − Makes sure there is MFP and TAT sensor heater element continuity
The MFP heater element current and voltage measurement gives the heater condition and annunciates any heater
element failures. At the end of the MFP and TAT sensor heater PBIT, the smart probe starts PBIT on any transition of the heater enable
discrete. The transition of the heater enable discrete goes from inactive to active, as soon as the MFP and TAT sensor
heater voltage is available.
In normal operation, the primary channel controls the heat, while the other smart probe channel monitors the heater power
lines. If the primary channel sends an error message to the other channel, or, the monitor channel detects the MFP is not
receiving power, it will take over the operation. Both channels monitor the current and voltage of the MFP power lines in Continuous Built-in Tests
multiple places to make sure that correct detection of failure conditions occurs. If a failure in the primary channel circuitry During CBIT, the smart probe:
occurs, the monitor channel turns its own power supply to the MFP heater on. The MFP heater is then powered full on, − Senses an MFP and TAT sensor heater or control circuit failure
without automatic control of the heater element. − Senses if the faceplate is below a critical temperature
− Senses if there is TAT sensor heater power
Control and Monitor of the TAT Sensor Heater
The same input discrete that controls the MFP heat also controls the regulated heater power to the TAT sensor. When the
discrete input from the overhead panel (5000PM) to the smart probe is in the "on" state, the primary channel controls the
TAT sensor heater power. When the discrete input is in the "off" state, the primary channel turns the TAT sensor heater
power off.
The TAT can have high temperatures in still air when the TAT sensor heater power is not controlled. Too much heat
decreases the life of the TAT heater element. The smart probe controls the temperature of the TAT sensor to make the
service life of the TAT sensor better.
The smart probes apply full TAT sensor heater power when the left and right throttle angles are more than 30 degrees or
airspeed is more than 60 knots. The smart probe will turn off the TAT sensor heater power when Weight-On-Wheel is true
and airspeed is less than 45 knots and both left and right throttles angles are less than 30 degrees.
The TAT heater element current and applied voltage is measured to give the heater condition and to annunciate the
heater element failures.
30-53
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
SMART PROBE ANTI-ICING COMPONENT CHART
501FE LH Upper Air Data Smart Probe R411DA "ADSP 2 CH B HEAT" Circuit Breaker
L601FE LH Lower Multi-Function Probe
Location: F1-8, OVER COCKPIT FLOOR, LH (221) Location: F8-9, OVER FLOOR, RH CABINET (232)
Location: F1-8, UNDER COCKPIT FLOOR, LH (113)
References: Access: Cockpit Lateral Lining No.1 (221RZ) References:
Description: SDS 30-30-00. References: Description: It gives power to the RH Upper Air Data Smart
Wiring Diagram: WD 30-31-00 . Description: SDS 30-30-00. Probe (401FE).
Removal/Installation: TASK 34-10-09-900-801. Wiring Diagram: WD 30-31-00 . Wiring Diagram: WD 30-31-00 .
Removal/Installation: TASK 34-10-05-900-801. Removal/Installation: TASK 24-62-13-900-801.
R601FE RH Lower Multi-Function Probe
Location: F1-8, UNDER COCKPIT FLOOR, RH (114) L211DA "ADSP 1 CH A HEAT" Circuit Breaker L511DA "ADSP 3 CH B HEAT" Circuit Breaker
References: Location: F8-9, OVER FLOOR, LH CABINET (231) Location: F8-9, OVER FLOOR, RH CABINET (232)
Description: SDS 30-30-00. References: References:
Wiring Diagram: WD 30-31-00 . Description: It gives power to the LH Upper Air Data Smart
Description: It gives power to the LH Lower Air Data Smart
Removal/Installation: TASK 34-10-09-900-801. Probe (501FE).
Probe (301FE).
L701FE LH Upper Multi-Function Probe Wiring Diagram: WD 30-31-00 .
Wiring Diagram: WD 30-31-00 .
Location: F1-8, OVER COCKPIT FLOOR, LH (221) Removal/Installation: TASK 24-62-13-900-801.
Removal/Installation: TASK 24-62-13-900-801.
References: R211DA "ADSP 2 CH A HEAT" Circuit Breaker
Description: SDS 30-30-00. R511DA "ADSP 4 CH B HEAT" Circuit Breaker
Location: F8-9, OVER FLOOR, LH CABINET (231)
Wiring Diagram: WD 30-31-00 . Location: F8-9, OVER FLOOR, RH CABINET (232)
References:
Removal/Installation: TASK 34-10-09-900-801. References:
Description: It gives power to the RH Upper Air Data
Smart Probe (401FE). Description: It gives power to the RH Lower Air Data
R701FE RH Upper Multi-Function Probe Smart Probe (201FE).
Location: F1-8, OVER COCKPIT FLOOR, RH (222) Wiring Diagram: WD 30-31-00 .
Wiring Diagram: WD 30-31-00 .
References: Removal/Installation: TASK 24-62-13-900-801.
Removal/Installation: TASK 24-62-13-900-801.
Description: SDS 30-30-00. L311DA "ADSP 3 CH A HEAT" Circuit Breaker
Wiring Diagram: WD 30-31-00 . L111DA "TAT 1 HEAT" Circuit Breaker
Location: F8-9, OVER FLOOR, LH CABINET (231)
Removal/Installation: TASK 34-10-09-900-801. Location: F8-9, OVER FLOOR, LH CABINET (231)
References: References:
201FE RH Lower Air Data Smart Probe Description: It gives power to the LH Lower Air Data Smart Probe Description: It gives power to the LH TAT Sensor (L101FE).
Location: F1-8, UNDER COCKPIT FLOOR, RH (114) 301FE).
Wiring Diagram: WD 30-31-00 .
Access: Cockpit Lateral Lining No.2 (222TZ) Wiring Diagram: WD 30-31-00 .
Removal/Installation: TASK 24-62-13-900-801.
References: Removal/Installation: TASK 24-62-13-900-801.
Description: SDS 30-30-00. R111DA "TAT 2 HEAT" Circuit Breaker
Wiring Diagram: WD 30-31-00 . R311DA "ADSP 4 CH A HEAT" Circuit Breaker
Location: F8-9, OVER FLOOR, RH CABINET (232)
Removal/Installation: TASK 34-10-05-900-801. Location: F8-9, OVER FLOOR, LH CABINET (231)
References:
References:
301FE LH Lower Air Data Smart Probe Description: It gives power to the RH TAT Sensor (R101FE).
Description: It gives power to the RH Lower Air Data Smart
Location: F1-8, UNDER COCKPIT FLOOR, LH (113) Wiring Diagram: WD 30-31-00 .
Probe (201FE).
Access: Cockpit Lateral Lining No.2 (221TZ) Removal/Installation: TASK 24-62-13-900-801.
Wiring Diagram: WD 30-31-00 .
References: Removal/Installation: TASK 24-62-13-900-801. R9810PM "PROBE 1+2" Pushbutton
Description: SDS 30-30-00.
COCKPIT, OVERHEAD, FIRE AND CEILING
Wiring Diagram: WD 30-31-00 . L411DA "ADSP 1 CH B HEAT" Circuit Breaker Location:
PANELS REMOVED (228)
Removal/Installation: TASK 34-10-05-900-801. Location: F8-9, OVER FLOOR, RH CABINET (232)
References:
References:
401FE RH Upper Air Data Smart Probe Description: SDS 30-30-00
Description: It gives power to the LH Upper Air Data Smart
Location: F1-8, OVER COCKPIT FLOOR, RH (222) Probe (501FE). Wiring Diagram: WD 30-31-00 .
Access: Cockpit Lateral Lining No.1 (222RZ) Wiring Diagram: WD 30-31-00 . Removal/Installation: TASK 31-11-09-900-801.
References: Removal/Installation: TASK 24-62-13-900-801.
Description: SDS 30-30-00.
Wiring Diagram: WD 30-31-00 .
Removal/Installation: TASK 34-10-05-900-801.
30-54
R0
R9820PM "PROBE 3" Pushbutton NOTES:
COCKPIT, OVERHEAD, FIRE AND CEILING
Location:
PANELS REMOVED (228)
References:
Description: SDS 30-30-00
Wiring Diagram: WD 30-31-00 .
Removal/Installation: TASK 31-11-09-900-801.
R9830PM "PROBE 4" Pushbutton
COCKPIT, OVERHEAD, FIRE AND CEILING
Location:
PANELS REMOVED (228)
References:
Description: SDS 30-30-00
Wiring Diagram: WD 30-31-00 .
Removal/Installation: TASK 31-11-09-900-801.
30-55
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Windshield De-Icing Dispatch Contactor (3001DG)
Figure 32
Windshield De-Icing System Components
30-56
R0
PROTECTION OF THE WINDSHIELDS
Overview
Surge Arrester Boxes (SAB), Front (L4001DG/R4001DG), Side (L5001DG/R5001DG)
The de-misting and rain/snow protection systems are designed to de-mist aircraft front and side windshields and to
The SABs protect the windshield de-icing system in case of a lightning strike and are the link between the WPS and the
improve visibility in rainy or snowy conditions. The windshields are designed so that the water can easily be drained along
windshield. In case of a lightning strike, the SABs cut the line between the windshield and the WPS in order to prevent
the windshield by the airflow, phenomenon improved with the aircraft speed. The protection of the windshields includes
damage to the aircraft equipment.
the following systems:
− Windshield De-Icing System
Dispatch Contactor (3001DG)
− Windshield Rain Repellent System
The windshield de-icing 28 V DC dispatch contactor (3001DG) is used in case of LH or RH WPS failure. It swaps the
− Windshield Rain Protection by Dry-Coat
supply of the back-up WPS: LH or RH main bus. A shunt is installed on the windshield de-icing 28 V DC dispatch
contactor (3001DG) to connect the two connectors B and C. The dispatch contactor is controlled by the dispatch box (via
the windshield "BACKUP" pushbutton).
WINDSHIELD DE-ICING SYSTEM
If the windshield "BACKUP" pushbutton is set to “MAX LH”, the main bus of the LH PPDB supplies the back-up WPS.
