03-2ezii (Ex-Lx-Dx) Codde 3 QRH1 V1

F2000EX EASy, F2000DX,
F2000LX, F2000S, F2000LXS
Operations Manual
CODDE3
Quick Reference Handbook 1
(VOLUME 1)
FALCON 2000EX/LX/DX (EASy II)
NOTICE: These items are controlled by the U.S. Government and authorized for export only to the country of ultimate destination for use by the ultimate consignee or end-user(s)
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COPYRIGHT © 2008 BY DASSAULT AVIATION

All rights reserved. No part of this work may be reproduced or copied in any
form or any means without written permission of Dassault Aviation.
DASSAULT AVIATION DGT94712

Proprietary Data CODDE 3 - QRH1 Erratum Revision 25
FOR TRAINING PURPOSES ONLY
INTENTIONALLY LEFT BLANK
DGT94712 DASSAULT AVIATION

Erratum Revision 25 CODDE 3 - QRH1 Proprietary Data
CONTENTS 00-00
F2000EX
Table of contents and effective Page 1 of 6
EASy
sub-sections Revision 25
New and modified sub-sub sections at current revision are indicated in bold character.
REF. TITLE ISSUE APPLICABILITY
00 CONTENTS
Revision
Cover page volume 1
25
Table of contents and effective Revision
00-00
sub-sections 25
List of revisions and ECL Revision
00-05
discrepancies 25
Revision
00-10 Airplane configuration
25
05 GENERAL
05-05 Introduction Issue 6
05-10 Kinds of operations Issue 12
05-10A Kinds of operations Issue 5 A/C with M3254
05-10B Kinds of operations Issue 5 A/C with M3254 and M5000
A/C with M3254 and M5000,
05-10C Kinds of operations Issue 5
and (M3381 or M3688)
05-10D Kinds of operations Issue 1 Argentinian registered A/C
Argentinian registered A/C with
05-10E Kinds of operations Issue 1
M3254
05-10F Kinds of operations Issue 1
M3254 and M5000
05-10G Kinds of operations Issue 1 M3254, and M5000 and (M3381
or M3688)
10 LIMITATIONS
10-05 Weight and loading Issue 8
10-05A Weight and loading Issue 1 A/C with M1842
10-05B Weight and loading Issue 1 A/C with M3000
A/C with (M2846 and M3390)
or A/C with (M3254 and,
10-05C Weight and loading Issue 3
(M3622 or SB F2000EX-329))
and without M2846
A/C with (M3976 or SB
F2000EX-433) or (M3390 or SB
10-05D Weight and loading Issue 1
F2000EX-253) or (M5031 or SB
F2000EX-419)
10-10 Airspeed and mach Issue 11
IAC AR certified A/C without
10-10A Airspeed and mach Issue 6
M5000
10-10B Airspeed and mach Issue 3 A/C with M5000
10-15 Operational limitations Issue 11
10-15A Operational limitations Issue 4 IAC AR registered A/C
10-15B Operational limitations Issue 1 Cancelled
IAC AR certified A/C with
10-15C Operational limitations Issue 1
M5000
ATA 21 - Air conditioning and
10-21 Issue 7
pressurization
10-22 ATA 22 - Autoflight Issue 8
10-22A ATA 22 - Autoflight Issue 2 A/C with M2846
A/C with M2846 and (M3381 or
10-22B ATA 22 - Autoflight Issue 2
M3688)
A/C with M3688 and without
10-22C ATA 22 - Autoflight Issue 1
M2846
10-23 ATA 23 - Communications Issue 8
10-24 ATA 24 - Electrical power Issue 6
10-25 ATA 25 - Equipment Issue 8
10-27 ATA 27 - Flight controls Issue 8
10-28 ATA 28 - Fuel Issue 12

Proprietary Data CODDE 3 - QRH1 Revision 25
00-00 CONTENTS
F2000EX
Page 2 of 6 Table of contents and effective
EASy
Revision 25 sub-sections

10-28A ATA 28 - Fuel Issue 4 A/C with M3072
10-28B ATA 28 - Fuel Issue 4 A/C with M3000
10-28C ATA 28 - Fuel Issue 4 A/C with M3000 and M3072
10-28D ATA 28 - Fuel Issue 3 A/C with M3072 and M3905
A/C with M3000 and M3072 and
10-28E ATA 28 - Fuel Issue 3
M3905
10-29 ATA 29 - Hydraulic Issue 7
10-30 ATA 30 - Ice and rain protection Issue 10
10-32 ATA 32 - Landing gear and brakes Issue 10
10-34 ATA 34 - Navigation Issue 17
10-34A ATA 34 - Navigation Issue 8 A/C with M3254
10-34B ATA 34 - Navigation Issue 8 A/C with M3254 and M5000
US registered A/C with M2656
10-34C ATA 34 - Navigation Issue 4
or SB F2000EX-100
10-49 ATA 49 - APU Issue 8
10-52 ATA 52 - Doors Issue 2
10-70 ATA 70 - Engine Issue 7
10-70A ATA 70 - Engine Issue 5 A/C with M3066
10-70B ATA 70 - Engine Issue 1 A/C with M3453
10-78 ATA 78 - Thrust reverser Issue 7
10-79 ATA 79 - Oil Issue 10
10-79A ATA 79 - Oil Issue 3 A/C with M2846
A/C with M2846 and M5000 and
10-79B ATA 79 - Oil Issue 2
M3381
10-80 Miscellaneous Issue 6
15 NORMAL PROCEDURES
15-05 Interior pre-flight Issue 7
15-10 Exterior pre-flight Issue 12
15-15 Power off Issue 10
15-20 Power on Issue 13
15-25 Cockpit preparation - Before start Issue 15
15-25A Cockpit preparation - Before start Issue 5 A/C with M3254
15-30 Start Issue 12
15-30A Start Issue 6 A/C with M3066 or M3453
15-35 After start Issue 14
15-35A After start Issue 6 A/C with M5000
15-40 Taxi Issue 13
15-45 Line up - Take-off Issue 14
15-45A Line up - Take-off Issue 1 Cancelled
15-45B Line up - Take-off Issue 4 A/C with M3254
A/C with M3663 (or SB
15-45C Line up - Take-off Issue 2
F2000EX-345)
A/C with M3254 and M3663 (or
15-45D Line up - Take-off Issue 2
SB F2000EX-345)
15-50 After take-off Issue 14
15-50A After take-off Issue 5 A/C with M3254
15-50B After take-off Issue 1 A/C with M3381 or M3688
15-55 Climb Issue 12
15-60 Cruise Issue 11
15-65 Before descent Issue 11
15-70 Descent Issue 14
15-75 Approach Issue 13
15-80 Before landing Issue 16
15-85 Go around Issue 12
15-85A Go around Issue 4 A/C with M3381 or M3688
15-90 Landing - After landing Issue 14
15-95 At ramp - Securing the airplane Issue 12
17 NORMAL PROCEDURES - SYSTEMS
17-23 ATA 23 - Communications Issue 2

Revision 25 CODDE 3 - QRH1 Proprietary Data
CONTENTS 00-00
F2000EX
EASy

17-34 ATA 34 - Navigation Issue 3 Cancelled
20 SPECIAL PROCEDURES - WEATHER
20-05 Severe turbulence Issue 9
20-10 Operations in icing conditions Issue 11
20-10A Operations in icing conditions Issue 3 A/C with M2500 or M3249
20-15 Cold weather operations Issue 17
20-20 Ground de-icing and anti-icing Issue 13
20-25 Operation on contamined runways Issue 16
20-25A Operation on contamined runways Issue 5 A/C with M5000
20-30 Weather radar and LSS operation Issue 3
20-35 Windshear recovery Issue 2
20-35A Windshear recovery Issue 3
M5023
20-40 Crosswind operation Issue 5
20-50 Operations in contaminated airspace Issue 2
20-60 Temperature compensation Issue 1
20-60A Temperature compensation Issue 1 A/C with M3254
25 SPECIAL PROCEDURES - OPERATIONS
Noise abatement departure
25-02 Issue 4
procedure - NADP 1 (close in)
NOISE ABATEMENT DEPARTURE A/C with M5000
25-02A Issue 2
PROCEDURE - NADP 1 (CLOSE IN)
Noise Abatement Departure
25-03 Issue 4
Procedure - NADP 2 (distant)
25-04 procedure - Thrust reduction at Issue 3
1,500 ft AAL
25-05 Issue 14
procedure - London city only
25-08 Autopilot CAT II approach Issue 9
HGS manual or automatic CAT I and Cancelled
25-10 Issue 9
non-precision approaches
25-10A FalconEye SVS operations Issue 2 Cancelled
HGS automatic CAT II / CAT III Cancelled
25-13 Issue 7
approaches
25-15 Rockwell Collins HGS with EVS Issue 10 Cancelled
Rockwell Collins HGS with improved Cancelled
25-15A Issue 3
EFVS
FalconEye CVS (EVS/SVS) Cancelled
25-15B Issue 2
operations
HGS - SA CAT I APPROACHES IN Cancelled
25-20 Issue 1
U.S. NAS
HGS - SA CAT II APPROACHES IN Cancelled
25-21 Issue 1
U.S. NAS
25-22 Low visibility take-off (LVTO) Issue 1
25-25 Decelerating precision approach Issue 7
25-30 QFE operations Issue 8
25-35 Steep approach - up to 5.5° Issue 11 Cancelled
25-40 Steep approach procedure Issue 14
25-42 Landing with autobrake Issue 6 Cancelled
25-42A Landing with autobrake Issue 1 Cancelled
PBN Operations -
25-45 Issue 8
Continental en route and terminal area
Operations in oceanic and remote
25-50 Issue 10
areas
25-52 RVSM Issue 2
25-55 PBN Operations - RNP Approach Issue 13
Landing and take-off between 8,000 A/C with M2706
25-60 Issue 14
and 14,000 ft

00-00 CONTENTS
F2000EX
EASy

25-65 VGP approach Issue 6 Cancelled
25-70 ATC DATA LINK Issue 4 Cancelled
25-75 Narrow runway operations Issue 2
25-85 Overweight landing Issue 1
30 SPECIAL PROCEDURES - SYSTEM
30-05 In-flight water draining Issue 7
30-06 Operation with APU door open Issue 1
30-06A Operation with APU door open Issue 1 A/C with M5000
A/C with M3309 or M3402 or
ATC DATA LINK (FANS 1/A+ OR M-OPT0158 or, A/C with SB
30-10 Issue 10
ATN-B1) F2000EX-308 or SB
F2000EX-309
30-15 Ferry flight with landing gear down Issue 6
30-15A Ferry flight with landing gear down Issue 1 A/C with M5000
HGS CAT I and non-precision
30-20 Issue 7
approaches
30-20A Operation with APU door open Issue 1 Cancelled
US registered A/C with (M2557
HGS - SA CAT I APPROACHES IN
30-21 Issue 1 or M2752 or M3227), and
U.S. NAS
without M5000
US registered A/C with (M2557
HGS - SA CAT II APPROACHES IN
30-22 Issue 1 or M2752 or M3227), and
U.S. NAS
without M5000
HGS manual CAT II / CAT III A/C without M5000
30-23 Issue 1
approaches
30-24 HGS with EVS operations Issue 1
30-24A HGS with improved EVS operations Issue 2 A/C with M-OPT006
A/C with M5000 and
30-30 FalconEye SVS operations Issue 2 M-OPT0060, and without
M-OPT0061
A/C with M5000 and
30-30A FalconEye SVS operations Issue 1 M-OPT0062, and without
M-OPT0063
A/C with M5000 and
30-31 FalconEye EVS operations Issue 2
M-OPT0061
FalconEye EVS operations (without A/C with M5000 and
30-31A Issue 2
OPS credits) M-OPT0063
FalconEye EFVS operations down to A/C with M5000 and
30-32 Issue 1
100ft M-OPT0063
30-40 Landing with autobrake Issue 1
M3254
30-40A Landing with autobrake Issue 1 A/C with M3556
Use of emergency vision assurance
30-60 Issue 1
system (EVAS) (optional)
30-95 Recorders data preservation Issue 1
50 PERFORMANCE
Revision
Cover page volume 2
25
50-05 General Issue 9
50-10 Take-off Issue 8
Take-off - SF1 Anti-Ice OFF runway
50-11 Issue 4
dry
50-12 Issue 4
wet
50-13 Take-off - SF1 Anti-Ice ON runway dry Issue 4
Take-off - SF1 Anti-Ice ON runway
50-14 Issue 4
wet
50-15 Issue 10
dry

CONTENTS 00-00
F2000EX
EASy

50-16 Issue 5
wet
50-17 Take-off - SF2 Anti-Ice ON runway dry Issue 4
50-18 Issue 4
wet
50-20 Cruise Issue 8
50-21 Cruise - Long Range Cruise Issue 1
50-22 Cruise - MI 0.77 Issue 1
50-26 Maximum cruise thrust Issue 1
50-30 Holding Issue 9
50-40 Landing Issue 5
50-41 Landing Climb Gradient SF 3 Issue 4
50-42 Approach Climb Gradient SF 1 Issue 4
50-50 One engine out Issue 2
Penalties for operations with APU
50-60 Issue 1
door open
55 FLIGHT PLANNING
55-05 Fuel Issue 9
50A PERFORMANCE
Revision
Cover page volume 2A
25
50A-05 General Issue 5
50A-10 Take-off Issue 2
50A-11 Issue 4
dry
50A-12 Issue 3
wet
50A-13 Take-off - SF1 Anti-Ice ON runway dry Issue 3
50A-14 Issue 3
wet
50A-15 Issue 4
dry
50A-16 Issue 4
wet
50A-17 Take-off - SF2 Anti-Ice ON runway dry Issue 4
50A-18 Issue 3
wet
50A-20 Cruise Issue 2
50A-21 Cruise - Long Range Cruise Issue 2
50A-22 Cruise - MI 0.77 Issue 1
50A-26 Maximum cruise thrust Issue 1
50A-30 Holding Issue 1
50A-40 Landing Issue 5
50A-41 Landing Climb Gradient SF 3 Issue 3
50A-42 Approach Climb Gradient SF 1 Issue 3
50A-50 One engine out Issue 2
Penalties for operations with APU
50A-60 Issue 1
door open
55A FLIGHT PLANNING
55A-05 Fuel Issue 4

00-00 CONTENTS
F2000EX
EASy

50B PERFORMANCE
Revision
Cover page volume 2B
25
50B-05 General Issue 1 A/C with M5000
A/C with M5000 and (M3381 or
50B-05A General Issue 3
M3688)
50B-10 Take-off Issue 1 Cancelled
Take-off - SF1 Anti-Ice OFF runway A/C with M5000
50B-11 Issue 2
dry
50B-12 Issue 2
wet
50B-13 Take-off - SF1 Anti-Ice ON runway dry Issue 2 A/C with M5000
Take-off - SF1 Anti-Ice ON runway A/C with M5000
50B-14 Issue 2
wet
50B-15 Issue 4
dry
50B-16 Issue 4
wet
50B-17 Take-off - SF2 Anti-Ice ON runway dry Issue 5 A/C with M5000
Take-off - SF2 Anti-Ice ON runway A/C with M5000
50B-18 Issue 4
wet
50B-20 Cruise Issue 1 A/C with M5000
50B-21 Cruise - Long Range Cruise Issue 2 A/C with M5000
50B-22 Cruise - MI 0.77 Issue 1 A/C with M5000
50B-26 Maximum cruise thrust Issue 1 A/C with M5000
50B-30 Holding Issue 1 A/C with M5000
50B-40 Landing Issue 6 A/C with M5000
50B-41 Landing Climb Gradient SF 3 Issue 2 A/C with M5000
50B-42 Approach Climb Gradient SF 1 Issue 2 A/C with M5000
50B-50 One engine out Issue 2 A/C with M5000
Penalties for operations with APU A/C with M5000
50B-60 Issue 1
door open
55B FLIGHT PLANNING
55B-05 Fuel Issue 3 A/C with M5000

CONTENTS 00-05
F2000EX
List of revisions and ECL discrepancies Page 1 of 4
EASy
Revision 25
QRH1 REVISIONS
REVISION DATE PURPOSE
Issue 1 or Matches AFM DGT88898 ORIGINAL+ Annex 2 +

25-JUN-04
Original Temporary Change 1 + Temporary Change 2
Issue 2 or Take into account changes of AFM DGT88898 Rev.2

07-APR-05
Revision 1 + Temporary Change 14 + Supplements n°1 & 2
Matches AFM DGT 88898 Rev. 3 +
Issue 3 or
18-JUL-06 annexes 1, 2 & 3 + suppl. 1 & 2 + TC 13, 14, 15, 19
Revision 2
and 22.
Issue 4 or Matches AFM DGT 88898 Rev. 4 +
10-AUG-06
Revision 3 annexes 1, 2 & 3 + suppl. 1 & 2 + TC 13, 19 and 22.
Consistent with AFM TC 21, 26 and 33 + Flight path
Issue 5 or
15-DEC-06 one engine inoperative table + Steep approaches up
Revision 4
to 5.5° and up to 6.65°
This revision is consistent with AFM Rev 4 and Rev 5
and with Supplement 5 (specific to F2000DX)
+ following subjects:
Use of HF + Use of EVAS
Brake cooling time with park brake
"Preflight tests" item in check-list
Update of de-icing time tables for winter 2007-
2008
Revision 5 31-JAN-08
Noise abatement take-off
Decelerating precision approach
HGS with EVS + RNAV (GPS) approach
B-RNAV operations + P-RNAV operations
QFE operations + VGP approach
RVSM
In-flight water draining
Miscellaneous corrections.
This revision is consistent with AFM Rev. 7
+ AFM Sup. 1 Rev. 4 (except for HGS Category II/III
Revision 6 02-DEC-08
capability)
+ AFM Sup. 5 Rev. 3 (F2000DX)
+ AFM Sup. 1 Rev. 5
+ AFM Sup. 8 Original (F2000LX).
+ reorganization and update of F2000EX EASy
performance section (book 2).
+ integration of F2000LX performance section (book 2
Revision 7 11-MAY-09 bis).
+ following subjects:
Operation with APU door open.
Operation with L/G down.
HGS Category II/III capability.
Update of "Brakes limitations".
Maximum weight pax door.
+ Book 2 & 2bis: Correction of take-off SF2 Anti-Ice
OFF runway wet data.
+ Book 2: Correction of Flight Planning data (Sub-
Revision 8 31-AUG-09
section 55-05 at issue 6 is re-introduced).
+ Book 1: IAC AR registered A/C limitations.
+ miscellaneous corrections.

