WEIGHTS - SmartCockpit · I fluid GOST 8313. I-M fluid TU6-10-1458*. TGF-M fluid TU6-10-1457**. TGF fluid GOST 17477. SOHIO Biobor JF biocide additive, or equivalent, is approved

WEIGHTS

STRUCTURAL LIMITATIONS

Maximum weights lb Kg

Maximum ramp weight MRW 49,200 22,317

Maximum take-off weight MTOW 49,000 22,226

Maximum landing weight MLW 44,500 20,185

Maximum zero fuel weight MZFW 30,864 14,000

Minimum flight weight 20,700 9,390

LIMITATIONS DUE TO PERFORMANCE

The maximum take-off weight and the maximum landing weight given as structural limitations may have to be reduced to comply with performance and operating requirements.

LOADING

The airplane must be loaded in compliance with the center of gravity limits.

The weights indicated hereafter must not be exceeded:

Total Weight Distributed Load

lb kg lb/sq.ft kg/m²

Baggage compartment 2,866 1,300 123 600

Payload 5,990 2,717 - -

CENTER OF GRAVITY LIMITS

The center o gravity is between 13% and 31% of MAC. For more information, refer to CODDE 2, 01-05-05 page 2.

Landing gear position has no effect on the Center of Gravity (CG) location.

Falcon 900EX Easy - Limitations

Page 1

DESIGN MANEUVERING SPEED

VA ..................................................................................................228 KIAS

Full application of rudder and/or aileron controls, as well as maneuvers that involve angle-of-attack near the stall must be confined to speeds below VA. Rapidly alternating large rudder applications in combination with large slides angles may result in structural failure at any speed.

HIGH LIFT DEVICES OPERATING OR EXTEND LIMIT SPEED

SF1.................................................................................................200 KIAS SF2.................................................................................................190 KIAS SF3.................................................................................................180 KIAS

Above 20,000 ft do not establish or maintain a configuration with the flaps or the slats extended.

MAXIMUM LANDING GEAR SPEEDS

VLO................................................................................................190 KIAS MLO ..................................................................................................MI 0.70 VLE ................................................................................................245 KIAS MLE...................................................................................................MI 0.75

MINIMUM CONTROL SPEEDS

VMCA.......................................................................................... 85.2 KCAS VMCL :

All engines operating: VMCL..................................................... 85 KCAS One engine inoperative: VMCL – 2 KCAS ................................ 83 KCAS

VMCG ......................................................................................... 88.9 KCAS

MISCELLANEOUS LIMIT SPEEDS

Do not intentionally fly the airplane slower than initial stall warning onset.

Windshield Wiper Operating Speed: VWWO ...........................................................................................215 KIAS

Sliding Window Opening Speed: VWINDOW.....................................................................................215 KIAS

Tire Maximum Operating Speed: VTIRE (ground speed) .................................................... 195 kt (on ground)


Page 2

TAKE-OFF AND LANDING

Weights ........................................................................................ See 10-00 Airport pressure and altitude........................................ -1,000 ft / +14,000 ft Runway slope ....................................................................................± 2.5% Tailwind component at take-off:

Pressure alt. of airport from – 1,000 to 10,000 ft.............................. 10 kt Pressure alt. of airport more than 10,000 ft....................................... 5 kt

Tailwind component at landing ............................................................. 10 kt Runway ................................................................ Paved and hard-surfaced Crosswind (maximum demonstrated on a dry runway) ........................ 30 kt

Operation of the airplane in crosswind greater than the demonstrated value is not necessarily a hazard. Therefore operation in crosswind of greater than the demonstrated value is entirely at the operator discretion. Operation in strong gusty crosswind is not recommended by the manufacturer.

EN ROUTE

Maximum operating altitude............................................................51,000 ft Maximum operating altitude with:

One engine inoperative ...................................................... See 20-25 p1 Two engines inoperative..................................................... See 20-30 p1

MANEUVERING FLIGHT LOAD FACTORS LIMIT

Flaps up ......................................................................................+2.53 to –1 Flaps down.........................................................................................+2 to 0

These load factors limit the angle of bank permitted in turns and limit the severity of pull-up maneuvers.

TOWBARLESS TOWING

Only the towbarless towing vehicles approved by the constructor, as listed in Ground Servicing (DGT616), should be used.

BAGGAGE COMPARTMENT

Access to baggage compartment is prohibited during any operation above 41,000 ft.

The lavatory-baggage door must be closed and latched during any operation above 41,000 ft.


Page 3

CABIN PRESSURIZATION

Maximum differential pressure:..........................................9.6 psi / 662 hPa Maximum negative differential pressure ........................................ - 0.29 psi “DUMP” ........................................................................... 14,500 ft +/- 500 ft


Page 4

AUTOPILOT

The autopilot (AP) must not be engaged for take-off or landing.