Overview
The windshield de-icing system prevents the LH front (L101SA), RH front (R101SA), LH side (L102SA) and RH side
If the windshield "BACKUP" pushbutton is set to “MAX RH”, the main bus of the RH PPDB supplies the back-up WPS.
(R102SA) windshields from icing.
Components
It includes the following components:
− LH Front (L4001DG), RH Front (R4001DG), LH Side (L5001DG) and RH Side (R5001DG), Surge Arrester Boxes Windshield Heat Bus Bar and Temperature Sensors
(SAB)
− LH (L1001DG), RH (R1001DG), Back-Up (M1001DG) Windshield De-Icing Power Supplies (WPS)
− Windshield De-Icing Dispatch Box (2001DG) and the Windshield De-Icing 28 V DC Dispatch Contactor (3001DG)
Windshields
Each windshield (L101SA)/(R101SA)/(L102SA)/(R102SA) includes a transparent, colorless and conductive heating layer
interlaid between its transparency layers. This layer includes two independent temperature sensors that regulate the
heating layer temperature.
Heating Film
The heating film is designed with bus-bars located along the upper and lower edges of the daylight opening.
Temperature Sensors
Temperature sensing elements are used to monitor windshield temperatures and, in accordance with the power controller,
determine when to switch on or off. They consist of a fine resistant wire with a positive temperature variation coefficient.
They are composed of fine long wires. They are laid as close as possible to the heating film for a minimal thermal lag and
located along the upper edge of the windshields with regard to cold or hot spots to satisfy requirements for the heating film
design. States of temperatures sensors of frontal windshields are sent to avionics via frontal SAB, D-box and WPS. If the
two states are failed, a CAS message is sent to crew.
Windshield De-Icing Power Supplies (WPS) (L1001DG/R1001DG/M1001DG)
The WPS’s regulate the current supply according to their operating mode and the aircraft altitude.. WPS status is sent to
avionics, which sends to crew CAS messages. The pre-flight test allows detecting WPS failures.
Windshield De-Icing Dispatch Box (2001DG)
The windshield de-icing dispatch box (2001DG) is used in case of LH or RH WPS failure. It swaps the wiring from the LH
or RH WPS to the back-up WPS. In case of the failure of the LH / RH WPS, the crew sets the windshield "BACKUP"
pushbutton (R9850PM) to “MAX LH” / “MAX RH”. The wiring from the LH / RH front SAB to the LH / RH WPS is swapped
to the back-up WPS. The back-up WPS operates in “MAX” Mode only
30-57
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 33 Figure 34
Windshield De-Icing System Overhead Panel Controls “TEST” Synoptic Windshield Soft Key
30-58
R0
WINDSHIELD DE-ICING SYSTEM (CONTINUED)
Components (Continued) “TEST” Page
Controls and Indicating Systems - Overhead Panel (5000PM) The "WDSHIELD" soft key is used to test the de-icing system. It checks the effective power supply to the front windshields
(L101SA) / (R101SA) whatever the temperature received from the windshield sensors.
Windshield "LH" Pushbutton (R9840PM)
The windshield "LH" pushbutton (R9840PM) controls the LH WPS (L1001DG) to select three modes:
Three different tests are available and can be selected thanks to the windshield "BACKUP" pushbutton (R9850PM):
Normal Mode: LH front windshield (L101SA) and the LH side windshield (L102SA) are supplied. In this case, the
associated “MAX" (1) and “OFF” indicator lights are off. − The operational test of the de-icing system in normal mode if the windshield "BACKUP" pushbutton (R9850PM) is set
to the off position.
“MAX” Mode: Only the LH front windshield (L101SA) is supplied. In this case, the associated “MAX" indicator light is
on.
If you do the operational test of the de-icing system in normal mode, you will test the left and the right sides of the
“OFF” Mode: LH front windshield (L101SA) and the LH side windshield (L102SA) are not supplied. In this case, the windshield de-icing system in the normal mode.
associated “OFF" indicator light is on. − The operational test of the de-icing system in RH back-up mode if the windshield "BACKUP" pushbutton (R9850PM)
is set to “MAX RH”,
At power-on, the "NORMAL" Mode is automatically selected.
If you do the operational test of the de-icing system in RH back-up mode, you will test:
Windshield "RH" Pushbutton (R9860PM) • The left side of the windshield de-icing system in the normal mode, and
The windshield "RH" pushbutton (R9860PM) controls the RH WPS (R1001DG) to select three modes: • The right side of the windshield de-icing system in the back-up mode.
Normal Mode: RH front windshield (R101SA) and the RH side windshield (R102SA) are supplied. In this case, the − The operational test of the de-icing system in LH back-up mode if the windshield "BACKUP" pushbutton (R9850PM) is
associated “MAX" and “OFF” indicator lights are off. set to “MAX LH”.
“MAX” Mode: Only the RH front windshield (R101SA) is supplied. In this case, the associated “MAX" indicator light is
on. If you do the operational test of the de-icing system in LH back-up mode, you will test:
− The right side of the windshield de-icing system in the normal mode, and
“OFF” Mode: RH front windshield (R101SA) and the RH side windshield (R102SA) are not supplied. In this case, the
− The left side of the windshield de-icing system in the back-up mode.
associated “OFF" indicator light is on.
During these tests the "WSHIELD TEST IN PROGRESS" CAS message is displayed on the PDUs.
At power-on, the "NORMAL" Mode is automatically selected.
The test is considered as successful if the following CAS messages are not displayed on the PDUs:
Windshield "BACKUP" Pushbutton (R9850PM)
− "WSHIELD LH TEST FAIL" and "WSHIELD RH TEST FAIL" for the test of normal mode,
The windshield "BACKUP" pushbutton (R9850PM) is used to switch from the LH WPS (L1001DG) or the RH WPS
(R1001DG) to the back-up WPS (M1001DG). The windshield "BACKUP" pushbutton (R9850PM) is a guarded pushbutton − "WSHIELD LH TEST FAIL" and "WSHIELD B/U TEST FAIL" for the test of RH back-up mode,
and has three states: − "WSHIELD RH TEST FAIL" and "WSHIELD B/U TEST FAIL" for the test of LH back-up mode.
OFF State: Windshield de-icing system operates according to the position of the windshield "LH" pushbutton
(R9840PM) and of the windshield "RH" pushbutton (R9860PM). In this case, the associated “MAX LH" To do the tests the aircraft must be on its wheels.
and “MAX RH" indicator lights are off.
“MAX LH” State: Back-up WPS (M1001DG) supplies the LH front windshield (L101SA). In this case, the associated “MAX
LH" indicator light is on.
“MAX RH” State: Back-up WPS (M1001DG) supplies the RH front windshield (R101SA). In this case, the associated
“MAX RH" indicator light is on.
At power-on, the NORMAL state is automatically selected.
Virtual Pilot
The virtual pilot controls the automatic transition of the windshield "LH" pushbutton (R9840PM) and the windshield "RH"
pushbutton (R9860PM)
− From “OFF” to normal mode when transition "one of three engines is running" to "two of three engines are running",
− From normal to “OFF” mode when transition "two of three engines are running" to "one of three engines is running".
30-59
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Cruise
Land
Park
Taxi
TO
MESSAGE DESCRIPTION
Caution (Amber) CAS Messages
WSHIELD: LH HEAT FAULT Loss of the de-icing of the LH front windshield (L101SA) in the normal mode. A A A - A
WSHIELD: RH HEAT FAULT Loss of the de-icing of the RH front windshield (R101SA) in the normal mode. A A A - A
WSHIELD LH B/U FAIL Loss of the de-icing of the LH front windshield (L101SA) in the back-up mode. A A A A A
WSHIELD RH B/U FAIL Loss of the de-icing of the RH front windshield (R101SA) in the back-up mode. A A A A A
WSHIELDS ALL FAIL Loss of the de-icing of the LH front windshield (L101SA) and the RH front windshield (R101SA) in the
A A A - A
normal and back-up modes.
WSHIELD LH TEST FAIL Failure of the LH normal mode test. A A A A A
WSHIELD RH TEST FAIL Failure of the RH normal mode test. A A A A A
Advisory (White) CAS Messages
WSHIELD TEST IN PROGRESS De-icing test is in progress. W W W W W
30-60
R0
WINDSHIELD DE-ICING SYSTEM (CONTINUED)
Components (Continued) "WSHIELDS ALL FAIL" When one of these conditions occurs:
CAS Messages − The "WSHIELD: LH HEAT FAULT" and "WSHIELD RH B/U FAIL" CAS
"WSHIELD: LH HEAT FAULT" When one of the following failures is detected: messages display conditions are met at the same time,
− Overheat of the LH WPS (L1001DG) − The "WSHIELD: RH HEAT FAULT" and "WSHIELD LH B/U FAIL" CAS
− Overcurrent in the line between the LH WPS (L1001DG) and the LH front messages display conditions are met at the same time.
windshield (L101SA) "WSHIELD LH TEST FAIL" When an internal failure of the LH WPS (L1001DG) is detected during the test of the
− The internal DC bus of the LH WPS (L1001DG) is failed LH normal mode.
− The two sensors of the LH front windshield (L101SA) are failed
− The LH WPS (L1001DG) is in the “OFF” mode although the windshield "LH" "WSHIELD RH TEST FAIL" When an internal failure of the RH WPS (R1001DG) is detected during the test of the
pushbutton (R9840PM) is set to the normal position (“MAX" and “OFF” indicator RH normal mode.
lights are off) "WSHIELD B/U TEST FAIL" When an internal failure of the back-up WPS (M1001DG) is detected during the tests
The data used to display this CAS Message come from the LH WPS (discretes), the of the RH or LH back-up modes.
windshield "LH" pushbutton (R9840PM) and the windshield "BACKUP" pushbutton
"WSHIELD TEST IN PROGRESS" When a windshield de-icing test is in progress.
(R9850PM). The "WSHIELD: LH HEAT FAULT" CAS message is not displayed
when the "WSHIELDS ALL FAIL" CAS message is displayed.