00-05 CONTENTS F2000EX
Page 2 of 4 List of revisions and ECL discrepancies EASy
Revision 25
REVISION DATE PURPOSE

This revision is consistent with AFM Rev. 9.
+ Check-list modification in Normal operations
Revision 9 15-DEC-09 + Update of QFE operations
+ Miscellaneous corrections.
Revision 10 09-FEB-10 This revision is consistent with AFM Rev. 10.
This revision is consistent with AFM Rev. 11.

+ Introduction of the following subjects:
- Weather radar and LSS operation,
Revision 11 30-APR-10
- Noise Abatement Take-off at LCY.
+ Update of Steep approaches.
Revision 12 30-NOV-10 This revision is consistent with AFM Rev. 12.
Revision 13 07-JUL-11 This revision is consistent with AFM Rev. 13.
Revision 14 30-OCT-11 This revision is consistent with AFM Rev. 15.
Revision 15 30-APR-12 This revision is consistent with AFM Rev. 16.
Revision 16 01-MAR-13 This revision is consistent with AFM Rev. 17.
Revision 17 30-MAY-13 This revision is consistent with AFM Rev. 17.
Revision 18 30-NOV-13 This revision is consistent with AFM Rev. 18.
Revision 20 15-APR-16 This revision is consistent with AFM Rev. 20.
Revision 23 07-JAN-19 This revision is consistent with AFM Rev. 23.
Revision 24 10-JAN-20 This revision is consistent with AFM Rev. 24.

The technical content of this document is approved
Erratum under the authority of DOA EASA.21J.051 under
19-MAR-21 reference M5100.
Revision 25

CONTENTS 00-05
F2000EX
List of revisions and ECL discrepancies Page 3 of 4
EASy
Revision 25
ECL DISCREPANCIES
This paragraph details which procedures of the current ECL database version
becomes inaccurate or irrelevant because of AFM procedure changes issued
in the indicated QRH1 revision.
AFM QRH1 ECL ECL discrepancies versus QRH1

v0040*
Rev 25 Rev 25 v0041** None.
v0042***
* : EASy I
** : EASy II
*** : EASy II + M5000

Page 4 of 4 List of revisions and ECL discrepancies EASy
Revision 25

CONTENTS 00-10
F2000EX
Airplane configuration Page 1 of 6
EASy
Revision 25
Serial No:
SUMMARY OF THE SERVICE BULLETINS AND

MODIFICATIONS (FOR INFORMATION)
INSTALLED
M SB DESCRIPTION

M1691 EASy I cockpit
F2000EX EASy - Increased MRW
M1842
(42,400 lb) and MTOW (42,200 lb).
F2000EX-
M2100 LED navigation lights
156
M2250 AC electrical distribution 115/230V
F2000EX- EFVS with HGS and MDU display
M2308
189 capability
F2000EX- New passengers oxygen masks
M2418
061 boxes assemblies
F2000EX- Wing anti-ice valve (thrust bearing
M2500
190 implementation)
F2000EX-
M2504 Third FMS
060
M2505 Second Radio Altimeter
M2506 CAT 1 HUD
M2507 Third IRS
F2000EX-
M2518 Charging Batteries by GPU
66
F2000EX- Jeppesen Electronic Terminal
M2519
63 Charts
F2000EX-
M2529 Brake heating system
65
M2533 Ice detection system
M2535 Third VHF
F2000EX- HGS CAT III (with EFVS capability
M2557
193 disabled)
M2607 Aft smoke detector
F2000EX- Third audio panel
M2610
60 (compatible with EASy I step 2)
F2000EX-
M2629 EASy I step 2
60
F2000EX-
M2641 Enhanced surveillance ATC
64
F2000EX-
M2656 EASy I step 3
100
Third Av 900 Audio Panel
M2689
Compatible With Step 3 Software
F2000EX- Passenger oxygen controller
M2706
93 (14,000 ft airfield capability)

Page 2 of 6 Airplane configuration EASy
Revision 25
INSTALLED
M SB DESCRIPTION

F2000EX- HGS CAT I (without EFVS
M2746
100 capability)
F2000EX- HGS CAT III (with EFVS capability
M2752
193 disabled)
F2000EX- EFVS with HGS and MDU display
M2759
189 capability
F2000EX- HGS CAT I (with EFVS capability
M2760
189 disabled)
M2821 EVAS
Jeppesen charts:
M2840
removal of limitation below 400 ft
M2846 F2000LX – Winglets installation
VHF3 Installation On Aircraft
M2882
Equipped With Basic V Provisions
Second Radio Altimeter (for pre-
M2948
wired A/C)
F2000EX-
189 Complement to HGS CAT I installed
M2967
F2000EX- per M2760.
193
M3000 F2000DX
F2000EX-
M3066 Fadec v8.0.5
206
F2000EX-
M3072 Wing fuel tank improvement
171
F2000EX-
M3081 BSCU v3.02
153
F2000EX-
M3177 Autobrake system for landing
196
M3195 Brake heating system
F2000EX-
M3219 EFB – CMA-1100 MK3
230
HGS authorized for NPA, CAT I and
F2000EX-
M3224 auto CAT II (EFVS capability
232
disabled)
F2000EX- HGS with EFVS authorized for NPA,
M3225
232 CAT I and auto CAT II.
HGS authorized for NPA, CAT I,
F2000EX-
M3226 manual CAT II & III and auto CAT II
232
(EFVS capability disabled).
HGS with EFVS authorized for NPA,
F2000EX-
M3227 CAT I, manual CAT II & III and auto
232
CAT II.
F2000EX- Wing anti-ice valve (with tapered
M3249
190 roller bearings)
F2000EX- st
M3254 EASy II 1 Cert (Legacy I/O)
300

CONTENTS 00-10
F2000EX
EASy
Revision 25
INSTALLED
M SB DESCRIPTION

F2000EX-
M3300 LPV approach capability
301
F2000EX-
M3301 ADS-B Out
302
F2000EX- Runway Awareness and Advisory
M3302
300 System
F2000EX-
M3303 Synthetic Vision System
303
F2000EX-
M3304 Automatic Descent Mode
304
F2000EX- Dual Jeppesen electronic terminal
M3305
305 charts
F2000EX-
M3309 CPDLC ATN B1
308
F2000EX- HGS software evolution for EASy II
M3318
315 with EFVS
F2000EX-
M3319 HGS software evolution for EASy II
315
nd
M3381 EASy II 2 cert (NG I/O)
F2000LX EASy I et II - Increased
F2000EX-
M3390 MRW (43,000 lb) and MTOW
253
(42,800 lb)
TCAS 3000: change 7.1 and high
F2000EX-
M3394 density traffic management
286
improvement
F2000EX-
M3402 CPDLC FANS 1/A
309
M3416 MEDical EVACuation Modules
Console table position
M3446
annunciations
F2000EX-
M3453 FADEC v9
252
F2000EX-
300
M3556 Autobrake capability for EASy II
F2000EX-
196
M3557
annunciations
F2000EX- F2000EX EASy - Increased MRW
M3622
329 (43,000 lb) and MTOW (42,800 lb)
F2000EX- rd
322
F2000EX- rd
M3849 EASy II 3 Cert (NG I/O)
323
M3905 Use of JET-B and JP4 fuel
F2000EX- Improvement of aircraft GPU
M3928
428 initialization

Revision 25
INSTALLED
M SB DESCRIPTION

F2000EX- th
M3942 EASy II 4 Cert (NG I/O)
451
F2000EX- th
450
F2000EX EASy II with API STC
F2000EX- winglets installation - Increased
M3976
433 MRW (43,000 lb) and MTOW
(42,800 lb)
M5000 F2000LXS
M5001 F2000S
M5010 PW308C Engine emission reduction
F2000EX-
M5023 Windshear escape guidance
368
F2000EX- F2000S - Increased MRW (43,000
M5031
419 lb) and MTOW (42,800 lb)
F2000EX-
265
M-OPT006 EFVS improvement
F2000EX-
189
Removable storage locker in
M-OPT044
Forward Service Compartment
M-OPT055
annunciations
M- FalconEye HUD (including SVS)
OPT0060 Mark 1.0
M- FalconEye EVS (including CVS)
OPT0061 Mark 1.0
M- F2000EX- FalconEye HUD (including SVS)
OPT0062 426 Mark 1+
M- F2000EX- FalconEye EVS (including CVS)
OPT0063 426 Mark 1+
F2000EX- EFB CMC 1100 - upgrade to
M-OPT084
230 standard “MK3”
Seat close to emergency exit – UCT
M-OPT119
seats
FANS1A Certification with Aircell
M-OPT158
Axxess II SATCOM
Removable storage locker in
M-OPT176
Forward Service Compartment
Provisions for seat close to
M-OPT178
emergency exit – UCT seats
Provisions for seat close to
M-OPT183
emergency exit – UTAS seats
M-OPT261 NG-EFB CMA 1310
Cabin Configuration Monitoring
M-OPT289 System (CCMS) - Galley Door
Monitoring

CONTENTS 00-10
F2000EX
EASy
Revision 25
INSTALLED
M SB DESCRIPTION

F2000EX-
M-OPT296 EASy II – Push-to-Load
453

Revision 25
F2000EX EASY COMMERCIAL DESIGNATIONS
F2000DX QRH consists of F2000EX EASy QRH and:

- variant sub-sub-sections with applicability "A/C with M3000".
F2000LX QRH consists of F2000EX EASy QRH and:

F2000LXS QRH consists of F2000EX EASy QRH and:

- variant sub-sub-sections with applicability "A/C with M2846" and,
F2000S QRH consists of F2000EX EASy QRH and:

- variant sub-sub-sections with applicability "A/C with M3000 and M5001"
and,

GENERAL 05-05
F2000EX
Introduction Page 1 of 2
EASy
Issue 6
FOREWORD
Procedures contained in this chapter have been designed by Dassault

Aviation considering simultaneously airworthiness and operational
regulations.
These procedures are continuously updated to take into account inputs from
the manufacturer, Falcon operators and Falcon Authorized Training Centers.
Besides, normal procedures have been standardized to set the basis of the
Falcon family operation policy. Therefore, rewriting of this chapter by the
operator is on his own responsibility but could lead to inconsistencies in the
operation of other Falcon airplanes and with other chapters of this manual.
In any case, approval for these normal procedures must be asked directly by
the operator to his relevant authority.
DEFINITIONS
Normal procedures, or standard operating procedures, assume that all

airplane systems are operative. The optimal use of the systems to ensure the
highest level of safety is achieved through a certain number of actions,
verifications, controls and tests. Items listed in the normal procedures have
been grouped following safety, functional, and position of controls priorities.
DO - LIST
A do-list is a list of actions, verifications, controls or tests that must be

performed for the normal and safe operation of the airplane. They should be
accomplished by memory.
On top of each do-list, a symbol identifies which pilot is concerned by the
sequence of actions located below:
- PF: Pilot Flying,
- PNF: Pilot Non Flying,
- LH: Left Hand pilot, i.e. pilot located on the left seat,
- RH: Right Hand pilot, i.e. pilot located on the right seat.
Communication is essential for efficient Crew Resource Management
therefore each do-list is initiated and concluded by a call-out.
In the do-list, tasks allocation or call-outs allocated to the Pilot Flying
are displayed on the left (Pilot Non Flying on the right).
These are only editing conventions and do not constitute a Dassault Aviation
recommendation on crew member location.
SYMBOLOGY
- “*”: indicates a do-list item to be performed on the first flight of the day,
- “+”: indicated complementary information found in CODDE 2,
- “1”, “2”... develops, in CODDE 2, expanded information concerning the
item number it refers to.

Proprietary Data CODDE 3 - QRH1 Issue 6
05-05 GENERAL F2000EX
Page 2 of 2 Introduction EASy
Issue 6
CHECK - LIST
DEFINITIONS
- After completion of the corresponding do-list, the check-list is used to make
sure safety items have been checked.
- The normal check-list (“green” boxes in CODDE 2) is read and performed
in the challenge / response mode (These check-lists are included in the
NORMAL Electronic Check-List).
- The crew member who responds will check the configuration of the
challenged item and announce the status of the item.
- If the status is not in compliance with the expected checklist item status,
the crew member who challenges will take the appropriate corrective action
and announce it. The other crew member will cross-check this corrective
action.
- When the response listed in the check-list is “As required...” or includes an
“or...”, the actual configuration or status of the system will be announced
and checked in conformity with the conditions.
- Communication is essential for efficient Crew Resource Management:
therefore each check-list is initiated and concluded by a call-out.
MANAGEMENT
- For all flight phases, the check-lists are performed in the challenge-
response mode using the Normal ECL.
- If the ECL is unavailable, the Quick Reference Handbook QRH1 / Normal
Procedures will be used as a back-up document.

Issue 6 CODDE 3 - QRH1 Proprietary Data
GENERAL 05-10A
F2000EX
Kinds of operations Page 1 of 6
EASy
A/C with M3254 Issue 5
KINDS OF OPERATION
This airplane is certified in the Transport category and is eligible for the
following kinds of operation, provided appropriate instruments and equipment
required by the airworthiness and/or operational regulations are installed,
approved and in operable condition:
- Day and Night VFR (if permitted by the flight regulations of the country
over which the airplane is flying),
- IFR,
- Manual and automatic Category I approaches,
- Automatic Category II approaches,
- Extended overwater and uninhabited terrain overflight,
- Icing conditions.
The airplane is permitted to fly on routes equipped with ground beacons
operating in RBS/S mode.
In stormy weather, one of the DUs must be set to show WX RADAR
information.
RVSM
As stated in the Type Certificate Data Sheet, the type definition of the
FALCON 2000EX EASy meets the applicable requirements for RVSM
operations. Any subsequent Dassault Aviation approved modifications do not
alter this statement.
Airworthiness approval alone does not authorize flight into airspace for which
an RVSM operational approval is required by an ICAO regional navigation
agreement.
Minimum Equipment List for RVSM operations is provided in FALCON
2000EX EASy MMEL:
- For EASA registered airplanes:
- ORIGINAL issue or later
- Other registration:
- Refer to the appropriate authorities
Secondary Flight Display and stand-by static source are not part of equipment
for RVSM operation: stand-by static source does not meet RVSM accuracy
requirements.
FMS GENERAL
FMS software must be identified 7.1.2 on the AVIONICS Setup window,

Software section.
TOLD software must be identified TOLD V1.0 on the AVIONICS Setup
window, Software section.
AC 20-130A AND AC 20-129
Each FMS can be used with two or three IRS and two GPS. The FMS
complies with AC 20-130A and in particular meets the accuracy criteria of AC
20-130A for en route, terminal and approach areas, provided the FMS is not
in Dead Reckoning navigation mode (SENSORS window) and is not in a
degraded navigation mode (DGR amber not displayed in HSI), and satisfies
the accuracy criteria of AC 20-129.

05-10A GENERAL F2000EX
Page 2 of 6 Kinds of operations EASy
Issue 5 A/C with M3254
IFR OCEANIC
Dual or triple (FMS 3 option) FMS configuration with GPS module, as

installed, has been found to comply with the requirements for GPS primary
means of navigation in oceanic and remote airspace as defined by FAA Order
8110.60 when used in conjunction with the P/N 169-613970-105 prediction
program or any other equivalent prediction program approved in accordance
with AC 20-138D.
RNP-10
In accordance with FAA Order 8400.12A, paragraph 12b, Required

Navigation Performance 10 (RNP-10) operation has been found compliant to
the requirements:
- Provided at least two FMS 7.1.2’s, or subsequent versions, are operating
and receiving usable data from any combination of two Global
Positioning Systems (GPS) and/or Inertial Reference Sensors (IRS).
- For FMS Navigation Mode IRS, IRS drift is modeled in the FMS and is
expressed as EPU (Estimated Position of Uncertainty) when the IRS is
used as the sole source. When EPU exceeds RNP, the crew should not
use the IRS as a means of navigation. Maximum IRS Navigation without
sensor update is 6.2 hours after last alignment or 5.7 hours after radio
updating.
DME / DME and VOR / DME FMS navigation modes are B-RNAV / RNP5
approved and therefore are RNP10 compliant under radio navaids coverage.
This does not constitute an operational approval.
B-RNAV / RNP 5
Basic RNAV (B-RNAV) airworthiness requirements are met provided:

- Airplane is equipped with FMS 7.1.2 or subsequent version,
- No DGR flag is displayed on HSI,
- One of the following navigation mode is used:
- GPS,
- DME / DME,
- VOR / DME,
- IRS (2 hours time limit after last IRS alignment).
When GPS remains the unique B-RNAV navigation source (GPS stand-
alone), use of GPS Integrity Monitoring (RAIM) Prediction program is
mandatory before B-RNAV operation.

GENERAL 05-10A
F2000EX
EASy
RNP 4 OCEANIC AND REMOTE AIRSPACES
The airplane is capable of RNP 4 operations, as defined by the FAA order

8400.33.
The airplane, when equipped with optional FANS 1/A (M3402 or subsequent),
is eligible for reduced lateral and/or longitudinal separations.
Operations are approved provided 2 FMS are available and operating prior to
entering the oceanic remote RNP4 airspace, and receiving data from at least:
- 2 GPS,
- Or 2 IRS,
- Or 1 GPS and 1 IRS.
If GPS are used as the sole mean of navigation for oceanic and remote
operations (without IRS), dual independent GNSS equipment is required and
an approved dispatch fault detection and exclusion (FDE) availability
prediction program must be used in flight planning. The maximum allowable
time for which FDE capability is projected to be unavailable is 25 minutes.
The maximum duration of the flight in IRS blending navigation mode should
not be greater than:
- 2.5 hours or,
- 2.0 hours after radio updating, or
- 2.2 hours after GPS updating.
The airplane is capable of RNP 2 oceanic and remote airspaces operations.
entering the RNP 2 oceanic / remote airspace, and receiving data from at
least:
- 2 GPS,
In case of loss of both GPS in the RNP 2 oceanic / remote airspace, the
maximum duration of the flight in IRS blending navigation mode should not be
greater than 1.1 hours after GPS updating.