At take-off: The autopilot must not be engaged below....................................V2 + 10 kt

At Go-around: The autopilot must not be engaged below............................. VREF + 10 kt

The autopilot (AP) is certified to the minimum height or speed as follows: Minimum height for autopilot engagement in climb after take-off ........400 ft Minimum height for autopilot operation except during approach (excluding Circle to Land) and climb ..................................................................1,000 ft Coupled ILS approach :

Radio-altimeter operative ..................................................................65 ft Radio-altimeter inoperative .............................................................150 ft

Non precision approach.......................................................................150 ft

AUTOTHROTTLE

The autothrottle (AT) must not be engaged for take-off and landing.

Minimum height for AT engagement in climb after take-off. ................400 ft Minimum height to disengage autothrottle at landing ............................65 ft

The autothrottle must be disengaged for go-around. The autothrottle must not be engaged before the airplane is in clean configuration at take-off and go-around.

The thrust director must not be displayed before the airplane is in clean configuration at take-off.

If approach is conducted with ANTI-ICE ON, the autothrottle must be disconnected, if the approach speed requires N1 below anti-ice minimum N1.

Comments: the autothrottle never reduces engine power below minimum N1 if WINGS ANTI-ICE is selected. During final, wings anti-icing is guaranteed when WINGS ANTI-ICE is deselected less than 3 minutes.

FLIGHT DIRECTOR

Use of Flight Director at take-off (below 400ft) is forbidden, Executing a localizer-based approach on raw data only (without the approach mode being armed) is prohibited.


Page 5

RADIO

When transmitting in power set on “HIGH”, HF tone may be activated in the frequency band between 4 and 5.5 MHz. In that case, set power on “MED” or “LOW” in order to recover HF use.

It is recommended to wait 5 seconds between swapping of HF frequency and pushing the HF push-to-talk button.


Page 6

LIMITATIONS

Maximum voltage of DC system ............................................................32 V

ENGINE GENERATOR LIMITATIONS

Maximum engine generator current output:

Transient (1 minute maximum) ........................................................... 350 A Up to 43,000 ft ................................................................................... 300 A Above 43,000 ft................................................................................... 260 A

WARNING

OVHD BACKUP PWR XX FAIL...........No more back up supply on ground

APU GENERATOR LIMITATIONS

Maximum APU generator current output:

Transient (1 minute maximum) ........................................................... 350 A Stabilized ........................................................................................... 300 A

BATTERY LIMITATIONS

Battery temperature:

WARM BAT message in CAS At or above ...................................................................48.9°C (120°F)

HOT BAT message in CAS At or above ...................................................................71.1°C (160°F)


Page 7

SLATS – FLAPS Maximum altitude for slats / flaps operation ...................................20,000 ft

Above 20,000 ft, do not establish or maintain a configuration with the flaps or the slats extended.

Low speed cue (LSC): When the system is not able to identify the airplane configuration (slats-flaps) the LSC and associated logics are lost.

Flaps extension or retraction has to be executed one notch at a time.

ARTHUR UNIT Maximum speed with ARTHUR UNIT inoperative....... 260 KIAS or MI 0.76

AIRBRAKES Do not extend airbrakes at or below 300 ft AGL.


Page 8

FUEL TYPES

Approved fuels:

Fuel used must conform to the following specifications. This table is representative of the fuel definition on the date: OCTOBER 1997.

Specifications Additives

Designation Allied signal

Equivalence

(For info.)

Freezing pt

(°C) Anti-ice

Anti-static

NATO code

ASTM D 1655-82 Type A ∗ ∗ CAN 2-3.23 ∗ WITH M.D. 2494 Issue 9 ∗ ∗

EMS 53111 (JETA)

AIR 3405C

-40

∗ ∗

F-35

ASTM D 1655-82 Type A ∗ ∗ CAN 2-3.23 ∗ ∗ DEF STAN 91-91 W/O WITH M.D. 2494 Issue 9 ∗ WITH

EMS 53112 (JETA-1)

AIR 3405 C

-47

∗ ∗

F-35

MIL-T-83133 WITH ∗ M.D. 2453 Issue 4-Amd1 ∗ ∗ AIR 3405 C WITH ∗

KER

OZE

NE

EMS 53112 (JP-8)

DEF STAN 91-87

-50

WITH WITH

F-34

ASTM D 1655-85 Type B ∗ ∗ CAN 2-3.22 ∗ ∗ M.D. 2486 Issue 9-Amd1 ∗ WITH

EMS 53113 (JETB)