"WSHIELD: RH HEAT FAULT" When one of the following failures is detected:
− Overheat of the RH WPS (R1001DG)
− Overcurrent in the line between the RH WPS (R1001DG) and the RH front
windshield (R101SA) Integrated Maintenance
− The internal DC bus of the RH WPS (R1001DG) is failed CMC Maintenance Screens
− The two sensors of the RH front windshield (R101SA) are failed The parameters applicable to the windshield de-icing system are displayed on the following maintenance screens:
− The RH WPS (R1001DG) is in the “OFF” mode although the windshield "RH"
− 30-41 "LH DE-ICING MONITORING"
pushbutton (R9860PM) is set to the normal position (“MAX" and “OFF” indicator
lights are off) − 30-41 "RH DE-ICING MONITORING"
The data used to display this CAS Message come from the RH WPS (discretes), the − 30-41 "BACK-UP DE-ICING MONITORING"
windshield "RH" pushbutton (R9860PM) and the windshield "BACKUP" pushbutton
(R9850PM). The "WSHIELD: RH HEAT FAULT" CAS message is not displayed Tests
when the "WSHIELDS ALL FAIL" CAS message is displayed.
Continuous Built-in Test
"WSHIELD LH B/U FAIL" When one of the following failures is detected:
The WPSs monitor continuously the operating parameters of the windshield de-icing system:
− Overheat of the back-up WPS (M1001DG)
− Overcurrent in the line between the back-up WPS (M1001DG) and the LH front − The status of the front windshields temperature sensors
windshield (L101SA) − The status of the side windshields temperature sensors
− The internal DC bus of the back-up WPS (M1001DG) is failed − The absence of short-circuit in the heating layer of the front windshields
− The two sensors of the LH front windshield (L101SA) are failed − The absence of short-circuit in the heating layer of the side windshields
− The back-up WPS (M1001DG) is not in the max mode although the windshield − The internal temperature of the WPS
"BACKUP" pushbutton (R9850PM) is set to “MAX LH” (“MAX LH" indicator light
is on) − The line voltage of the WPS
The data used to display this CAS Message come from the back-up WPS (discretes)
and the windshield "BACKUP" pushbutton (R9850PM). The "WSHIELD LH B/U The WPSs send these parameters and the discrete values of the control statuses:
FAIL" CAS message is not displayed when the "WSHIELDS ALL FAIL" CAS − To the EASy system for the CAS messages display
message is displayed. − To the CMC for the display of the maintenance messages and the maintenance screens
"WSHIELD RH B/U FAIL" When one of the following failures is detected:
− Overheat of the back-up WPS (M1001DG)
− Overcurrent in the line between the back-up WPS (M1001DG) and the RH front
windshield (R101SA)
− The internal DC bus of the back-up WPS (M1001DG) is failed
− The two sensors of the RH front windshield (R101SA) are failed
− The back-up WPS (M1001DG) is not in the max mode although the windshield
"BACKUP" pushbutton (R9850PM) is set to “MAX RH” (“MAX RH" indicator light
is on)
The data used to display this CAS Message come from the back-up WPS (discretes)
and the windshield "BACKUP" pushbutton (R9850PM). The "WSHIELD RH B/U
FAIL" CAS message is not displayed when the "WSHIELDS ALL FAIL" CAS
message is displayed.
30-61
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 35 Figure 36
LH and RH Normal Modes LH MAX and RH Normal Modes
30-62
R0
WINDSHIELD DE-ICING SYSTEM (CONTINUED)
Operation The LH windshield de-icing system can be in the normal mode:
The windshield de-icing system has the following operating modes: “MAX” MODE NORMAL MODE
ALTITUDE Front Windshields: Side Windshields: Front Windshields: Side Windshields:
Normal Mode LH (L101SA) LH (L102SA) LH (L101SA) LH (L102SA)
The windshield de-icing system is in the normal mode at power-up and when the windshield "BACKUP" pushbutton RH (R101SA) RH (R102SA) RH (R101SA) RH (R102SA)
(R9850PM) is set to off. The windshield de-icing dispatch box (2001DG) and the windshield de-icing 28 V DC dispatch < 36,000 200 ft Treg = 30° Treg = 30° Treg = 22.5°
contactor (3001DG) are in the normal mode: the back-up WPS (M1001DG) does not supply any of the windshields. The 0
Not Powered
ΔT = ΔT1 ΔT = ΔT1 ΔT = ΔT3
LH WPS (L1001DG) and the RH WPS (R1001DG) supply the windshields according to the "LH" (R9840PM) / “RH”
> 36,000 200 ft Treg = 30° Treg = 17.7° Treg = 22.5°
(R9860PM) pushbuttons position: 0
Not Powered
ΔT = ΔT1 ΔT = ΔT2 ΔT = ΔT3
“OFF”
Each WPS is in the “OFF” mode at power-up. The LH (L1001DG) / RH (R1001DG) WPS does not supply any of the
windshields.
Normal
This position is selected in case of icing or misting condition. The LH / RH WPS supplies:
− LH (L101SA) / RH (R101SA) front windshield via the dispatch box and the respective SAB
− LH (L102SA) / RH (R102SA) side windshield via the respective SAB, if the Ram Air Turbine (RAT) (4000PN) is
stowed
If the RAT (4000PN) is deployed, the LH / RH WPS stops supplying the LH (L102SA) / RH (R102SA) side windshield, in
order to limit the power consumption. In the normal mode the temperature of all the windshields is regulated by the WPS
according to the aircraft altitude.
“MAX”
This position is selected in case of important icing. The LH (L1001DG) / RH (R1001DG) WPS supplies only the LH
(L101SA) / RH (R101SA) front windshield, respectively, via the windshield de-icing dispatch box (2001DG) and the
respective SAB. In the “MAX” mode the temperature of the front windshields is regulated by the WPS according to the
aircraft altitude.
Back-up Mode
This mode is used in case of failure of the LH (L1001DG) or RH (R1001DG) WPS. It is selected with the windshield
"BACKUP" pushbutton (R9850PM) which has the two following positions:
“MAX LH”
This position is selected in case of the failure of the LH WPS. The sensors of the LH front windshield (L101SA) and the
power supply line are switched from the LH WPS (L1001DG) to the back-up WPS (M1001DG) via the windshield de-icing
dispatch box (2001DG). The main bus of the LH PPDB (5000PC) supplies the back-up WPS (M1001DG) via the
windshield de-icing 28 V DC dispatch contactor (3001DG). The back-up WPS supplies the LH front windshield only. The
LH side windshield is not supplied to limit power consumption. During the “MAX LH” mode the temperature of the LH front
windshield is regulated by the back-up WPS according to the aircraft altitude. The RH windshield de-icing system can be
in the normal mode.
“MAX RH”
This position is selected in case of the failure of the RH WPS. The sensors of the RH front windshield (R101SA) and the
power supply line are switched from the RH WPS (R1001DG) to the back-up WPS (M1001DG) via the windshield de-icing
dispatch box (2001DG). The main bus of the RH PPDB (6000PC) supplies the back-up WPS (M1001DG) via the
windshield de-icing 28 V DC dispatch contactor (3001DG). The back-up WPS supplies the RH front windshield only. The
RH side windshield is not supplied to limit power consumption. During the “MAX RH” mode the temperature of the RH
front windshield is regulated by the back-up WPS according to the aircraft altitude. Figure 37
LH Back-Up and RH Normal Modes
30-63
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Legend
134J/P LH/RH WIRING CUT-OFF CONNECTOR L1001DG LH WINDSHIELD DE-ICING POWER SUPPLY
78J/P RH FR1 BASIC ELEC CUT-OFF CONNECTOR 5000PM OVERHEAD PANEL
6209JM RH PPDB/WINDSHIELD ESSENTIEL FEEDER SPLICE R1000PM RH FRONT SPDB
5110JM LH PPDB/WINDSHIELD ESSENTIEL FEEDER SPLICE L1000PM LH FRONT SPDB
3001JM DISPATCH CONTACTOR WINDSHIELD FEEDER SPLICE 6000PC RH PPDB
4401FY GENERIC I/O 4 MODULE 5000PC LH PPDB
3001DG WINDSHIELD DE-ICING 28 V DC DISPATCH CONTACTOR R1002SA LH/RH WIRING CUT-OFF CONNECTOR
2001DG WINDSHIELD DE-ICING DISPATCH BOX R1001SA RH FR1 BASIC ELEC CUT-OFF CONNECTOR
M1001DG BACK-UP WINDSHIELD DE-ICING POWER SUPPLY L1002SA RH PPDB/WINDSHIELD ESSENTIEL FEEDER SPLICE
R1001DG RH WINDSHIELD DE-ICING POWER SUPPLU L1001SA LH PPDB/WINDSHIELD ESSENTIEL FEEDER SPLICE
Figure 38
Windshield De-Icing Power Supply and Command
30-64
R0
Legend
78J/P RH FR1 BASIC ELEC CUT - OFF CONNECTOR
77J/P LH FR1 BASIC ELEC CUT - OFF CONNECTOR
4401FY GENERIC I/O 4 MODULE
4301FY GENERIC I/O 3 MODULE
4201FY GENERIC I/O 2 MODULE
4101FY GENERIC I/O 1 MODULE
M1001DG BACK - UP WINDSHIELD DE - ICING POWER SUPPLY
R1001DG RH WINDSHIELD DE - ICING POWER SUPPLY
L1001DG LH WINDSHIELD DE - ICING POWER SUPPLY
5000PM OVERHEAD PANEL
Figure 39
Control - Windshields
30-65
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Rain Repellent Gauge Assembly (3108DG)
Rain Repellent Can Assembly (3208DG)
LH/RH Rain Repellent Nozzle Assemblies (L1008DG/R1008DG)
30-66
R0
WINDSHIELD RAIN REPELLENT SYSTEM LH Rain Repellent Solenoid Valve (L2008DG) Location
Overview
The Rain Repellent System is used to improve visibility through pilots' windshield in both following conditions:
− During A/C approach in rain condition
− During A/C ground operation in dew condition
− Backup for dry coating
Solenoid is located inside web
The system is controlled independently for each window (L/H and R/H front windshield) by two pushbutton switches
located on the overhead panel. Each time the left or the right switch is pressed, approximately 10cc of Rain Repellent fluid
is sprayed onto the windshield. During A/C approach the fluid is spread over the window by airflow and rain. During
ground operation, the fluid washes out the dew by gravity.
