Global Systems R39

!1



!2
!3
1. GENERAL

GLOBAL 6000 (BBD-700-1A10) - GLEX

GLOBAL 5000 (BBD-700-1A11) - GL5T

!4
!5
!

!
On ground VHF 1 works better due to the location of the antenna

!6
!
Minimum distance in front of the aircraft to clear the wing in turn
Global 5000: 3.5 M
Global 6000: 3.32 M

Monitored doors
Passenger door
Cargo door
Over wing emergency exit door
Large service doors : After equipment bay door / Rear HYD SYS access /
Refueling Station / *Optional belly fairing storage access
Small Service doors

Door position and locked indication are provided to the EICAS by Land
Gear Electronic Control Unit (LGECU)

!7
CVR = 120 minutes
FDR begins to record after First Engine reaches 35% N2
Cabin Electronic System 5000 (CES)

• Limitations

Operating Speeds

VMO below 8000 ft - 300 KIAS

VMO above 8000 ft - 340 KIAS
MMO 30,260 to 35,000 ft - 0.89 M
>35,000ft MMO decreases with Alt (Figure 02-06-1)
VMCG (flaps 6°/16°) 80 KIAS
VMCA (flaps 6°/16°) 86 KIAS
VMCG (flaps 0°) (Supp. 24) 92 KIAS
VMCA (flaps 0°) (Supp. 24) 95 KIAS
VREF + ½ gust (Up to 10kts Max) - Landing performed (06-01-24)

Wind

!8
After selection of the START switch to AUTO, wait 5 seconds or until
the SVO indication disappears before selecting the ENGINE RUN switch
to ON, in order to avoid an L(R) FADEC FAULT and / or L(R) START
ABORTED

Temperatures

⁃ T.O. and LDG

Min -40°C
Max +50°C

⁃ ENG

Min Oil T for starting is -40°C

Min Oil T for accelerating above idle is +20°C
Max permissible is +160°C
Automatic Oil Replenishment prohibited below -12°C OAT
Min ENG Fuel T +5°C

⁃ APU

Min for start -40°C

⁃ Air Conditioning

Pack discharge T manual between +5 to 60° C

APU Bleed extract for AC +45°C OAT Max

⁃ Display Unit

Ground ops with flight compartment T in excess of +40° C above 30min

is prohibited

!9
2. APU

!10
APU IN BITE (EICAS MSG) - 10 sec during ground start/momentarily
in Flight

After a prolonged could soak at altitude, the APU may have difficulty
starting. More than one start attempt may be required to start the APU
after a 6 to 8 hour cold soak.

• APU BLEED

!11
APU Surge Control Valve

A surge control valve (SCV) works as a waste gate to protect the APU
compressor from a potential to surge (stall).
Unwanted air from the APU compression section passes through the open
SCV to an exhaust port located on the left side of the fuselage, aft of the
left engine pylon.
The SCV is only open when the APU is supplying electrical power, but
not pneumatic load in flight (example: at/above altitudes of 16,375 ft).
When a pneumatic load request is received by the FADEC, the SCV is
commanded closed.

• Normal and Emergency Shutdown

!12
!

!13
Speed Sensing
1 Unit - 2 probes
1 Fail - EICAS MSG
2 Fail - APU Shutdown

Temperature Sensing
1 unit - 2 Probes
1 Fail - EICAS MSG
2 Fail - On Ground > APU Shutdown - In Flight > Not cause an APU
Shutdown / Should be shutdown unless required for another contingency

Oil Pressure Low

On Ground - APU LO PRESS for 15 sec, APU Shutdown
In Flight - Does Not cause APU protective shutdown

Oil Hight Temperature

On Ground - APU OIL HI TEMP for 15 sec, APU Shutdown
In Flight - Does Not cause APU protective shutdown

!14
• Limitations

FL450 (OPERATION) = 28.2KVA / 2 AC Busses

FL370 (APU START) = 40KVA / 2 ACMP + 2 AC Busses
FL300 (BLEED AIR) = 2 ACMP + 2 AC Busses + Bleed Extraction
GROUND = 40KVA/ 1 ACMP + 4 AC BUSES - (some manuals says
45KVA)

Min temp on the ground -40°C OAT

Bleed Extraction above +45°C OAT is prohibited

APU access door open - 5 min max operation / 10 min if only GEN is in
use (no BLEED)

• APU OIL LO QTY - < 3.5 US Quarts (Recommended to top up when

< 4.5 quarts)

!15
3. AUTOMATIC FLIGHT CONTROL SYSTEM

• AFCS

The two AFCS system applications, located on data concentrator

modules 1 and 2 contain the following AFCS/AT functions:
- Flight guidance
- Autopilot, yaw damper, automatic pitch trim, (combined application)
- AFCS monitors (AP, YD, trim, AT) − FCS MON
- Auto-throttle.
The AFCS and AT systems both follow the same side selection. The
standby AFCS/AT carries out computations and is ready to assume the
master role when required. In the event of a failure of the master AFCS/
AT, the standby AFCS/AT immediately takes over control reverting the
FD modes to basic pitch and roll.

The master AFCS is identified on the FCP by indicator lights adjacent to

the YD and AP buttons. Following AP engagement, AP1 or AP2 is shown
on the PFD indicating which AFCS is currently active.

Changes occur automatically according to calendar. Odd days will result

in selection AFCS/AT1 and even days will result in selection of AFCS/
AT2. When manually, it prevent auto reversion until next power cycle.

The pilot may manually switch the AFCS master/standby status by using
the AFCS 1/2 switch on the reversion switch panel, located on the center
pedestal. Selecting the AFCS 1/2 switch allows the pilot to force
selection of the standby system. When used on the ground, multiple
pushes of the AFCS 1/2 switch will cycle to the next system and then
back to automatic reversion.

DMC - Data Concentrator Module Cabinet

DCU - Data Concentrator Unity

!16
• AP

When engaged, the autopilot function of the AFCS automatically controls

the aircraft in roll and pitch, based on computations carried out by the
flight director.

AP servomotors units are installed in the aileron and elevator flight

control system. Each unit includes dual servomotors, receiving input
from separate AFCS AP functions. Only one servomotor, controlled by
the master AFCS, is in operation at any given time on a control circuit.
The remaining servomotor is monitored and linked to the standby AFCS
application, ready to take over if required.

The yaw damper, also part of the AFCS, provides yaw stability and
operates independently of the autopilot

• YD

The dual yaw damper (YD) system provides stability augmentation about
the yaw axis and aids in turn coordination.

!17
On the ground, the YD automatically engages upon aircraft power on.
The flight control system application (FCSA) software, contained with
the data concentrator module cabinets (DMCs), controls operation of the
YD automatic engagement. It requires input from various avionic system
units including the air data system (ADS), inertial reference system (IRS)
electronics unit (REU). Occasionally, upon aircraft power up and the
remote on ground the DMC software may complete its own power up
sequence before other avionic systems have completed their own
initialization or power up checks. In such a case, the FCSA would not
have the required inputs in order to issue a YD automatic engagement
command. When this occurs the YD OFF CAS caution message remains
displayed, advising the crew that the YD has not auto engaged and a
manual engage selection is required using the YD button on the FCP. The
YD button on the FCP provides manual on/off control. Once engaged, the
active YD system centers both linear actuators.

• AP Engagement

The AP may be engaged, regardless of the flight director’s active status.

If no vertical or lateral flight director mode is armed at the time of AP
engagement, the AP will enable the basic flight path angle (FPA) and roll
(ROLL) modes. Engaging the AP also activates the AFCS autotrim and
YD functions.

Disengage:
⁃ Automatic = Stall warning / Unusual Attitude / W/S (after 2 sec)
⁃ Manually = Master DISC Button / Manual Pitch Trim / Physical
Override / AP Pushbutton / YD Pushbutton
⁃ Momentarily = TCS

When AP is engaged with no mode previously selected:

⁃ If roll is ≤5° the mode provides a wings-level command and holds
the heading existing
⁃ If roll is >5° FD will command a bank hold (limited to 30° bank). If
enabled above the bank limit, the FD will command a reduction of
the bank angle to 30° and hold it there

!18
• Pitch Target Box

The target box indicates the flight director takeoff pitch command and is
automatically displayed when TOGA is selected

With all engines operating, the target box is initially set at 17.5° then can
move anywhere from 11.5 to 20° to hold the speed. With one engine
operation, the pitch box is initially set at 13° then moves anywhere from
8 to 13° to hold the speed.

• Flight Director Cue/Flight Path Vector

⁃ Flight director cue: The magenta flight director cue indicates flight
director steering commands. It is automatically displayed on the
PFDs one second after the nosewheel is off the ground and when a
lateral or vertical mode is made active or the autopilot is engaged

⁃ Flight path vector: A green-haloed flight path vector (FPV) indicates

the aircraft track and path angles

⁃ FPV cage: The FPV “Caged” state laterally centers the caged FPV
symbol on the ADI and displays the ghosted FPV to show lateral
motion. The flight director cue is also limited laterally.

CPL - changes FD master(couple)

• ATS

On ground, the autothrottle may be engaged when either engage switch is

selected while the aircraft’s airspeed is less than 60 knots and the throttle
levers are above 23°. Above this airspeed, the autothrottle is prevented
from engaging until the aircraft has reached 400 feet AGL. In air, the AT
is also prevented from engaging while the aircraft altitude is below 400
feet AGL.

During TO roll at 60kts AT mode goes from TO to HOLD and upon

reaching 80 kts the mode captures the HDG

!19
The takeoff thrust HOLD control mode is activated to ensure that no
thrust reductions occur during takeoff between the time the airplane
transitions above 60 knots to 400 feet AGL

The Autothrottle system is available during single engine operation but is

prohibited when with only one system available (AFCS)

The autothrottle automatic engagement speed (VATE) is the speed at

which the autothrottle will automatically engage. It corresponds
nominally to 1.2 VS and is displayed as a horizontal amber line against
the airspeed tape located above the low speed cue

Under-speed protection - is activate automatically selected when the

airspeed is less than 5kt below the auto-throttle automatic engagement
speed (Vate). At Vate -5kts the auto-throttle will attempt to engage

In the event that the active speed target is below the lower speed limit,
the AT will limit the speed as follows:
⁃ The minimum speed is 1.3VS if the aircraft is in approach mode
(flaps 16 or greater and gear down, or GS mode active)
⁃ The minimum speed is l.2 VS +3 knots if the aircraft is not in
approach mode
AT will limit the commanded thrust to the appropriate EPR rating.

! 


!20
⁃ Retard Mode
The mode activates when the aircraft is in a landing configuration (Slats
OUT / Flaps 30, gear down) and a radio altitude of 50 ft AGL is reached.
The AT remains engaged until touchdown in order to provide go−around
thrust should a go−around be selected.

• NAV Modes

NAV mode may be used for T/O if the SID is in the FMS, FMS is the
NAV source and the CDI is aligned with and centered on the RWY. Once
VNAV is engaged, the final SID ALT can be set on the altitude
preselector

The AFCS automatically limits bank to 17° (half bank) when climbing
through 35,000 ft. Half Bank is available below 35,000 ft it when
operating in ROLL, HDG, and VOR NAV lateral modes.