AIR 3407 B

-51

∗ ∗

MIL-T-5624L WITH WITH AIR 3407 B WITH ∗ DEF STAN 91-88 WITH W/O CAN 2-3.22 WITH WITH

WID

E C

UT

TYPE

FU

EL

EMS 53113 (JP-4)

M.D. 2454 Issue 2-Amd1

-58

∗ ∗

F-40

AIR 3404 C WITH ∗ DEF STAN 91-86 WITH W/O CAN 3GP24 WITH ∗ M.D. 2452 Issue 2-Amd1 - - H

IGH

FL

ASH

PO

INT

TYPE

FU

EL EMS

53116 (JP-5)

MIL-T-5624H

-46

WITH W/O

F-44

T1 -60 ∗ ∗ TS1 regular -60 W/O W/O TS1 premium -60 W/O W/O T2 -60 ∗ ∗ C

IS F

UEL

GOST 10227-86

RT -55 W/O W/O

∗ Information to be checked with the fuel supplier.

USE OF JP4 or JET B

Flight altitude is limited to 17,000 ft after low booster pump failure.


Page 9

USABLE QUANTITY

Liter Kg (d=0,803) US gal Lb

LH wing + half center wing box

+ LH front tank 3,974.5 3,191.5 1,050 7,036

Front tank + Center tank

+ rear comp. Tank 3,889 3,123 1,027 6,885

RH wing + half center wing box

+ RH front tank 3,999 3,211 1,056.5 7,079

Airplane total capacity 11,862.5 9,525.5 3,133.5 21,000

The amount of fuel left in the tanks when the fuel quantity indicators reach zero is not safely usable in all flight conditions.

COMMENTS: it is recommended to subtract 200 lb from indicated fuel quantity at power on to initiate the Fuel Remaining.

FUEL TEMPERATURE

In flight tank fuel temperature must be maintained at least 3°C above the freezing point of fuel being used.

PRESSURE FUELING SYSTEM

Maximum feed pressure ......................................50 psi / 3.5 bar / 350 kPa.

FUEL ADDITIVES

The following additives are authorized for use in the fuel:

Anti-icing additive, conforming to MIL-I-27686D/E (JP4/JP8) or MIL-I-85470 (JP5) specifications or equivalent at a concentration not in excess of 0.15% by volume or the following CIS additives at a concentration. not in excess of 0.3% by volume.

I fluid GOST 8313. I-M fluid TU6-10-1458*. TGF-M fluid TU6-10-1457**. TGF fluid GOST 17477.

SOHIO Biobor JF biocide additive, or equivalent, is approved for use in the fuel at a concentration not to exceed 270 ppm.


Page 10

Anti-static additive providing the quantity added does not exceed: 1 ppm for SHELL ASA3, 3 ppm for STADIS 450. 5 ppm for SIGBROL TU 38-101741.

*I-M fluid is I fluid mixed 1:1 with methanol (GOST 2222-78E)

**TGF-M fluid is TGF fluid mixed 1:1 with methanol (GOST 2222-78E)

FUEL CONTROL COMPUTER

The Fuel Quantity Management Computer (FQMC) must be operative for take-off.


Page 11

APPROVED FLUIDS

Hydraulic fluid approved for use must conform to MIL-H-5606 specification. (NATO codes H515 or H520).

QUANTITY

Green range.........................................actual quantity between 1/4 and 1/1 Amber range ......................................................... actual quantity below 1/4

PRESSURE

Green range..............................................From 2,800 to 3,200 psi ± 50 psi


Page 12

ICING CONDITIONS

Icing conditions exist when OAT on the ground and for take-off, or TAT in flight is 10°C or below, and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet and ice crystals). Icing conditions also exist when the OAT on the ground and for take-off is 10°C or below when operating on ramps, taxiways or runways where surface snow, ice, standing water, or slush may be ingested by the engines or freeze on engines, nacelles or engine sensor probes.

In case of severe icing conditions on ground, it is recommended to check the flight controls just before take-off.

ENGINE ANTI-ICE

The engine anti-ice system must be used on ground when icing conditions exist or are anticipated and in flight before entering icing conditions. The engine anti-ice must not be used with a Total Air Temperature (TAT) above 10°C.

WING ANTI-ICE

The wing anti-ice system must not be used on ground except for limited checks conducted in accordance with Airplane Flight Manual or Maintenance Manual instructions. The wing anti-ice must not be used with a Total Air Temperature (TAT) above 10°C.


Page 13

LIST OF COLORS

Note: See CODDE 1 for complete description of the various colors.

Each color has a general meaning which is the same for all the displays in the flight-deck. However, because 11 colors are not sufficient to depict all the possible systems states, some specific use may be done in particular cases.