Components
Rain Repellent Can Assembly (3208DG)
The rain repellent fluid is packaged in a pressurized disposable type container, which is replaced when empty. This
container is called rain repellent can assembly (3208DG) Each rain repellent can assembly (3208DG) has a self-sealing
valve with a threaded boss for attaching the can assembly to the system receptacle of the rain repellent gauge assembly
(3108DG). The container has a capacity of 17.0 fluid ounces and is pressurized to 70 psi.
Rain Repellent Gauge Assembly (3108DG)
The container receptacle is called rain repellent gauge assembly (3108DG). The rain repellent gauge assembly (3108DG) Rain repellent supply line from can assembly (for reference)
includes a pressure gauge. The rain repellent system operating pressure is acceptable when the pointer of the pressure
gauge shows in the green band. The rain repellent gauge assembly (3108DG) has a transparent reservoir indicating the
fluid level at which the contained should be replaced. A purge system allows to drain the rain repellent fluid for the rain
repellent can assembly (3208DG) replacement or depressurize the rain repellent system.
LH Rain Repellent Solenoid Valve (L2008DG) and RH Rain Repellent Solenoid Valve (R2008DG)
The rain repellent solenoid valves (L2008DG) and (R2008DG) are normally closed and electrically operated 28 VDC
valves. The rain repellent solenoid valves control the quantity of rain repellent fluid released to the rain repellent nozzles
(L1008DG) and (R1008DG) and are connected directly to them.
LH Nozzle Installation Assembly (L1008DG) and RH Nozzle Installation Assembly (R1008DG)
The nozzle assemblies are mounted directly on the front skin panel closed to the cockpit windshield. Each nozzle
assembly is composed of two nozzles one adapted for A/C ground speed condition (inferior to 65 knots), the other one
adapted to approach speed condition (65 knots to 130 knots). The nozzles are positioned by aligning them to the marking
made on the fuselage skin.
Figure 40
Rain Repellent Solenoid Locations
30-67
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
LH RAIN RPLNT Pushbutton (L9910PM) RH RAIN RPLNT Pushbutton (R9960PM)
30-68
R0
WINDSHIELD RAIN REPELLENT SYSTEM (CONTINUED)
Operation
The rain repellent system is controlled independently for each front windshield ((L101SA) and (R101SA)) by two
pushbuttons located on the overhead panel (5000PM):
− "LH" RAIN RPLNT Pushbutton (L9910PM)
− "RH" RAIN RPLNT Pushbutton (R9960PM)
Each time the left or right pushbutton is pressed, approximately 10 cc of rain repellent fluid is sprayed onto the front
windshield. During aircraft approach the fluid is spread over the window by airflow and rain. During ground operation, the
fluid washes out the dew by gravity. One spray of rain repellent ensures the visibility improvement through the associated
front windshield for one flight.
The Rain Repellent System consists of a pressurized container of rain repellent fluid called rain repellent can assembly
(3208DG), a container receptacle called rain repellent gauge assembly (3108DG) including a visual reservoir and a
pressure gauge, two solenoid valves LH rain repellent solenoid valve (L2008DG) and RH rain repellent solenoid valve
(R2008DG) including a time delay device, two nozzles assemblies LH nozzle installation assembly (L1008DG) and RH
nozzle installation assembly (R1008DG), plumbing and two pushbuttons.
The rain repellent can assembly (3208DG) and the rain repellent gauge assembly (3108DG) are installed in the cockpit.
The LH rain repellent solenoid valve (L2008DG), LH nozzle installation assembly (L1008DG), RH rain repellent solenoid
valve (R2008DG) and RH nozzle installation assembly (R1008DG) are mounted on the airplane front skin panel.
The rain repellent system is controlled independently for each front windshield ((L101SA) and (R101SA)) by two
pushbuttons "LH" RAIN RPLNT pushbutton (L9910PM) and "RH" RAIN RPLNT pushbutton (R9960PM) located on the
overhead panel (5000PM). The rain repellent fluid level is visible by the transparent reservoir of the rain repellent gauge
assembly (3108DG).
The rain repellent fluid pressure is indicated by a pressure gauge which has a green area and a yellow one. The rain
repellent fluid pressure is acceptable when it is in the green area. When rain repellent fluid pressure is in the yellow area,
the rain repellent can assembly (3208DG) needs to be replaced. The rain repellent can assembly (3208DG) is serviceable
when no presence of gas is visible in the transparent reservoir of the rain repellent gauge assembly (3108DG).
NOTE: If a gas bubble starts to show in the transparent reservoir of the rain repellent gauge assembly (3108DG),
there is sufficient fluid for 5 to 10 spraying shots.
If presence of gas is visible in the transparent reservoir, the rain repellent can assembly (3208DG) needs to be changed.
Figure 41
Windshield Rain Repellent
30-69
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 42 Figure 43 Figure 44
New Dry Coating Acceptable Dry Coating Unacceptable Dry Coating
30-70
R0
WINDSHIELD RAIN PROTECTION BY DRY-COAT
Overview
The four windshields are covered with a refurbishable coating of Dry Coat. Dry Coat is a durable hydrophobic film with
long-term rain-shedding properties. As long as the Dry Coat coating retains its intended efficiency, the use of water
repellent products is not necessary to maintain a clear vision under rain during ground or in-flight operations. The
chemical grafting to the glass provides Dry Coat with an excellent resistance to abrasion and weathering. When degraded
efficiency makes it necessary, the Dry Coat can be easily refurbished without removing the windshield.
Maintenance Considerations
“Cleaning of the Windshields and Windows” (excerpt from Task 56-0-00-100-801)
Dry Coat Kit
Cleaning of the Front Windshields
CAUTION: Only use the specified materials and cleaning agents. Other materials and cleaning agents can cause
damage to the surface protection of the components and the related area. Do not use the products
that follow:
Strong Acid, Bases, Cleaners with Fluorine Content, Abrasive Products, Methyl Ethyl Ketone.
Outer Surface of the Front Windshields (L101SA)/(R101SA)
CAUTION: The outer surface of the windshields has a hydrophobic film (dry-coat).
1) Clean the outer surface of the front windshields (L101SA)/(R101SA) with a soft cloth soaked with the solution glass
cleaner AK10AE SOLUTION or GLASS PLUS SOLUTION or SPSPNH-01 SOLUTION, or with isopropyl alcohol.
2) Fully flush the surface of the front windshields (L101SA)/(R101SA) with water.
3) Dry with a soft cloth.
4) Make sure that the dry-coat is satisfactory (Refer to TASK 30-40-00-720-801).
Inner Surface of the Front Windshields (L101SA)/(R101SA)
1) Clean the inner surface of the front windshields (L101SA)/(R101SA) with a soft cloth soaked with isopropyl alcohol.
2) Dry with a soft cloth.
Cleaning of the Side Windshields
CAUTION: Only use the specified materials and cleaning agents. other materials and cleaning agents can cause
damage to the surface protection of the components and the related area. do not use the products
that follow:
Strong Acid, Bases, Cleaners with Fluorine Content, Abrasive Products, Methyl Ethyl Ketone.
1) Clean the outer and the inner surfaces of the side windshields (L102SA)/(R102SA) with a soft cloth soaked with
isopropyl alcohol.
2) Dry with a soft cloth.
Refurbishment
Unless inadequate cleaning procedures have been applied, Dry Coat is expected to remain effective in service for at least
6 months and for 1500 F/H expected on Falcon 7X. It shall be then refurbished to recover its original properties. The
Functional Check of the Windshield Dry Coat (Task 30-40-00-720-801)is done at each Basic Inspection (60 days).
Refurbishment of the Windshield Dry Coat (Task 30-40-00-910-801) may be required at that time.
Dry Coat is easy to refurbish in-situ. Removing the windshield from the aircraft is not necessary, and no more than two
operators are required. The time to refurbish a Dry Coat film does not exceed one hour and only the set of items
contained in the Sully Dry Coat Regeneration kit is required.
30-71
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
PROTECTION OF THE WINDSHIELDS COMPONENT CHART
R1011DG "RH WSHIELD" Fuse L2018DG "LH RAIN REPELLANT" Circuit Breaker
L1001DG LH Windshield De-Icing Power Supply
Location: RH PPDB (6000PC) Location: LH Front SPDB (L1000PM)
Location: F1-8, UNDER COCKPIT FLOOR, LH (113)
Access: Frame 40 Center Lining (271RZ) Access: Cockpit Lateral Lining No.5 (221XZ)
Access: Cockpit Floor (113GZ)
References: References:
References:
Description: It prevents damage to the power supply line Description: It prevents damage to the power supply line of
Description: SDS 30-41-00
of the RH Windshield De-Icing Power Supply (R1001DG). the "LH" RAIN RPLNT Pushbutton (L9910PM).
Wiring Diagram: WD 30-41-00
Wiring Diagram: WD 30-41-00 Wiring Diagram: WD 30-48-00
Removal/Installation: TASK 30-41-01-900-801
Removal/Installation: TASK 24-61-25-900-801 Removal/Installation: TASK 24-62-21-900-801
M1001DG Back-Up Windshield De-Icing Power Supply
2001DG Windshield De-Icing Dispatch Box R2018DG "RH RAIN REPELLANT" Circuit Breaker
Location: F8-12, UNDER CABIN FLOOR, LH (121)
Location: F1-8, UNDER COCKPIT FLOOR, LH (113) Location: RH Front SPDB (R1000PM)
Access: Cockpit Floor (113HZ)
Access: Cockpit Floor (113HZ) Access: Cockpit Lateral Lining No.5 (222XZ)
References:
References: References:
Description: SDS 30-41-00
Description: SDS 30-41-00 Description: It prevents damage to the power supply line of
Wiring Diagram: WD 30-41-00 the "RH" RAIN RPLNT Pushbutton (R9960PM).