• Vertical Modes

ALTS - Altitude Select (Pre-selected ALT + any vertical mode, except

ALT/GS/VGP)
VALTV - FMS ALT
ALT - Altitude Hold (ALT / Push-bottom) - (Any ALT different from Pre-
selected ALT)
On “V” modes the FMS provides the target altitude or speed

VPATH Mode provide guidance to fly an angle defined in the FMS,

speed control is secondary

A vertical track alert(double C chord) will be generated 60 seconds

before TOD in VATS Mode

A deviation pointer and scale is displayed adjacent to then PFD altitude

tape when VNAV is enable. Each dot represents 250ft of deviation, full
scale deflection represent 500ft. When APPR is selected this scale
becomes 75ft from each dot
!21
• Approach

If the FMS is being used to fly a non-precision approach or an approach

with vertical guidance, an APPR message must be shown in the FMS
message block on the PFD at least 2nm from the FAF or 5nm from the
runway

For an automatic Nav-to-Nav transfer occur, LNAV must be the active

lateral mode, the LOC beam is captured, and APR selected on the
guidance panel

During an ILS approach, the independent approach mode of the AFCS

occur when GS is captured

Basic GA: Lateral GA mode generates wings level and HDG flown at
GA selection will be captured. Vertical GA will maintain current pitch
comanda, min 10º max 20º

FMS assisted GA guidance: If a go-around is selected during an FMS or

ILS approach, lateral GA and vertical VGA modes are activated. GA will
automatically transition at 400 feet to FMS NAV and VNAV modes

• EDM

The mode is automatically enabled if the AP is engaged, the aircraft

altitude is above 25,000 feet, and the cabin altitude has increased and
exceeded 14,500 feet.

The guarded EDM button on the FCP is used to manually initiate the
EDM. The AP and autothrottle will engage if not already engaged.

Manual mode - EICAS CAUTION message

Automatic mode - EICAS WARNING message and an aural message of
EMERGENCY DESCENT is heard. Automatic EDM initiates a beacon
transmit code of 7700.

!22
The flight director enters the heading mode (HDG) 90° left of the aircraft
current HDG and FLC mode engage in order to capture a preselected
altitude of 15,000 feet (4500 meters)

Airspeed target is synchronized to VMO-5 and may be set manually

using the FMS/MAN SPEED knob

The flight director performs a normal transition to ALT mode at 15,000

feet with an airspeed target of 250 knots being set at ALT CAP

The EDM may only be canceled by disconnecting the AP

ATS will not disengage when the EDM mode is disabled by AP

disconnect.

!23
4. COMMUNICATION

!24
VOX button on the ACP is selected to the UP position: clockwise
rotation provides increased audio filtering, fully counterclockwise results
in an open mic

ST controls the side tone or background noise; it is used to reduce

microphone squeal

CTP/TUNE - top level pages

!25
• The emergency mode

The emergency mode allows communication on VHF1 when ACP1 has

failed or is unpowered, and communication on VHF2 when ACP2 has
failed or is unpowered

• HF

The HF radios are normally operated in simplex frequency tuning, upper

voice single sideband voice emission mode (UV) as it is the general
standard used for most aircraft HF communication.

Simplex tuning, same receive and transmit frequencies.

Duplex tuning, different frequencies for receive and transmit

HF - SQO 0 UV

• FANS-1/A+ and Link 2000+ (ATN)

!26
FANS-1/A+ is used in oceanic and remote areas. The European version
of FANS is called Link 2000+. Link 2000+ is used in European airspace
above FL285.

FANS-1/A+ uses the ACARS protocol which is limited to the exchange

of text messages and flight plan data.

The network protocol for Link 2000+ is the aeronautical

telecommunication network (ATN).

Since ATN CPDLC and FANS CPDLC use different network protocols
they are not compatible. The networks cannot be logged on to at the same
time. Attempting to operate FANS CPDLC when logged onto the ATN
results in an error message. The user must first logoff ATN before a logon
to FANS CPDLC is permitted.

Timing Guidelines and Operating Conditions

• On the ground, 15 to 45 minutes prior to departure, the pilot can initiate

an AFN logon to the ATC unit located within the CPDLC flight
information region (FIR) of the departure airport
• Airborne, anytime after passing 10,000 ft, the pilot can initiate an AFN
logon to the ATC unit located in the CPDLC FIR in which the aircraft is
currently operating. The exception to this is when the aircraft is
approaching a boundary between two CPDLC FIRs, the initial AFN
logon will be to the next ATC unit rather than the current one
GV_FANS_009
• 15 to 45 minutes prior to approaching a CPDLC FIR boundary from an
area where CPDLC services have not been provided
• When instructed by ATC for situations such as an unsuccessful
automatic data link transfer

Active connection (CDA)

Non active connection (NDA).

!27
When responding to an ATC free text message, the pilot must respond
with a CPDLC ROGER response first (quick response), then reply to the
message. Only a CPDLC ROGER response can close an uplink free text
message.

Airborne Dependent Surveillance – Contract (ADS-C)

Although ADS-C is a separate application from CPDLC, they both use

the same AFN logon to initiate their operation.

Limitations

Voice communication must be available to supplement data link system

operation and always has priority over CPDLC.

Messages received via CPDLC should be responded to via CPDLC.

Messages received via voice should be replied to via voice.

Pilots should pay special attention to the intended meaning of uplink

vertical clearance message elements that contain the words “AT” or
“BY”.

!28
• SATCOM

!29
SATCOM CALL - 011(country code)++++++++++

• CVR
The CVR begins recording automatically upon application of aircraft
electrical power. Up to 120 minutes of data is stored

Air route traffic control center (ARTCC)

DataLink MSG - space = @

!30
5. ELECTRICAL

!31
• AC

AC Sources:
⁃ 4 VFG - 115v/40KVA (Variable frequency generator)
⁃ 1 APU GEN - 40KVA (45KVA on the ground)
⁃ 1 RAT - 115v/400HZ/9 or 10** KVA > dedicated HYD PUMP
pressurize SYS #3
⁃ EXT AC on the Ground
**Some manuals say 9 some 10 KVA

!32
AC power is normally supplied by four VFGs, two on each engine. Each
generator is controlled by a dedicated generator control unit (GCU). All
VFG output is routed through the ACPC, which protects, controls, and
distributes primary AC power to the main buses. Each generator normally
powers its own bus, through a generator line contactor (GLC). In the
event of a generator malfunction, the generator transfer contactor(s)
(GTC) will automatically switch to an alternate generator, to supply the
affected bus. AC bus 2 and 3 are automatically shed during single
generator operation, with AC bus 1 and 4 given priority.

!33
FGV

The VFGs are nominally rated at 40 kVA but are capable of supporting
60kVA for 5 minutes and 80 kVA for up to 5 seconds.

Generator Voltage Readout, displays the generator voltage level (VAC)

and the load on the generator (KVA) = SYS demand

Each generator is cooled by a conformal oil cooler mounted on the inside

of the bypass ducting. The VFG cooling oil system is self-contained and
has no effect on the engine oil system. The GCU will shut down the
generator for a low oil pressure or high oil temperature condition. A low
oil level condition, however, will not shut down the generator. There are
no EICAS messages related to the generator oil system.

Each GEN can be reset twice

AC Buses

8 AC busses - 4 primary (ACPC) and 4 feeder (CCBP)

ACPC protects, controls and distributes AC power to the main buses. In
the event of a single generator, buss 1 and 4 remain powered (priority)
and 2 and 3 are shedded

External AC

There are two modes of operation of external AC: normal mode and
service mode. Normal mode is selected using the EXT AC switch on the
flight compartment electrical control panel. Ground service mode is
selected using the GROUND SERVICE switch on the aft service control
panel. The normal mode has priority over the ground service mode.

When AVAIL and ON lights on the EXT AC switch/lights illuminate

simultaneously is an indication of GROUND SERVICE switch has been
left ON. It must be selected OFF prior to selecting normal external AC
power, if not TAT3 and right windshield heaters will remain inoperative

!34
External AC power can share the electrical AC load with a single engine
generator but not with the APU. External AC power can supply all AC
buses providing no other AC power source is selected on.

• DC

DC Sources
⁃ TRU 1, TRU 2, AESS TRU 1, ESS TRU 2
⁃ Avionics BATT - 25amp/h /24VDC
⁃ APU BATT - 42amp/h /25.2 VDC
⁃ EXT DC (to start the APU only)
The DC electrical system consists of a DC power conversion system, a
battery system, an external DC system, a DC electrical power distribution
system, and a DC power emergency override system.

The DC power conversion system uses four transformer rectifier units

(TRUs) to produce 28 VDC from 115 VAC electrical power. The TRUs
are supplied from the four secondary AC buses (in the CCBP). Each TRU
output is supplied to its associated primary DC bus in the DC power
center (DCPC). 


!35
Four main DC buses provide DC power to the secondary airplane loads
via the SPDAs. Each TRU normally powers a bus, through a TRU line
contactor (TLC). In the event of a TRU malfunction, the TRU transfer
contactors (TTCs) will automatically switch to an alternate TRU, to
supply the affected bus. DC bus 1 and 2 are automatically shed during
single TRU operations.

!36
TRUs

Four transformer rectifier units convert variable frequency AC power

(115/200 VAC, 324−596 Hz) to 28 VDC power. All four TRUs are
located in the forward equipment compartment. Each TRU is rated at:
150A continuous, 180A for 5 minutes and 240A for 5 seconds.

An internal AC powered fan cools each TRU. The fan is monitored for
failure.
TRU Amber Box = FAN FAIL but TRU still OK.

Any 3 TRUs are capable of supplying the entire load.

Should 2 TRUs fail, either DC BUS 1 or 2 will be load-shed. If both

essential TRUs fail DC BUS 2 is load-shed

Should 3 TRUs fail, both DC BUS 1 and 2 will be load-shed

Should all 4 TRUs fail, both APU and Avionics batteries will be available
to supply the battery bus and DC essential bus

Battery

The battery system consists of two NICAD batteries; an avionics battery

and an APU battery.

APU is Battery start on the ground and inflight. Each APU start attempt
consumes approximately 1 minute of battery life.

Both batteries are used together in an emergency to provide DC power

for a minimum of 15 minutes.

When you disconnect the batteries, the battery square turns amber on the
next power up 


!37
When the avionics battery and/or the APU battery are disconnected, the
AV BATT FAIL message will be displayed on the EICAS before AC
power is applied. Verify the applicable battery voltage on the DC ELEC
page. If the voltage is normal, apply AC power. The applicable message
will be canceled.

Minimum BAT Voltage is 22V

Bellow 7V the Battery is considered DEAD
Minimum Battery T is -25°C (BATT Temp not OAT)
Battery is charged via AC BUS2, if BATT voltage is low, recharge using
AC external power
More than 48hs disconnect both Batteries
If OAT is below -20°C remove the Battery or consider to put the plane in
the hangar

DC Power Center (DCPC)

The DCPC protects, controls and distributes DC power to the primary

DC buses, it contains microprocessors, control logic, and SSPCs, and
houses the contactors and buses for primary DC power distribution. The
DCPC contains the following buses:

- DC bus 1
- DC bus 2
- DC essential bus
- Battery bus
- DC emergency bus
- Avionics battery direct bus

!38
The EMER DC PWR OVRD switch provides a bypass of a failed DCPC
to provide power from ESS TRU 1 and 2 to secondary power distribution
assemblies (SPDAs).

Secondary Power Distribution Assemblies (SPDAs)

Four SPDAs are used to distribute secondary 28 VDC power from the
DCPC buses to the various aircraft systems.

!39
APU start contactor assembly (ASCA)

Provides power to start the APU, should the APU battery not be available

External DC

The external DC system provides DC power to the APU start contactor

assembly (ASCA) to replace the APU battery power if necessary.