ADDITIONAL GRAPHICS FEATURES:

The color code includes not only use of colors but also of different backgrounds and letter types, of videos and flashing.

Two colors of background are available for data display: gray and black, Three sizes of letter type are available in the flight deck; large, medium and small, Alphanumeric strings can be displayed in normal color reversible background,

In reverse video, the string is displayed in black with a background colored C. Flashing is to alert the pilot that an action is required.

Chromatics makes it sometimes difficult to superimpose a black string on such colors as red. For that reason, in some cases, there might be some deviations from the definition of reverse video, e.g. by using another string color on the basic background color. These deviations will be documented.

MEANING OF EACH COLOR:

At the philosophy level we do not preclude whether the status is due to a failure or a crew error. First, because this distinction would not be possible in all cases for technical reasons, second, because as an application of the flight deck philosophy, we consider that the first step is to alert the pilot of an abnormal state. It is his job to check why and correct by a positive action.

RED

Red is associated with short term danger and emergency. That includes fires, loss of such basic information as attitudes, or features as airspeed and altitude, guidance cues and auto-pilot connection. It is also relevant to flight conditions or systems status that are abnormal. In these cases, an immediate flight crew action is required.

AMBER

Amber is associated with abnormal conditions and aims at alerting the crew. Amber may be the result of either a failure or a direct crew error. It is also used to indicate that a protection device is working properly, typically protection against stall such as automatic slats extension or automatic airbrakes retraction. Pre-alerting mode when row information may be not presented (ex: Cabin Altitude to be checked) Crew attention is required even if no immediate action is necessary.

MAGENTA Magenta is the active target, i.e. what the system is closing the loop on.

GREEN Green is a system-computed data. It depicts a system current or active data.


Page 14

CYAN Cyan means about to happen. As such it means armed mode, pending modification and may also mean "about to become a problem" for a TCAS proximate traffic for instance

WHITE

White is a default color. Everything which cannot justify another color will be displayed white. It is used for all labels on controllers or in windows, pilot selected or overridden data (to differentiate them from system data).

GRAY

Gray is a neutral background color. It is used to delimit sectors, areas and when used as a background for a character string, it means that this parameter is neither selectable nor modifiable. In the case of synoptic gray is used to depict an element which does not participate in the process.

BLUE Blue is the control feedback for a crew normal selection in the overhead panel. It is also used in the flight plan waypoints list to highlight the row where the CCD is pointing at

BROWN

Brown depicts the earth in the ADI (including standby instrument), in the altitude tape and in the I-NAV regular terrain. In this latter different levels of brown are used to render the terrain altitude.

YELLOW Yellow is a legacy color used for the airplane symbol in the ADI, terrain alerts in I-NAV and TNT window and Wx symbology.

BLACK Black is the default background color or string color for reverse video. In the case of a parameter that is black boxed, it means that the parameter is selectable / modifiable.

AURAL WARNINGS

Master/Slave

/TCA

S Description Color

(Warning or

Caution)Tone/Voice Type Mutab

le

M Stall warning RED "Stall" Continuous NO

M (Mode 7)

Windshear Warning

RED (Siren) "Windshear, Windshear, Windshear" Single NO

M Overspeed Alert RED Pulsing horn Continuous NO

M Fire RED 2 tones signal Continuous YES

M Master Warning RED chime Continuous NO

M Master Caution AMBER Chime

(different from the Master Warning one)

Continuous NO

M (mode 1) Pull-Up RED "Pull-up" Continuous NO

M (mode 2) Pull-Up Preface

AMBER "Terrain, terrain" Single NO


Page 15

Master/Slave

/TCA

S

Description Color

(Warning or

Caution)Tone/Voice Type Mutab

le

M (mode 2) Pull-Up RED "Pull-up" Continuous NO

M Terrain

Awareness Preface

AMBER "Terrain, terrain" Single NO

M Terrain

Awareness Warning

RED "Pull up" Continuous NO

M Obstacle

Awareness Preface

AMBER "Obstacle, obstacle" Single NO

M Obstacle

Awareness Warning

RED "Pull up" Continuous NO

M Cabin Pressure RED "Cabin" Continuous YES

M (mode 2) Terrain AMBER "Terrain" Continuous NO

M (mode 6) Minimums AMBER "Minimums" Single NO

M Terrain

Awareness Caution

AMBER "Caution terrain

(pause) caution terrain (10s pause)"