RNP 1 / RNP 2 TERMINAL AND EN ROUTE
The airplane is capable of RNP 1 / RNP 2 terminal and en route operations

provided:
- Airplane is equipped with FMS 7.1.2 or higher.
- FMS is receiving data from 2 GPS, or from at least 1 GPS provided that, in
this case, one of the following navigation modes is available:
- DME / DME,
- VOR / DME,
- IRS.
- Loss of both GPS implies loss of RNP 1 / RNP 2 terminal and en route
capability.
- For A/C navigating with SBAS receivers, operator should check if the SBAS
signal is predicted to be available along the entire intended route:
- If yes: no RAIM availability check is required,
- If no: RAIM availability must be checked in areas where SBAS signal is
predicted to be unavailable. Then, in the event of a predicted RAIM
outage of more than 5 minutes, the operator should revise the flight plan.
- For A/C without SBAS receivers, RAIM availability must be checked along
the entire intended route. In the event of a predicted RAIM outage of more
than 5 minutes, the operator should revise the flight plan.
- The RNP value is set to the correct value in Sensors page / Performance
tab.
- No UNABLE RNP, UNABLE RNP NXT WPT or
NO POSITION SENSOR FMS message is displayed.
- No DGR or DR flag is displayed on HSI.
- The navaids NOTAMs have been inserted in the FMS.
RNAV airworthiness approval has not accounted for database accuracy or

compatibility.
P-RNAV (JAA TGL-10)
Basic P-RNAV airworthiness requirements are met provided:

- GPS,
- DME / DME,
- VOR / DME,
- IRS (30-minute time limit after last IRS alignment).
RNP RNAV operations, down to RNP-0.3, RNAV as defined in RTCA/DO-

236A and DO-283, with the limitations and exceptions defined in AFM section
1-350-10.

GENERAL 05-10A
F2000EX
EASy
US TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV)

OPERATIONS (AC 90-100A)
AC 90-100A airworthiness requirements are met provided:

- RNP is set to the correct value in Sensors page / Performance tab,
NO POSITION SENSOR FMS message is displayed,
- No DGR or DR flag is displayed on HSI,
- The NOTAM NAVAIDS have been inserted in the FMS.

compatibility.
MNPS
The minimum navigation performance required by the North Atlantic Track-

Minimum Navigation Performance regulations (NAT HLA (MNPS) French
“arrêté” of November 5th, 1987 and FAR 91, Appendix C) in accordance with
the criteria of AC 91-49 and AC 120-33 are demonstrated:
- provided at least two FMS are operating and:
- 2 IRS are in NAV mode or
- 2 GPS are in NAV mode or
- 1 IRS is in NAV mode and 1 GPS is in NAV mode.
When flying over Polar Regions without exceeding 85° latitude, the flight crew
must select TRUE heading prior to N73° and S60° latitude.
The statement above is valid if there is no FMS and / or GPS related failure
displayed on the Crew Alerting System or in HSI.
POLAR OPERATIONS
Polar operations are limited to 85° North or 85° South.

The crew must check that HSI automatically switches to TRUE reference
when passing 73° North northbound or 60° South southbound.

SSR MODE S ENHANCED SURVEILLANCE
Applicable to A/C with M2641 or SB F2000EX-64:

The installed Mode S system satisfies the data requirements of ICAO Doc
7030/4, Regional Supplementary Procedures for SSR Mode S Enhanced
Surveillance in designated European airspace.
Mode S transponder is capable of transmitting the following parameters:
PARAMETERS
Magnetic Heading
Indicated Airspeed
Mach No.
Vertical Rate
Roll Angle
Track Angle Rate
True Track Angle
Groundspeed
Selected Altitude
Barometric Pressure Setting
For A/C without ADS-B Out (optional):

Extended squitter is disabled.
ADS-B OUT (A/C WITH M3301)
ADS-B system complies with AMC 20-24.
The installed ADS-B Out system has been shown to meet the equipment
requirements of:
- European Commission Implementing Rule (EC) No 1207/2011,
- 14 CFR § 91.227.
MINIMUM FLIGHT CREW
Two pilots (one pilot and one copilot).

Airplane may be operated only by qualified pilots who have been trained and
have maintained their currency in accordance with the minimum requirements
listed in the approved Operational Suitability Manual – Flight Crew (OSM-FC)
DGT 148653, or applicable FAA FSB Report or any other Operational
Evaluation report with equivalent content, appropriate to the airplane.
MAXIMUM NUMBER OF PASSENGERS
19 passengers

GENERAL 05-10E
F2000EX
EASy
Argentinian registered A/C with M3254 Issue 1
KINDS OF OPERATION
This airplane is certified in the Transport category and is eligible for the
following kinds of operation, provided appropriate instruments and equipment
required by the airworthiness and/or operational regulations are installed,
approved and in operable condition:
- Day and Night VFR (if permitted by the flight regulations of the country
over which the airplane is flying),
- IFR,
- Manual and automatic Category I approaches,
- Automatic Category II approaches,
- Extended overwater and uninhabited terrain overflight,
- Icing conditions.
The airplane is permitted to fly on routes equipped with ground beacons
operating in RBS/S mode.
In stormy weather, one of the DUs must be set to show WX RADAR
information.
All kinds of operations must be complied with for all applicable Argentine
Regulations.
Specific approvals from the Administración Nacional de Aviación Civil
Argentina would be required for different kinds of operations.
RVSM
As stated in the Type Certificate Data Sheet, the type definition of the
FALCON 2000EX EASy meets the applicable requirements for RVSM
operations. Any subsequent Dassault Aviation approved modifications do not
alter this statement.
Airworthiness approval alone does not authorize flight into airspace for which
an RVSM operational approval is required by an ICAO regional navigation
agreement.
Minimum Equipment List for RVSM operations is provided in FALCON
2000EX EASy MMEL:
- For EASA registered airplanes:
- ORIGINAL issue or later
- Other registration:
- Refer to the appropriate authorities
Secondary Flight Display and stand-by static source are not part of equipment
for RVSM operation: stand-by static source does not meet RVSM accuracy
requirements.
FMS GENERAL
FMS software must be identified 7.1.2 on the AVIONICS Setup window,

Software section.
TOLD software must be identified TOLD V1.0 on the AVIONICS Setup
window, Software section.
AC 20-130A AND AC 20-129
Each FMS can be used with two or three IRS and two GPS. The FMS
complies with AC 20-130A and in particular meets the accuracy criteria of AC
20-130A for en route, terminal and approach areas, provided the FMS is not

05-10E GENERAL F2000EX
Issue 1 Argentinian registered A/C with M3254
in Dead Reckoning navigation mode (SENSORS window) and is not in a

degraded navigation mode (DGR amber not displayed in HSI), and satisfies
the accuracy criteria of AC 20-129.
IFR OCEANIC
Dual or triple (FMS 3 option) FMS configuration with GPS module, as

installed, has been found to comply with the requirements for GPS primary
means of navigation in oceanic and remote airspace as defined by FAA Order
8110.60 when used in conjunction with the P/N 169-613970-105 prediction
program or any other equivalent prediction program approved in accordance
with AC 20-138D.
RNP-10
In accordance with FAA Order 8400.12A, paragraph 12b, Required

Navigation Performance 10 (RNP-10) operation has been found compliant to
the requirements:
- Provided at least two FMS 7.1.2’s, or subsequent versions, are operating
and receiving usable data from any combination of two Global
Positioning Systems (GPS) and/or Inertial Reference Sensors (IRS).
- For FMS Navigation Mode IRS, IRS drift is modeled in the FMS and is
expressed as EPU (Estimated Position of Uncertainty) when the IRS is
used as the sole source. When EPU exceeds RNP, the crew should not
use the IRS as a means of navigation. Maximum IRS Navigation without
sensor update is 6.2 hours after last alignment or 5.7 hours after radio
updating.
DME / DME and VOR / DME FMS navigation modes are B-RNAV / RNP5
approved and therefore are RNP10 compliant under radio navaids coverage.
B-RNAV / RNP 5
Basic RNAV (B-RNAV) airworthiness requirements are met provided:

- GPS,
- DME / DME,
- VOR / DME,
- IRS (2 hours time limit after last IRS alignment).
When GPS remains the unique B-RNAV navigation source (GPS stand-
alone), use of GPS Integrity Monitoring (RAIM) Prediction program is
mandatory before B-RNAV operation.

GENERAL 05-10E
F2000EX
EASy
The airplane is capable of RNP 4 operations, as defined by the FAA order

8400.33.
entering the oceanic remote RNP4 airspace, and receiving data from at least:
- 2 GPS,
- Or 2 IRS,
The maximum duration of the flight in IRS blending navigation mode should
not be greater than:
- 2.5 hours or,
- 2.0 hours after radio updating, or
- 2.2 hours after GPS updating.
The airplane is capable of RNP 2 oceanic and remote airspaces operations.
entering the RNP 2 oceanic / remote airspace, and receiving data from at
least:
- 2 GPS,
In case of loss of both GPS in the RNP 2 oceanic / remote airspace, the
maximum duration of the flight in IRS blending navigation mode should not be
greater than 1.1 hours after GPS updating.

RNP 1 / RNP 2 TERMINAL AND EN ROUTE
The airplane is capable of RNP 1 / RNP 2 terminal and en route operations

provided:
- Airplane is equipped with FMS 7.1.2 or higher.
- FMS is receiving data from 2 GPS, or from at least 1 GPS provided that, in
this case, one of the following navigation modes is available:
- DME / DME,
- VOR / DME,
- IRS.
- Loss of both GPS implies loss of RNP 1 / RNP 2 terminal and en route
capability.
- For A/C navigating with SBAS receivers, operator should check if the SBAS
signal is predicted to be available along the entire intended route:
- If yes: no RAIM availability check is required,
- If no: RAIM availability must be checked in areas where SBAS signal is
predicted to be unavailable. Then, in the event of a predicted RAIM
outage of more than 5 minutes, the operator should revise the flight plan.
- For A/C without SBAS receivers, RAIM availability must be checked along
the entire intended route. In the event of a predicted RAIM outage of more
than 5 minutes, the operator should revise the flight plan.
- The RNP value is set to the correct value in Sensors page / Performance
tab.
NO POSITION SENSOR FMS message is displayed.
- No DGR or DR flag is displayed on HSI.
- The navaids NOTAMs have been inserted in the FMS.

compatibility.
P-RNAV (JAA TGL-10)
Basic P-RNAV airworthiness requirements are met provided:

- GPS,
- DME / DME,
- VOR / DME,
- IRS (30-minute time limit after last IRS alignment).
RNP RNAV operations, down to RNP-0.3, RNAV as defined in RTCA/DO-

236A and DO-283, with the limitations and exceptions defined in AFM section
1-350-10.

GENERAL 05-10E
F2000EX
EASy
US TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV)

OPERATIONS (AC 90-100A)
AC 90-100A airworthiness requirements are met provided:

- RNP is set to the correct value in Sensors page / Performance tab,
NO POSITION SENSOR FMS message is displayed,
- No DGR or DR flag is displayed on HSI,
- The NOTAM NAVAIDS have been inserted in the FMS.

compatibility.
MNPS
The minimum navigation performance required by the North Atlantic Track-

Minimum Navigation Performance regulations (NAT HLA (MNPS) French
“arrêté” of November 5th, 1987 and FAR 91, Appendix C) in accordance with
the criteria of AC 91-49 and AC 120-33 are demonstrated:
- provided at least two FMS are operating and:
- 2 IRS are in NAV mode or
- 2 GPS are in NAV mode or
- 1 IRS is in NAV mode and 1 GPS is in NAV mode.
When flying over Polar Regions without exceeding 85° latitude, the flight crew
must select TRUE heading prior to N73° and S60° latitude.
The statement above is valid if there is no FMS and / or GPS related failure
displayed on the Crew Alerting System or in HSI.
POLAR OPERATIONS
Polar operations are limited to 85° North or 85° South.

The crew must check that HSI automatically switches to TRUE reference
when passing 73° North northbound or 60° South southbound.

SSR MODE S ENHANCED SURVEILLANCE
Applicable to A/C with M2641 or SB F2000EX-64:

The installed Mode S system satisfies the data requirements of ICAO Doc
7030/4, Regional Supplementary Procedures for SSR Mode S Enhanced
Surveillance in designated European airspace.
Mode S transponder is capable of transmitting the following parameters:
PARAMETERS
Magnetic Heading
Indicated Airspeed
Mach No.
Vertical Rate
Roll Angle
Track Angle Rate
True Track Angle
Groundspeed
Selected Altitude
Barometric Pressure Setting
For A/C without ADS-B Out (optional):

Extended squitter is disabled.
ADS-B OUT (A/C WITH M3301)
ADS-B system complies with AMC 20-24.
The installed ADS-B Out system has been shown to meet the equipment
requirements of:
- European Commission Implementing Rule (EC) No 1207/2011,
- 14 CFR § 91.227.
MINIMUM FLIGHT CREW
Two pilots (one pilot and one copilot).

Airplane may be operated only by qualified pilots who have been trained and
have maintained their currency in accordance with the minimum requirements
listed in the approved Operational Suitability Manual – Flight Crew (OSM-FC)
DGT 148653, or applicable FAA FSB Report or any other Operational
Evaluation report with equivalent content, appropriate to the airplane.
MAXIMUM NUMBER OF PASSENGERS
19 passengers

LIMITATIONS 10-05
F2000EX
Weight and loading Page 1 of 2
EASy
Issue 8
WEIGHT
STRUCTURAL LIMITATIONS
- Maximum ramp weight .................................................. 41,500 lb (18,824 kg)
- Maximum take-off weight .............................................. 41,300 lb (18,734 kg)
- Maximum landing weight .............................................. 39,300 lb (17,826 kg)
- Maximum zero fuel weight ............................................ 29,700 lb (13,472 kg)
- Minimum flight weight ......................... Refer to Center of gravity limits chart.
LIMITATIONS DUE TO PERFORMANCE
The Maximum Take-Off Weight (MTOW) and the Maximum Landing Weight
(MLW) given as structural limitations may have to be reduced to comply with
performance and operating requirements.
LOADING
DISTRIBUTED
TOTAL WEIGHT
LOAD
lb kg lb/sq.ft kg/m²
Baggage compartment
1,600 725 61.4 300
(including options)
LH and RH coat compartment - - 81.9 400
Payload 5,990 2,717 - -
Baggage compartment must be loaded in compliance with limitations

placards.
CENTER OF GRAVITY LIMITS
Center of gravity is comprised between 14 % and 32.5 % of MAC.

For more information, see CODDE2 (Limitations / Weight and loading).

10-05 LIMITATIONS F2000EX
Page 2 of 2 Weight and loading EASy
Issue 8

LIMITATIONS 10-05A
F2000EX
Weight and loading Page 1 of 2
EASy
WEIGHT
LOADING
DISTRIBUTED
TOTAL WEIGHT
LOAD
Baggage compartment
1,600 725 61.4 300
(including options)
Payload 5,990 2,717 - -

placards.


10-05A LIMITATIONS F2000EX
Page 2 of 2 Weight and loading EASy

LIMITATIONS 10-05B
F2000EX Weight and loading
Page 1 of 2
EASy A/C with M3000
Issue 1
WEIGHT
LOADING
DISTRIBUTED
TOTAL WEIGHT
LOAD
Baggage compartment
1,600 725 61.4 300
(including options)
Payload 5,990 2,717 - -

placards.


10-05B LIMITATIONS
Weight and loading F2000EX
Page 2 of 2 A/C with M3000 EASy
Issue 1

LIMITATIONS 10-05C
Page 1 of 2
EASy A/C with (M2846 and M3390) or A/C with (M3254 and
(M3622 or SB F2000EX-329)) and without M2846 Issue 3
WEIGHT
LOADING
DISTRIBUTED
TOTAL WEIGHT
LOAD
Baggage compartment
1,600 725 61.4 300
(including options)
Payload 5,990 2,717 - -

placards.


10-05C LIMITATIONS
Page 2 of 2 A/C with (M2846 and M3390) or A/C with (M3254 and EASy
Issue 3 (M3622 or SB F2000EX-329)) and without M2846

LIMITATIONS 10-05D
Page 1 of 2
EASy A/C with (M3976 or SB F2000EX-433) or (M3390 or
SB F2000EX-253) or (M5031 or SB F2000EX-419) Issue 1
WEIGHT
LOADING
DISTRIBUTED
TOTAL WEIGHT
LOAD
Baggage compartment
1,600 725 61.4 300
(including options)
Payload 5,990 2,717 - -

placards.


10-05D LIMITATIONS
Page 2 of 2 A/C with (M3976 or SB F2000EX-433) or (M3390 or EASy
Issue 1 SB F2000EX-253) or (M5031 or SB F2000EX-419)

LIMITATIONS 10-10
F2000EX
Airspeed and mach Page 1 of 4
EASy
Issue 11
Unless otherwise specified, limits are expressed in terms of indicated values.

Instrument error is assumed to be zero.
MAXIMUM OPERATING LIMIT SPEED
VMO / MMO ENVELOPE
DESIGN MAXIMUM MANEUVERING SPEED
- VA .................................................................................................... 198 KIAS

Full application of rudder or aileron controls, as well as maneuvers that
involve angles-of-attack near the stall must be confined to speeds below
VA.
Rapid and large alternating control inputs, especially in combination
with large changes in pitch, roll, or yaw, and full control inputs in more
than one axis at the same time, should be avoided as they may result in
structural failures at any speed.