Removal/Installation: TASK 30-41-01-900-801 Wiring Diagram: WD 30-41-00
Removal/Installation: TASK 30-41-05-900-801 Wiring Diagram: WD 30-48-00
R1001DG RH Windshield De-Icing Power Supply Removal/Installation: TASK 24-62-21-900-801
Location: F1-8, UNDER COCKPIT FLOOR, RH (114) L2008DG LH Rain Repellent Solenoid Valve
Location: F1-8, OVER COCKPIT FLOOR, LH (221) 3001DG Windshield De-Icing 28 V DC Dispatch Contactor
Access: Cockpit Floor (114GZ)
Access: Passenger Door (PAX) Location: F30-33, AFT TOILET, LH (261)
References:
References: Access: Passenger Door (PAX)
Description: SDS 30-41-00
Description: SDS 30-48-00 References:
Wiring Diagram: WD 30-41-00
Wiring Diagram: WD 30-48-00 Description: SDS 30-41-00
Removal/Installation: TASK 30-41-01-900-801
Removal/Installation: TASK 30-48-01-900-801 Wiring Diagram: WD 30-41-00
L1008DG LH Nozzle Installation Assembly Removal/Installation: TASK 30-41-09-900-801
Location: F1-8, OVER COCKPIT FLOOR, LH (221) R2008DG RH Rain Repellent Solenoid Valve
Location: F1-8, OVER COCKPIT FLOOR, RH (222) L3011DG "LH WSHIELD B/U" Fuse
Access: Passenger Door (PAX)
Access: Passenger Door (PAX) Location: LH PPDB (5000PC)
References:
References: Access: Frame 40 Center Lining (271RZ)
Description: SDS 30-48-00
Description: SDS 30-48-00 References:
Wiring Diagram: None
Wiring Diagram: WD 30-48-00 Description: It prevents damage to the power supply line of
Removal/Installation: Not documented
Removal/Installation: TASK 30-48-01-900-801 the Back-Up Windshield De-Icing Power Supply (M1001DG).
R1008DG RH Nozzle Installation Assembly Wiring Diagram: WD 30-41-00
Location: F1-8, OVER COCKPIT FLOOR, RH (222) L2011DG "WSHIELD CTRL LH" Circuit Breaker Removal/Installation: TASK 24-61-25-900-801
Access: Passenger Door (PAX) Location: LH Front SPDB (L1000PM)
Access: Cockpit Lateral Lining No.5 (221XZ) R3011DG "RH WSHIELD B/U" Fuse
References:
References: Location: RH PPDB (6000PC)
Description: SDS 30-48-00
Description: It prevents damage to the power supply line of Access: Frame 40 Center Lining (271RZ)
Wiring Diagram: None
the LH Side Windshield (L102SA). References:
Removal/Installation: Not documented
Wiring Diagram: WD 30-41-00 Description: It prevents damage to the power supply line of
L1011DG "LH WSHIELD" Fuse Removal/Installation: TASK 24-62-21-900-801 the Back-Up Windshield De-Icing Power Supply (M1001DG).
Location: LH PPDB (5000PC) Wiring Diagram: WD 30-41-00
R2011DG "WSHIELD CTRL RH" Circuit Breaker Removal/Installation: TASK 24-61-25-900-801
Access: Frame 40 Center Lining (271RZ)
Location: RH Front SPDB (R1000PM)
References:
Access: Cockpit Lateral Lining No.5 (222XZ) 3108DG Rain Repellent Gage Assembly
Description: It prevents damage to the power supply line
References: Location: F1-8, OVER COCKPIT FLOOR, LH (221)
of the LH Windshield De-Icing Power Supply (L1001DG).
Description: It prevents damage to the power supply line of the Access: Passenger Door (PAX)
Wiring Diagram: WD 30-41-00
RH Side Windshield (R102SA). References:
Removal/Installation: TASK 24-61-25-900-801
Wiring Diagram: WD 30-41-00 Description: SDS 30-48-00
Removal/Installation: TASK 24-62-21-900-801 Wiring Diagram: None
30-72
R0
3208DG Rain Repellent Can Assembly R101SA RH Front Windshield
Location: F1-8, OVER COCKPIT FLOOR, LH (221) Location: F1-8, OVER COCKPIT FLOOR, RH (222)
Access: Passenger Door (PAX) Access: Passenger Door (PAX)
References: References:
Description: SDS 30-48-00 Description: SDS 30-41-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: TASK 30-48-13-960-801 Removal/Installation: TASK 56-10-01-900-801
L4001DG LH Front Surge Arrester Box L102SA LH Side Windshield
Location: F1-8, OVER COCKPIT FLOOR, LH (221) Location: F1-8, OVER COCKPIT FLOOR, LH (221)
Access: Passenger Door (PAX) Access: Passenger Door (PAX)
References: References:
Description: SDS 30-41-00 Description: SDS 30-41-00
Wiring Diagram: WD 30-41-00 Wiring Diagram: None
Removal/Installation: TASK 30-41-13-900-801 Removal/Installation: TASK 56-10-05-900-801
R4001DG RH Front Surge Arrester Box R102SA RH Side Windshield
Location: F1-8, OVER COCKPIT FLOOR, RH (222) Location: F1-8, OVER COCKPIT FLOOR, RH (222)
Access: Passenger Door (PAX) Access: Passenger Door (PAX)
References: References:
Description: SDS 30-41-00 Description: SDS 30-41-00
Wiring Diagram: WD 30-41-00 Wiring Diagram: None
Removal/Installation: TASK 30-41-13-900-801 Removal/Installation: TASK 56-10-05-900-801
L5001DG LH Side Surge Arrester Box
Location: F1-8, OVER COCKPIT FLOOR, LH (221)
Access: Passenger Door (PAX)
References:
Description: SDS 30-41-00
Wiring Diagram: WD 30-41-00
Removal/Installation: TASK 30-41-13-900-801
R5001DG RH Side Surge Arrester Box
Location: F1-8, OVER COCKPIT FLOOR, RH (222)
Access: Passenger Door (PAX)
References:
Description: SDS 30-41-00
Wiring Diagram: WD 30-41-00
Removal/Installation: TASK 30-41-13-900-801
L101SA LH Front Windshield
Location: F1-8, OVER COCKPIT FLOOR, LH (221)
Access: Passenger Door (PAX)
References:
Description: SDS 30-41-00
Wiring Diagram: None
Removal/Installation: TASK 56-10-01-900-801
30-73
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 45 Figure 46
Forward Drain Mast and Heated Drain Flex Hoses Aft Drain Mast and Heated Drain Hose
30-74
R0
WATER LINES
Forward Drain Mast (101MV) (A/C without M755 or SB 030)
Overview
The water system features electrically-heated components for protection against freezing. These components are:
− Potable Water Tank (101MT)
− Distribution lines located underfloor
− Draining lines located underfloor
− Drain masts located under the fuselage
− Automatic drain located under the fuselage at frame 16
− Draining lines located at frame 41
A/C without M755 and SB 030
The WSCU (202MT) manages and monitors the heating elements of these components except the FR 41 draining lines.
A/C with M755 or SB 030
The WSCU (202MT) manages and monitors the heating elements of these components except the FR 41 draining lines
and the second integrated heating element of the forward heated drain mast (101MV) and aft heated drain mast (102MV).
Components
Potable Water Tank (101MT)
The potable water tank (101MT) located underfloor is heated by a tank heater (201MT) (heating blanket installed around
the tank).
Distribution Lines
The distribution lines (303MT), (1003MT) and (503MT) located underfloor are heated by integrated heating elements.
These lines (303MT) / (1003MT) / (503MT) are insulated by wrapped-around insulation tape, i.e. respectively (803MT) /
Forward Drain Mast (101MV) (A/C with M755 or SB 030)
(1103MT) / (903MT).
Draining Lines
The draining lines (1001MV) / (301MV) / (401MV) / (501MV) / (302MV) /(502MV) located underfloor are heated by
integrated heating elements. These lines (1001MV) / (301MV) / (401MV) / (302MV) / (502MV) are insulated by wrapped-
around insulation tape, i.e. respectively (1101MV) / (801MV) / (901MV) / (402MV) / (602MV).
Drain Masts (101MV) / (102MV)
The forward heated drain mast (101MV) and aft heated drain mast (102MV) enables the evacuation of the water (on
ground or in flight).
A/C without M755 and SB 030
The forward heated drain mast (101MV) and the aft heated drain mast (102MV) of the water system are heated by an
integrated heating element. The drain masts are heated by an integrated heating element for protection against freezing.
The heating element is regulated between 30 °C and 40 °C by the WSCU (202MT) (sensor integrated in the drain mast).
A/C with M755 or SB 030
The forward heated drain mast (101MV) and the aft heated drain mast (102MV) of the water system are heated by two
integrated heating elements. The drain masts are heated by two integrated heating elements for protection against
freezing. The first integrated heating element is regulated between 30 °C and 40 °C by the WSCU (202MT) (sensor
integrated in the drain mast). The second integrated heating element is supplied in flight only.
The forward heated drain mast (101MV) is installed under the fuselage between frame 11 and frame 12.The aft heated
drain mast (102MV) is installed under the fuselage between frame 33 and frame 34.
30-75
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Frame 41 Draining Lines
Figure 47 Figure 48
Frame 16 Automatic Drain Tank Heater
30-76
R0
WATER LINES (CONTINUED)
Components (Continued) Water System Control Unit (WSCU) (202MT)
FR 16 Automatic Drain Tank Heating
The FR 16 automatic drain is continuously heated on ground by the FR 16 automatic drain heater (601MV). The WSCU (202MT) manages and monitors the heating of the tank (101MT) through the tank heater (201MT). The tank
heater (201MT) regulates the temperature between 15 °C and 20 °C by means of a temperature sensor located in the
heated area. The WSCU (202MT) monitors the heater condition at power-up and then every 20 minutes (short-circuit,
FR 41 Draining Lines overcurrent, undercurrent). In case of abnormal operation, the WSCU (202MT) sends a failure signal to the EASy system
To ensure protection of equipment installed at frame 41 (baggage compartment side) against water leakage, heated pipes for maintenance message processing.
permit draining this water. These pipes are electrically-heated by a ribbon heater kit (303MV) for protection against
freezing. The ribbon heater kit (303MV) includes the LH ribbon heater assembly (L303MV), the CTR ribbon heater
Control and Monitoring of Heated Distribution Flex Hoses
assembly (M303MV) and the RH ribbon heater assembly (R303MV) interconnected by a junction tee insulation (403MV).