Continuous NO

M Obstacle

Awareness Caution

AMBER "Caution obstacle (pause) caution

obstacle (10s pause)" Continuous NO

M (mode 4) Too Low Terrain

AMBER "Too low terrain" Single NO

M

(Terrain Clearance

Floor) Too Low Terrain

AMBER "Too low terrain" Single NO

M 2500 Single NO

M 1000 Single NO

M 500 Single NO

M 400 Single NO

M 40 Single NO

M

(mode 6) Altitude Callouts

AMBER

20 Single NO

M (mode 4) Too Low Gear AMBER "Too low gear" Single NO

M (mode 4) Too Low Flaps AMBER "Too low flaps" Single NO

M (mode 1) Sink Rate AMBER "Sink rate" (pause)

"Sink rate" Single NO


Page 16

Master/Slave

/TCA

S

Description Color

(Warning or

Caution)Tone/Voice Type Muta

ble

M (mode 3) Don't Sink AMBER

"Don't sink"(pause)"Don't

sink" Single NO

M (mode 5) Glideslope AMBER

"Glideslope” “Glideslope,

glideslope (pause 5s)"

Single/ Continuous NO

M (mode 6)

Approaching DH

AMBER "Approaching minimums" Single NO

M (mode 6) Bank Angle AMBER

"Bank angle" (pause) "Bank

angle" Single NO

M (mode 7)

Windshear Alert

AMBER quiet - -

M No Take Off RED "No take off" Continuous NO

M

Flaps SF3 and one gear at least is not

locked extended

AMBER "Gear" Continuous NO

M

One landing gear is

not locked extended AND one throttle is reduced AND

{one Vi is below 155 kts

when Vi decreases

or Vi is below 170 kts

when Vi increases}

[Vi: IAS computed by

one ADC]

AMBER "Gear" Continuous YES

M Low Speed AMBER "Increase speed" Continuous NO

M Flaps extended

and speed is above VFE

AMBER "Flaps" Continuous NO

M Autopilot : abnormal

disengagement RED "Autopilot" Continuous NO

M Autothrottle :

abnormal disengagement

AMBER "Autothrottle" Continuous NO


Page 17

Master/Slave

/TCA

S

Description Color

(Warning or

Caution)Tone/Voice Type Muta

ble

M Autopilot :

normal disengagement

RED "Autopilot" Continuous NO

S Horizontal stab TRIM running NA Clacker Continuous NO

S Altitude Alert AMBER "Altitude" Single NO

S Autothrottle :

normal disengagement

AMBER "Autothrottle" Single NO

T TCAS RA RED "Descend, descend,

NOW, descend, descend NOW"

Single NO

T TCAS RA RED "Climb, climb, NOW, climb, climb, NOW" Single NO

T TCAS RA RED "Increase descent, increase descent" Single NO

T TCAS RA RED "Increase climb, increase climb" Single NO

T TCAS RA RED "Descend, descend " Single NO

T TCAS RA RED "Descend, crossing descend, descend, crossing descend"

Single NO

T TCAS RA RED "Climb, crossing climb, climb, crossing climb" Single NO

T TCAS RA RED "Climb, climb, climb" Single NO

T TCAS RA AMBER "Adjust vertical speed, adjust" Single NO

T TCAS RA AMBER "Maintain vertical speed, maintain" Single NO

T TCAS RA AMBER "Maintain, vertical speed, crossing

maintain" Single NO

T TCAS RA AMBER "Monitor vertical speed, monitor vertical speed" Single NO

T TCAS TA AMBER "Traffic, traffic" Single NO T TCAS TA WHITE "Clear of conflict" Single NO

AURAL WARNINGS

General rules : All the mutable warning are silenced simultaneously by pressing the SIL pushbutton after having been heard once.


Page 18

Aural warnings and Master warning : The following aural warnings: FIRE, CABIN and NO TAKE OFF are also displayed as red messages in the CAS area. The master warning audio continuous chime is not activated.

WARNINGS

Untimely apparition of "Increase Speed" aural alert "Increase speed" aural alert could appear untimely during following flight phases (use SIL pushbutton to silence the aural alert):

Approach without Flaps (VREF + 20/30 kt). Windshear recovery procedure.


Page 19

TIRES

Nose wheels must be equipped with chinned tires (to avoid water ingestion by the engines).

BRAKES

Brake kinetic energy limit ..............................................18,750 kJ per brake


Page 20

FMS

OPERATION

BARO-SETTING

Below transition altitude or level, altimeter setting must be set to QNH to use VNAV or VSD.

AVIONIC WINDOW FMS speed For any system failure that implies a speed limitation; this limitation may not be honored by FMS speed. It is crew responsibility to check that FMS speed remains within speed envelope.

SENSORS WINDOW FMS operating mode FMS do support synchronous (Default operating mode) and single mode operation. Selecting synchronous for a FMS which is in single operation will result of the synchronization of that FMS with the Pilot Flying FMS (Master FMS).