Page 2 of 4 Airspeed and mach EASy
Issue 11
HIGH LIFT DEVICES OPERATING OR EXTENDED LIMIT

SPEEDS: VFE
- VFE Slats extended + flaps 10° (SF 1) ............................................ 200 KIAS

Above 20,000 ft do not establish or maintain a configuration with the
flaps or slats extended.
MAXIMUM LANDING GEAR OPERATING SPEED:

VLO / MLO
- VLO .................................................................................................. 190 KIAS

- MLO .................................................................................................... MI 0.70
VLO / MLO is the maximum speed at which it is safe to extend or retract the
landing gear.
MAXIMUM LANDING GEAR EXTENDED SPEED: VLE / MLE
- VLE .................................................................................................. 245 KIAS

- MLE ..................................................................................................... MI 0.75
VLE / MLE is the maximum speed at which the airplane can be safely flown
with the landing gear extended and locked and main doors closed.
MINIMUM CONTROL SPEED IN THE AIR: VMCA
- VMCA ................................................................................................. 90 KIAS
MINIMUM CONTROL SPEED DURING APPROACH AND

LANDING: VMCL
- VMCL ................................................................................................. 90 KIAS
MINIMUM CONTROL SPEED ON THE GROUND: VMCG
- VMCG ................................................................................................ 98 KIAS

VMCG value has been demonstrated with yaw damper off.

LIMITATIONS 10-10
F2000EX
EASy
Issue 11
MISCELLANEOUS LIMIT SPEEDS
WINDSHIELD WIPER OPERATING SPEED

- V WWO ............................................................................................ 215 KIAS
PILOT WINDOW OPENING SPEED
- V Window ......................................................................................... 215 KIAS
TIRE MAXIMUM OPERATING SPEED
- V Tire ........................................................................... 195 kt (ground speed)
STALL SPEED
Do not intentionally fly the airplane slower than initial stall warning
onset.
INDICATED STALL SPEED

Issue 11
BUFFET ONSET ENVELOPE
For pounds-to kilograms

conversion,
refer to 5-250-20.
WEIGHT LIMITATIONS
see 1-050-05.
MANEUVERING FLIGHT LOAD FACTORS LIMIT
- Flaps up .................................................................................... +2.55 to -1.00

- Flaps down................................................................................. +2.00 to 0.00
These load factors limit the angle of bank permitted in turns and limit the
severity of pull-up maneuvers.

LIMITATIONS 10-10A
F2000EX
EASy
IAC AR certified A/C without M5000 Issue 6
Unless otherwise specified, limits are expressed in terms of indicated values.

Instrument error is assumed to be zero.
MAXIMUM OPERATING LIMIT SPEED
VMO / MMO ENVELOPE
DESIGN MAXIMUM MANEUVERING SPEED
- VA .................................................................................................... 198 KIAS

Full application of rudder or aileron controls, as well as maneuvers that
involve angles-of-attack near the stall must be confined to speeds below
VA.
Rapid and large alternating control inputs, especially in combination
with large changes in pitch, roll, or yaw, and full control inputs in more
than one axis at the same time, should be avoided as they may result in
structural failures at any speed.

Issue 6 IAC AR certified A/C without M5000
HIGH LIFT DEVICES OPERATING OR EXTENDED LIMIT

SPEEDS: VFE

Above 20,000 ft do not establish or maintain a configuration with the
MAXIMUM LANDING GEAR OPERATING SPEED:

VLO / MLO
- VLO .................................................................................................. 190 KIAS

- MLO .................................................................................................... MI 0.70
VLO / MLO is the maximum speed at which it is safe to extend or retract the
landing gear.
MAXIMUM LANDING GEAR EXTENDED SPEED: VLE / MLE
- VLE .................................................................................................. 245 KIAS

- MLE ..................................................................................................... MI 0.75
VLE / MLE is the maximum speed at which the airplane can be safely flown
with the landing gear extended and locked and main doors closed.
MINIMUM CONTROL SPEED IN THE AIR: VMCA
- VMCA ................................................................................................. 90 KIAS
MINIMUM CONTROL SPEED DURING APPROACH AND

LANDING: VMCL
- VMCL ................................................................................................. 90 KIAS
MINIMUM CONTROL SPEED ON THE GROUND: VMCG
- VMCG .............................................................................................. 102 KIAS

VMCG value has been demonstrated with yaw damper off.

LIMITATIONS 10-10A
F2000EX
EASy
IAC AR certified A/C without M5000 Issue 6
MISCELLANEOUS LIMIT SPEEDS
WINDSHIELD WIPER OPERATING SPEED

- V WWO ............................................................................................ 215 KIAS
PILOT WINDOW OPENING SPEED
- V Window ......................................................................................... 215 KIAS
TIRE MAXIMUM OPERATING SPEED
- V Tire ........................................................................... 195 kt (ground speed)
STALL SPEED
Do not intentionally fly the airplane slower than initial stall warning
onset.
INDICATED STALL SPEED

Issue 6 IAC AR certified A/C without M5000
BUFFET ONSET ENVELOPE
For pounds-to kilograms

conversion,
refer to 5-250-20.
WEIGHT LIMITATIONS
see 1-050-05.
MANEUVERING FLIGHT LOAD FACTORS LIMIT
- Flaps up .................................................................................... +2.55 to -1.00

- Flaps down................................................................................. +2.00 to 0.00
These load factors limit the angle of bank permitted in turns and limit the
severity of pull-up maneuvers.

LIMITATIONS 10-15
F2000EX
Operational limitations Page 1 of 2
EASy
Issue 11
TAKE-OFF AND LANDING
- Weights .......................................................................................... See 10-05

- Airport pressure altitude ....................................................-1,000 ft / +8,000 ft
- Ambient temperature ............. Refer to CODDE 2 (Limitation / Temperature)
- Runway slope ...................................................................................+/- 2.0 %
- Runway type .......................................................... Paved and hard-surfaced
- Tailwind ................................................................................................... 10 kt
Refer to OPERATION ON CONTAMINATED RUNWAYS - LIMITATIONS

procedure (section 20-25)  or CROSSWIND OPERATION procedure
(section 20-40)  for all limitations related to crosswind operations.
EN ROUTE
- Maximum operating altitude.............................................................. 47,000 ft

- Maximum operating altitude with one engine inoperative ..............................
..................................................................................... Refer to 50-50 page 1

Page 2 of 2 Operational limitations EASy
Issue 11

LIMITATIONS 10-15A
F2000EX
Operational limitations Page 1 of 2
EASy
IAC AR registered A/C Issue 4
TAKE-OFF AND LANDING
- Weights .......................................................................................... See 10-05

- Airport pressure altitude ....................................................-1,000 ft / +8,000 ft
- Runway slope ...................................................................................+/- 2.0 %
- Runway type .......................................................... Paved and hard-surfaced
- Tailwind ................................................................................................... 10 kt
- Maximum crosswind:
- Dry runway ......................................................................... 35 kt (17.5 m/s)
- Wet runway:
- µ = 0.4 ................................................................................. 15 kt (8 m/s)
- µ ≥ 0.5 ............................................................................... 30 kt (15 m/s)
Refer to OPERATION ON CONTAMINATED RUNWAYS - LIMITATIONS

procedure (section 20-25)  or CROSSWIND OPERATION procedure
(section 20-40)  for all limitations related to crosswind operations.
Take-off from runways covered with standing water, slush or snow is limited to
the most restrictive between an equivalent water depth of 3 mm (0.12 in.) and
a coefficient of friction µ = 0.4.
EN ROUTE

- Maximum operating altitude with one engine inoperative ..............................
..................................................................................... Refer to 50-50 page 1

Page 2 of 2 Operational limitations EASy
Issue 4 IAC AR registered A/C

LIMITATIONS 10-21
F2000EX
ATA 21 - Air conditioning and Page 1 of 2
EASy
pressurization Issue 7
CABIN PRESSURIZATION
- Maximum differential pressure............................................................. 9.3 psi

- Maximum negative differential pressure ............................................. -0.3 psi
PRESSURIZATION IN MAN MODE
- Loss of cabin altitude indication: when cabin altitude is below -1,600 ft or

above +26,000 ft.
- Loss of cabin vertical speed indication: when cabin vertical speed is below -
2,100 ft / min or above +3,000 ft / min.

10-21 LIMITATIONS
F2000EX
Page 2 of 2 ATA 21 - Air conditioning and
EASy
Issue 7 pressurization

LIMITATIONS 10-22
F2000EX
ATA 22 - Autoflight Page 1 of 2
EASy
Issue 8
AUTOPILOT
Autopilot engagement
Autopilot must not be engaged at take–off or landing.
Minimum engagement speed
Autopilot must not be engaged below the following speeds:
- Initial climb out ................................................................................ V2 + 10 kt
- Go-around initial climb .............................................................. VREF + 10 kt
Minimum Use Height (MUH)
Autopilot is certified down to the following MUH:
- Initial climb out ....................................................................................... 400 ft
- Level flight ........................................................................................... 1,000 ft
- Standard non-precision approach ......................................................... 160 ft
- Standard ILS approach:
- Radio altimeter operative ..................................................................... 50 ft
- Radio altimeter inoperative ................................................................ 160 ft
- ILS approach at steep angle between 4.5 degrees and 6.65 degrees
with airplane in SF 3 and AB 1 configuration ......................................... 285 ft
- Circling approach:
- Below 200 KIAS in clean configuration or
- In SF 1 and L/G up configuration or
- In SF 2 and L/G up or down configuration ......................................... 500 ft
FLIGHT DIRECTOR
Use of Flight Director at take-off (below 400 ft) is forbidden.
AUTOTHROTTLE
Autothrottle must not be engaged at take-off and landing.

Autothrottle must be disengaged at go-around.
Minimum engagement height
Autothrottle must not be engaged below the following height:
- Go-around initial climb ........................................................................... 400 ft
Minimum disengagement height
Minimum height to disengage autothrottle before landing:
- Standard approach path angle ................................................................ 50 ft
- Approach at steep angle between 4.5 degrees and 6.65 degrees
When FMS SPEED is selected on Guidance Panel:

- Autothrottle must not be engaged before airplane is in CLEAN configuration
after take-off and
go-around.
- Thrust Director must not be displayed before airplane is in CLEAN
configuration after take-off.
When approach is conducted with anti-ice system ON, if approach speed
tracking requires N1 below anti-ice minimum N1, autothrottle must be
disconnected.

Page 2 of 2 ATA 22 - Autoflight EASy
Issue 8
GA MODE
GA pushbutton must not be used at take-off.
IRS
Alignment is functional between 78°15’ North and 78°15’ South latitude.

LIMITATIONS 10-22A
F2000EX
EASy
AUTOPILOT
- Level flight ........................................................................................... 1,000 ft
- ILS approach at steep angle between 4.5 degrees and 6 degrees
FLIGHT DIRECTOR
Use of Flight Director at take-off (below 400 ft) is forbidden.
AUTOTHROTTLE

- Approach at steep angle between 4.5 degrees and 6 degrees

after take-off and
go-around.
disconnected.

GA MODE
GA pushbutton must not be used at take-off.
IRS

LIMITATIONS 10-22B
F2000EX
EASy
A/C with M2846 and (M3381 or M3688) Issue 2
AUTOPILOT
- Level flight ........................................................................................... 1,000 ft
- ILS approach at steep angle between 4.5 degrees and 6 degrees
FLIGHT DIRECTOR
If Take-Off (T/O) mode is not engaged for take-off, the use of Flight Director
below 400 ft is prohibited.
AUTOTHROTTLE

- Approach at steep angle between 4.5 degrees and 6 degrees

after take-off and go-around.
disconnected.

10-22B LIMITATIONS F2000EX
Issue 2 A/C with M2846 and (M3381 or M3688)
IRS

LIMITATIONS 10-22C
F2000EX
EASy
A/C with M3688 and without M2846 Issue 1
AUTOPILOT
- Level flight ........................................................................................... 1,000 ft
- ILS approach at steep angle between 4.5 degrees and 6.65 degrees
FLIGHT DIRECTOR
If Take-Off (T/O) mode is not engaged for take-off, the use of Flight Director
below 400 ft is prohibited.
AUTOTHROTTLE

- Approach at steep angle between 4.5 degrees and 6.65 degrees

after take-off and go-around.
disconnected.

10-22C LIMITATIONS F2000EX
Issue 1 A/C with M3688 and without M2846
IRS

LIMITATIONS 10-23
F2000EX
ATA 23 - Communications Page 1 of 2
EASy
Issue 8
USE OF TRANSMITTING PORTABLE ELECTRONIC

DEVICES (PED, ALSO T-PED OR TPED)
The operation of transmitting Portable Electronic Devices (PEDs) such as

smartphones, laptops, tablets, etc. on board the airplane is the Operator’s
responsibility, in compliance with the applicable operational regulations (Part
91.21 and 121.306, AIR OPS CAT.GEN.MPA.140 and NCC.GEN.130).
However, for A/C equipped with one WiFi router, the A/C Manufacturer has
demonstrated that there is no interference of PEDs with aircraft systems, with
a maximum number of:
- 63 PEDs using Bluetooth and/or WiFi connexions, operated
simultaneously in the cockpit and in the cabin.
It is the Operator's responsibility to check the number and type of transmitting
protocols of:
- PEDs boarded by the passengers, and
- Transmitting equipment installed in the cabin (printers, handsets, remote
controls, etc.).
Non-interference with aircraft basic systems of PEDs using other transmitting
protocol such as GSM telephony protocol has not been demonstrated.

Page 2 of 2 ATA 23 - Communications EASy
Issue 8

LIMITATIONS 10-24
F2000EX
ATA 24 - Electrical power Page 1 of 2
EASy
Issue 6
DC VOLTAGE LIMITATION
- Maximum voltage of DC system ........................................................... 29.5 V
ENGINE GENERATOR
Maximum engine generator output in flight:

- Stabilized ........................................................................................... 400 A
- Transient (5 sec.) ............................................................................... 800 A
- Transient (40 sec.) ............................................................................. 600 A
- Transient (160 sec.) ........................................................................... 500 A
Maximum engine generator output on ground:
- Basic generators ................................................................................ 300 A
BATTERY LIMITATIONS
Battery temperature:
- WARM BAT .. message in CAS, at or above .................. 48.9 °C (120 °F)
- HOT BAT .. message in CAS, at or above ...................... 71.1 °C (160 °F)

Page 2 of 2 ATA 24 - Electrical power EASy
Issue 6

LIMITATIONS 10-25
F2000EX
ATA 25 - Equipment Page 1 of 2
EASy
Issue 8
USE OF EMERGENCY VISION ASSURANCE SYSTEM

(EVAS) (OPTIONAL)
The Head Up Guidance display (HUD), if installed, and the glareshield

sunshade must be stowed prior to deployment of EVAS.
CABIN ACCOMMODATION
During taxi, take-off and landing (TTOL), the cabin accommodation must be in
safety configuration (cabin ready) and in accordance with corresponding
placards. In particular:
- Mid partition door and curtain (if installed) must be in open and latched
position,
- Galley door (if installed) must be in open and latched position,
- All console tables (if installed) must be stowed,
- Dining table (if installed) must be in safety configuration,
- Seats must be in safety configuration.

Page 2 of 2 ATA 25 - Equipment EASy
Issue 8

LIMITATIONS 10-27
F2000EX
ATA 27 - Flight controls Page 1 of 2
EASy
Issue 8
ARTHUR
- Maximum speed with ARTHUR UNIT inoperative ..........260 KIAS or MI 0.76
SLATS-FLAPS
Above 20,000 ft, do not establish or maintain a configuration with the

Flaps extension or retraction has to be executed one notch at a time.
AIRBRAKES
Do not extend airbrakes in flight at or below 300 ft AGL.

Page 2 of 2 ATA 27 - Flight controls EASy
Issue 8

LIMITATIONS 10-28
F2000EX
ATA 28 - Fuel Page 1 of 4
EASy
Issue 12
FUEL TYPES
Approved fuels:
Fuel used must conform to the following specifications.
SPECIFICATION FREEZING ADDITIVES

NATO
DESIGNATION TRADE EQUIVALENCE POINT ANTI- ANTI–
CODE
NAME (FOR INFO.) (°C) ICE STATIC
(1)
ASTM D 1655-19
* *
JET A CAN/CGSB-3.23- - 40
(1) * *
2018
(1)
ASTM D 1655-19
(1)
MIL-DTL-83133K * *
CAN/CGSB-3.23- W/O WITH
(1)
JET A-1 2018 - 47 * * F-35
DEF STAN 91-091 W/O WITH
(1)
Issue 10 W/O *
DCSEA 134/D
(1)
MIL-DTL-83133K
CAN/CGSB-3.24- WITH WITH
JET A-1 2018 WITH *
- 47 F-34
Type JP-8 DEF STAN 91-87 WITH *
Issue 6 WITH *
KEROSENE DCSEA 134/D
NTSB GB6537-94
Jet Fuel
Issue 2 - 47 * *
No3
NTSB GB6537-05
T-1 (CIS)
**
-60 * *
TS-1 (CIS)
GOST10227-86 -60 W/O W/O
**
-60 W/O W/O
RT (CIS)
**
TS-1 GSTU
(Ukraine) 320.00149943.011-
** 99 -55 * *
RT GSTU -55 * *
(Ukraine) 320.00149943.007-
** 97
AIR 3404 C
WITH *
DEF STAN 91-86
HIGH FLASH WITH W/O
CAN 3GP24
POINT TYPE JP-5 - 46 WITH * F-44
M.D.2452 Issue 2-
FUEL * *
Amd 1
WITH W/O
MIL-T-5624H
* Information to be checked with the fuel supplier.

** Refer to engine maintenance manual.
(1) This includes blends with synthetic fuels, bio-fuels, and SAJF –
Sustainable Alternative Jet Fuels (meeting ASTM D7566 standards). These
fuel blends meet the specifications of conventional fuels, and therefore follow
an identical naming convention, as indicated in the above table.