When using External DC to start the APU, a serviceable avionics battery

is required

• RAT = Emergency Electric Configuration

Total loss of AC
Slat/Flap at 0° - 14sec deployment delay (time to reset all GEN 1 by 1)
Total loss of AC and Slat/Flap not at 0° - No Delay
Dual ENG Fail - No delay
Manually with no delay

Min Speed is 147 Kts, less than that RAT prioritize HYD. To recover
needs to go beyond 152 kts. Power AC ESS Bus > ESS TRU 2 > DC
ESS/EMER Bus

During SLAT/FLAP operation(Half Speed) DCPC deenergizes ESS

TRU1 and ESS TRU2, the battery temporarily feed the buses. The
system will revert to normal operation after 45 seconds

RAT increase 5% fuel consumption

Independent HYD Pump that pressurizes SYS 3

During Emergency Electric Configuration, TRU is supplied from AC

essential bus, should ESS TRU 2 fail, AC power will be rerouted to ESS
TRU 1, which will supply the DC essential bus and battery bus

!40
Handle must be stowed and RAT GEN guarded and pushbutton press On
to restore power from AC BUS 4 to AC ESS BUS

• Miscellaneous

Only 1 CB Reset is permitted / A 3 min cooling period should be

observed before reset

External AC Power Aft LH (Bellow LH ENG)

External DC Power Aft underside of the fuselage (Power the APU Start
Controllers Bus, you can start the APU only)

If one generator is inoperative per engine, APU generator must be

operated continuously throughout flight; DDG 24-Electrical Power;
24-21-01 Engine

AC Aircraft - DC cockpit

Checklist ask you to isolate the buses when you have smoke

Completion and Cabin items are not monitored by EMS

!41
6. ELECTRONIC DISPLAY

!42
• DUs

All DUs receive, process, and compare engine data, even if only one DU
is actively displaying the data

The display reversionary system monitors DU operation to ensure that

PFD, and EICAS data are continually displayed in the event of a single
or multiple DU failure.

Operation is automatic when the DISPLAYS selector on the RSP is in the

NORM position, and a DU has been selected OFF or is detected as failed.
Automatic operation ensures that there will always be two independent
PFDs, an EICAS display, and a configurable MFW.

Manual reversion selection is available as a backup using the REV knob

on the RSP.

• Message inhibit T.O.

Acft on the ground

Speed above 80kts
Conditions are removed above 400ft or 25 sec following takeoff, also
after an aborted T.O. When speed is below 50kts or when T.O. Inhibit
function times out after 60sec

!43
• Message Inhibit Landing

Gear down
RA is less than 200ft
Conditions are removed when 25sec following landing (WOW) or IAS is
less than 50kts, also after an attempt landing is aborted and RA climbs
above 200ft

• Takeoff Warning Messages

*BFAST
Brake
Flap(Slat/Flap)
Autopilot
Spoilers
Trim (3X - Aileron/Rudder/Stabilizer)

• AURAL WARNING Panel

The AURAL WARNING panel, located on the overhead panel, is used to

disable the tone/aural generators located in the left and right DMCs.
Panel switch selection will not inhibit aurals associated with TAWS and
TCAS.

!44
!
• Air Data System (ADS)

Default ADC for DU1 and DU2 is ADC1 and DU3 and DU4 is ADC2. In
the event of an ADC miscomparison, a CAS MSG is displayed and the
DU automatically reverts to the next priority ADC source

In the event of an ADC failure in flight, the system automatically reverts

to the ADC3, if ADC3 is not available the cross-side ADC is used.
Automatic reversion does not operate on ground

Initial selection of an ADC button on the RSP forces the onside PFD uses
ADC3, a second selection causes the onside PFD to use the cross-side
ADC

Regardless ADC in use we can use any ATC Transponder

• PFD

Auto transfer from IAS/M = 32.600 ft

Trend vector = 10s

The AFCS automatically limits bank to 17° (half bank) when

climbing through 35,000 ft

An acceleration cue and speed error tape are shown relative to the FPV.
The cue shows the aircraft’s inertial acceleration along the flight path

!45
The speed error tape, located on the left wing of the FPV, shows the
speed difference between the indicated and selected airspeed to a
maximum of 15 kt. Tick marks are indicated at every 5 kt point

In the event of an unusual attitude, the amount of data shown on the PFD
is reduced. For the purposes of display operation, an unusual attitude is
defined as when roll angle is greater than 60° or pitch angle is greater
than 30° nose-up or 20° nose-down

A green tick line indicating VREF (normally 1.3 VS) is present on the
normalized AOA indicator when the SPS is in normal mode, the slats are
deployed, and the aircraft is airborne. When at the approach speed in the
approach configuration, the normalized AOA green tick line should be
between 0.53 and 0.55.

In order to maintain a conformal flight path vector for as long as

possible, the HSI lowers on the PFD as the FPV lowers on the display. As
the FPV lowers to 9° below the aircraft pitch angle, the HSI lowers
slightly. The HSI lowers further should the FPV continue to move to a
value of 11.1° below the aircraft pitch angle

!46
The HSI range may not be changed when the adjacent window of the DU
is selected to a MAP format. The readout will show as a gray text when
range selection is not possible. In this configuration, selection of the ±
buttons on the CTP will change the range of the MAP format on the
MFW.

A system failure resulting in the loss of display data results in the

removal of the data, presentation of a system CAS message, and display
of a red failure flag

Comparison annunciations are enabled should a data difference be

detected beyond predetermined thresholds. This is accompanied by a
CAS caution message of EFIS MISCOMPARE. During a miscompare,
the data remains displayed, however a yellow box text is displayed
adjacent to the data

• MFD

Full screen is only available for - Charts / Maps / Videos

Pressing ECL/SYS selects the checklist and synoptic pages, additional

presses cycles the lower window to the next synoptic page

Reset checklist (RESET CHKL) is enabled only when inside a checklist,

and resets all items to NOT STARTED

RESET INDEX resets all the checklists within a specific index to NOT
STARTED

RESET ALL is enabled when inside an index or subsystem index, and

resets all checklists to NOT STARTED

The OVRD CHKL selection from the FCN menu overrides the current
checklist. If the same overridden checklist needs to be completed at a
later time during the flight, it can be reset using the RESET OVRD
CHKL selection from the FCN menu. Once reset, reenter the checklist
from the index and complete.

!47
In VSD display, the TAWS data is restricted to a graphic display of
terrain and obstacles contained within a corridor width of 4 X RNP

• DOCS/MAINT

Selecting the DOCS/MAINT option on the M menu bar displays a

selectable list of options in the adjoining combo box. The options
include:

• DOCS - flight and maintenance document reader

• MAINT - onboard maintenance system (OMS)
• DATA LOAD - onboard data loader
• DB STATUS - database status
• INFO MGMT - information (software) management
• LICENSE MGMT - database subscription services

The flight manuals may be viewed in air or on ground while viewing the
maintenance manuals is restricted to ground only

• Integrated Standby Instrument (ISI)

The ISI is a microprocessor-controlled liquid crystal display, powered

from the essential or battery bus, receiving pitot/static input from the
standby pitot-static probe.

!48
7. EMERGENCY EQUIPMENT

• Oxygen Bottles

The 4 oxygen bottles are located in the forward fuselage underfloor area.
Normal charge pressure at 21°C (70°F) is 1850 psi. Charge pressure/
quantity is indicated as follows:

- Gauge (psi) on the bottle shutoff valve

- Gauge (psi) on the ground service panel
- Oxygen system quantity (percentage) is compensated for temperature
and indicated on the EICAS status page

If bottle pressure rises to approximately 2600 psi, the oxygen is vented

overboard by a pressure regulator unit with a high-pressure relief valve
working in conjunction with an integral snap-off green nylon disc.

When the oxygen system quantity drops to or below 75% (approximately

1400 psi), the EICAS caution message OXYGEN LO QTY is displayed.

The caution (amber) message “OXY LO QUANTITY” will also appear

via the pressure switches on the EICAS Primary page when the pressure
in any one of the four bottle regulated supply lines falls below 45 psi.

• Crew Oxygen Mask

Each crew oxygen mask is stowed in a quick-access mask storage

container, and comes either with a full face type or the type with a
separate smoke goggle.

The goggle viewing lens has a protective film strip. This has a dual
purpose:

- To provide supplemental anti-scratching when the mask is out of the

box
!49
- To provide a means of quick and easy removal of frost caused by rapid
depressurization

!50
!

• Passenger Oxygen Mask

All oxygen mask compartment doors will open to deploy the oxygen
masks automatically if cabin altitude reaches approximately 14,500 ft
(-750ft/+500ft). When the cabin altitude is below 9,000 (+/− 1000) feet,
the altimetric valve closes the oxygen supply.

When the oxygen compartment doors open, the passengers will pull the
oxygen mask to their face, this initiates the flow of oxygen to the
passenger’s oxygen mask.

Deployment of O2 mask or oxygen pressure in the passenger oxygen

supply line turns on reading/table lights, disconnects the cabin 115 volt
AC electrical supply to outlets, deactivates some cabin entertainment
systems, displays some EICAS messages and cabin ordinance signs.

Passenger oxygen masks do not provide protection against breathing

harmful gas and smoke

!51
!
• Emergency Equipment

⁃ Evacuation equipment
Crash axe
Cabin escape rope

⁃ Overwater emergency equipment

Life vests
Life raft (optional)

⁃ Fire fighting equipment

Portable fire extinguisher
Protective breathing equipment

Fire protection gloves and additional fire extinguishers in the cabin are
installed as per customer or regulatory requirements.

The hand-operated portable fire extinguisher contains Halon 1211. Halon

is effective in fighting class A (dry), B (chemical), and C (electrical)
fires. The extinguisher is also suitable for use in cold weather

!52
• Emergency Exits

Passenger door
Over-wing emergency exit

An escape rope (life line) is provided in an access panel, adjacent to the

over-wing exit.

• Miscellaneous Emergency Equipment

First aid kit

Flashlights
Placards

!53
8. FIRE PROTECTION

!54
!

• Fire DISCH handle

ENG

1. Fuel shutoff
2. HYD shutoff
3. Pneumatic shutoff
4. AC POWER shutoff
5. Fire extinguishing system armed (2 bottles)

APU

1. APU Fuel shutoff

2. APU Ignition shutoff
3. Pneumatic shutoff
4. APU Power shutoff
5. Fire extinguishing system armed (2 bottles)

!55



!56
9. FLIGHT CONTROLS

! 


!57
• Primary Flight Controls

The primary flight surfaces are actuated by hydraulic power control units
(PCUs) that are mechanically controlled.

Aileron and elevator PCUs provides:

⁃ Normal Control
⁃ Flutter protection in the event of a supply hydraulic system failure in
flight
⁃ Gust Lock when no hydraulic pressure on the ground
System control provides protection against asymmetry and
uncommanded movement. Interface to EICAS and onboard maintenance
system (OMS) is provided for failure detection and isolation.

Lateral control: Accomplished by a dual mechanical aileron control

system hydraulically-powered by two PCUs per aileron. Artificial feel
and centering units are incorporated within the system. Aileron
disconnect is provided for anti-jam protection that allows the flight crew
to isolate the left and right control wheel and cable system from each
other.

Two separate lateral control systems are provided: the pilot side operates
the left aileron and the copilot side operates the right aileron. Normally,
both control systems are interconnected through the forward torque tube
interconnect assembly. At the midpoint of the torque tube is a roll-
disconnect mechanism designed to allow for separation of the left and
right side control circuits. In the event of a jammed aileron circuit on the
copilot side, the AFCS input for lateral control is lost.

!58
In the event of a jammed aileron system, the pilots free the non-jammed
system by forcing the disconnect mechanism. If no ROLL SPLRS switch
selection is made within 30 seconds following disconnect, the FCUs will
illuminate both ROLL SEL legends and trigger an amber ROLL SELECT
caution message. The illumination of both ROLL SEL legends indicates
that a priority selection is required from the crew.

Selecting the ROLL SPLRS switch for the un-jammed side, commands
that side aileron to be used by the FCUs for MFS roll assist.

Pitch control: Provided by a dual mechanical elevator control system,

hydraulically powered by two PCUs per elevator. Variable pitch artificial
feel is provided to vary the load on the elevator control wheel as a
function of airspeed and horizontal trim setting. Pitch disconnect is
provided for anti-jam protection and operates when the pilot applies
additional control wheel force in the desired direction.

The pilot and copilot pitch controls are interconnected through a

disconnect mechanism which is designed to operate when an asymmetric
torque is applied to the control columns. In the event of an elevator
circuit jam, moving the unjammed control column allows that circuit to
operate when a force greater that 50 lb (22 kg) is applied. The pitch
disconnect mechanism is a spring-loaded device that requires the pilot to
maintain the disconnect pressure on the column. A switch on the
mechanism inhibits autopilot operation whenever a pitch disconnect
occurs.