Navigation mode and performance GPS, as installed, has been found to comply with the requirements for the use of GPS for IFR oceanic, domestic en-route, and terminal area operations as defined in JAA Leaflet No3 REV1 when used in conjunction with the P/N CDN 169-613970-501 or later approved prediction program. The here-above statements are valid if there is no FMS and/or GPS related failure message/label on PDU / MDU. GPS updating must be disabled when operating in countries whose national airspace is not referenced to WGS-84 reference datum in accordance with the criteria of AC20-130A, unless other appropriate procedures are used.

Navigation RNP flight operations are subject to GPS satellite availability and/or navaid coverage for the selected route. Navigation based on DME/DME or VOR/DME updating modes is permitted but may be restricted by the availability or performance of the applicable ground navaids. Crews should deselect (NOTAM) ground navaids that are not to be used for navigation.

NAVIGATION MAP (INAV,VSD) AND LOG (WPT LIST)

INAV DATA LAYERS

INAV including VSD (obstacle, terrain) are provided for advisory purpose only.

AIRWAYS layer should be used for flight planning on ground to avoid cluttering INAV display in flight. INAV including VSD must not be displayed with amber DRG in HSI or displayed EPU above 15 NM.


Page 21

GRAPHICAL FLIGHT PLANNING Hold dialog box:

The FMS does not always take into account the published maximum Holding Pattern speed. Only the protection area calculated in accordance with the FAA (7130-3) model is taken into account. Adapt and stabilize the airplane speed 2 minutes prior the airplane over flies the fix for the first time. Check that the FMS message «HIGH HOLDING GRD SPD» is out when passing the fix.

JEPPESEN ELECTRONIC TERMINAL CHARTS

GENERAL The use of the Jeppesen Electronic Terminal charts requires:

In flight 4 DU operative, A valid effectivity for the charts database,

and is not allowed during take-off and Go Around (below 400 ft), final approach and landing. It does not exempt the crew from:

Checking the NOTAM (Charts NOTAM are only supplemental information). Having an adequate backup documentation available on board and readily at hand.

In case of discrepancies between the electronic chart and the adequate reference documentation, the adequate reference documentation takes precedence.

AIRPLANE POSITION Airplane position displayed on the AIRPORT diagram must not be used as

a primary mean for the guidance during taxiing. Airplane position displayed on AIRPORT diagram must be cross-checked with visual reference position prior to its use. When no visual position cross-checked can be established to use airplane position on AIRPORT diagram, Pilot Flying FMS must be in GPS navigation mode.

FLIGHT MANAGEMENT WINDOW (FLGT MGMT)

Take-off and Landing (TOLD) Performances TOLD Data for take-off and for landing are for advisory purpose only. TOLD must not be used for failure cases implying landing penalties. In such cases crew must select manual V speeds in landing data TAB and enter each speed value.


Page 22

Temporary limitations Take-off (T)

Thrust mode must be selected to rated.

With ANTI-ICE ON, FMS TOLD computes erroneous maximum take-off weights limited by climb requirements. CLIMB LIMITED, OBSTACLE LIMITED. So climb performance must be determined using performance charts (AFM section 5).

Landing (T)

Airbrakes softkey must be maintained to NO. Steep App check box must be used.

FMS TOLD computes erroneous landing weights limited by climb requirements. So maximum landing weight must be determined using performance charts (AFM section 5).

CRUISE PERFORMANCE

FUEL, TIME and SMART PERF prediction information are provided for advisory purpose only and must not be used for flight planning.

SID / STAR / APPROACHES / TERMINAL PROCEDURES

INSERTING AND ACTIVATING A NEW APPROACH OR A NEW FPLN WILL RESET MINIMUMS SELECTIONS. THEREFORE, THEY SHOULD BE VERIFIED AFTER SUCH ACTION.

It is crew responsibility to check the system-proposed: VGP angle against the chart-published descent angle.

During holding pattern Flight Director may inadvertently revert from VPATH to PATH mode.

It is crew responsibility to check procedures retrieved from database with SID / STAR/ approach charts. Some approaches and STAR procedures are not in the data base. This is because of the way some procedures are defined by the controlling agency and the limitations of the FMS. For approach procedures retrieved from data base where:

Vector to final is available, it will be automatically selected. No vector to final is available, and one IAF only, crew must select it, it will not be automatically selected.