Page 2 of 4 ATA 28 - Fuel EASy
Issue 12
USABLE QUANTITY
Liter Kg * US gal Lb **
LH wing
3,441 2,763 909 6,092
+ half center wing box
Rear tank 1,108 890 293 1,962
RH wing
3,452 2,772 912 6,112
Front tank 1,449 1,163 383 2,564
Airplane total capacity 9,450 7,588 2,497 16,730
* d=0.803 kg/l
** d=6.706 lb/US gal
The amount of fuel left in the tanks when fuel quantity indicators reach zero is
not safely usable in all flight conditions.
FUEL TEMPERATURE
In-flight, tank fuel temperature must be maintained at least 3 °C above the

freezing point of fuel being used.
MAXIMUM FUEL UNBALANCED FOR FLIGHT
- Maximum fuel dissymmetry ............................................................... 2,200 lb
PRESSURE FUELING SYSTEM
- Maximum feed pressure ....................................... 50 psi / 3.5 bars / 350 kPa

LIMITATIONS 10-28
F2000EX
EASy
Issue 12
FUEL ADDITIVES
The following additives are authorized for use in the fuel:

- Anti-icing additive, conforming to AIR 3652 or MIL-I-27686 D
specifications (JP-8) or MIL-I-85470 (JP-5) or equivalent at a
concentration not in excess of 0.15 % by volume or the following CIS
additives at a concentration not in excess of 0.30 % by volume:
- I fluid GOST 8313.
- I.M fluid TU6-10-1458*.
- TGF-M fluid TU6-10-1457**.
- TGF fluid GOST 17477.
- Fuel anti-icing must be used for fuel temperatures below -50 °C.
- SOHIO Biobor JF biocide or equivalent at a concentration not to exceed
270 ppm.
- Anti-static additive, provided the quantity added does not exceed:

- 1 ppm for SHELL ASA3,
- 3 ppm for STADIS 450.
* I.M fluid is I fluid mixed 1:1 with methanol (GOST 2222-78E).
** TGF-M fluid is TGF fluid mixed 1:1 with methanol (GOST 2222-78E).
FUEL CONTROL COMPUTER
Fuel Quantity Management Computer (FQMC) must be operative for take-off.

Issue 12

LIMITATIONS 10-28A
F2000EX
EASy
FUEL TYPES
Approved fuels:

NATO
CODE
(1)
ASTM D 1655-19
* *
(1) * *
2018
(1)
ASTM D 1655-19
(1)
MIL-DTL-83133K * *
(1)
JET A-1 2018 - 47 * * F-35
(1)
Issue 10 W/O *
DCSEA 134/D
(1)
MIL-DTL-83133K
JET A-1 2018 WITH *
- 47 F-34
Issue 6 WITH *
NTSB GB6537-94
Jet Fuel
Issue 2 - 47 * *
No3
NTSB GB6537-05
T-1 (CIS)
**
-60 * *
TS-1 (CIS)
GOST10227-86 -60 W/O W/O
**
-60 W/O W/O
RT (CIS)
**
TS-1 GSTU
(Ukraine) 320.00149943.011-
** 99 -55 * *
RT GSTU -55 * *
(Ukraine) 320.00149943.007-
** 97
AIR 3404 C
WITH *
DEF STAN 91-86
HIGH FLASH WITH W/O
CAN 3GP24
M.D.2452 Issue 2-
FUEL * *
Amd 1
WITH W/O
MIL-T-5624H


USABLE QUANTITY
LH wing
3,425 2,750 905 6,064
Rear tank 1,108 890 293 1,962
RH wing
3,436 2,759 908 6,084
Front tank 1,449 1,163 383 2,564
* d=0.803 kg/l
FUEL TEMPERATURE


LIMITATIONS 10-28A
F2000EX
EASy
FUEL ADDITIVES

- I.M fluid TU6-10-1458*.
- TGF-M fluid TU6-10-1457**.
270 ppm.



LIMITATIONS 10-28B
F2000EX
EASy
FUEL TYPES
Approved fuels:

NATO
CODE
(1)
ASTM D 1655-19
* *
(1) * *
2018
(1)
ASTM D 1655-19
(1)
MIL-DTL-83133K * *
(1)
JET A-1 2018 - 47 * * F-35
(1)
Issue 10 W/O *
DCSEA 134/D
(1)
MIL-DTL-83133K
JET A-1 2018 WITH *
- 47 F-34
Issue 6 WITH *
NTSB GB6537-94
Jet Fuel
Issue 2 - 47 * *
No3
NTSB GB6537-05
T-1 (CIS)
**
-60 * *
TS-1 (CIS)
GOST10227-86 -60 W/O W/O
**
-60 W/O W/O
RT (CIS)
**
TS-1 GSTU
(Ukraine) 320.00149943.011-
** 99 -55 * *
RT GSTU -55 * *
(Ukraine) 320.00149943.007-
** 97
AIR 3404 C
WITH *
DEF STAN 91-86
HIGH FLASH WITH W/O
CAN 3GP24
M.D.2452 Issue 2-
FUEL * *
Amd 1
WITH W/O
MIL-T-5624H


USABLE QUANTITY
LH wing
3,441 2,763 909 6,091
Rear tank 691 555 183 1,224
RH wing
3,452 2,772 912 6,111
Front tank 716 575 189 1,268
* d=0.803 kg/l
FUEL TEMPERATURE


LIMITATIONS 10-28B
F2000EX
EASy
FUEL ADDITIVES

- I.M fluid TU6-10-1458*.
- TGF-M fluid TU6-10-1457**.
270 ppm.



LIMITATIONS 10-28C
F2000EX
EASy
A/C with M3000 and M3072 Issue 4
FUEL TYPES
Approved fuels:

NATO
CODE
(1)
ASTM D 1655-19
* *
(1) * *
2018
(1)
ASTM D 1655-19
(1)
MIL-DTL-83133K * *
(1)
JET A-1 2018 - 47 * * F-35
(1)
Issue 10 W/O *
DCSEA 134/D
(1)
MIL-DTL-83133K
JET A-1 2018 WITH *
- 47 F-34
Issue 6 WITH *
NTSB GB6537-94
Jet Fuel
Issue 2 - 47 * *
No3
NTSB GB6537-05
T-1 (CIS)
**
-60 * *
TS-1 (CIS)
GOST10227-86 -60 W/O W/O
**
-60 W/O W/O
RT (CIS)
**
TS-1 GSTU
(Ukraine) 320.00149943.011-
** 99 -55 * *
RT GSTU -55 * *
(Ukraine) 320.00149943.007-
** 97
AIR 3404 C
WITH *
DEF STAN 91-86
HIGH FLASH WITH W/O
CAN 3GP24
M.D.2452 Issue 2-
FUEL * *
Amd 1
WITH W/O
MIL-T-5624H


Issue 4 A/C with M3000 and M3072
USABLE QUANTITY
LH wing
3,425 2,750 905 6,064
Rear tank 691 555 183 1,224
RH wing
3,436 2,759 908 6,084
Front tank 716 575 189 1,268
* d=0.803 kg/l
FUEL TEMPERATURE


LIMITATIONS 10-28C
F2000EX
EASy
A/C with M3000 and M3072 Issue 4
FUEL ADDITIVES

- I.M fluid TU6-10-1458*.
- TGF-M fluid TU6-10-1457**.
270 ppm.


Issue 4 A/C with M3000 and M3072

LIMITATIONS 10-29
F2000EX
ATA 29 - Hydraulic Page 1 of 2
EASy
Issue 7
APPROVED FLUIDS
Only hydraulic fluid conforming to AIR 3520 or MIL-H-5606 specification

(NATO codes H515 or H520) must be used.
QUANTITY
HYD 1 RESERVOIR HYD 2 RESERVOIR

1.95 USG 1.58 USG
(7.4 l) (6 l)
- Green range .......................................... Actual quantity between 1/2 and 1/1

- Amber range ........................................................... Actual quantity below 1/2
PRESSURE
- Green range ........................................................................... 3,000 ± 200 psi

Page 2 of 2 ATA 29 - Hydraulic EASy
Issue 7

LIMITATIONS 10-30
F2000EX
ATA 30 - Ice and rain protection Page 1 of 2
EASy
Issue 10
ICING CONDITIONS
Icing conditions exist when OAT on ground and for take-off, or TAT in flight is
+ 10 °C or below, and visible moisture in any form is present (such as clouds,
fog with visibility of one mile or less, rain, snow, sleet and ice crystals).
Icing conditions also exist when OAT on ground and for take-off is + 10 °C or
below when operating on ramps, taxiways or runways where surface snow,
ice, standing water, or slush may be ingested by the engines or freeze on
engines, nacelles or engine sensor probes.
Weather conditions are the primary means to anticipate icing conditions. The
ice detection system should only be used as a secondary / back-up detection
system.
Prolonged flight in icing conditions with slats / flaps extended must be
avoided.
Do not wait for ice to build up before turning on anti-icing. Waiting too long
can result in severe damage and/or engine flameout.
Icing conditions:
- Cease when SAT is below -40°C,
- Can be encountered in the vicinity or through cumuliform clouds where TAT /
SAT can rapidly vary.
ENGINE ANTI-ICE SYSTEM
Engine anti-ice should not be used when the Total Air Temperature (TAT)
exceeds 10 °C (50 °F).
The engine anti-icing system must be used on the ground and in flight when
icing conditions exist or are anticipated. This statement applies but is not
limited to:
- Flying in the vicinity or through cumuliform clouds,
- Before and during descent in icing conditions, whatever the TAT / SAT.
WING ANTI-ICE
Wing anti-ice should not be used when the Total Air Temperature (TAT)
exceeds 10 °C (50 °F).
Wing anti-ice system must not be used on ground except for limited checks
conducted in accordance with Airplane Flight Manual or Maintenance Manual
instructions.
Pending availability of M2500 or SB F2000EX-190 or M3249 (wing anti-ice

valve), wings anti-icing procedures are adapted to prevent from possible valve
jamming when operating under high engine thrust.

Page 2 of 2 ATA 30 - Ice and rain protection EASy
Issue 10

LIMITATIONS 10-32
F2000EX
ATA 32 - Landing gear and brakes Page 1 of 2
EASy
Issue 10
TIRES AND BRAKES
- Nose wheels must be equipped with chinned tires.

- Maximum brake energy .................................................. 16,875 kJ per brake
Minimum turn-around time as per AFM sub-section 5-800 must be observed

between last brake application after a landing or a rejected take-off and before
taxiing out to subsequent take-off, to ensure that:
- Fuse plugs will not release during subsequent take-off, and
- Maximum brake energy is not exceeded if the subsequent take-off is
rejected.
However, the use of the tables may not be necessary if both of the following
conditions are met before taxiing:
- Each brake temperature is below 160 °C decreasing, and
- The energy absorbed per brake unit during taxi is expected to be lower than
1,500 kJ (5 full stops from a taxiing speed of 20 kt, or 20 full stops from a
taxiing speed of 10 kt).
When taxiing, a brake temperature above 160 °C may be disregarded,
provided the total energy absorbed per brake unit does not exceed 1,500 kJ
(5 full stops at 20 kt, or 20 full stops at 10 kt).
Brake cooling time is not affected by park brake application.

Page 2 of 2 ATA 32 - Landing gear and brakes EASy
Issue 10
SHOCK ABSORBERS HEIGHT
- First, check there is no fluid seepage at the sliding rod bearing.

- Check that the remaining dimension of main and nose L/G shock absorber
is greater than values listed below for an airplane weight of 40,900 lb
(18,550 kg).
NOSE L/G SHOCK ABSORBER
CHECK OF SHOCK ABSORDER HEIGHT (H)

OAT MIN. HEIGHT
°C °F in mm
- 40 - 40 2.22 56.5
- 20 -4 3.11 79
0 + 32 4.0 101.5
+ 15 + 59 4.67 118.5
+ 30 + 86 5.33 135.5
+ 40 + 104 5.79 147
MAIN L/G SHOCK ABSORBER

CHECK OF SHOCK ABSORBER HEIGHT (H)
OAT MIN. HEIGHT
°C °F in mm
- 40 - 40 0.61 15.5
- 20 -4 1.26 32
0 + 32 1.89 48
+ 15 + 59 2.38 60.5
+ 30 + 86 2.85 72.5
+ 40 + 104 3.19 81
For each shock absorber, Minimum height must be measured between the
lower part of the L/G strut and the end of the chromium plated area of the
shock absorber.

LIMITATIONS 10-34A
F2000EX
ATA 34 - Navigation Page 1 of 14
EASy
IRS
TCAS II SYSTEM OPERATION
Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with a TCAS II Resolution Advisory (RA).
Following a TCAS II "clear of conflict" advisory, pilot should expeditiously
return to applicable ATC clearance unless otherwise directed by ATC.
EGPWS SYSTEM OPERATION
Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with EGPWS warning.
In order to avoid unwanted alerts, the Enhanced modes (Terrain Awareness
Alerting and Display TAAD and Terrain Clearance Floor TCF and Runway
Field Clearance Floor RFCF functions) must be INHIBITED by selecting the
TERR INHIB MKB pushbutton:
- When within 15 NM range of an airport not included in the EGPWS
database.
- For operation with QFE reference, if both GPS are not in NAVIGATION
mode as indicated in SENSORS window Navigation tab when setting QFE.
Alerting algorithms take man-made obstructions into account, but the EGPWS
obstacle database only covers a few areas in the world.
Navigation planning must not be based on the use of the Terrain Awareness
Display.
Terrain Awareness Display is intended to serve as a situational tool only.
Terrain Awareness Display must not be used for navigation.
EGPWS does not take the specific airplane configuration and climb
performance and a PULL UP maneuver into account, because certain
situations may not ensure terrain clearance.
BARO-SETTING
For A/C without M3688 and without M3849:

Baro-setting shall be crosschecked at regular intervals and particularly
when performing altitude or flight level changes.
End.
Below transition altitude or level, altimeters must be set to QNH to use VNAV
and VSD.
TEMPERATURE COMPENSATION
Temperature compensation is for advisory purpose only.

Page 2 of 14 ATA 34 - Navigation EASy
AVIONICS WINDOW
FMS SPEED
In case of a system failure imposing a limitation on speed, FMS may not take
this limitation into account. Additionally, nothing prevents autopilot and
autothrottle from operating above this speed limitation. Crew is responsible for
checking that FMS speed remains within speed envelope.
SENSORS WINDOW
FMS OPERATING MODE

FMS support Synchronous and Single mode operations. Selecting
Synchronous for an FMS that is in Single operation will result in the
synchronization of that FMS with the PF FMS (Master FMS).
NAVIGATION MODE AND PERFORMANCE
GPS: GPS, as installed, has been found to comply with the requirements for
the use of GPS for IFR oceanic, domestic en-route, and terminal area
operations as defined in JAA Leaflet No 3 REV1 when used in conjunction
with the P/N CDN 169-613970-105 or any other equivalent prediction program
approved in accordance with AC 20-138D. The statements above are valid if
there is no FMS and / or GPS related failure message / label on PDU / MDU.
GPS updating must be disabled when operating in countries whose national
airspace is not referenced in WGS-84 reference datum in accordance with the
criteria of AC20-130A, unless other appropriate procedures are used.
For Brazilian registered A/C:
GPS is not approved as the sole means of IFR navigation. Other approved
navigation means (e.g.: VOR / DME, ADF, etc.), should be available during all
phases of flight.
End.
NAVIGATION
RNP flight operations are subject to GPS satellite availability and/or navaid
coverage for the selected route. Navigation based on DME / DME or VOR /
DME updating modes is permitted but may be restricted by the availability or
performance of the applicable ground navaids. Crew should deselect
(NOTAM) ground navaids that are not to be used for navigation.

LIMITATIONS 10-34A
F2000EX
EASy
NAVIGATION MAP (INAV, VSD) AND LOG (WPT LIST)
INAV AND VSD DATA LAYERS

INAVs including VSD (obstacle, terrain) are provided for advisory purposes
only.
The AIRWAYS layer should be used for flight planning on the ground, to avoid
cluttering the INAV display in flight.
INAV, including VSD, must not be displayed with amber DGR in the HSI, or
displayed in the EPU above 15 NM.
GRAPHICAL FLIGHT PLANNING
Hold dialog box:
- FMS does not always take the published maximum Holding Pattern speed
into account. Only the protection area calculated in accordance with the
FAA (7130-3) model is taken into account.
- Adapt and stabilize airplane speed 2 minutes before the airplane flies over
the fix for the first time.
- Check that the HIGH HOLDING GRD SPD FMS message is out when
passing the fix.
FLIGHT MANAGEMENT WINDOW (FLGT MGMT) - TOLD
GENERAL
Use of TOLD data is permitted for take-off and for landing.
TOLD calculations shall be checked. AFM section 5 (PERFORMANCE) shall
be available for cross-reference as necessary. In case of discrepancy, AFM
section 5 takes precedence.
NORMAL OPERATIONS
The TOLD software provides performance information in accordance with
AFM Section 5, except for:
- Transition segment distance for obstacle clearance,
A/C with M3453:
- Obstacle clearance in case of ambient temperature at field pressure
altitude above 10 °C and icing conditions encountered during take-off flight
path,
End.
- En route climb gradient,
- Minimum turn-around time.
SPECIAL OPERATIONS (ANNEXES AND SUPPLEMENTS OF THE AFM)
The TOLD software does not provide performance information for the
following special operations:
- Operations with landing gear down,
- Operations with APU door open,
- Operations on contaminated runways,
- Steep approaches,
- Manual Category II/III approaches with HUD,
- Landing with autobrake active.