Yaw control: Provided by a dual mechanical rudder control system,

hydraulically powered by three PCUs per rudder. Artificial feel for the
rudder system is provided by a rudder feel unit. Rudder travel limiting, as
a function of airspeed, is provided to limit loads on the structure (Travel
Arc reduced).

Dual yaw dampers operate in an active/standby mode to provide

continuous yaw damping in the event of one failed yaw damping
channel.

!59
To ensure full performance in cold conditions, each actuator has a
thermofoil heater which is powered, controlled, and monitored by the
heater/brake temperature monitoring unit (HBMU).

Flutter damping for the primary flight controls is provided through the
PCUs internal operation. Ground gust damping (gust locks) is provided
through PCUs on the elevators, ailerons and rudder when the hydraulic
systems are depressurized.

• Secondary Flight Controls

Two flight control unit (FCU) computers provide control to the

hydraulically-powered spoiler PCUs and the electrically-powered
horizontal stabilizer trim actuator. These computers also control a pitch
feel system and rudder travel limiting system. The slats and flaps are
controlled by two slat/flap control units (SFCUs).

Eight multifunctional spoiler (MFS) panels are electrically-controlled

and hydraulically-actuated by a single PCU on each surface. The
multifunction spoilers are used for in-flight operation as roll assistance,
symmetrically for proportional lift dumping, and on ground for ground
lift dumping. Spoiler surfaces are monitored and operated by FCU in
pairs

When the flaps are retracted, all four pairs of MFS are available for lift
dumping; with the flaps extended, only the two inboard pairs are used.

To prevent lift asymmetry, a failed panel automatically disables the

corresponding symmetric panel on the opposite wing.

The MAX spoiler position is used for emergency descent whereby all
MFS deploy. If the flaps are extended, only the inboard MFS are
available for lift dumping and the MAX selection has no effect.
!60
During landing, to deploy multifunction spoilers, the ground lift dumping
must be armed, both the left and right throttles at idle (or below) and:
• Both main landing gear have WOW, and
• Left and right wheel speed indication above 16 kt or RA below 7 ft

Four ground spoiler (GS) panels are electrically-controlled and

hydraulically-actuated by a single actuator on each surface, and are used
for ground lift dumping only.

The GSs are controlled symmetrically to either the fully-extended or

fullyretracted position

At initial touchdown with at least one left or right main landing gear
indicating on ground (wheels spinning up), the two pairs of GS deploy
first. The deployment of the two pairs of MFS is delayed (until weight on
wheels) for continued roll control.

The system is automatically armed when the throttle levers are at the
minimum takeoff position (30° TLA). To prevent inadvertent deployment
during taxi, automatic arming does not latch until a takeoff speed of 45
knots is reached.

During landing, the GS deploy first in order to dump the airplane lift. To
deploy GS, the system must be armed, engine throttles at idle position or
below, and two of the three following conditions:
• Radio altitude (RA) below 7 ft
• One left or right main landing gear WOW indication
• One left or right wheel speed greater than 16 kt

!
Lateral trim is accomplished by a dual position AIL switch on the center
pedestal that operates an electric trim actuator. The lateral trim causes
rotation of the control wheel neutral position.

!61
Directional trim is achieved by a single rotary RUD switch on the
pedestal that operates an electric trim actuator at the summing unit in the
vertical fin. Directional trim is summed into the pilot rudder pedal
command, and no pedal displacement occurs.

Longitudinal trim is achieved by inputs from autopilot, Mach trim, and

trim switches on the pilot control wheels. The system consists of two
FCUs, dual channel motor drive unit (MDU) and a dual electric channel
trim actuator that drives a screw jack assembly to position the horizontal
stabilizer.

The stabilizer in motion aural clacker sounds during a stabilizer runaway,

or if the trim switch is held for an extended period.
The conditions for the clacker sound include:
- Operation of more than 3 seconds at a rate greater than 0.2 degrees per
second, or
- More than 6 seconds at a rate greater than 0.08 degrees per second

High lift devices: The high lift devices consist of leading edge slats and
trailing edge fowler flaps. The flap/slat systems are mechanically-
independent. Each system contains ballscrew actuators, linked through a
rigid drive line to dual electric motors contained within a central power-
drive unit.

The slats and flaps continue to operate at half speed with a single motor
operating.

Asymmetry brakes for both slats and flaps are installed to provide
driveline braking in the event of shaft failures.

!62
• Stall Protection

Two subsystems, stall warning, and a stick pusher system comprise the
stall protection system.

The stall protection system consists of two (electrically anti−iced)

angle−of−attack sensors, a dual−channel computer, two stick shakers, a
stick pusher system, and integrated electronic standby instrument sensing
to back up the ADCs. Each channel of the computer controls a stick
shaker. The computer provides two independent signals to the pusher
system logic. Both channels of the computer have to agree to activate the
stick pusher system based on similar system inputs.

The stall protection function is inhibited when both weight−on−wheels

inputs indicate on ground or calibrated airspeed is recognized to be less
than 70 knots.

A stick shaker (mechanical vibratory device) actuator is located on each

control column and provides tactile sensing, simulating airplane
buffeting.

If the angle of attack increases to a point where the airplanes stall margin
is too small, the stall protection computer (SPC), which is located in the
avionics compartment, commands a push of both control wheels. This is
accomplished using a motor assembly which will drive the forward left
elevator quadrant. The right control wheel receives its input to push
through the coupled automatic pitch disconnect mechanism.

!63
The stick pusher may be stopped by pressing and holding the autopilot/
stick pusher disconnect (AP/SP DISC) button. This removes power to the
actuator as long as either switch is depressed. The stick pusher is capable
of operating immediately once the autopilot/stick pusher disconnect
switch is released, and a stall push is requested by the computer.

The remaining stall warning functions are available with the disconnect
button held. Only the pusher function is disabled with either button held
and all other SPS events are normal.

In specific conditions, the SPC causes warnings to occur sooner than

normal, such as during a slat or flap malfunction. The stall warning
advance system advances the stick shaker firing angles through the SPC
when these certain conditions are sensed.

• Miscellaneous

!64
If AC power is applied with the Slat/Flap not matched to the surface
position, the Slat/Flap will NOT move until the handle selects a new
position

The pilot−activated test can be accomplished on the pilot or copilot EMS

CDU. After the test is complete, press and hold the MASTER DISC
button on either the pilot or copilot control wheel (hold for not less than
12 seconds) and note the following
− That the following messages are displayed while holding the button
AP 1−2 FAIL advisory message
STAB TRIM caution message
STALL PROTECT FAIL caution message (N/A on JAA certified A/C)

• Limitations

Slats extended 225 KIAS max

Flaps 6 210 KIAS max
Flaps 16 210 KIAS max
Flaps 30 185 KIAS max
Max Operating Slat/Flaps ALT 18.000ft
Flight Spoilers must be retract below 300ft

!65
10. FUEL

!66
!67
• Normal Fuel Feed Sequencei

Wings 100%
⬇
93%
🔻 Center Tank
Wings up to 97% (3% of volume maintained for fuel expansion)
⬇
93%
🔻 Center Tank
Wings up to 97%
⬇
93%
..............
🔻 Center (until 0lbs)
Wings 93%
⬇
Wings 5500lbs
🔻 After Tank (total fuel from the AFT to wing)
Wings 5500lbs + AFT fuel
⬇
Wings Until 0lbs

!68
• Operation

Two AC boost pumps in each wing tank operate when onside ENG RUN
switch is ON

If DC Pump is on (used to provide ENG Fuel feed) XFEED is disabled

by a control circuit

Center tank transfer pumps have no pilot control, fuel is automatically

transferred from the forward auxiliary tank to the center tank (GLEX
6000) via transfer ejector or gravity flow
!69
Manual operation of the wing transfer system must be monitored because
no automatic shutdown or overfill protection is provided

When in Single ENG, just select XFEED to feed the operating engine
with both tank

When the aircraft needs to be towed and both wings contain more than
12.000lbs check QRH VOL1 - Fuel Vent SYS Scavenging

For FUEL QTY MISCOMP message - Only on FMS manual

Single tank feed both ENG (backup to the normal wing transfer system)
XFEED ON
PRI Pump OFF
AUX Pump OFF

!70
• AUTO wing XFER System

AUTO wing XFER when imbalance is more than 400 lbs

• Refueling

For total fuel loads of less than 3,000 lb (1,360.78 kg), all fuel will go in
the wing tanks

If the total fuel load is between 3,000 to 30,000 lb (1,360.78 to 13,607.77

kg), the fuel will go in the wing and aft tanks

If the total fuel load is more than 30,000 lb (13,607.77 kg), the fuel will
go in the tanks as follows:
- The wings will be full and the remaining fuel will go in the center and
aft tanks

No fuel shall be loaded in the center tank unless the wing tanks are full.

No fuel shall be loaded in the aft tank unless the wing tanks contain at
least 3,628 kg (8,000 lb) total fuel.

!71
Forward auxiliary and AFT tanks (GLEX 6000) cannot be gravity
refueled

!72
11. HUD / SVS / EVS

SVS - Synthetic Vision System

EVS - Enhanced Vision System
CVS - Combine Vision System
HAT - Height Above Touchdown

• HUD

T.O.

Upon rotation, the positive pitch scale comes into view after being
hidden behind the roll scale, during the takeoff roll. A number of
symbols, including the HSI (partial), flight path vector and speed error
tape are also enabled at takeoff (rotation).

TO Reference Box - 17.5° for Dual ENG / 13° for Single ENG

Steep Turn

In a steep turn, the roll index shows a 45° mark as the aircraft rolls
through 35°, and 60° as the aircraft rolls through 50°. The additional
scale marks are removed as the aircraft passes through 50° and 35°
values while returning to wings level.

APPR

A glideslope reference line, shown as a dashed line below the flight path
vector, represents the flight path angle from the final approach fix (FAF)
to the runway threshold. The default angle is − 3.0 degrees however
this value may be changed by the pilot through the CTP.
It is shown when the flaps are extended to 30° and:

!73
• Landing gear is down, OR

• Active NAV source is Localizer (LOC)

It is removed at main gear touchdown.

The HSI is removed following flap and gear selection and after the
aircraft has descended below 1500 ft AGL

Tick mark on AOA correspond to Vref

Fails

Failure annunciations are boxed and flash for 5 seconds while the
associated data is removed from view

A miscompare annunciation is indicated by a flag adjacent to the

corresponding data

With Single Eng, additional slip/skid indication is shown just below FPV

ALINE HUD MSG = Infrared not alined with HUD

• EVS

Enhanced flight vision system (EFVS) refers to the combined HUD/EVS

system that meets the requirements of FAR Part 91.175 (l) and (m), used
for landing assistance in low visibility conditions (also known as landing
credits)

When approved by the operator national authority, the EFVS allows the
pilot to continue the approach with vertical guidance to 100 ft above the
touchdown zone elevation (TDZE) at which point the required visual
references must be visible and identifiable without reliance on the EFVS
to continue to landing.

!74
The demist function is only active while the ISU (Infrared Sensor Unit) is
on

EVS heater temperature regulation is automatically activated when the

aircraft is in air, either the left or right cowl anti-ice switch is selected to
ON, and the EVS is selected on

(Can dispatch without ISU - Infrared Sensor Unit / requires a Frame Kit)

The EVS image is removed for the duration of the calibration cycle
which will take approximately 30 seconds to complete.

• SVS

SVS is not to be used as a means of navigation

Data required for the display of SVS is obtained from on-board databases
including the TAWS terrain database, obstacle database, and runway
database.

The horizontal FOV is 22.5° when the PFD is presented on a half DU.
Selection of a FULL PFD will widen the SVS FOV to 45° providing a
complete synthetic image on the DU.