The WSCU (202MT) manages and monitors the heating of the distribution flex hoses (303MT), (1003MT) and (503MT).
Each heating element (integral with each flex hose) is regulated between 15 °C and 20 °C through a temperature sensor
Tank Heater (201MT) located on the heated distribution flex hose B (503MT). The WSCU (202MT) monitors the operation of the heating
The tank heater (201MT) is a heating blanket which prevents the tank (101MT) from freezing. It has three holes for the elements at power up and then every 20 minutes. In case of abnormal operation, the WSCU (202MT) sends a failure
main accessory plate, the gravity filling port and the water suction port. It includes an insulating liner and a heated area signal to the EASy system for maintenance message processing.
(heating power is 70 W). A temperature sensor, included in the heated area, is used to regulate the heater via the WSCU
(202MT). The tank heater (201MT) is installed around the tank (101MT).
Control and Monitoring of the Drain Masts
A/C without M755 and SB 030
Heated Distribution Flex Hoses (303MT), (1003MT) and (503MT)
The WSCU (202MT) manages and monitors the heating of the forward heated drain mast (101MV) and of the aft heated
The following flex hoses are heated by integrated heating elements for protection against freezing: drain mast (102MV).
− Heated Distribution Flex Hose A' (303MT)
− Heated Distribution Flex Hose A'' (1003MT) A/C with M755 or SB 030
− Heated Distribution Flex Hose B (503MT) The WSCU (202MT) manages and monitors the heating of the first integrated heating element of the forward heated drain
mast (101MV) and of the aft heated drain mast (102MV).
Each heating element is regulated between 15 °C and 20 °C by the WSCU (202MT) (sensor located on the heated
distribution flex hose B (503MT)). The flex hoses are installed under the floor between frame 15 and frame 16. The heating element is regulated between 30 °C and 40 °C through a temperature sensor located in the drain mast. The
WSCU (202MT) monitors the operation of the heating element of the drain mast at power up and then every 20 minutes.
Heated Drain Flex Hoses (301MV) and (1001MV) In flight only, the monitoring is achieved through tests for consistency with the Total Air Temperature. In case of abnormal
The RH galley heated drain flex hose (301MV) drains the waste water from the forward lavatory and galley drain valve operation, the WSCU (202MT) sends a failure signal to the EASy system for maintenance message processing.
(7701MV) to the forward heated drain mast (101MV). The LH galley heated drain flex hose (1001MV) is installed for the
capability of a crew rest installation (option). The heating element integrated in each flex hose receives power from the Control and Monitoring of Galley and Aft Lavatory Heated Drain Hoses
WSCU (202MT) and are thus continuously heated for protection against freezing. The flex hoses are located under the The WSCU (202MT) manages and monitors the heating of the galley heated drain hoses (301MV) or (1001MV), and of
floor between frame 11 and frame 13. the aft lavatory heated drain hose (302MV). The WSCU (202MT) transmits the electrical power to the drain hoses which
are continuously heated (there is no thermal regulation). The WSCU (202MT) monitors the operation of the heating
Aft Lavatory Heated Drain Hose (302MV) elements at power up and then every 20 minutes. In case of abnormal operation, the WSCU (202MT) sends a failure
The aft lavatory heated drain hose (302MV) drains the waste water from the aft lavatory drain valve (7202MV) to the aft signal to the EASy system for maintenance message processing. The WSCU (202MT) is located underfloor, between
heated drain mast (102MV). The heating element integrated in the flex hose receives power from the WSCU (202MT) and frame 12 and frame 13.
is thus continuously heated for protection against freezing. The aft lavatory heated drain hose (302MV) is located under
the floor between frame 33 and frame 34.
30-77
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Legend
334J/P RH FR33 BASIC ELEC CUT-OFF CONNECTOR 501MV TANK DRAIN PIPE HEATER
273J/P CABIN/BELLY FAIRING CUT-OFF CONNECTOR 401MV WATER TANK HEATED DRAIN FLEX HOSE
233J/P BELLY FAIRING CUT-OFF CONNECTOR 301MV RH GALLEY HEATED DRAIN FLEX HOSE
133J/P LH/RH WIRING CUT-OFF CONNECTOR 101MV FORWARD HEATED DRAIN MAST
1001MV LH GALLEY HEATER DRAIN FLEX HOSE 7103MT OPTIONAL LH HEATED DISTRIBUTION FLEX HOSE
R303MV RH HEATED DRAIN PIPE 1003MT HEATED DISTRIBUTION FLEX HOSE A’’
M303MV HEATED DRAIN PIPE 503MT HEATED DISTRIBUTION FLEX HOSE B
L303MV LH HEATED DRAIN PIPE 303MT HEATED DISTRIBUTION FLEX HOSE A’
502MV HEATED FLEXIBLE HOSE 202MT WATER SYSTEM CONTROL UNIT
302MV AFT LAVATORY HEATED DRAIN HOSE 201MT TANK HEATER
102MV AFT HEATED DRAIN MAST R2000PM RH REAR SPDB
601MV AUTOMATIC DRAIN HEATER FR. 16 R1000PM RH FRONT SPDB
Figure 49
Water System WSCU Power, Heaters
30-78
R0
WATER LINES (CONTINUED)
Components (Continued) FR16 Automatic Drain Heating
"STATUS" Page The FR16 automatic drain is continuously heated on ground by the FR 16 automatic drain heater (601MV).
The Monitor Warning Function (MWF) shows the fault messages with the associated CAS messages in the “FAULT” tab The WSCU (202MT) manages the heater power supply to start or stop the heating.
of the “STATUS” page on the MDUs. When a fault message shows in the “STATUS” page, the "CHECK STATUS" CAS
message shows in the CAS window on the PDUs. Integrated Maintenance
CMC Maintenance Screen
"WATER: HEATER FAIL" Fault Message The water system data is displayed on the following maintenance screen:
If the failure of a heating element is detected by the WSCU (202MT), the "WATER: HEATER FAIL" fault message shows. 38-00 "WATER SYSTEM STATUS".
NOTE: The "WATER: HEATER FAIL" fault message also shows when a water leak is detected in the underfloor
area of the passenger cabin between frames 15 and frame 16. Tests
Power-Up and Continuous Built-in Test
Operation
The WSCU (202MT) continuously monitors the resistance value of the heating elements that follow:
Tank Heating − The heating element of the tank heater (201MT)
The tank heater (201MT) (heating blanket) installed around the tank (101MT) is controlled by the WSCU (202MT), using − The heating element of the heated distribution flex hose A' (303MT)
temperature data from a sensor integral with the blanket. The WSCU (202MT) manages the power supply to the tank
heater (201MT) to start or stop the heating (starts when temperature is lower than 15 °C and stops when temperature is − The heating element of the heated distribution flex hose A'' (1003MT)
higher than 20 °C). − The heating element of the heated distribution flex hose B (503MT)
− The heating element of the LH galley heated drain flex hose (1001MV)
Distribution Lines Heating − The heating element of the RH galley heated drain flex hose (301MV)
The heating of the distribution lines (303MT), (503MT) and (1003MT) is controlled by the WSCU (202MT), using − The heating element of the water tank heated drain flex hose (401MV)
temperature data from a sensor located on the heated distribution flex hose B (503MT). The WSCU (202MT) manages − The tank drain pipe heater (501MV)
their power supply to start or stop the heating (starts when temperature is lower than 15 °C and stops when temperature − The heating element of the aft lavatory heated drain hose (302MV)
is higher than 20 °C). • (A/C without M755 and SB 030)
− The heating element of the forward heated drain mast (101MV)
Tank Drain Lines Heating • (A/C with M755 or SB 030)
The water tank heated drain flex hose (401MV) and the tank drain pipe heater (501MV) are continuously heated. The − The first integrated heating element of the forward heated drain mast (101MV)
WSCU (202MT) manages their power supply to start or stop the heating.
• (A/C without M755 and SB 030)
− The heating element of the aft heated drain mast (102MV)
Waste Water Draining Lines Heating
• (A/C with M755 or SB 030)
The draining lines (301MV), (1001MV) and (302MV) installed underfloor are continuously heated for protection against
freezing. The WSCU (202MT) manages the power supply to start or stop the heating. − The first integrated heating element of the aft heated drain mast (102MV)
− The FR 16 automatic drain heater (601MV)
Drain Mast Heating
A/C without M755 and SB 030 These tests are performed when the WSCU (202MT) is powered on and then every 20 minutes. If a failure is detected
during the tests (short-circuit, overcurrent, undercurrent), a failure signal is sent on the ARINC link for 1 second to the
The heating of the two drain masts (101MV) and (102MV) is controlled by the WSCU (202MT), using temperature data EASy system for fault message and maintenance message processing. If a short-circuit or an overcurrent is detected, the
from a sensor located in each drain mast. The WSCU (202MT) manages their power supply to start or stop the heating heating element is powered off by the WSCU (202MT).
(starts when temperature is lower than 30 °C and stops when temperature is higher than 40 °C).
A/C with M755 or SB 030
The first integrated heating element of the two drain masts (101MV) and (102MV) is controlled by the WSCU (202MT),
using temperature data from a sensor located in each drain mast. The WSCU (202MT) manages their power supply to
start or stop the heating of the first integrated heating element (starts when temperature is lower than 30 °C and stops
when temperature is higher than 40 °C). The second integrated heating element of the two drain masts (101MV) and
(102MV) is continuously heated in flight. The RH front SPDB relay RL6B (9500MV), using ground / flight data from the
component PCB (2410JE), controls the heating of the second integrated heating element.