IN FLIGHT FAILURES
In case of in flight failures, the “Failures” section of the “Landing Config” tab
must be filled using the appropriate AFM values for landing increment (“LD
Inc”) and VREF increase (“Vref +”).
The TOLD will take those values into account to compute and display LD,
LFL, VRF* and VAPP values in the “Landing Data” tab.
CRUISE PERFORMANCE
FUEL, TIME and SMART PERF prediction information are provided for
advisory purposes only and must not be used for flight planning.
Secondary Flight Plan performance computations are not correct (especially
ETE): disregard all performance computations from the Secondary Flight
Plan.
Fuel predictions will be totally inaccurate with one engine inoperative.
In Cruise Summary tab of CRUISE POF: Ceil, Opt and fuel figures may be
erroneous.
FMS long range cruise data are sometimes not compliant with the
performance manual.
Therefore, in Alt/Spd tab of PREFLIGHT POF: Select Manual in Crz Spd
dropdown menu and input the LR Mach number.
SID / STAR / APPROACHES / TERMINAL PROCEDURES
Crew is responsible for checking system-proposed VGP angle against

the chart-published descent angle.
Once VGP is armed, no further action performed for the purpose of
facilitating the capture should be taken.
During holding pattern, Flight Director mode may inadvertently revert from
VPTH to PATH mode.
Crew is responsible for checking procedures retrieved from database against
SID, STAR and approach charts.
Some approaches and STAR procedures are not in the database. This is due
to the method of defining certain procedures by the controlling agency and
also due to FMS limitations.
For approach procedures retrieved from database:
- If vector to final is available, it will be selected automatically.
- If vector to final is not available and if there is only one IAF, crew must
select this IAF.
RF LEGS CAPABILITIES
FMS support Radius to Fix (RF) legs on terminal procedures (departure,
arrival, approach).
- Performing a HDG/TRK intercept to the middle of a Radius to Fix (RF) leg
is prohibited.
- Performing a Direct TO the first fix of a Radius-to-Fix (RF) or Arc-to-Fix
(AF) leg is prohibited.

LIMITATIONS 10-34A
F2000EX
EASy
FMS-BASED APPROACHES
The following table describes the approach procedures approved for

automatic execution with FMS (i.e. use of LNAV / VNAV flight director
guidance manually flown or coupled to the autopilot).
In particular, the FMS is approved to fly the following GNSS / GPS approach
procedures:
- GNSS / GPS Non Precision Approaches,
- GNSS / GPS overlay of Non Precision Approach Procedures,
- ICAO RNP approach (RNP APCH) without vertical guidance, and with
vertical guidance based on barometric vertical navigation:
- As specified for Europe in EASA AMC 20-27 down to:
- LNAV minimums for a Non Precision Approach (RNAV NPA),
- LNAV / VNAV minimums for Baro-VNAV approach (APV Baro-VNAV),
provided that the final approach segment is flown in VGP mode.
- As specified for the U.S. National Airspace System in FAA AC 90-105 or
AC 20-138B, including RF legs (as specified in AC 20-138D), down to
LNAV or LNAV / VNAV minimums.
- LPV approaches (only for A/C with M3300) with or without FD.
FMS navigation mode must be checked prior to IAF.
In case of VOR/DME FMS overlay approach ensure NAV AUTO tuning is

enabled for both NAV receivers if the approach VOR/DME facility is to be
used for FMS position computation.
When NAV Autotuning is not selected, either course or frequency will not be
set automatically.
Performing a Direct TO the first fix of a Radius-to-Fix (RF) or Arc-to-Fix (AF)

leg is prohibited.
Performing a VDTO on an altitude constrained FAF will cause late activation
of capability and may result in a steep flight path angle possibly as steep as
minus 10 degrees.
Whatever type of FMS−based approach is flown, approach must be

discontinued following one of these 3 events:
- UNABLE RNP in FMS message window (I-NAV),
- or APP not displayed prior to FAF (ADI),
- or DGR displayed (HSI).
Crew remains responsible for observing Minimum Safe Altitude and obstacles
clearance.
The Approach RNP value in Avionics page must be set to value indicated in
first column of following table. This value must then be checked through
Sensors page prior to commencing the approach. FMS navigation and
synchronization modes shall be checked against second and third columns.

Approved
Approach Specific events after
FMS Special
type and which the approach must be
navigation considerations
RNP discontinued
mode
FMS..-
Dual FMS GPS1+2 POSITION MISC
synchro UNABLE FMS/GPS MONITOR
CAS message
GPS Single FMS and
procedure
specified
NDB or NAVAID
NDB-DME available and
RNP 0.6 displayed in HSI
(or lower) FMS..-
Dual FMS
synchro GPS1+2 POSITION MISC
CAS message
Single FMS and
DME-DME procedure
specified
NAVAID
available and
displayed in HSI
FMS..-
CAS message
GPS Single FMS and
procedure
specified
NAVAID
available and
displayed in HSI
FMS..-
Dual FMS
VOR CAS message
RNP 0.5 Single FMS and
(or lower) DME-DME procedure
specified
NAVAID
available and
displayed in HSI
FMS..-
Dual FMS
VOR-DME, GPS1+2 POSITION MISC
synchro
provided the CAS message
procedure Single FMS and
specified procedure
NAVAID has specified
DME NAVAID
capability available and
displayed in HSI

LIMITATIONS 10-34A
F2000EX
EASy
Approved
FMS Special
RNP discontinued
mode
FMS..-
CAS message
GPS Single FMS and
procedure
specified
NAVAID
available and
displayed in HSI
FMS..-
Dual FMS
VOR-DME
CAS message
or TACAN
Single FMS and
RNP 0.5 DME-DME procedure
(or lower)
specified
NAVAID
available and
displayed in HSI
FMS..-
Dual FMS
CAS message
Single FMS and
VOR-DME procedure
specified
NAVAID
available and
displayed in HSI
FMS..-
GPS1+2 POSITION MISC
Dual FMS UNABLE FMS/GPS MONITOR
GPS CAS message or
synchro
RNAV GPS RAIM UNAVAILABLE
(GNSS /
GPS GPS RAIM ABOVE LIMIT
or RNP) FMS message
DME-DME
RNP 0.3 unless FMS..-
otherwise
indicated on
synchro
the UNABLE FMS/GPS MONITOR
approach CAS message
chart

Approved
FMS Special
RNP discontinued
mode
FMS..-
GPS1+2 POSITION MISC
GNSS / UNABLE FMS/GPS MONITOR
Dual FMS
GPS GPS CAS message or
synchro
RNP 0.3 GPS RAIM UNAVAILABLE
GPS RAIM ABOVE LIMIT
FMS message
LOCALIZER-BASED APPROACHES
The use of FMS guidance (lateral and vertical) on the final approach segment
of a localizer-based approach (LOC, LOC-DME, LOC B/C, LDA, SDF, ILS,
ILS−DME) is prohibited.
The final part of these approaches shall be executed on LOC or LOC/GS

guidance only (depending on the type of procedure).
However, the FMS LNAV / VNAV can be used up to interception of the

localizer. For these phases (initial approach and intermediate approach), the
limitations associated with the following events (UNABLE RNP FMS
message, DGR on HSI, FMS..-GPS1+2 POSITION MISC and
UNABLE FMS/GPS MONITOR in CAS message) are applicable.
Arm APP when the track of the aircraft is less than 90° from the final approach
course.
JEPPESEN ELECTRONIC TERMINAL CHARTS (OPTIONAL)
GENERAL
In flight, the use of Jeppesen Electronic Terminal charts requires 3 DUs
operative.
Jeppesen electronic terminal charts function is certified as part of the airplane

type design and may be used as main source for displaying airport diagrams,
departure, arrival and approach charts provided that a backup mean is readily
available to the crew.
Jeppesen electronic terminal charts effectivity dates shall be checked prior to

the first flight of the day, it does not exempt the crew from checking the
NOTAM (charts NOTAM are only supplemental information).
In case of discrepancies between Jeppesen electronic terminal charts
and adequate reference documentation, adequate reference
documentation takes precedence.
AIRPLANE POSITION
Airplane position displayed on the AIRPORT diagram must not be used as
primary means of guidance during taxi. Airplane position displayed on the
AIRPORT diagram must be cross-checked with a visual reference position

LIMITATIONS 10-34A
F2000EX
EASy
prior to use. When no visual position cross-check can be established in order

to use airplane position on the AIRPORT diagram, the Pilot Flying FMS must
be in GPS navigation mode.
DUAL JEPPESEN ELECTRONIC TERMINAL CHARTS

(OPTIONAL)
GENERAL
In flight, the use of Jeppesen Electronic Terminal charts requires 3 DUs
operative.
Jeppesen electronic terminal charts function is certified as part of the airplane

type design and may be used as main source for displaying airport diagrams,
departure, arrival and approach charts provided that a backup mean is readily
available to the crew.
Jeppesen electronic terminal charts function is equivalent to a type C software

application hosted on a Class 3 Electronic Flight Bag.
Jeppesen electronic terminal charts effectivity dates shall be checked prior to

the first flight of the day, it does not exempt the crew from checking the
NOTAM (charts NOTAM are only supplemental information).
In case of discrepancies between Jeppesen electronic terminal charts
and adequate reference documentation, adequate reference
documentation takes precedence.
AIRPLANE POSITION
Airplane position displayed on the AIRPORT diagram must not be used as
primary means of guidance during taxi. Airplane position displayed on the
AIRPORT diagram must be cross-checked with a visual reference position
prior to use. When no visual position cross-check can be established in order
to use airplane position on the AIRPORT diagram, the Pilot Flying FMS must
be in GPS navigation mode.

VIDEO WINDOW (OPTIONAL)
In current state of approval, only cameras recording visible frequency range

are authorized.
Video must not be used to fly the airplane or as a primary means to taxi the
airplane.
Video must not be displayed in MDU during take-off, approach and landing.
Displaying video window in flight requires 4 DUs operative.
No entertainment video shall be displayed in MDU.
Selection of the displayed video should be such that no red flashing light is
visible in the video display.
RAAS (OPTIONAL) (M3302)
RAAS OPERATION
- RAAS advisories are not intended for navigation purposes.
- RAAS is not designed to enhance traffic awareness and therefore its use
does not ensure protection against loss of separation with other traffic.
- RAAS does not include knowledge of ATC clearance.
- RAAS may not include new or modified runway length in its database.
- RAAS does not include knowledge of prevailing Notice to Airmen (NOTAM)
concerning use of runways.
- RAAS advisories do not ensure that the airplane will, or can be, stopped
before hold lines, the runway edges or the runway end.
INHIBITION
Crew should inhibit the RAAS aural alerts in the following cases:
- If unwanted or untimely advisories are detected,
- If a "go around" or "touch and go" is anticipated,
- If a NOTAM modifies runway data,
- If a take-off on non-separate runways is anticipated.
ATC DATA LINK (OPTIONAL)
Only applicable to A/C with M3254 and (M3309 or M3402) or A/C with
M3254 and (SB F2000EX308 or SB F2000EX-309):
GENERAL
The ATC Data Link system has been demonstrated to comply with the
applicable safety, performance and interoperability requirements:

LIMITATIONS 10-34A
F2000EX
EASy
Data
Aircraft-allocated Sub-
Link Applicable standards
performance network
type
and (M3309 or SB F2000EX-308)
ED-120
(incl. Changes 1 and 2).
A/C with M3254
ED-110B CPDLC
European Commission at
VDL Mode
ATN B1 Regulation (EC) Initial
2
No 29/2009 as specified Continental
by Performance
Eurocontrol Specification
on Data Link Services
(Eurocontrol-Spec-0116).
VDL Mode
and (M3402 or SB F2000EX-309)
CPDLC at RCP
A / Mode 2,
ED-100A 240
FANS Inmarsat
1/A(*) Satcom,
ED-122 ADS-C at RSP
A/C with M3254
Iridium
180
Satcom
VDL Mode
A / Mode 2,
OCL Inmarsat
ED-106A None
service Satcom,
Iridium
Satcom
(*) Latency timer is not available
The ATC Data Link system does support VDL Mode 2 multi-frequency
operation as defined in ARINC Spec. 631-5.
This compliance with the certification standards does not, by itself, constitute
an operational approval where such an approval is required.
The ATN B1 CPDLC installation is limited to providing a supplementary
means of communication; voice shall remain the primary means of
communication.
The crew should continuously monitor VHF (in ATN B1 airspace) or maintain
a SELCAL watch (in oceanic airspace) on the specified frequencies.
The ATN B1 CPDLC shall only be used for routine Data Link exchanges
during en-route operations.
The CPDLC installation (ATN B1 or FANS 1/A) must not be used during
critical flight phases (take-off, go-around and landing) and inside terminal
areas.
The FANS 1/A ATC Data Link system does not provide automation for FMS
flight plan modification based on data received by CPDLC.

A/C EQUIPPED WITH DUAL CAPABILITY (ATN B1 AND FANS 1/A)

Transitions between ATN B1 and FANS 1/A FIRs are not automated. These
kinds of transitions require Flight Crew - Controller coordination over Voice
and/or CPDLC.

LIMITATIONS 10-34A
F2000EX
EASy
ATC DATA LINK (OPTIONAL) (A/C WITH M3254 AND

(M3942 OR M3943))
GENERAL
The ATC Data Link system has been demonstrated to comply with the
applicable safety, performance and interoperability requirements:
Aircraft-
Data Link Sub-
Applicable standards allocated
type network
performance
ED-120
(incl. Changes 1 and
M3309 or SB F2000EX-308
2).
ED-110B
CPDLC
European Commission
A/C with
at
Regulation (EC) VDL
ATN B1 Initial
No 29/2009 as Mode 2
Continental
specified by
Performance
Eurocontrol
Specification
on Data Link Services
(Eurocontrol-Spec-
0116).
VDL Mode
CPDLC at RCP
A / Mode 2,
ED-100A 240
FANS Inmarsat
A/C with M3402 or
SB F2000EX-309
1/A+ Satcom,
ED-122 ADS-C at RSP
Iridium
180
Satcom
VDL Mode
A / Mode 2,
OCL Inmarsat
ED-106A None
service Satcom,
Iridium
Satcom
VDL Mode
A/C with M3402 (or SB F2000EX-
FANS CPDLC at RCP

A / Mode 2,
1/A+ with ED-100A 240
Inmarsat
“Push to
309) and M-OPT0296
Satcom,
load” ED-122 ADS-C at RSP
Iridium
function 180
Satcom
VDL Mode
A / Mode 2,
OCL Inmarsat
ED-106A None
service Satcom,
Iridium
Satcom
The ATC Data Link system does support VDL Mode 2 multi-frequency
operation as defined in ARINC Spec. 631-5.

This compliance with the certification standards does not, by itself, constitute
an operational approval where such an approval is required.
The ATN B1 CPDLC installation is limited to providing a supplementary
means of communication; voice shall remain the primary means of
communication.
The crew should continuously monitor VHF (in ATN B1 airspace) or maintain
a SELCAL watch (in oceanic airspace) on the specified frequencies.
The ATN B1 CPDLC shall only be used for routine Data Link exchanges
during en-route operations.
The CPDLC installation (ATN B1 or FANS 1/A) must not be used during
critical flight phases (take-off, go-around and landing) and inside terminal
areas.
The FANS 1/A ATC Data Link system provides automation for FMS flight plan
modification based on data received by CPDLC (“Push to load” function).
A/C EQUIPPED WITH DUAL CAPABILITY (ATN B1 AND FANS 1/A)

Transitions between ATN B1 and FANS 1/A FIRs are not automated. These
kinds of transitions require Flight Crew - Controller coordination over Voice
and/or CPDLC.
SYNTHETIC VISION SYSTEM (OPTIONAL)
Synthetic Vision System is intended for improved situational awareness and

shall not be used:
- For navigation,
- For trajectory management whatever the phases of flight,
- As an approach guidance,
- As a mean to operate below minimums.

LIMITATIONS 10-49
F2000EX
ATA 49 - APU Page 1 of 2
EASy
Issue 8
AUXILIARY POWER UNIT

- Maximum starting altitude ................................................................. 35,000 ft
- Maximum N1 speed .............................................................................. 110 %
- Average fuel flow ............................................................................... 100 lb/h
(APU GEN ON +50 lb/h -- APU BLEED ON +30 lb/h).
- Exhaust Gas Temperature limits (T5):
- Starting................................................................. 988 °C less than 10 sec.
- Stabilized ......................................................................................... 746 °C
- Maximum generator output:
- Transient:
- 40 seconds .................................................................................... 450 A
- 180 seconds .................................................................................. 375 A
- Stabilized:
- 0 to 10,000 ft .................................................................................. 300 A
- 10,000 to 25,000 ft ......................................................................... 250 A
- 25,000 to 35,000 ft ......................................................................... 200 A
Operation of the APU with passengers in the cabin and no crew member
monitoring is forbidden.

Page 2 of 2 ATA 49 - APU EASy
Issue 8

LIMITATIONS 10-52
F2000EX
ATA 52 - Doors Page 1 of 2
EASy
Issue 2
PASSENGER DOOR MAXIMUM AUTHORIZED WEIGHT
- Maximum weight authorized on the passenger door ........... 700 kg / 1,500 lb

- Maximum weight authorized on one step ............................... 200 kg / 440 lb

Page 2 of 2 ATA 52 - Doors EASy
Issue 2

LIMITATIONS 10-70
F2000EX
ATA 70 - Engine Page 1 of 4
EASy
Issue 7
THRUST RATINGS
Uninstalled, sea level, ISA.