When SVS is selected on the MFW MAP display, an FOV cone is

displayed to provide a correlation between the SVS image and the MAP.
The lines used to represent the cone are shown as dash lines when SVS
FOV is 22.5° and solid grey lines when the SVS FOV is 45°

!75
The obstacle database is updated every 3 months, while the airport/
runway is updated every 28 days. The high resolution terrain source data
is obtained from a public source and updated each year.

All obstacles above 200 ft and within 20 nm from aircraft position are
displayed, and made conformal to the location and height

!76
!
The arrival runway centerline extension is depicted 10 nm out. Mile
markers show at 10 nm, 5 nm, and 3 nm out

!
The HUD is not able to display TAWS caution or warning alerts using
color as is done on the PFD. The HUD creates a solid image with a
checkerboard terrain image and a TAWS caution or warning alert.

!77
12. HYDRAULIC

Hydraulic system 3 services the largest hydraulic demands of the aircraft.

The system 3 ACMP 3A runs continuously during normal operations

!78
L/R HYD SOV controls EDP(Engine Driven Pump 1A/2A)

In order to prevent an AC electrical overload, the AC power center

(ACPC) contains control circuitry to prevent simultaneous startup of
multiple hydraulic pumps. When multiple pumps are commanded to ON,
a two-second delay is incorporated between each pump startup.

!79
• Auto Mode

When the pump switch is set to AUTO and the correct electrical logic is
determined by the ACPC, the respective pump automatically starts under
one of the following conditions:

- When either slats or flaps are not at the IN/0°position, motion has
stopped, and at least one engine generator (VFG) is operating.
(ACMPs 1B/2B/3B start within 45 seconds of slat/flap movement out
of IN/0°)

- In flight, when system 1/2/3 low pressure is detected, the associated B

pump is automatically activated, and will remain energized for a
minimum of 5 minutes (including touchdown).

If the system pressure is fluctuating above or below 1800 psi, the ACMP
may be cycling ON and OFF, and this can lead to overheating of the
motor pump. Pilot selection of the applicable ACMP control switch to
either ON or OFF cancels the 5-minute timed sequence.

!80
Brake Accumulator SYS 2/3 = 500psi
RAT Accumulator = 1.000psi

!81
Each SYS has 4 differential pressure indicator (pop-up) located in the
after equipment bay (SYS 3 is located below the baggage door) to warn
of an impending clogged filter bypass - EICAS monitored

Pump in AUTO
Slat - ACMP On (Skydrol)
Flap - Fuel Pump On

!82
SYS 1 - Loses only LH T/R
SYS 2 - Loses RH T/R and Gear retraction
SYS 3 - Loses Nose well steering, Gear extension and Parking Brake

Heat exchangers in the left and right wing fuel tanks (left wing - systems
1 and 3, right wing - system 2) cools the fluid prior to returning to the
applicable reservoir

!83
• RAT

In the unlikely event that all engine and APU generators fail during
flight, the ram air turbine (RAT) automatically deploys. When the RAT is
deployed and onspeed, it drives the independent RAT hydraulic pump
that pressurizes hydraulic system 3. RAT deployment is automatic and
independent of the switch selection at the HYDRAULIC control panel.

If the hydraulic system 3 pumps are inoperative during RAT deployment,

the RAT accumulator provides up to 44 seconds of positive reservoir
header pressure to force fluid under pressure into the RAT delivery line.
Pressurized delivery of fluid to the RAT hydraulic pump enables the
pump to come online quickly. The accumulator has a direct reading
gauge to check the precharge condition, and it is normally gas-charged to
1000 psi (green range) with dry nitrogen.

!84
13. ICE AND RAIN PROTECTION

• ICE DETECTORS

2 Ice detectors - When Ice is sensed, power is applied for 5 to 20 sec and
then cools down within a few seconds to detect Ice again. 60 sec after the
last cycle, the icing signal is terminated

ICE Detector - 1 Fail = Fault / 2 Fail = Sys Fail (DDG must be check for
dispatch)

!85
!

• WCAI

There are two wing anti-ice valves (WAIVs) installed in the belly fairing.
These are electrically-controlled, modulating, and shutoff valves. In
AUTO mode, the BMCs receive icing signals from the ice detectors, and
command the wing anti-ice system to operate by opening the wing anti-
ice valves.

The left and right wing anti-ice systems are normally isolated from each
other. In the event of a failure while operating in the AUTO mode, the
BMCs automatically open the CBW (cross-bleed wing) and close the
inoperative WAIV.

The cowl leading edge uses only hot engine bleed air from the 5th stage
of the HP compressor to heat the nosecowl.

During takeoff, the selection of the wing and cowl anti-icing system to
AUTO mode is not permitted.

!86
!
Selection of wing and cowl anti-icing systems ON above 30.000ft, may
cause significant engine bleed flow extraction for a short time period.
Monitor engine ITT

When Wing and Cowls Anti-Ice is ON, EPR is reduced by 0.3

• PROBES

!87
The heaters are driven to the ON state based on engine start and powered
OFF under the following conditions:
• Left and right engines off
• CAS<50 kts
• Aircraft weight−on−wheels

• Windshield

The heat for the windshields and side windows is supplied by electrical
heaters located between the acrylic plies of each windshield and side
window.

There are two dual-channel windshield temperature controllers (WTC)

installed on the bulkhead in the flight compartment. The left one controls
the left windshield and the left side window heater. The right one
controls the right windshield and the right side window heater. The
controllers automatically control the power supplied to the
heaters when selected on.

!88
!89
14. IAMS

The integrated air management system (IAMS) includes the following:

⁃ Bleed Air System

⁃ Air Conditioning System
⁃ Cabin Pressure Control System

!90
• Bleed Air System
During normal flight operations, bleed air is supplied by the engines for
environmental control and wing and cowl anti-ice.

On the ground, air is normally supplied from the APU. A high-pressure

ground air supply unit or bleed air from the engines may also be used for
bleed air services.

Hot air leaks are monitored by dual-loop continuous bleed air leak
sensing elements that are routed along the bleed air ducts. The bleed
management controllers (BMCs) monitor the state of the loops, and
report leaks to the EICAS. The appropriate bleed valves automatically
close to isolate the leak.

Bleed Management Controllers

There are two bleed management controllers (BMCs) that monitor and
control the functions of the bleed air and anti-ice systems, one for the left
side and one for the right side of the airplane. Each BMC comprises two
redundant channels (control and monitoring).

LH RH
BMC1 BMC2
CH1/2 CH1/2

Bleed air is supplied to the air conditioning system, engine starting, and
the wing and cowl anti-ice systems. On the ground APU has priority for
ENG Start. In flight, the BMC selects the opposite engine (crossbleed) as
the priority source of bleed air for engine starting.

!91
!92
Bleed Air Transfer/Pressure Regulation

Depending on the pressure available, the BMC selects air from either the
5th stage low-pressure port or 8th stage high-pressure port of the engine.
Under normal operating conditions (in-flight), the air is bled from the
low-pressure port (5th stage) of the compressor. An intermediate pressure
check valve, prevents reverse flow into the engine compressor 5th stage.
When the pressure is insufficient at the low-pressure port, the HPV is
signaled to open by the BMC and air from the high-pressure port (8th
stage) drives the intermediate pressure check valve closed.

!
APU Bleed Air

The APU can be used to supply the pneumatic system for air
conditioning or engine starting

APU bleed air volume is insufficient to supply the wing anti-ice system,
therefore; wing anti-icing is inhibited with the APU as the primary source
of bleed.
!93
Crossbleed Auto or Manual

A crossbleed valve (CBV) is installed between the left and right

pneumatic ducts. It operates automatically by the BMC or manually
through the XBLEED switch OPEN selection

Bleed Leak Detection

Hot bleed air leaks are monitored in the airplane by dual-loop detection
sensing elements, which are routed along the airplane ducts. Each dual-
loop consists of two loops: loop A and loop B. Loop A is connected to the
left BMC monitoring channel, and loop B is connected to the right BMC
monitoring channel.

!94
Valve Isolation

The monitoring channel of the BMC has a continuous built-in-test

(CBIT), which monitors resistance of the bleed air leak detection
elements. When both loops in the same circuit indicate a bleed air leak
has occurred, the controller isolates the affected manifold by closing the
appropriate valves.

• Air Conditioning System

Airflow is regulated by flow control valves from the pneumatic duct to

the air conditioning units (ACUs) that are located in the aft equipment
bay. The ACUs decrease the temperature and moisture content of the
bleed air from the pneumatic system. Conditioned air is routed from the
cooling packs to the mixing manifold, which distributes the air to the
distribution system.

An alternate supply of fresh air is available via the Ram air system.

!95
The auxiliary pressurization system provides an alternate pressurization
source for the cabin, in the event that both cooling packs become
inoperative. The avionics equipment and flight compartment displays are
ventilated to prevent excessive heating. Additional ventilation is provided
at the avionics rack for the Global 5000 aircraft.

Flow Control System

The flow control system regulates airflow from the pneumatic duct to the
ACUs.

A flow control valve (FCV) modulates to meet a preset flow schedule,

and is normally controlled by the Air conditioning system controllers
(ACSC).

When an overheat is detected, the Air conditioning system controllers

(ACSC) automatically closes the FCV and the appropriate caution
message is displayed on EICAS.

The L PACK or R PACK switch/light, located on the BLEED/AIR

COND control panel, lets the crew manually close or open the FCV.
!96
Air Conditioning Units (Packs)

The air conditioning package consists of:

• Two cooling packs that send conditioned air to the mixing manifold
and onward to the cabin and flight compartment areas

• A RAM AIR system that has two main functions:

- To supply air to the cooling packs’ dual heat exchangers to cool the
bleed air

- To supply an alternate air supply source in the event of a dual pack

failure and for use in-flight at altitudes below 15,000 ft

The packs are shutoff (FCV closed) automatically under the following
circumstances:

• In AUTO operation by the ACSC due to bleed failure or shutdown

(BMC demand), or engine starting (BMC demand)

• During ditching operation, if the airplane is below 15,000 ft

• Pack inlet overheat

• Compressor discharge overheat

• Pack discharge overheat or under pressure

Air Conditioning Bleed Leak Detection

When a bleed air leak is detected, the BMC automatically closes the
affected valves to isolate and stop the leak, and a message is displayed on
EICAS.

!97
Air Distribution and Ventilation

Two recirculation fans pull air from the cabin back to the mixing
manifold. The air is extracted from each side of the forward and aft
cabins through holes in the cabin side sills and is ducted (yellow line
above) under the floor to the recirculation filters. From the filters, the air
enters the recirculation fans and is blown into the mixing manifold where
it combines with incoming air from the packs.

!98
The ACSC controls the fan speed in accordance with the mixing
manifold temperature ranges. Thus, the fan speed depends on the pack
flow demand and on the mixing manifold temperature, if the associated
cooling pack is operating.

Obs: When you select RECIRC FAN OFF it takes 10 seconds for the
light to turn OFF, that is because it measures the FAN Speed.

Avionics and Flight Compartment Display Ventilation

Two suction ducts are connected to an exhaust fan, which exhausts

airflow overboard via the forward outflow valve of the cabin
pressurization system. The first duct sucks the air from a manifold that
collects the hot air at the back side of each display in the flight
compartment. The second is subdivided into two ducts which run along
the top of the avionics bay to collect the hot air coming from the
electronic boxes. These ducts direct the air towards the exhaust fan at the
rear of the avionics bay.

In the case of a failure, the avionics fan is automatically powered OFF

by its converter. The converter tries up to three times to restart the fan by
automatic reset. If failure is still detected, the converter will shut off the
fan and post a message on the EICAS.

AVIONICS FAN FAIL = Check limits on ground operations with failed

Avionics fan and Environmental Control System OFF. Maximum
operating time of 30 minutes.