30-79
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
WATER LINES COMPONENT CHART
1003MT Heated Distribution Flex Hose A'' 302MV Aft Lavatory Heated Drain Hose
2410JE Component PCB
Location: F12-20, UNDER CABIN FLOOR, RH (132) Location: F33-41, UNDER LAT FAIRING, RH (174)
Location: PCB Box (8300PM)
Access: Cabin Floor (131DZ) Access: Aft Toilet Draining Door (174BR)
Access: Cockpit Floor (121CZ)
References: References:
References:
Description: SDS 38-10-00 Description: SDS 30-70-00
Description: SDS 30-70-00
Wiring Diagram: WD 38-11-00 Wiring Diagram: WD 38-11-00
Wiring Diagrams: WD 38-11-00
Removal/installation: TASK 38-13-29-900-801 Removal/Installation: TASK 38-32-09-900-801
Removal/installation: TASK 24-63-00-900-801
1103MT Insulation For The Heated Distribution Flex Hose A'' 303MV Ribbon Heater Kit
202MT WSCU
Location: Heated Distribution Flex Hose A'' (1003MT) Location: F33-41, ECS PACK BAY, RH (172)
Location: F12-20, UNDER CABIN FLOOR, RH (132)
Access: Cabin Floor (131DZ) Access: Baggage Compartment Floor (272EZ)
Access: Cabin Floor (121GZ)
References: References:
References:
Description: SDS 38-13-00 Description: SDS 30-70-00
Description: SDS 30-70-00
Wiring Diagram: None Wiring Diagram: None
Wiring Diagrams: WD 38-11-00, WD 38-12-00 and WD
38-13-00 Removal/installation: TASK 38-13-29-900-801 Removal/Installation: Not documented
Removal/installation: TASK 38-10-00-900-801 L303MV LH Ribbon Heater Assembly
101MV Forward Heated Drain Mast
Location: F8-12, UNDER CABIN FLOOR, LH (121) Location: F33-41, ECS PACK BAY, RH (171)
303MT Heated Distribution Flex Hose A' Access: Baggage Compartment Floor (271DZ)
Access: Cabin Floor (121FZ)
Location: F12-20, UNDER CABIN FLOOR, LH (131) References:
References:
Access: Cabin Floor (131DZ) Description: SDS 30-70-00
Description: SDS 30-70-00
References: Wiring Diagram: WD 38-11-00
Wiring Diagram: WD 38-11-00
Description: SDS 38-10-00 Removal/Installation: Not documented
Removal/Installation: TASK 38-31-01-900-801
Wiring Diagram: WD 38-11-00
102MV Aft Heated Drain Mast M303MV CTR Ribbon Heater Assembly
Removal/installation: TASK 38-13-13-900-801
Location: F33-41, UNDER LAT FAIRING, RH (174) Location: F33-41, ECS PACK BAY, RH (172)
503MT Heated Distribution Flex Hose B Access: Aft Toilet Draining Fairing (174IR) Access: Baggage Compartment Floor (272EZ)
Location: F12-20, UNDER CABIN FLOOR, RH (132) References: References:
Access: Cabin Floor (132BZ) Description: SDS 30-70-00 Description: SDS 30-70-00
References: Wiring Diagram: WD 38-11-00 Wiring Diagram: WD 38-11-00
Description: SDS 38-10-00 Removal/Installation: TASK 38-32-01-900-801 Removal/Installation: Not documented
Wiring Diagram: WD 38-11-00
(A/C With M755 or SB 030). R303MV RH Ribbon Heater Assembly
Removal/installation: TASK 38-13-21-900-801
111MV "DRAIN MASTS" Circuit Breaker Location: F33-41, ECS PACK BAY, RH (172)
803MT Insulation For The Heated Distribution Flex Hose A' Location: RH Front SPDB (R1000PM) Access: Baggage Compartment Floor (272EZ)
Location: Heated Distribution Flex Hose A' (303MT) Access: Cockpit Lateral Lining No.5 (222XZ) References:
Access: Cabin Floor (131DZ) References: Description: SDS 30-70-00
References: Description: It prevents damage to the power-supply line of Wiring Diagram: WD 38-11-00
Description: SDS 38-13-00 the second integrated heating element of the Forward
Removal/Installation: Not documented
Wiring Diagram: None Heated Drain Mast (101MV) and the Aft Heated Drain Mast
(102MV).
Removal/installation: TASK 38-13-13-900-801 401MV Water Tank Heated Drain Flex Hose
Wiring Diagram: WD 38-11-00
Location: F12-20, UNDER CABIN FLOOR, RH (132)
903MT Insulation For The Heated Distribution Flex Hose B Removal/Installation: TASK 24-62-21-900-801
Access: Cabin Floor (121GZ)
Location: Heated Distribution Flex Hose B (503MT) 301MV RH Galley Heated Drain Flex Hose References:
Access: Cabin Floor (132BZ) Location: F8-12, UNDER CABIN FLOOR, RH (122) Description: SDS 30-70-00
References: Access: Cabin Floor (121GZ) Wiring Diagram: WD 38-11-00
Description: SDS 38-13-00 References: Removal/Installation: TASK 38-11-45-900-801
Wiring Diagram: None Description: SDS 30-70-00
Removal/installation: TASK 38-13-21-900-801 Wiring Diagram: WD 38-11-00
Removal/Installation: TASK 38-31-09-900-801
30-80
R0
402MV Insulation For The Aft Lavatory Heated Drain Hose 602MV Insulation For The Heated Flex Hose
Location: Aft Lavatory Heated Drain Hose (302MV) Location: Heated Flex Hose (502MV)
Access: Aft Toilet Draining Door (174BR) Access: Aft Toilet Draining Door (174BR)
References: References:
Description: SDS 30-70-00 Description: SDS 30-70-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: Not documented
403MV Junction Tee Insulation 801MV Insulation For The RH Galley Heated Drain Flex Hose
Location: F33-41, ECS PACK BAY, RH (172) Location: RH Galley Heated Drain Flex Hose (301MV)
Access: Baggage Compartment Floor (272EZ) Access: Cabin Floor (121GZ)
References: References:
Description: SDS 30-70-00 Description: SDS 30-70-00
Wiring Diagram: None Wiring Diagram: None
Removal/Installation: Not documented Removal/Installation: Not documented
501MV Tank Drain Pipe Heater 901MV Insulation For The Water Tank Heated Drain Flex Hose
Location: F12-20, UNDER CABIN FLOOR, RH (132) Location: Water Tank Heated Drain Flex Hose (401MV)
Access: Cabin Floor (131BZ) Access: Cabin Floor (121GZ)
References: References:
Description: SDS 30-70-00 Description: SDS 30-70-00
Wiring Diagram: WD 38-11-00 Wiring Diagram: None
Removal/Installation: TASK 38-11-41-960-801 Removal/Installation: Not documented
502MV Heated Flex Hose 1001MV LH Galley Heated Drain Flex Hose
Location: F33-41, UNDER LAT FAIRING, RH (174) Location: F8-12, UNDER CABIN FLOOR (120)
Access: Aft Toilet Draining Door (174BR) Access: Cabin Floor (121GZ)
References: References:
Description: SDS 30-70-00 Description: SDS 30-70-00
Wiring Diagram: WD 38-11-00 Wiring Diagram: WD 38-11-00
Removal/Installation: Not documented Removal/Installation: TASK 38-31-09-900-801
512MV "DRAIN FR. 33" SSPC 1101MV Insulation For The LH Galley Heated Drain Flex Hose
Location: F40-41, ELEC & FBW BAY, RH (274) Location: LH Galley Heated Drain Flex Hose (1001MV)
Access: Frame 40 Middle Lining (272PZ) Access: Cabin Floor (121GZ)
References: References:
Description: It prevents damage to the power-supply line Description: SDS 30-70-00
of the Heated Flex Hose (502MV), LH Ribbon Heater
Wiring Diagram: None
Assembly (L303MV), CTR Ribbon Heater Assembly
(M303MV) and RH Ribbon Heater Assembly (R303MV). Removal/Installation: Not documented
Wiring Diagram: WD 38-11-00 (A/C with M755 or SB 030).
Removal/Installation: Not documented 9500MV RH Front SPDB relay RL6B
601MV FR 16 Automatic Drain Heater Location: RH front SPDB (R1000PM)
Location: F12-20, UNDER CABIN FLOOR, LH (131) Access: Cockpit Lateral Lining No.5 (222XZ)
Access: Cabin Floor (131DZ) References:
References: Description: SDS 30-70-00
Description: SDS 30-70-00 Wiring Diagram: WD 38-11-00
Wiring Diagram: WD 38-11-00 Removal/Installation: TASK 24-62-17-900-801
Removal/Installation: TASK 30-70-01-960-801
30-81
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 51
“BLD” Synoptic Page
Figure 50 Figure 52
Pneumatic Anti-Ice “BRAKE” Pushbuttons
30-82
R0
BRAKE HEATING (A/C WITH M-OPT 11)
Overview CAS Messages
The brake heating system supplies hot, pressurized bleed air to the aircraft brakes in Normal ECS mode. The Air The indicating system includes the CAS messages that follow:
Management System Auto Controller (AMSAC) (1003HN) controls the position of the brake heating valve (1201HD).
Cruise
Land
Park
Taxi
TO
MESSAGE DESCRIPTION
Components
Brake Heating Valve (1201HD)
Caution (Amber) CAS Messages
The brake heating valve is installed to supply the brakes with hot air. The brake heating valve is a 1.5 in. diameter,
butterfly type, made of stainless steel. It has one actuator. The valve has 2 switches allowing knowing the butterfly Brake heating selected ON and: Brake Heating valve
position: is failed OR AMM1 is failed; OR
− CLOSED / NOT CLOSED Brake Heating selected OFF and Brake Heating valve
A/I: BRAKE HEATING FAIL A A A - -
− OPEN / NOT OPEN. is not closed; OR
Brake heating selected ON in ECS emergency mode
This valve is controlled by the AMSAC controller as an ON / OFF valve. If an electrical power supply failure occurs, the and not in ECS pre-flight test mode
valve remains in the last position. The valve includes a manual override in case of dispatch (valve failed open). Pushing
the manual override lever in either direction retracts a clutch ring from the clutch housing, allowing rotation of the butterfly
independent of the gearbox and motor.