- Take-off .......................................................................... 6,998 lb (3,114 daN)
- Maximum continuous ..................................................... 6,998 lb (3,114 daN)
Take-off thrust rating is time limited to 5 minutes.
THRUST SETTINGS
The engine low pressure rotor speed N1 is used as the thrust setting
parameter.
ROTOR SPEED LIMITS
CONDITION OF USE N1 N2
Normal Take-off (5 minutes max.) 102.5 % 102 %
Maximum Take-off (5 minutes max.) 102.5 % 102 %
Maximum continuous 102.5 % 102 %
Transient (20 seconds) 103.5 % 103 %
100 % N1 = 10,400 RPM

100 % N2 = 26,780 RPM
ENGINE VIBRATION LIMITS
- Overall ..............................................................................0.96 in/sec average

Page 2 of 4 ATA 70 - Engine EASy
Issue 7
INTERSTAGE TURBINE TEMPERATURE (ITT) LIMITS
CONDITION OF USE °C
Ground start 950 °C
Airstart 950 °C
Restart max temperature:
- Airstart 500 °C
- Groundstart 340 °C
Max. take-off (APR) transient 905 °C 2 minutes max.
Max. take-off (APR) 895 °C 5 minutes max.
45 seconds max. then ITT must
Take-off transient: refer to
890 °C decrease linearly to below
diagram here below
875°C within 3 minutes
Normal take-off 875 °C 5 minutes max.
Max. continuous 860 °C
890 °C 20 seconds max.
Flight transient
875 °C 5 minutes max.
OVERTEMPERATURE LIMITS AT TAKE-OFF WITHOUT APR

Interturbine Temperature (°C)
890
Area T/O transient ITT: TLA = TAKE-OFF
T/O transient ITT

875
0 1 2 3
45 sec
Time (minutes)
STARTING TIME
CONDITION OF USE
Ground start:
From start to 5.2% N2 15 seconds max.
From start to lightoff 20 seconds max.
From lightoff to idle 60 seconds max.
Airstart (from lightoff to idle):
Assisted 90 seconds
Windmilling 180 seconds

LIMITATIONS 10-70
F2000EX
EASy
Issue 7
STARTER RE-ENGAGEMENT LIMITS
- Maximum N2 ............................................................ Starter cutout N2 (50 %)
GPU START
If start is made with GPU (AIR assistance), air flow limitations are:
- Maximum temperature ......................................................... 480°F / 250°C

- Maximum pressure ........................................................................... 50 psi
- Maximum flow .............................................................................. 82 lb/min

Issue 7

LIMITATIONS 10-70A
F2000EX
EASy
THRUST RATINGS

- Take-off .......................................................................... 6,998 lb (3,114 daN)
Take-off thrust rating is time limited to 5 minutes.
THRUST SETTINGS
parameter.
ROTOR SPEED LIMITS
Take-off 102.5 % 102 %
Take-off with APR 102.5 % 102 %
100 % N1 = 10,400 RPM

100 % N2 = 26,780 RPM

CONDITION OF USE °C DURATION

Airstart 950 °C
- Airstart 500 °C
Take-off with APR transient 905 °C 2 minutes max.
Take-off with APR 895 °C 5 minutes max.
Take-off transient 890 °C decrease linearly to below
Take-off 875 °C 5 minutes max.
Flight transient

890
T/O transient ITT

875
0 1 2 3
45 sec
Time (minutes)

LIMITATIONS 10-70A
F2000EX
EASy
STARTING TIME
CONDITION OF USE
Ground start:
Ground start must be aborted upon amber START annunciation on N1
gauge (except if the engine is very close to reference ground N2 idle where a
short flashing START can be triggered).
Assisted 90 seconds
GPU START



LIMITATIONS 10-70B
F2000EX
EASy
THRUST RATINGS

- Take-off .......................................................................... 6,998 lb (3,114 daN)
With all engines operating, use of take-off rating is limited to periods not
exceeding 5 minutes.
In the event of an inoperative engine due to shutdown or failure, use of
take-off with APR rating is extended to 10 minutes.
THRUST SETTINGS
parameter.
ROTOR SPEED LIMITS
Take-off 102.5 % 102 %
Take-off with APR 102.5 % 102 %
100 % N1 = 10,400 RPM

100 % N2 = 26,780 RPM

CONDITION OF USE °C DURATION

Airstart 950 °C
- Airstart 500 °C
Take-off with APR transient 905 °C 2 minutes max.
Take-off with APR 895 °C 5 minutes max.
Take-off with APR in case of one

engine inoperative
Take-off transient 890 °C decrease linearly to below
Take-off 875 °C 5 minutes max.
Flight transient

890
T/O transient ITT

875
0 1 2 3
45 sec
Time (minutes)

LIMITATIONS 10-70B
F2000EX
EASy
STARTING TIME
CONDITION OF USE
Ground start:
Ground start must be aborted upon amber START annunciation on N1
gauge (except if the engine is very close to reference ground N2 idle where a
short flashing START can be triggered).
Assisted 90 seconds
GPU START



LIMITATIONS 10-78
F2000EX
ATA 78 - Thrust reverser Page 1 of 2
EASy
Issue 7
THRUST REVERSER (NORDAM ASP)
Thrust reverser is approved only when on ground.

Page 2 of 2 ATA 78 - Thrust reverser EASy
Issue 7

LIMITATIONS 10-79
F2000EX
ATA 79 - Oil Page 1 of 2
EASy
Issue 10
APPROVED OILS
Approved Type II oils conforming to Pratt & Whitney specifications.
OIL PRESSURE LIMITS
Minimum pressure Maximum pressure
Starting 0 psi 240 psi
Ground & Flight

20 psi 100 psi
IDLE
Above IDLE 36 psi 100 psi
ENG .. : OIL PRESS message in CAS appears for oil pressure below 20 psi
and engine running at N2 above 50 %.
TRANSIENT OIL PRESSURE TIME LIMITS
Oil Press between Max. transient (sec.)

0 and 10 psi 20
10 and 20 psi, engine Idle 90
10 and 36 psi, engine above Idle 90
100 and 220 psi 90
OIL TEMPERATURE LIMITS
Maximum 135 °C
Minimum for take-off 27 °C
Minimum 16 °C
Transient: for 90 sec. 143 °C
Cold start - 40 °C

Page 2 of 2 ATA 79 - Oil EASy
Issue 10

LIMITATIONS 10-79A
F2000EX
ATA 79 - Oil Page 1 of 2
EASy
APPROVED OILS
Approved Type II oils conforming to Pratt & Whitney specifications.
OIL PRESSURE LIMITS
Minimum pressure Maximum pressure
Starting 0 psi 240 psi
Ground & Flight

20 psi 100 psi
IDLE
Above IDLE 36 psi 100 psi
ENG .. : OIL PRESS message in CAS appears for oil pressure below 20 psi
and engine running at N2 above 50 %.
TRANSIENT OIL PRESSURE TIME LIMITS
Oil Press between Max. transient (sec.)

0 and 10 psi 20
10 and 20 psi, engine Idle 90
10 and 36 psi, engine above Idle 90
100 and 220 psi 90
OIL TEMPERATURE LIMITS
Maximum 135 °C
Minimum for take-off 27 °C
Minimum 16 °C
Transient: for 90 sec. 143 °C
Cold start - 40 °C
OIL QUANTITY LIMITS
For scheduled flight durations greater than 10 hours (including time to

alternate) engine oil levels must be checked and verified to be above the MIN
oil level indicator line by at least 50 % of the distance between MAX and MIN
level indicator markings on each engine.

Page 2 of 2 ATA 79 - Oil EASy

LIMITATIONS 10-80
F2000EX
Miscellaneous Page 1 of 2
EASy
Issue 6
TOWBARLESS TOWING
Only the towbarless towing vehicles approved by the constructor, as listed in

the Ground Servicing Manual (DGT681), should be used.

Page 2 of 2 Miscellaneous EASy
Issue 6

NORMAL PROCEDURES 15-05
F2000EX
Interior pre-flight Page 1 of 2
EASy
Issue 7
PREFLIGHT - INTERIOR INSPECTION
INTERIOR INSPECTION DO-LIST

MAIN ENTRANCE
Oxygen bottle pressure and valve ......................................... Checked - Open 1
COCKPIT
Oxygen masks ................................................................................... Checked

Fire extinguishers ............................................................. Installed - Checked
Crash axe............................................................................................. Stowed
Documents ........................................................................................ On board
Smoke hoods ..................................................................................... Checked
Smoke goggles .................................................................................. Checked
Flashlight............................................................................................ Checked
All circuit breakers ............................................................................. Engaged 2
PARK BRAKE ....................................................................... Set - First detent 3
CABIN
First aid kit.......................................................................................... Checked

Emergency exit safety device ........................................................... Removed
Cabin fire extinguishers .................................................... Installed - Checked
Survival equipment .............................................................................. Stowed
Manual air conditioning interconnect valve .......................................... Closed
Recirculation valve manual control (in aft toilet) .................................. Pushed

15-05 NORMAL PROCEDURES F2000EX
Page 2 of 2 Interior pre-flight EASy
Issue 7

F2000EX
Exterior pre-flight Page 1 of 4
EASy
Issue 12
PREFLIGHT - EXTERIOR INSPECTION
EXTERIOR PREFLIGHT DO-LIST

FORWARD FUSELAGE
LH static ports (cover - condition) ...................................Removed - Checked 1,2

LH pitot probe (cover - condition) ....................................Removed - Checked 1
STBY pitot probe (cover - condition) ...............................Removed - Checked 1
LH AOA sensor (cover - condition) .................................Removed - Checked 1
LH stand-by static port (cover - condition) .....................Removed - Checked 1
Cockpit windows ....................................................................Clean - Checked 3
Windshield wipers ................................................................................Stowed 3
Nose landing gear: 4
Hydraulic leak ................................................................... None - Checked
Wheels and tires condition ........................................................... Checked
Shock absorber height ................................................................. Checked
Torsion link pin .............................................................................. Installed 5
Taxi light ............................................................................................ Checked 6
Nose wheel well:
Maintenance access door ............................................................... Closed
Nose cone closed and latched (all 5) ................................................ Checked 7
Nose cone lightning strips (7) ............................................................ Checked
TAT probe (cover - condition)..........................................Removed - Checked 1
RH AOA sensor (cover - condition) .................................Removed - Checked 1
RH pitot probe (cover - condition) ...................................Removed - Checked 1
RH static port (cover - condition) .....................................Removed - Checked 1,2
RH stand-by static port (cover - condition) ......................Removed - Checked 1,2
Ice detector (cover – condition) (option) ..........................Removed - Checked 1
Belly rotating beacon ......................................................................... Checked 8
Forward toilet servicing door (if installed) .......................................... Checked
Antennas - Drains .............................................................................. Checked
Ice detection light .............................................................................. Checked 6
Landing light ...................................................................................... Checked 6
Right main wheel well ........................................................................ Checked
Fuel vent valve ......................................................................... None Checked
Over-wing emergency light................................................................ Checked
Over-wing emergency exit................................................................. Checked 9
Windows (condition) .......................................................................... Checked

Page 2 of 4 Exterior pre-flight EASy
Issue 12

RIGHT WING
Fuel leak ................................................................................ None - Checked

ENG 2 air intake .................................................... Cover removed - Checked
Ground emergency light .................................................................... Checked 6
Leading edge condition ..................................................................... Checked 10
Gravity fueling cap ............................................................................. Checked 11
Navigation / strobe lights - Wing tip fairing ................. Undamaged - Checked 12
Static dischargers:
A/C without winglet: all 4 .............................................................. Checked
A/C with winglet: all 3 ................................................................... Checked
Aileron / Flaps / Airbrakes ................................................................. Checked
RH main landing gear: ....................................................................... Checked 4
Brake condition ............................................................................. Checked
Chocks................................................................................................. In place
For A/C with M2846:
Winglets replace the basic airplane wing tip fairing. Any text that previously
referenced the wing tip fairing is now applicable to the winglet.
Winglet equipped A/C have a total of 16 static dischargers instead of 18.
End.

F2000EX
Exterior pre-flight Page 3 of 4
EASy
Issue 12

REAR FUSELAGE – REAR CONE – TAIL SURFACES
ENG 2 nacelle ventilation - Drains .................................................... Checked 13

ENG 2 tail pipe .................................................................................. Checked 14
ENG 2 cowl latches (all 4) .................................................... Locked and flush
ENG 2 Thrust reverser (stowed) ....................................................... Checked 15
ENG 2 pylon static discharger ........................................................... Checked
Fueling panel ........................................................................................ Closed
Fueling coupling door ........................................................................... Closed
Aft toilet servicing door ......................................................................... Closed
External power access door ................................................................. Closed
Air starter coupling access door ........................................................... Closed
ENG & APU extinguishers................................................Pressure - Checked
Aft Servicing compartment door ........................................................... Closed
APU air inlet and exhaust .................................................................. Checked
Right tailplane:
Leading edge and elevator condition ........................................... Checked
Static dischargers (all 3) ................................................................. In place
Fin:
Heat exchanger air inlet (top fuselage) ........................................ Checked 16
Leading edge and rudder condition.............................................. Checked
White navigation light ................................................................... Checked
Strobe light ................................................................................... Checked
Left tailplane:
Leading edge and elevator condition ........................................... Checked
ENG 1 tail pipe .................................................................................. Checked 14
ENG 1 cowl latches (all 4) .................................................... Locked and flush
ENG 1 thrust reverser (stowed) ........................................................ Checked 15
ENG 1 pylon static discharger ........................................................... Checked
ENG 1 nacelle ventilation - Drains .................................................... Checked 13
APU servicing door ............................................................................... Closed
FWD servicing compartment locker (option) ....................................................
17
....................................................................... Content checked – Door locked
FWD servicing compartment door ........................................................ Closed 18
Baggage compartment door ................................................................. Closed 19
Door control panel ........................................................................... Closed
Door lock handle ............................................................................. Closed
Water servicing panel .......................................................... Closed - Checked

Page 4 of 4 Exterior pre-flight EASy
Issue 12

LEFT WING
LH main landing gear: 4

Brakes condition ........................................................................... Checked
Aileron - Flaps - Airbrakes ................................................................. Checked
Static dischargers:
A/C without winglet: all 4 .............................................................. Checked
A/C with winglet: all 3 ................................................................... Checked
Navigation and strobe lights - Wing tip fairing ............ Undamaged - Checked 12
No fuel leaks ...................................................................................... Checked
Gravity fueling cap ............................................................................. Checked 11
Leading edge condition ..................................................................... Checked 10
ENG 1 air intake .................................................... Cover removed - Checked
Chocks................................................................................................. In place
LEFT FORWARD FUSELAGE
Windows (condition) .......................................................................... Checked

Fuel vent valve: leaks ............................................................ None - Checked
Ice detection light .............................................................................. Checked 6
Landing lights .................................................................................... Checked 6
Main door........................................................................................... Checked

F2000EX
Power off Page 1 of 2
EASy
Issue 10
POWER OFF
POWER OFF DO-LIST

PF PNF
Headset / Microphone ......In place Headset / Microphone ..... In place
C/B’s ................................... Check C/B’s ................................... Check
LH CONSOLE RH CONSOLE
1 Oxygen Mask ..................... Check Oxygen Mask ..................... Check 1
2 Smoke goggles .................. Check Smoke goggles .................. Check 2
NWS ............... Clear from LH EFB
3
(Optional)
LH INSTRUMENT PANEL RH INSTRUMENT PANEL
PARK BRAKE handle .................. VHF 1 EMER pushbutton .............
................................... As required ....................................... Guarded
APR-O’RIDE and APR- ELT switch .......................... AUTO
DISARM ......................................
.................................. Press – Out
L/G handle ........................... Down
GEAR PULL handle ..... Pushed in
MANUAL PRESSURIZATION
knob.................... DN (Fully CCW)
PEDESTAL PEDESTAL
Engine rotary switch ...... NORMAL CCD.................................... Check 6
CLC joystick .................................
BKUP selector (both) ....... NORM
...................... Free travel / Check
MIC selector (both) .......... BOOM OVERHEAD PANEL
WX RADAR rotator (both) ..... OFF FIRE SECTION
Power levers ...................... STOP Fire panel ........................... Check 4
6 CCD ................................... Check DC SUPPLY SECTION
CLC joystick ................................. EXT POWER ...................... Flush
....................... Free travel / Check
BAT switches (both) ................ Off
5 Reversion Panel ................. Check GEN switches (all 3) ................ On
AIRBRAKE handle ..................... 0 Bus tied rotary switch ...................
............................ Vertical (untied)
NORMAL TAILPLANE C/B ....... In AIR CONDITIONING SECTION
Slats-flaps ........................ CLEAN PAX / CREW knobs ..... 12 o’clock
EMERG SLATS ....Guarded down OXYGEN SECTION
GEAR EMERGENCY......... Check PAX OXYGEN controller ..............
......................................NORMAL
EXT / INT LIGHT SECTION
LANDING switches (both) ..... OFF
Emerg lights switch ............... OFF
DOME rheostat ........... Fully CCW
DIM / BRIGHT knob ....... BRIGHT
Lighting rheostats (all 3) ...............
.................................... Fully CCW
Reading lights rheostats (both) ....
.................................... Fully CCW

Page 2 of 2 Power off EASy
Issue 10

F2000EX
Power on Page 1 of 2
EASy
Issue 13
POWER ON
POWER ON DO-LIST
PF PM
BAT 1 and BAT 2 .................... On 1
LH ISOL ............ Unlighted – Check
RH ISOL ............ Unlighted – Check
MINI LOAD MASTER ................... On 2
SYNOP / ELEC. ................. Check 3
Bus tied rotary switch ...................
.......................... Horizontal (Tied)
FIRE detection ...................... Test 4
NAV .................... LOGO – Check
APU START 5
APU BLEED .......................... Auto
APU .......................................Start
EXT POWERING 6
GPU .................................. Plug in
EXT POWER .............................. On
AIRPLANE POWERED
CABIN MASTER ......................... On
LH AV MASTER ......................... On
RH AV MASTER ......................... On
GALLEY MASTER ...................... On
Emerg lights switch ............. ARM 7
FASTEN BELTS ......................... On
NO SMOKING ............................ On
CABIN lights ................ As required
Cockpit lights .............. As required
ON SIDE CONSOLE
Oxygen mask ............... 100% test 8
8 Oxygen mask ............... 100% test
115/230 VAC (optional) ............ OFF
LW DU UP DU
FMS......................................... Init 9
FMW pre-flight......................... Init 10
11 SYNOP / FUEL .................. Check
SYNOP / ECS OXYGEN ..............
12
........................................... Check
13 SYNOP / HYD.................... Check
*14 ST-BY PUMP ........................... Auto
15 Pitch trim ................................Test
*16 Trims A/R ...............................Test
*17 STALL 2 test ................. Complete
* ST-BY PUMP ........................... OFF
18 SYNOP / TEST ................ Perform
OVERHEAD PANEL
ANTI-ICE BRAKE (if installed) ...... 19
........................................... Check

Page 2 of 2 Power on EASy
Issue 13
POWER ON DO-LIST
PF PM
PEDESTAL
CCD ................................... Check 20
20 CCD ................................... Check
ON SIDE PDU ON SIDE PDU
21 IRS(s) heading .................. Check IRS(s) heading .................. Check 21
(*) Test to be performed on the first flight of the day.