In the case of a fan underspeed failure detected by the converter, a fault

signal is provided but the fan remains running.

!99
!

Temperature Control

There are three temperature zones, the forward and aft passenger
compartments, and the flight compartment.

2 ACSC (Air conditioning system controllers), divided into two fully

redundant channels, A and B. During operation, one channel is active and
controlling the environmental control system. The inactive channel also
computes the control data but does not command outputs.
ACSC 1 controls the temperature in the cabin via the forward and aft trim
air valves. ACSC 2 controls the flight compartment temperature and trim
air valve.

In AUTO mode, the temperature is controlled between a minimum of

15°C to a maximum of 35°C.

In manual mode, pack discharge temperature must be kept between 5°C

and 60°C.

To avoid overshooting desired temperature, do not toggle the switch for

more than two (2) seconds duration.

!100
Trim Air Switch Operation

The TRIM AIR switch, in the ON position, opens the hot air shutoff
valves (HASOVs), and the ACSC modulates the cockpit forward and aft
trim air valves.

The trim air valve can be turned off:

• Manually
⁃ Selected OFF with the TRIM AIR switch
• Automatically
⁃ PACK failure
⁃ Manual L PACK or R PACK “OFF” selection

Ram Air System

Ram air enters the ram air inlet at the base of the vertical fin, and is
normally used to provide cooling for the heat exchangers of the cooling
packs.

Its secondary role is to supply an alternate source of fresh air to the

airplane via the ram air system; it has been designed for use in-flight at
an altitude of 15,000 ft or below. The ram air valve may be selected open
at any altitude, however ram air will not enter the airplane if the packs
are operating, or if the airplane is above 15,000 ft.

Auxiliary Pressurization

If both cooling packs are inoperative, auxiliary pressurization is available

as an alternate pressurization source for the cabin.

Auxiliary pressurization (AUX PRESS) operations are prohibited at

altitudes greater than 41,000 ft.

!101
• Cabin Pressure Control System
The cabin pressure control system (CPCS) is an electrical system, which
comprises two controllers, two electrical outflow valves (OFVs), two
safety valves (SFV), and an electrical control panel.

The cabin is controlled to an altitude of 5670 ft at an airplane altitude of

51,000 ft and no more than 4500 at 45,000 ft.

The CPCS allows for two cabin rate selections in automatic control:

• Normal mode: 500 ft/min cabin climb and 300 ft/min cabin descent

• High mode: 800 ft/min cabin climb and up to a 800 ft/min descent rate

With the landing elevation set to 5674 or higher, the cabin altitude rate of
change is automatically controlled by the CPC independent of CPC
RATE selection

The CPCS includes three independent control channels:

• Two identical, independent and AUTO channels are available from the
two digital cabin pressure controllers (CPCs). Either CPC drives both
electrical OFVs in turn

• One manual control channel performs the control of both OFVs. The
control is accomplished by moving a toggle switch, located on the
PRESSURIZATION panel, to raise or lower the cabin altitude

The CPCS can rapidly depressurize the cabin through an EMERG

DEPRESS switch on the PRESSURIZATION panel.

Additionally, a DITCHING switch located on the same panel, commands

the shutdown of both packs and depressurizes the cabin prior to closing
both OFVs.

CABIN ALT CATION is normally set for 8200 ft

CABIN ALT WARNING is normally set for 9000 ft
!102
Outflow Valves

Two electrical outflow valves (OFVs) operate in a “slave and master”

mode, and modulate the discharge airflow to control cabin pressure in
AUTO and manual modes.

In AUTO mode, the OFV provides its position to the CPC. In manual
mode, it provides its position to the status page.

Primary and Secondary Modes

There are two modes of operation while the CPCS is controlled in

AUTO, the PRIMARY mode (predictive), and the SECONDARY mode
(reactive).

In either AUTO mode, the CPC controls the cabin altitude through the
opening of both electrical OFVs. Only one CPC is in operation while the
other is in active standby.

Transfer from one controller to the other automatically occurs each day
(CPC 1 on odd days, CPC 2 on even days), and change also occurs in the
case of a failure of the active system.

Automatic Prepressurization Sequence on Ground

The purpose of automatic prepressurization is to avoid cabin ‘bump’ at

takeoff.

When the LGECU indicates an airplane weight-on-wheels condition, and

both thrust lever angles are higher than 20 degrees the prepressurization
sequence is initiated.

!103
Takeoff Sequence

Predictive: The PRIMARY mode uses information from the FMS to

minimize cabin altitude rate-of-change and maximize cabin comfort

The CPCS operates in PRIMARY mode when FMS information has been
programmed, landing elevation source is selected to FMS, VNAV is the
active vertical mode and the autopilot is on. In all other cases the system
defaults to the SECONDARY mode.

The purpose of Abort Capability Primary Mode is to avoid the

requirement to manually reselect the landing altitude in case of an
aborted flight and emergency return to the departure airport.

!104
Reactive: In SECONDARY mode, the CPC uses the airplane altitude
and vertical speed to compute the pressurization schedule for the flight.

!105
High Altitude Landing - Above 5670ft

This sequence does not require additional crew action if the actual
landing field elevation was selected prior to takeoff.

The scheduled cabin altitude is normally limited to 5670 ft during flight

and then automatically reset to the landing field elevation.

!106
When the airplane altitude decreases below 41,000 ft, with landing
elevation selected to 7230 ft or higher, the CABIN ALT caution and
warning limits start to increase proportionally to the airplane altitude.
The CABIN ALT caution and CABIN ALT warning altitudes will
increase 1000 ft and 1800 ft respectively, above the landing field
elevation. Both CABIN ALT caution and warning are limited to 14,500
ft. An advisory message CAB ALT LEVEL HI is displayed on EICAS

!107
High Altitude Takeoff - Above 7230ft

Landing Elevation

FMS LDG ELEV is displayed in magenta(FMS) when all of the

following conditions are met:

•LDG ELEV FMS/MAN selector is set to FMS

•Landing destination information is programmed in the FMS

•Flight plan is activated

!108
Manual LDG ELEV selection is made from the PRESSURIZATION
panel. A cyan advisory message of SET LDG ELEV is displayed on the
EICAS, and remains posted until an UP or DN selection is made.
Following selection, the advisory message is removed and replaced with
a status message of LDG ELEV MAN.

The LDG ELEV is defaulted to 0 ft on the ground and 5670 ft in flight.

• System Safeties

The system safety features incorporated in the CPCS are:

⁃ Safety valves providing redundant positive and negative pressure

relief

When maximum differential pressure is reached, an overpressure valve

located on the safety valve, opens to outside pressure

During an emergency descent without cabin airflow, when the outside

pressure becomes slightly greater than cabin pressure, the SFV opens to
control negative pressure at a value lower than or equal to –0.5 psid

⁃ Dual (segregated) cabin altitude limiters, each dedicated to one OFV

(OFV). Each OFV includes an OFV travel limiter

When the cabin altitude reaches 14,500 ± 500 ft, the cabin altitude limiter
signal is active.

This signal isolates the automatic and manual control of the OFVs, and
closes them through the manual channel of the OFV until the cabin
altitude drops below 14,500 ± 500 ft.

!109
The cabin altitude limitation function includes a cabin rate limitation of
3000 ft/min to close the OFV when the cabin altitude rate exceeds the
setting value

An OFV travel limiter device is included on each OFV to limit the OFV
opening to a safe value (50%) at high altitudes, with differential pressure
higher than 7 ± 0.5 psid.

⁃ Manual OFV closure

The OFVs can be manually closed, both in AUTO and MAN

⁃ Emergency depressurization provision

When the EMERG DEPRESS switch is selected ON, a fast

depressurization is performed in AUTO or MAN mode by commanding
both OFVs to open.

Cabin altitude limitation functions override this function and does not
allow the cabin altitude above 14,500 ± 500 ft

⁃ Automatic ditching provision

Safety in case of ditching is achieved in both AUTO and MAN modes,

ensuring that the cabin is fully depressurized and that the OFVs are fully
closed.

• Air conditioning pack flow is shutoff

• Cabin is depressurized
• OFVs are driven to the closed position

The AUTO ditching sequence is inhibited above 15,000 ft

The MAN sequence is generated manually by selecting the following:

• PACKS OFF
• EMERG DEPRESS ON
• Both OFVs CLOSED
!110
⁃ Door open protection

Door open protection prevents cabin pressurization if the passenger door

or cargo door is not fully closed and locked.

If the passenger door or cargo door is open with PACK(s) ON or OFF,

both OFVs are driven to the full (100%) OPEN position.

• Limitations

T/O & landing on runways near bodies of water:

Take-off above max landing weight – Outflow Valve 2 closed & one pack
off
Forced / emergency landing above max landing weight – Outflow Valve
2 closed & one pack off

Pack discharge temp manual 5-60°C

Manual Mode - 1 pack OFF
AUX PRESS max altitude 41,000 feet
APU bleed for air conditioning 45°C OAT max
QFE ops LDG ELEV Manually set 0 feet
Use of EMER DEPRESS Prohibited >15,000 ft

Differential Pressure:

Maximum positive 10.73 psi

Maximum negative -0.5 psi
Maximum taxi/take-off 0.1 psi
Maximum initial landing 1.0 psi

!111
15. LANDING GEAR AND BRAKES

• CONTROLS AND INDICATIONS

Normal extension and retraction of the landing gear is electrically
controlled by the landing gear electronic control unit (LGECU) located in
the lower avionics compartment, and is hydraulically operated by
systems 2 and 3.

Hydraulic system 3 is maintained to the side brace actuators while the

gear is extended, and serves as a secondary safety feature to the
mechanical downlock mechanism.

!112
• Main Landing Gear Operation
Hydraulic system 3 is used to release all landing gear and door uplocks,
downlocks, nose gear actuator (extension and retraction), and main gear
side brace actuators (extension and retraction) during normal extension.
The main gear extension/ retraction actuators (used to raise and lower the
main gear) are powered by hydraulic system 2 and also assist gear
extension for manual gear operation. A manual extension of the gear can
be achieved by pulling the landing gear manual release handle located on
the pedestal in the flight compartment. For operation, refer to manual
landing gear extension in this chapter.

The main gear doors, sequencing and position sensing, are controlled and
continuously monitored by the LGECU. Any fault or position deviation
detected is displayed on EICAS.

In the event of a solenoid lock malfunction in flight, a down-lock release

switch permits up selection of the handle by overriding the solenoid lock

There are 2 WOW sensor on each gear assembly

• Main Wheel Assemblies

Four heat−sensitive fuseplugs are installed in each main wheel to release
excessive air pressure caused by heat buildup in the wheel/tire assembly.
A brake overheat indicator is secured to the brake housing to provide
visual indication of a brake overheat condition.

!113
• NOSE LANDING GEAR
The nose gear is actuated by hydraulic system 3 to operate the uplocks
(gear and door), downlocks and actuators. Hydraulic system 3 pressure to
the nose gear is retained while in the extended position, to assist the
downlock mechanism.

• Nose Landing Gear Operation

Hydraulic System 3 releases the uplocks and downlocks and drives the
actuator for the extension and retraction cycles. As the gear extends, it is
assisted by the springs to ensure a positive downlock. Hydraulic System
3 pressure is removed when the gear is in the uplock position and is
maintained on the downlock side. The nose hydraulicallyactuated doors,
gear sequencing and position sensing are controlled and continuously
monitored by the LGECU.

• Landing Configuration Warning

The enhanced ground proximity warning system provides a non−mutable
Too Low Gear warning that is sounded when:
• Any landing gear is not down and locked, and
• Radio altitude less than 500 feet above ground level, and the indicated
airspeed less than 190 knots.

• Gear Warning Horn MUTED Switch

The gear warning horn is not mutable under any of the following
conditions:
• When activated by flap position
• Both throttles at idle
• Radio altimeter(s) valid.

• Landing Gear Retraction

The maximum operating speed for retracting the landing gear is 200
KIAS.