(T) means Temporary


Page 23

FMS-BASED APPROACHES

The following table describes the approaches procedures approved for being automatically executed with the FMS (i.e. use of LNAV/VNAV flight director guidance manually flown or coupled to the autopilot). The FMS navigation mode must be checked prior to the IAF. In case of VOR/DME FMS overlay approach, ensure NAV AUTO tuning is enabled for both NAV receivers if the approach VOR/DME facility is to be used for FMS position computation. When NAV Autotuning is not selected, either the course or the frequency will not automatically set. Performing a VDTO (Vertical Direct TO) on an altitude constrained, FAF (Final Approach Fixed) will lead to a late VGP activation capability and may lead to a steep flight path angle up to minus 10 degrees.

Whatever the kind of FMS-based approach, the approach must be discontinued; if: UNABLE RNP in FMS message window (I-NAV),

or APPR not displayed prior to FAF (ADI),

or DGR displayed (HSI).

Observing the Minimum Safe Altitude and obstacles clearances remains a crew responsibility.

Prior to executing an FMS based approach, the RNP value in SENSOR page shall be set to the value indicated in first column. The FMS navigation and synchronization modes shall be checked against second and third columns.


Page 24

Approach type

Approved FMS

navigation mode

Special considerations

Specific events following which the approach must

be discontinued

Dual FMS synchro

FMS-GPS 1+2 POSITION MISC or UNABLE FMS-GPS 1+2 MONIT message in CAS

GPS Single FMS and procedure specified NAVAID available and displayed in HS

Dual FMS synchro FMS-GPS 1+2 POSITION MISC message in CAS

NDB or NDB-DME RNP 0.6 (or lower)

DME-DME Single FMS and procedure specified NAVAID available and displayed in HSI

Dual FMS synchro


GPS Single FMS and procedure specified NAVAID available and displayed in HSI




VOR RNP 0.5 (or lower)

VOR-DME provided the procedure specified NAVAID has DME capability

Single FMS and procedure specified NAVAID available and displayed in HSI


Page 25

Dual FMS synchro


GPS Single FMS and procedure specified NAVAID available and displayed in HSI




VOR-DME or TACAN RNP 0.5 (or lower)

VOR-DME Single FMS and procedure specified NAVAID available and displayed in HSI

GPS Dual FMS synchro

FMS-GPS 1+2 POSITION MISC or UNABLE FMS-GPS 1+2 MONIT message in CAS or GPS RAIM UNAVAILABLE or GPS RAIM ABOVE LIMIT FMS message

RNAV RNP 0.3

DME-DME unless otherwise indicated on the approach chart

Dual FMS synchroRNP 0.3 Nm required


GPS RNP 0.3 GPS Dual FMS synchro

FMS-GPS 1+2 POSITION MISC or UNABLE FMS-GPS 1+2 MONIT message in CAS or GPS RAIM UNAVAILABLE or GPS RAIM ABOVE LIMIT FMS message


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LOCALIZER-BASED APPROACHES

The use of FMS guidance on the final approach segment of a localizer-based approach (LOC, LOC-DME, LOC B/C, LDA, SDF, ILS, ILS-DME) is prohibited. The final part of these approaches shall be executed on LOC or LOC/GS guidance only (depending of the type of procedure).

However, the FMS LNAV / VNAV can be used up to interception of the localizer. For these phases (initial approach and intermediate approach), the limitations associated with the following events (UNABLE RNP, DGR, FMS/GPS POSITION MISCOMP and UNABLE FMS GPS 1+2 MONIT) are applicable.

TCAS II OPERATION Pilots are authorized to deviate from their current ATC clearance to the extent compliant with a TCAS II Resolution Advisory (RA).

Following a TCAS II "clear of conflict" advisory, the pilot should expeditiously return to the applicable ATC clearance unless otherwise directed by the ATC.

EGPWS

Pilots are authorized to deviate from their current Air Traffic Control (ATC) clearance to the necessary extend to comply with an EGPWS warning. In order to avoid unwanted alerts, the enhanced modes (Terrain Awareness Alerting and Display TAAD, Terrain Clearance Floor TCF and Runway Field Clearance Floor RFCF functions) must be INHIBITED by selecting the TERR INHIB MKB pushbutton:

when within 15 NM of take-off, approach or landing at an airport that is not included in the airport database, For operation with QFE reference if both GPS's are not in NAVIGATION mode as in SENSORS window navigation tab when setting QFE.

Alerting algorithms take into account man made obstructions, but the EGPWS obstacle data base only covers a few areas in the world.

The Terrain Awareness Display must not be used for navigation. For proper operation of Terrain Awareness Alerting (TAA), QNH or QFE must be set on the ADC selected on the coupled side:

QNH or QFE must be set on left side if ADC1 is selected on the coupled side, QNH or QFE must be set on right side if ADC2 is selected on the coupled side.

The EGPWS does not take account of specific airplane configuration and climb performance and a PULL UP maneuver, for certain situations may not ensure terrain clearance.