Controls and Indicating Systems Brake Heat Control Valve and Venturi
Overhead Panel
Anti-ice “BRAKE” Pushbutton
The "BRAKE" pushbutton (R9730PM), on the overhead panel (5000PM) is pushed to control or isolate the brake heating
valve (1201HD).
The "BRAKE" pushbutton (R9730PM) has two states:
− ON: AMSAC (1003HN) controls the brake-heating valve (1201HD) and sets it fully open. In this condition, the “ON”
indicator comes on,
− OFF: the AMSAC (1003HN) controls the brake heating valve (1201HD) and sets it fully closed. In this condition, the
“ON” indicator goes off.
System Synoptic Page
The BLD synoptic page shows the status of the bleed air and anti-icing system. The status of the brake heating valve
(1201HD):
− If the dissecting line is:
• Perpendicular to the airflow line, the valve is closed
• In the same direction as the airflow line, the valve is open
Integrated Maintenance
CMC Maintenance Messages
Power-Up Built-in Tests
When electrical power is applied to the AMSAC (1003HN), it automatically does self-tests with the components connected
to it. The fault isolation data and the built-in test (BIT) fault codes are transmitted to the Central Maintenance Computer
(CMC) (2505TC).
Continuous Built-in Tests
The AMSAC (1003HN) does continuous BIT tests during operation. The continuous BIT tests include:
− Analogue to digital converter checks − Driver over-current and open/short circuit
− Inter-processor checks − Interlock signal checks
− Sensor open/short circuit or out of range − Safe driver power isolation checks
30-83
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
BRAKE HEATING COMPONENT CHART
1201HD Brake Heating Valve L2000PM LH Rear SPDB
Location: F33-41, UNDER LAT FAIRING, RH (174) Location: F40-41, ELEC & FBW BAY, LH (273)
Access: Front Under-Pylon Fairing (174AR) Access: Baggage Compartment Door (BAG)
References: References:
Description: SDS 30-90-00 Description: SDS 24-62-00
Wiring Diagram: WD 30-11-00. Wiring Diagram: WD 24-10-00
Removal/Installation: TASK 30-90-01-900-801. Removal/Installation: TASK 24-62-01-900-801
303HN AMSAC Module 1 R113HN "AMSAC RH" SSPC
Location: F33-40, BAGGAGE COMP, RH (272) Location: RH Rear SPDB (R2000PM)
Access: FR. 36 - FR. 39 Oblique Lining (272KZ) Access: Baggage Compartment Door (BAG)
References: References:
Description: SDS 21-61-00 Description: It prevents damage to the power supply line of
Wiring Diagram: WD 21-61-10 the AMSAC (1003HN)
Removal/Installation: TASK 21-61-01-900-801 Wiring Diagram: WD 21-61-20
Removal/Installation: TASK 24-62-13-900-801
1003HN AMSAC
Location: F33-40, BAGGAGE COMP, RH (272) R9730PM "BRAKE" Pushbutton
Access: FR. 36 - FR. 39 Oblique Lining (272KZ) Location: Overhead Panel (5000PM)
References: Access: Passenger Door (PAX)
Description: SDS 21-61-00 References:
Wiring Diagram: WD 21-61-10 Description: It is pushed to control or isolate the Brake
Heating Valve (1201HD)
Removal/Installation: TASK 21-61-01-900-801
Wiring Diagram: WD 30-11-00
5000PM Overhead Panel Removal/Installation: TASK 31-11-09-900-801
COCKPIT, OVERHEAD, FIRE AND CEILING
Location:
PANELS REMOVED (228)
Access: Passenger Door (PAX)
References:
Description: SDS 31-11-00
Wiring Diagram: Not Applicable
Removal/Installation: TASK 31-11-09-900-801
2505TC CMC Module
Location: NOSE CONE, RH (212)
Access: Nose Cone (210)
References:
Description: SDS 45-10-00
Wiring Diagram: WD 34-23-30
Removal/Installation: TASK 45-10-01-900-801
L113HN "AMSAC LH" Circuit Breaker
Location: LH Rear SPDB (L2000PM)
Access: Baggage Compartment Door (BAG)
References:
Description: It prevents damage to the power supply line of
the AMSAC (1003HN)
Wiring Diagram: WD 21-61-20
Removal/Installation: TASK 24-62-21-900-801
30-84
R0
NOTES: NOTES:
30-85
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
Figure 53
Pneumatic Anti-Ice
30-86
R0
MAINTENANCE CONSIDERATIONS
Ice and Rain Protection Maintenance and Safety Precautions Do not use a too powerful solvent to clean the windshield.
Air Data Anti-Icing
Be careful with the smart probes (201FE) / (301FE) / (401FE) / (501FE), the Total Air Temperature (TAT) sensors Drain the rain repellent system before opening it because the rain repellent is a pressurized system.
(L101FE) / (R101FE) and the P1–T1 sensors (L101ET) / (M101ET) / (R101ET) because they become hot very quickly
when the heating of the smart probes is activated during the anti-ice test. They become cool again a long time after de- Use only metallic box as container to drain the rain repellent system because the plastic is not a material compatible with
energization. If you touch them, this can cause skin burns. the rain repellent.
With the virtual pilot function, the heating of the smart probes is automatically activated when the aircraft is Weight On NOTES:
Wheels (WOW) and with the PARK BRAKE ON.
Make sure that smart probes (201FE) / (301FE) / (401FE) / (501FE) and the Total Air Temperature (TAT) sensors
(L101FE) / (R101FE) are cold (hand touch possible) before to install their covers.
Rain Repellent System
WARNING: USE GLOVES WHEN YOU TOUCH RAIN REPELLENT SYSTEM COMPONENTS.
WARNING: USE THE APPROVED EYE PROTECTION WHEN YOU ARE NEAR THE PRESSURIZED RAIN
REPELLENT SYSTEMS. PRESSURIZED RAIN REPELLENT FLUID IS DANGEROUS AND CAN
CAUSE INJURY TO PERSONS.
If the rain repellent fluid gets into your eyes, refer to the manufacturers Material Specification Data Sheet (MSDS).
In case of injury, get immediate medical aid.
If the rain repellent fluid touches your skin, refer to the manufacturers MSDS.
If you get the rain repellent fluid in your mouth, refer to the manufacturers MSDS.
If you get the rain repellent fluid in your stomach, refer to the manufacturers MSDS.
To prevent the irritation of the skin when you do work on or near a rain repellent system component, do the steps that
follow:
Put on approved hand protection (gloves).
If the rain repellent fluid is in contact with clothes, replace clothes immediately.
Remove all protective clothes after maintenance of the rain repellent system is complete.
Ice and Rain Protection Maintenance Precautions
Make sure that all probe protective caps are removed before anti-ice test.
Do not retract the slats before they are cool (after 5 minutes approximately).
Do not test the wing anti-icing system, the engine air intakes, the S-Duct anti-icing system and the brake heating system
for more than one minute, and limit the engine setting to idle. If the test is longer than one minute or if the engines are set
above idle, it can cause structural damage to the slats, the air intakes and the S-Duct because of overheat.
30-87
21 22 23 24 26 27 28 29 30 31 32 33 34 35 36 38 45 49 71 72 73 74 75 76 77 78 79 80 R0
For Training Purposes Only Falcon 7X
30-88
R0
You might also like
- Challenger 650 Safety & Preflight Checklist100% (1)Challenger 650 Safety & Preflight Checklist34 pages
- Falcon 2000ex Easy Falcon 2000Dx Falcon 2000Lx100% (2)Falcon 2000ex Easy Falcon 2000Dx Falcon 2000Lx1,089 pages
- Q3 & Q4 2015-DHL B757 With PW 2000 Changes100% (1)Q3 & Q4 2015-DHL B757 With PW 2000 Changes81 pages
- Euops Gulfstream g650, Gulfstream g650 Br700-725a1-12100% (1)Euops Gulfstream g650, Gulfstream g650 Br700-725a1-1210 pages
- Gulfstream G500 Aircraft Limitations and Flashcards100% (3)Gulfstream G500 Aircraft Limitations and Flashcards136 pages
- X-Plane Cirrus SR22 Pilot Operating ManualNo ratings yetX-Plane Cirrus SR22 Pilot Operating Manual67 pages
- Physics For Entertainment Volume 1 (Yakov Perelman)No ratings yetPhysics For Entertainment Volume 1 (Yakov Perelman)211 pages
- Beepedia Daily Current Affairs (Beepedia) 14th June 2025No ratings yetBeepedia Daily Current Affairs (Beepedia) 14th June 20258 pages
- DR Avi Perry-Fundamentals of Voice-Quality Engineering in Wireless Networks-Cambridge University Press (2007)No ratings yetDR Avi Perry-Fundamentals of Voice-Quality Engineering in Wireless Networks-Cambridge University Press (2007)377 pages
- Hepatitis Overview for Medical StudentsNo ratings yetHepatitis Overview for Medical Students21 pages
- Quiz No 4 - Basic Bank Documents and TransactionsNo ratings yetQuiz No 4 - Basic Bank Documents and Transactions2 pages
- Kelley Dockleveler KS701-04 aFX Spec SheetNo ratings yetKelley Dockleveler KS701-04 aFX Spec Sheet2 pages
- Landslide Disaster Risk Management in Bosnia and Herzegovina - RevNo ratings yetLandslide Disaster Risk Management in Bosnia and Herzegovina - Rev19 pages
- Nourishing Ayurvedic Kitchari Recipe - Abra's KitchenNo ratings yetNourishing Ayurvedic Kitchari Recipe - Abra's Kitchen2 pages
- Business Proposal Black Soldier Fly (BSF) Farming100% (4)Business Proposal Black Soldier Fly (BSF) Farming6 pages