!114
• Hydraulic system 3 powers all door uplocks and door actuators
• After the doors indicate open
• Hydraulic system 3 releases the respective downlocks and completely
retracts the nose landing gear (extension/retraction actuator). Hydraulic
system 2 powers the main gear extension/retraction actuators and
completely retracts the main landing gear assemblies. The side brace
actuator is energized only to disengage the internal downlocks during
retraction
• The brake control unit pressurize the brakes and stop main wheel
rotation
• Uplocks of the nose landing gear and the main landing gear are
engaged to secure the landing gears in the retracted position
• When uplock is achieved, door selector valves are energized to close
the nose and main landing gear doors.

• Landing Gear Extension

The maximum operating speed for extending the landing gear is 200
KIAS.

• Hydraulic system powers all doors uplocks and door actuators

• When the doors indicate open,
• Hydraulic system 3 releases the respective uplocks and extends the
nose landing gear (extension/retraction actuator). Hydraulic system 2
powers the main extension/retraction actuator to extend the main
landing gear, and at this time the side brace actuator remains
deenergized
• When the main landing gear is almost down (sensed by proximity) the
extension/ retraction actuator powered by hydraulic system 2 is
deenergized. At the same time, the main landing gear (side brace
actuator) is energized, using hydraulic system 3 to power the gear to
the downlock position
• Downlocks of the nose landing gear and the main landing gear are
engaged
• When downlock is achieved, the doors selector valves energize, to
close the nose and main landing gear doors.
• The nose and main gear selector valves remain energized, keeping
positive pressure on the downlock mechanisms.

!115
The maximum airspeed permitted with the landing gear extended is 250
KIAS / 0.7 M. Flights at altitudes above 20,000 feet with the landing
gear extended is prohibited.

• Manual Release
Should a failure occur in the normal actuation system, landing gear
extension is possible by pulling the landing gear manual release handle
located on the center pedestal in the flight compartment. The design
configuration allows the system to be restowed to its initial position
under any condition by simply reversing the manual release handle
movement.

• Up locks and doors are mechanical released

• Shutoff valves block sys #3 and dump valves open
• Sys #2 assist in main gear down-lock
• Springs assist nose gear down-lock

!116
• NOSEWHEEL STEERING SYSTEM
The nosewheel steering system is electrically−controlled and
hydraulically−actuated.

The system is armed from the NOSE STEER switch on the landing gear
control panel and is activated once the WOW signal and nose landing
gear down−and−locked signals are present. Steering commands are sent
to the steering control unit (SCU) through the pilot hand wheel (full
authority 75° +2°/−0° either side of center) and/or the rudder pedals
(limited authority 7° either side of center).

The nosewheel steering system is electrically armed by a switch located

on the landing gear panel, and is operated by Hydraulic System 3.

During pre-flight inspection make sure the Torque Links Assembly is

connected

• BRAKE CONTROL SYSTEM

The main wheels have carbon disk brakes that are controlled by the brake
control unit (BCU). The BCU provides the brake control system with
built−in−test equipment (BITE) and the following protections:
• Gear retract braking (stops wheel rotation, after takeoff)
• Inhibiting normal gear braking in flight
• Independent wheel antiskid
• Locked wheel, and touchdown protection.

BCU needs DC power = NO DU, NO Brake

!117
• Brake Control
The brake control system provides hydraulic services to the outboard
(hydraulic system 2) and the inboard braking systems (hydraulic system
3). Hydraulic system 3 also provides pressure to all brakes via shuttle
valves for parking/ emergency brake application. Brake systems 2 and 3
have an accumulator (backup) for emergency operation in case of
hydraulic system failure.

Anti-skid operates down to 10kts

• Park/Emergency Brake
Selection of the PARK/EMER BRAKE handle mounted on the center
pedestal allows the flow of hydraulic system 3 pressure to the shuttle
valves of all wheel brake assemblies, applying both the inboard and
outboard wheel brakes.

• HYD SYS 3 inboard and outboard Brakes

• No anti-skid protection
• Slow Steady pull is recommended during EMER Braking

!118
• Autobrake System

• Brake Temperature Monitoring System

Each digit represents 25° C / BTMS = Brake temperature monitoring

system
0° 25° 50° 75° 100°
1 2 3 4 5

Wait 15 minutes to read break T° - BTMS

T.O. Weight limited by Brake Energy check AFM Figure 06-03-02 (Flap
6) or 06-03-11 (Flap 16)

BRAKE OVHT warning message is removed from the EICAS by

momentarily pressing the BTMS OVHT WARN RESET

!119
• Tire pressure

Check - QRH VOL 1 / PERF-04-4

Cold weather
*An ambient temperature change of 5°F (3°C) can make a 1% change in
the tire pressure.

If conditions exist that could result in water saturated brakes, use

sufficient brake application to warm the brakes to approximately 4 units
BTMS. Warming the brakes will preclude the chance of water saturated
brakes freezing at altitude and being locked for landing

• Limitations

Gear VLO 200 KIAS

Gear VLE 250 kts / 0.70M
Tire Limit 183 kts gnd spd
Max speed when manual release is 200kts
Gear ALT LIMT OPS 20.000ft

!120
16. LIGHTINING

!121
Emergency Lights - AUTO turns On when upon loss of DC ESS BUS
20 min for certification
15 min per checklist

PBA - Bright the Push Buttons

Area light (Old Airplanes) and refueling panel can drain the battery
***work light***

To turn off the avionics bay and nosewheel compartment lights toggle the
light switch twice in a 3-second period

White beacon = MEL 33-43-01

!122
17. NAVIGATION

• CTP

CTP - Menu - HSI FORMAT - MAG/True

MAG/TRU HDG = above 70°N and 60°S it goes automatically to TRU

HDG, when go back bellow 70°N and 60°S it needs to go manually

• Standby Navigation

Display the CTP includes a STBY NAV line key selection on the MENU
page. Selecting STBY NAV displays a long range navigation format
which may be used in the event of a display system failure.

The onside FMS is the default navigation source. FMS3 or the cross-side
FMS is used if onside FMS is not available. Manual selection of the
navigation source is not possible.

• Graphical Nav Tuning

The crew may tune a VHF navigation or ADF receiver using the cursor
control and the graphic map display presented on the MFW.
All navaids (VOR, DME, NDB) included in the flight plan are displayed
on the MFW and are cursor-selectable. Additionally, non-flight plan
navaids may be selected for display using the SYMBOL soft key and are
also cursor-selectable

!123
• GNSS/SBAS Indications and Warnings

• IRS Messages Displayed on FMS CDU

• TCAS

!124
In AUTO, altitude limits are set automatically as follows:
During level flight: 2700 ft above aircraft and 2700 ft below aircraft
During climb (>300 fpm): 9900 ft above aircraft and 2700 ft below
aircraft
During descent (>300 fpm): 2700 ft above aircraft and 9900 ft below
aircraft

• TAWS – Ground Proximity Mode Descriptions

• Mode 1: Excessive descent rate

• Mode 2: Excessive terrain closure rate
• Mode 3: Altitude loss after takeoff or go-around
• Mode 4: Unsafe terrain clearance
• Mode 5: Below glideslope deviation
• Mode 6: Altitude callouts, bank angle
• Mode 7: Windshear detection and alerting

In addition to the basic ground proximity alerts, the TAWS also provides
bank angle alerts, windshear alerts, altitude callouts as well as terrain
clearance floor (TCF) alerts.

TAWS SYSTEM FAIL (MEL) = Aircraft may be dispatched provided

alternate procedures are established and used (pilot callouts must be
briefed and made)

• SMS

Most airport diagrams are geo-referenced, which means that there is a

way to correlate a latitude and longitude to a particular place on the
chart.

!125
!

!
Runway button = SMS on/off

!126
• FMS - Sensors Format

!
Select FMS Sensors page and check on FMS POS DIF selection that
GNSS 1 and GNSS 2 sensor position are within 0.02 nm of each other

The EPU figure may be viewed as a numerical value at several locations

including:
• SENSORS format display
• ROUTE window
• ARRIVAL DATA dialog box

!127
• RNP 4

During operation in oceanic or remote airspace, the pilot may use the
cursor control to manually select RNP 4.0

!128
18. PERFORMANCE

• TAKEOFF

AFM/FMS PERF = NET (-0.8%)

APG does not address supplement compatibility (when you need to use
more than one supplement)

AFM Supplement Compatibility - gives Supplement Exceptions in case

Supplements must be used

4 types of Take Off

Anti-Ice On/Off
Normal = TODA > TOD + 1000ft
Performance = TODA < TOD + 1000ft

Takeoff thrust should always be set by 60 kts. The autothrottle will not
engage if the thrust levers are not moved to the autothrottle engagement
range by 60 kts. If the airplane accelerates above 60 kts, with engine N 1
below 60%, ground spoilers will deploy.

Crosswind T.O. (> 20kts)= Do not exceed 66% N1 until greater than
30kts(Airspeed Alive)
Penalties:
Flap 0 = T.O. Dist + 1900ft
Flap 6 = T.O. Dist + 1700ft
Flap 16 = T.O. Dist + 1500ft
For contaminated refer to AFM Supplement 3

• Contaminated RWY Procedure

1- Choose Dry on the FMS Departure format

2- Take the numbers for Dry and go to QRH 1 (PERF−01−...) to
determine the new T.O. Dist and V1
3- Insert the new V1 and re-enter the remaining values
4- Send

!129
• Flex Thrust Mode ( Supplement 7)

This is referred to as the ASSUMED temperature. The power setting

corresponding to the assumed temperature is the flex takeoff power
setting (FLEX EPR). Manual entry of the assumed temperature (up to
ISA+35°C) in the TEMP window provides a corresponding EPR

Flex T.O. data is not allowed when:

- Contaminated RWY
- Wet RWY unless wet data is used
- When any Anti-ice is used
- When wind-shear or downdrafts are reported

Note: If you are on the Rolls Royce engine program, Flex must be used
as much as possible

• TAKE-OFF PERFORMANCE

Maximum Allowable Take-Off Weight

!130
The maximum allowable take-off weight is limited by the most
restrictive of the following:

- Maximum approved take-off weight

- Climb requirements; or
- Tire limit speed; or
- Brake energy available; or
- Runway length available.

With the APU on, the Maximum Take-Off weight is reduced

TAKE-OFF WEIGHT LIMITED BY CLIMB REQUIREMENTS

The weights presented in Figure 06−03−1 are limited by second segment

climb gradient requirements, as per FAR 25.121 (b). The first segment
climb and final segment climb gradient requirements, as per FAR 25.121
(a) and FAR 25.121 (c), respectively, are not limiting.

TAKE-OFF WEIGHT LIMITED BY MAXIMUM TIRE SPEED

The tire limit speed of 210 mph (183 knots), does not restrict the
maximum take-off weight for the slat OUT / flap 6° configuration.

TAKE-OFF WEIGHT LIMITED BY BRAKE ENERGY AVAILABLE

The brake energy available is based on the brake status provided by the
BTMS. The maximum take-off weight limited by brake energy can be
determined for the following conditions:

- when maximum brake energy is available (BTMS unit of 6 or less); or

- when partial brake energy is available following a landing or a rejected
take-off.

The BTMS temperature reading of the warmest brake is to be used in the

derivation of the maximum take-off weight.

PERF−01−1

!131
Dry Runway Take-Off Field Length

The take-off field length, is the most limiting of the following:

- Take-off distance with all engines operating, multiplied by a factor of
1.15;
- Take-off distance with one engine inoperative; and
- Accelerate-stop distance
Wet Runway Take-Off Field Length

The take-off field length, is the most limiting of the following:

- Take-off field length on a dry runway;
- Take-off distance with all engines operating, multiplied by a factor of
1.15;
- Take-off distance with one engine inoperative; and
- Accelerate-stop distance (with Thrust Reverses)
TAKE-OFF FLIGHT PATH

The take-off flight path starts at reference zero, which is the point at the
end of the take-off distance, at 35 feet (15 feet wet) above the take-off
surface. A speed of V2 is maintained during the first and second
segments. The acceleration segment is completed within the take-off
power time limit.