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IRS Alignment is functional between 78° 15' North and 78° 15' South latitude.

VIDEO WINDOW In current state of approval, only cameras recording visible frequency range are authorized.

Video must not be used to fly the airplane or as a primary means to taxi the airplane. Video must not be displayed in MDU during take-off, approach and landing. Displaying video window in flight requires 4 DU operative. No entertainment video shall be displayed in MDU.

Selection of the displayed video should be such that no red flashing light is visible in the video display.

HUD The Head-up Guidance System (HGS) is approved for the following uses:

Visual take-off, With all engines operative or one engine inoperative:

En-route (including climb and descent), Visual and non precision approach, Manual Cat.1 approach, Monitoring automatic CAT 1 approach.

GENERAL The pilot's sun visor must be stowed during approaches and take-off. FMS waypoint is for situational awareness and is not be used for navigation (FAA regulation).

APPROACH

For non precision approaches, HGS must be used to supplement the Primary Display Unit (PDU). Navigation aids must be displayed in the PDU.

During VGP approach monitored with HGS, ILS frequency must not be used on NAV receiver.

OXYGEN MASKS

Passenger oxygen mask drop ................Z cabin above 14,500 ft + /- 500 ft


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GENERAL

Maximum N1 speed .............................................................................110%

EXHAUST GAS TEMPERATURE LIMIT (T5)

Starting Between 870°C and 985°C maximum Less than 10 seconds

Stabilized 679°C

The duration of operation on amber range (679°C / 732 °C) must be as short as possible.

Maximum generator output:

Transient (1 minute maximum) ........................................................... 350 A Stabilized ............................................................................................ 300 A

After APU start if generator amps higher than 350 A, it is recommended to switch off one battery up to less than 100 A, then switch it on again.

OPERATION

Operation of the APU with passengers in the cabin and no crew monitoring is not authorized. The APU must be operate on the ground only.


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THRUST RATINGS

Take-off ........................................................................5,000 lb (2,225 daN) Maximum continuous ...................................................4,525 lb (2,013 daN)

The take-off thrust rating is time limited to 5 minutes.

THRUST SETTING

The engine low pressure rotor speed N1 is used as the thrust setting parameter. The take-off and maximum continuous thrust as defined in performance manual sub-section 5-050 must be based on the N1 values given in performance manual sub-section 5-400.

ROTOR SPEEDS LIMITS

CONDITION OF USE N1 N2

Take-off – Maximum continuous 100% 100%

Transient – 1 second maximum allowable 100.5% 101.5%

100% N1 = 21,000 rpm 100% N2 = 31,485 rpm

MAXIMUM INTERSTAGE TURBINE TEMPERATURE: ITT

CONDITION OF USE °C

Ground start 994

Air start 994

Take-off (5 min. max.) 1,022

Maximum continuous 991

STARTING TIME

CONDITION OF USE TIME

Ground start and starter assist airstart: From 10% N2 speed to light-off

10 seconds maximum

Windmilling airstart: From windmilling N2 speed to 60% N2

45 seconds maximum

Ground start: From light-off to idle 60 seconds maximum


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STARTING / MOTORING SEQUENCE

If OAT > 30° C: Multiply by 2 the “resting” time values between 2 starter operations.

LIMITATIONS

The thrust reverser is approved for ground use only. Full reverse thrust is usable until the airplane comes to a complete stop. On landing, do not attempt a go around after the thrust reverser has been deployed. After touchdown, upon landing and during an accelerate-stop, before using the thrust reverser, ensure that the airplane IS FIRMLY ON GROUND ON ALL 3 LANDING GEAR and that the airbrakes (if available) are extended. Each time the thrust reverser is operated, ensure that engine 2 is at idle power prior to moving the reverser lever from the “stowed” position to the “reverser idle” position, or from “reverser idle” position to the “stowed” position.


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OIL PRESSURE

Thrust setting Minimum pressure Maximum pressure

Take-off, climb, cruise or maximum continuous

65 psi 80 psi

Idle 50 psi 80 psi

Transient 100 psi less than 3 minutes

OIL PRESS.. message in CAS for an oil pressure below 50 psi.

OIL TEMPERATURE

Operational limits

From sea level to 30,000 ft 127 °C

Above 30,000 ft 140 °C

Transient all altitudes 149 °C maximum less than 2 minutes

Minimum for exceeding idle power 30°C


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Documents

WEIGHTS - SmartCockpit · I fluid GOST 8313. I-M fluid TU6-10-1458*. TGF-M fluid TU6-10-1457**. TGF fluid GOST 17477. SOHIO Biobor JF biocide additive, or equivalent, is approved