Final Segment and Enroute Climb Speed, VFTO − Slat IN / Flap 0°

The final segment climb speed (VFTO) and enroute climb speed with
slats and flaps retracted, one engine inoperative and the other engine
operating at maximum continuous thrust (MCT)

!132
• Balanced Field Length

• SUPPLEMENT 5 IMPROVED CLIMB PERFORMANCE (Out/6

Overspeed Function)

!133
This supplement may be used whenever the airplane is climb
Performance take−off weight limited and/or limited by obstacle clearance
requirements, and that both the take−off distance and the brake energy
available are greater than required

When excess take−off distance and brake energy are available, the
take−off weight may be increased by correspondingly increasing the
take−off safety speed (V2). The take-off decision speed (V1) and rotation
speed (VR) must also be increased accordingly. This Method is
applicable to both dry and wet runway operations.

In some cases, when it has been determined that the brake energy limit is
reached and excess field length is still available, an increase in the
take−off weight may be achieved by reducing the V1/VR ratio. This
alternate method is applicable to dry runway operations only

Overspeed Reference Unit

The overspeed reference unit (OSRU) is a number that is computed by

the FMS, and is a function of the amount that TOW can be increased to
take advantage of the available runway length to achieve better climb
performance.

!134
Qualifying Take-Off Conditions

When overspeed is active, the AFCS targets a lower initial pitch attitude:

- For all engines operating (AEO) target pitch can be reduced to as low
as 14.5°
- With one engine inoperative (OEI), occurring within 10 seconds after
take off, target pitch is reduced to as low as 10°. For OEI after take off
or during G/A, AFCS

Limitations require that once target pitch has been achieved, flight
directors must be switched to FLC/ VFLC

LIMITATIONS

!135
•Use of this supplement is limited to Take−Offs with Flight Director
guidance in TO/TO or TO/VTO mode with FMS speed

• SUPPLEMENT 24 SLAT OUT / FLAP 0° TAKE-OFF

This FMS function analyzes the MTOW limited by runway length, brake
energy, and obstacle gradient parameters, and determines if the take−off
performance can be improved by reducing V1

Manual calculations per the flight manual are no longer required.

In some cases, no optimization will occur. If the ratio was optimized,

then V1 will be less than VR

LIMITATIONS

- Supplement 20, Operations at Airport Elevations above 10,000 feet

must also be complied with for Slat OUT / Flap 0° take-offs at airport
elevations above 10,000 feet.

- The maximum altitude and temperature operating limits are shown in

Figure 07−24−1.

- Minimum Operating Limit Speed :

• VMCG 92 KIAS
• VMCA 95 KIAS.
!136
• Deciding Between FLAPS 0 and FLAPS 6 OVERSPEED

Obs: If you are limited by performance always start with ENG BLEED
OFF

MTOW limited by climb performance, and not limited by runway length,

brake energy, or tire speed - try first Out/6 Overspeed Function

MTOW limited by runway length, brake energy, and obstacle gradient

parameters - try first OUT/0

• CLIMB GRADIENT 


!137
1- For OBST HEIGHT and OBST DISTANCE use published NOTAM
2- For DEP GRAD and DEP ALT use published SID Data (SID DEP
GRAD -.8% = Net)

Actual GRAD = One Engine Operating Actual Climb Gradiente

AEO Actual GRAD = All Engines Operating Actual Climb Gradiente

!138
!
On the airport analysis:

-O = T.O. Weight is limited by an Obstacle

FL = T.O. Weight is limited by RWY(Field) Length
ST = T.O. Weight is limited by the aircraft structural weight

!139
• Noise abatement procedure

NADP2 = >8nm from sensitive area

NADP1 = <8nm from sensitive area

!140
Transition from T.O. to Climb does not occur until the aircraft is in the
clean configuration

• VNAV CRUISE

Optimum and Max ALT

Docs - FPCCMI - Pag153/177/178

Selecting LRC provides the best specific range. This speed target varies
with changes in OAT and aircraft weight, and is 99% of the maximum
cruise range.

MCR = 100% Endurance

LRC = 99% Endurance
MX = Max Speed
!141
Fuel consumption
1hs = 5000lbs/h
2hs = 4000lbs/h
3hs = 3000lbs/h
APU = 25 lbs/Min
45 min at 5000ft = 2100-2500lbs

An OPSTEP is recommended if the fuel used to destination with a step is

less than planned by at least 200 lb, or time to destination is less by at
least 2 minutes.

The IMMEDIATE tab indicates the impact of an immediate change in

altitude. Can be used for climb or descent

!
• APPROACH AND LANDING

MAXIMUM ALLOWABLE LANDING WEIGHT

The maximum allowable landing weight is limited by the most restrictive

of the following:
- Maximum approved landing weight; or
- Runway length available; or
- Climb requirements.
If maximum reverse thrust is required, MAX reverse may be deployed to
a full stop. If Max reverse is not required, reverse thrust should be
manually reduced to Reverse Idle by 50 KIAS to preventre−ingestion of
engine gases, ingestion of Foreign Object Debris(FOD) and prevent dust,
sand, water or other contaminants from being blown onto airplane
surfaces. If Max reverse is used below 50 KIAS a maintenance
inspection will be required on the Compressor stage within the next 15
engine cycles.
!142
Vref technic = 103 kts + first 2 Digits of Fuel
VFTO technic = 143 + first 2 Digits of Fuel

Approach Climb Speed, VAC − Slat OUT / Flap 6°

The approach climb speed (VAC), which is equal to VREF +10 KIAS

Landing Climb Speed, VLC − Slat OUT / Flap 30° (Gear Down)

The landing climb speed (VLC), which is equal to VREF

AUTOBRAKE

ABLD = Auto Brake Landing Distance Available

Ice Accumulation

!143
If ice accumulation is suspected on the unprotected surfaces, by selecting
YES all corrections are automatically made. AFM 06-08-9/10

• MISCELLANEOUS

WAT Chart = weight/ALT/Temp

Vref = Vlc Climb Grad 3.3%???

Vac Climb Grad 2.3%??? (Vac = Vlc + 10 kts)

LFL = X 1.67
RWY WET = + 15%

Charts
Top Top
⬆ ⬇
Ref Ref
⬆ ⬇
Cond Cond
⬆ ⬇
Botton Botton

AFM PERF

-Thrust Settings
-TO Performance
-Obstacle Clearance
-Enroute Performance
-APP and LDG Climb
-Landing PERF
-Data for Icing

!144
19. POWER-PLANT

!
• FADEC

An electronic engine controller (EEC) is a major component of the

FADEC

When the aircraft is in the approach configuration, high idle is

commanded by the EEC

!
!145
• N1 Control Mode

AUTO EPR to N1 = Soft Reversion

Manual EPR to N1 = Hard Reversion
Normal EPR to N1 = Thrust Reverse in use
N1 Manual insert - Auto-throttle is NOT available

• Ignition

Ignition is 28 VDC

!146
Auto - GDN STARTS one IGN ON, AIR STARTS both IGN ON
Manual - GND and AIR STARTS both IGN ON
Auto IGN ON during Stalls and ENG Flameout
30 sec Time-Out limit on the ground with ENG not operating

• Starter

!147
After a failed start attempt, engine must be cranked to 150°C or starter
time limit. Starter LIM is 3 minutes. Do not reset the timer in case of
manual start abort

• Rotor Bow

Between 20 min and 5 hr after Engine Shutdown

Manual - Start carry out Extended Dry Crank (EDC) for 30 sec
AUTO - FADEC determines if the EDC is required - Dry Crank (EDC)
for 30 sec after reaching 15% N2 (No IGN at 15% is an indication of
Rotor Bow)

• Thrust Reverse

• Miscellaneous

If the LH engine is the only operating engine, and if there is No APU or

external electrical power supply to the aircraft, an engine shutdown will
result in an uncommanded N1 control mode (L FADEC N1 CTL caution
message). This is an nuisance message and can be cleared (with engine
not running) by reseting the EECs through the ENGINE RUN switch or
by cycling EEC power through the EMS CDU.

TO Power is available: On the ground / GA / Wind-shear / Flaps-Slats

Not at Zero Limited to Max 5 min dual engine / Max 10 min single

On the ground to Auto Throttle engage, aircraft must be less than 60kts
and throttle levers must be above 23° TLA

No FADEC protection in the air for ENG start

!148
• OIL

Cool down period 3 min ( Engine Thrust less than 70% can be credit as a
cool down period)
Low Oil - less than 10.62 Qts
Max Oil Consumption 0.2lt/h
ENG oil is full when 10.62 to 11.89 US Quarts - Normal refilling 11 US
Qt
For flights more than 3hs Oil System must be full
For replacement use the reservoir quantity (ENG/APU QTY has a delay)
Must be checked between 5 and 30 minutes after engine shutdown
Reservoir capacity 6 US Quarts/ 5.7 lt

A CAS message (L/R OIL LO QTY) will appear in amber when the
respective engine oil tank quantity is below 3.0 US quarts. A CAS
message (APU OIL LO QTY) will appear in cyan when the APU oil tank
level is below 3.5 US quarts (appears only on ground). A CAS message
(RES LO OIL QTY) will appear in cyan when the reservoir oil level is
less than 1.06 US quarts.
!149
• Limitations

ITT
Start (on ground) 700°C
Start (in flight) 850°C
Idle 860°C
Max Continuous 860°C
Take-Off (2 ENG) 900°C (5 min)
Take-Off (1 ENG) 900°C (10 min)
Transit 905°C (20 sec)

Oil
Min oil temp for starting -40°C
Min for accelerating >idle +20°C
Max permissible + 160°C
Replenishment Prohibited ≤ -12°C

Starter Cranking Limits

Engagement ≤42% N2
1st attempt 3 min on/15 sec off
2nd attempt 3 min on/15 sec off
3rd attempt 3 min on/15 min off

Engine starts are not permitted when the tailwind component exceeds 20
knots, or when the cross wind component exceeds 35 knots. Any time
there is an external or EICAS indication of N1 rotation due to tailwinds,
the engine must be dry cranked for 30 seconds and followed immediately
by an AUTO start. After selection of the START switch to AUTO, wait 5
seconds or until the SVO indication disappears before selecting the
ENGINE RUN switch to ON, in order to avoid an L(R) FADEC FAULT
and / or L(R) START ABORTED .

Air Start Envelope

ATS Max Speed 250 KIAS
Windmill 250-VMO KIAS
Max ALT for ENG Restart 30.000ft

!150
!151
20. RADAR

It takes approximately 1 minute to receive an optimized weather picture

after T.O.

If both HSI and the adjacent MFW display radar overlay, radar range is
reduced to 10 nm on both displays

!152
!153
Post convective cells are not displayed

If MAN Mode is selected, a tilt of +3 degrees is recommended for

departure

During automatic operations, the radar automatically adjust gain and tilt
in oceanic regions to more accurately depict oceanic weather cells

!154
!155
!
VMC - During night EVS is an aid

IMC - Play with tilt / mach tilt with pitch, than lower tilt to check

Low visibility taxi use EVS as an aid

Only 1 WX Radar Display is available on each Display

!156
21. W/B

Volume, weight, center of gravity (CG) and moment for all the fuel tanks
01−20−10 - Page4

Weight X ARM = M/1000 from each station

Sum of all Weight / ARM / M
= ZFW
+ Fuel (01-20-10)
= Ramp Weight
-Taxi Fuel
=TO Weight

Calculate the CG of the aircraft with the formula:

XarmCG = (Total Moment × 1 000) / Total Weight

TO Weight ARM - XARM to % CG (01-00-60)

QRH VOL1 - TO - Stabilizer TRIM Setting

!157