APU starter limitations:
Pause for 30 seconds between each start attempt,
And pause for 15 minutes after a series of 3 start attempts.
For Step 3 A/C (without M3254 - EASy II):
Should the Flight ID be the same as the preceding flight, systematically
re-enter it although saved and displayed by the FMS. Otherwise, the
transponder will not transmit it.
End.
The Long Range Cruise (LRC) setting could provide erroneous
performance data and thus shall not be used. To perform a long range
cruise, the Manual setting shall be used by entering the appropriate
Mach number according to the Performance Manual (or QRH1).

NORMAL PROCEDURES 15-25A
F2000EX
Cockpit preparation - Before start Page 1 of 2
EASy
COCKPIT PREPARATION
If the tailwind component exceeds 10 knots, it is recommended to reposition

the airplane into the wind.
COCKPIT PREPARATION DO-LIST

PF PNF
ATIS ..................................... Copy
1 Altimeters/SFD ..................... QNH Altimeter ............................... QNH 1
2 FPLN .................................. Check
3 FMW Departure....................... Set T/O Performance ............... Check 4
5 Departure settings ................... Set Departure settings ................... Set 5
6 Guidance Panel....................... Set Guidance Panel ................. Check 6
7 ADI: TERM ......................... Check
8 Departure briefing ........ Complete
COCKPIT PREPARATION CHECK-LIST
LINE ITEM SYNOPTIC

Preflight inspection . Done
Covers and pins ... Removed
EMERG LIGHTS .......... ARM
FASTEN BELTS ........... ON
NO SMOKING ............. ON
Pre-start tests ...... Done TEST
Fuel Qty .............. Ckd FUEL
Fuel Used ............... 0 FUEL
Hydraulic Qty ......... Ckd HYD
Oxygen ................ Ckd ECS
Gross Weight .......... Ckd
Speeds ................ Ckd
Departure settings .... Ckd STAT
Altimeters (all 3) .... QNH

15-25A NORMAL PROCEDURES F2000EX
Page 2 of 2 Cockpit preparation - Before start EASy
BEFORE START
BEFORE START DO-LIST

PF PM
1 Brake temperature ............. Check
st
2 PARK BRAKE ...... Set - 1 detent
3 Chocks ............................Remove
4 Doors ................................... Close
Seat / Pedal / Harness ................ Seat / Pedal / Harness ................. 5
5
.................................. Adjust/Lock ...................................Adjust/Lock
ANTICOL lights ...................... RED
APU BLEED........................... Auto
If the tailwind exceeds 10 knots, it is recommended to head the airplane into

the wind.
After seat adjustment, all flight controls must be free of restriction

throughout the full travel of controls.
If the pilot's seat is moved in flight, it must be readjusted before
descent.
BEFORE START CHECK-LIST
LINE ITEM SYNOPTIC

PARK BRAKE ............ Set
ANTICOL lights ........ RED
APU Bleed ............. Ckd BLD

F2000EX
Start Page 1 of 2
EASy
Issue 12
START
START DO-LIST
PF PM
ENG - TRM - FUEL .......... Display
Area ................................. Cleared Area ..................................Cleared
1 Engines .................................Start
Residual ITT must be at or below 340 °C to avoid hot or hung start.

the wind.
If GEN.. is displayed in CAS after 2nd engine start, increase electrical load
(see CODDE 2 section 03-05-20 START Procedure (CONTINUED)).
STARTING PROBLEMS
ABORT START WHEN:

- START appears on PDU.
- N2 remains below 5.2 % after 15 sec.
- No light-off within 20 sec.
- No oil pressure within 20 sec.
- No N1 by 40 % N2.
- No idling within 1 min and 20 sec.
 Power lever ........................................................................................... STOP

 If engine 1 affected:
 BOOST 1 ........................................................................................... OFF
 If no light−off with IGN annunciation in PDU or if
ENG .. : SHUTDOWN BY FADEC message without
ENG .. : NO DISPATCH, ENG .. : SHORT DISPATCH ,
ENG .. : LONG DISPATCH message in Crew Alerting System:
 Dry-motor:
 Pedestal engine rotary switch.................................................... MOTOR
 ENG: MAN START button .......................................................... Pushed
 ITT .......................................................................................... Monitored
 After 30 seconds max.:
 Pedestal engine rotary switch..................................................NORMAL
Do not attempt another start as long as ITT is above 340 °C.
If necessary, dry-motor to cool the engine down.

Page 2 of 2 Start EASy
Issue 12

F2000EX
Start Page 1 of 2
EASy
A/C with M3066 or M3453 Issue 6
START
START DO-LIST
PF PM
ENG - TRM - FUEL .......... Display
Area ................................. Cleared Area ..................................Cleared
1 Engines .................................Start
Residual ITT must be at or below 340 °C to avoid hot or hung start.

the wind.
If GEN.. is displayed in CAS after 2nd engine start, increase electrical load
(see CODDE 2 section 03-05-20 START Procedure (CONTINUED)).
STARTING PROBLEMS
ABORT START WHEN:

- START appears on PDU (except if the engine is very close to reference
ground N2 idle where a short flashing START can be triggered).
 Power lever ........................................................................................... STOP

 If engine 1 affected:
 BOOST 1 ........................................................................................... OFF
 If no light−off with IGN annunciation in PDU or if
ENG .. : SHUTDOWN BY FADEC message without
ENG .. : NO DISPATCH, ENG .. : SHORT DISPATCH ,
ENG .. : LONG DISPATCH message in Crew Alerting System:
 Dry-motor:
 Pedestal engine rotary switch.................................................... MOTOR
 ENG: MAN START button .......................................................... Pushed
 ITT .......................................................................................... Monitored
 After 30 seconds max.:
 Pedestal engine rotary switch..................................................NORMAL
Do not attempt another start as long as ITT is above 340 °C.
If necessary, dry-motor to cool the engine down.

Page 2 of 2 Start EASy
Issue 6 A/C with M3066 or M3453

F2000EX
After start Page 1 of 2
EASy
Issue 14
AFTER START
AFTER START DO-LIST

PF PM
C/Bs ................................... Check C/Bs ................................... Check
OVERHEAD PANEL PEDESTAL
Bus tied rotary switch ................... WX RADAR (both) ............. AUTO
........................... Vertical (Untied)
ATC/TCAS active mode ............... 1
........................................ ALT ON
ADS-B OUT (optional) ............ ON 2
ST-BY PUMP ........................... Auto STALL 1 ................................ Test 3*
* BLEED APU .......................... OFF Slats-flaps .................. SF1 or SF2
*4 ANTI-ICE ............................... Test
ANTI-ICE ENG.. (both) .................. Speeds ............................... Green 5
................................... As required
* BLEED APU .......................... Auto
Stand-by compass ............. Check
WINDSHIELD PILOT and SYNOP / STATUS .......................
COPILOT ........................... Normal .............................. Select / Check
115 / 230 VAC (optional) .......... OFF 6
7 Flight controls ........................ Free Cabin .................................. Ready 8
AFTER START CHECK-LIST
LINE ITEM SYNOPTIC

C/B ................... Ckd
Overhead Panel Tests . Done
BUS TIED ......... Vertical ELEC
ST-BY PUMP ........... Auto HYD
A/I: ENG ........ ON or Off BLD
WINDSHIELD (2) ....... Norm
WX RADAR ............. AUTO
ATC/TCAS ........... ALT ON
TRIMS: ALL ............ Ckd
Flight controls ....... Ckd
STALL Tests .......... Done
Airbrakes ............ AB 0
Speeds .............. Green
STATUS page ........... Ckd STAT

Page 2 of 2 After start EASy
Issue 14

F2000EX
Taxi Page 1 of 2
EASy
Issue 13
TAXI
Before starting taxi, make sure the airplane is clear on both sides. If in doubt,
request ground assistance.
Consider jet blast when leaving the stand.
Adapt speed to prevailing weather conditions (visibility, contamination, etc.).
Focus on safety during taxi. Do not initiate any C/L or briefing unless clear of
obstacle, intersection, or hot spot.
If the airplane:
- Has been parked for a period of time in conditions that could have resulted
in moisture contamination of the wheel and brake assemblies and whenever
this contamination is suspected,
or,
- Uses ramps and/or taxiways contaminated by standing water (regardless of
the OAT), slush or snow (whatever the runway surface condition will be when
take-off is accomplished).
It is recommended to follow the "taxi", "after take-off", "descent" and "before
landing" procedures described in the OPERATION ON CONTAMINATED
RUNWAYS – NORMAL PROCEDURES procedure (section 20-25) , even
if the conditions at the day/time of departure do not require the use of those
procedures. This should prevent possible freezing of the brakes.
TAXI DO-LIST
LH RH
Taxi clearance ................Obtained
TAXI light ................................. ON Block time......................Recorded
PARK BRAKE ......... Fully forward
1 Brakes ............................... Tested Brakes ............................... Tested 1
Heading and horizons .... Checked
Pilot sliding window ......................
2
.........................Closed / Checked
APU .............................. Shutdown 3
4 Thrust reversers test ... Completed
ECL ..................... Queue Reseted
5 Departure briefing Updated by PF
Safety briefing .. Completed by PF
It is a good practice to briefly set the TCAS ON in the TA-ONLY or TA/RA

mode before crossing an active runway, in order to spot any aircraft on short
final.
TAXI CHECK-LIST
LINE ITEM SYNOPTIC
TAXI Light ............. ON
Sliding window ..... Closed
APU ................... Off
Cabin ............... Ready 6

Page 2 of 2 Taxi EASy
Issue 13

NORMAL PROCEDURES 15-45B
F2000EX
Line up - Take-off Page 1 of 2
EASy
BEFORE TAKE-OFF – LINE UP
When cleared to line up, the flight crew must ensure that the runway is clear,
and that no traffic is on short final.
The flight crew must also comply with the take-off spacing due to wake
turbulence, that is:
- 2 minutes in general;
- 2 minutes behind a heavy airplane departing from the same runway, or
from a parallel runway closer than 750 m (2,500 ft), or from a crossing
runway;
- 3 minutes behind a heavy, if take-off is not attempted from the threshold,
but from an intermediate part of the runway;
- 2 minutes in case of displaced threshold or opposite runway take-off.
BEFORE TAKE-OFF - LINE UP DO-LIST

LH RH
Area ......................................Clear
Area ......................................Clear
1 Flight controls ........................ Free
ANTI-ICE ENG.. (both) ................
................................... As required
Wings anti-icing .......... Anticipated 2
ANTICOL lights ....................... All
LANDING lights ....................... ON
TERR INHIB ............... As required 3
ATC/TCAS active mode ...............
.........................................TA / RA
ENG-TRM-BRK ............ Displayed ENG-TRM-BRK .......... As required
CAS messages ..................... Out
PF PM
WHEN CLEARED FOR TAKE-OFF
If OAT<10°C 4
PITOT NORMAL , ST-BY ...... On
Wait for TAT reading above 0°C and then release brakes.
Do not leave PITOT ON if take-off is delayed.
LINE UP CHECK-LIST
LINE ITEM SYNOPTIC

SLATS/FLAPS .. SF 1 or SF 2
LANDING Lights ON or PULSE
ATC/TCAS .......... TA / RA

15-45B NORMAL PROCEDURES F2000EX
Page 2 of 2 Line up - Take-off EASy
TAKE-OFF
TAKE-OFF DO-LIST
LH RH
Power levers ........................... TO
Engines parameters ....... Checked Engines parameters ....... Checked 1
Brakes ........................... Released Acceleration ................... Checked
PF PM
2 At VR ................................ Rotate

NORMAL PROCEDURES 15-45D
F2000EX Line up - Take-off
Page 1 of 2
EASy A/C with M3254 and M3663 (or SB F2000EX-345)
Issue 2
BEFORE TAKE-OFF – LINE UP
When cleared to line up, the flight crew must ensure that the runway is clear,
and that no traffic is on short final.
The flight crew must also comply with the take-off spacing due to wake
turbulence, that is:
- 2 minutes in general;
- 2 minutes behind a heavy airplane departing from the same runway, or
from a parallel runway closer than 750 m (2,500 ft), or from a crossing
runway;
- 3 minutes behind a heavy, if take-off is not attempted from the threshold,
but from an intermediate part of the runway;
- 2 minutes in case of displaced threshold or opposite runway take-off.
BEFORE TAKE-OFF - LINE UP DO-LIST

LH RH
Area ......................................Clear Area ......................................Clear
1 Flight controls ........................ Free ANTI-ICE ENG.. (both) ................
................................... As required
Wings anti-icing .......... Anticipated
ANTICOL lights ....................... All
LANDING lights ....................... ON
TERR INHIB ............... As required 2
ATC/TCAS active mode ...............
.........................................TA / RA
ENG-TRM-BRK ............ Displayed ENG-TRM-BRK .......... As required
CAS messages ..................... Out
LINE UP CHECK-LIST
LINE ITEM SYNOPTIC

SLATS/FLAPS .. SF 1 or SF 2
LANDING Lights ON or PULSE
ATC/TCAS .......... TA / RA
TAKE-OFF
TAKE-OFF DO-LIST
LH RH
Power levers ........................... TO
Engines parameters ....... Checked Engines parameters ....... Checked 1
Brakes ........................... Released Acceleration ................... Checked
PF PM
2 At VR ................................ Rotate

15-45D NORMAL PROCEDURES
Line up - Take-off F2000EX
Page 2 of 2 A/C with M3254 and M3663 (or SB F2000EX-345) EASy
Issue 2

F2000EX
After take-off Page 1 of 2
EASy
AFTER TAKE-OFF
AFTER TAKE-OFF DO-LIST

PF PM
Speed .......................... V2 + 10 kt Positive rate ....................Checked
Landing gear ................................
..........................Up on PF request
LANDING lights ................ PULSE
TAXI light ................................ Off
ANTI-ICE: WINGS .... As required 1
ANTI-ICE BRAKE (if installed) .... 2
................................ As necessary
AT OR ABOVE 400 FT AAL
FD ........................................... ON 3
FD ...................................... Follow
AT V2 + 10 KT MINIMUM
AP .................... ON on PF request
AT TOSA
4 SPEED ............ FMS or MAN XXX
AT VFR
Slats-flaps…Clean on PF 5
request
AT VFT
Power levers ................. MAX CLB
AT ........................................... ON
WHEN CLEARED TO A FLIGHT LEVEL
6 Altimeter/ SFD .......................STD Altimeter ................................ STD 6
To minimize possible flaps asymmetry in initial climb out, retract flaps

one notch at a time.
AFTER TAKE-OFF CHECK-LIST
LINE ITEM SYNOPTIC

Landing gear ........... Up
SLATS/FLAPS ......... CLEAN
Altimeters (all 3) .... STD

Page 2 of 2 After take-off EASy

NORMAL PROCEDURES 15-50B
F2000EX
After take-off Page 1 of 2
EASy
AFTER TAKE-OFF
AFTER TAKE-OFF DO-LIST

PF PM
1 FD ...................................... Follow Positive rate ................... Checked
Landing gear .................................
......................... Up on PF request
TAXI light ................................ Off
ANTI-ICE: WINGS .... As required 2
ANTI-ICE BRAKE (if installed) .... 3
................................ As necessary
AT OR ABOVE 400FT AAL AND AT V2 + 10 KT MINIMUM
AP ................... ON on PF request
AT VFR
Slats-flaps…Clean on PF 4
request
AT VFT
SPEED ............ FMS or MAN XXX
5 CLB (or VNAV mode) ............. Set
AT ........................................... ON
6 Altimeter/ SFD ....................... STD Altimeter................................ STD 6
To minimize possible flaps asymmetry in initial climb out, retract flaps

AFTER TAKE-OFF CHECK-LIST
LINE ITEM SYNOPTIC

Landing gear ........... Up
Altimeters (all 3) .... STD

15-50B NORMAL PROCEDURES F2000EX
Page 2 of 2 After take-off EASy

F2000EX
Climb Page 1 of 2
EASy
Issue 12
CLIMB
10,000 FT OR FL 100 CLIMBING DO-LIST

PF PM
Pressurization .................... Check 1
LANDING lights ..................... OFF 2
FASTEN BELTS ............ As required 3
NO SMOKING ............... As required
115/230 VAC (optional) ...................
................................... As required
Passenger door curtain ....... Close
18,000 FT OR FL 180 CLIMBING DO-LIST

LH RH
4 Altimeter / SFD ...................... STD Altimeter ................................ STD 4
The After Take-Off check-list remains open until altimeters are set to standard
and cross-checked.

Page 2 of 2 Climb EASy
Issue 12

F2000EX
Cruise Page 1 of 2
EASy
Issue 11
CRUISE
CRUISE DO-LIST
PF PM
Flight Management ....... Complete FASTEN BELTS ....... As required 1
SYNOPTICs ....................... Check 2
Altimeters ........................... Check 3
Navigation accuracy ......... Monitor 4
For A/C without M3000 and without M5001 (i.e. for all airplanes except
F2000DX and F2000S):
 AT THE BEGINNING OF THE CRUISE

 If RH fuel quantity is greater than LH fuel quantity:
 X-BP .................................................................................................. X-BP
 BOOST1 ............................................................................................ OFF
 WHEN LEFT AND RIGHT FUEL LEVELS ARE BALANCED:

 BOOST1 ......................................................................................... Unlighted
 X-BP ................................................................................................ Unlighted

Page 2 of 2 Cruise EASy
Issue 11

F2000EX
Before descent Page 1 of 2
EASy
Issue 11
BEFORE DESCENT
BEFORE DESCENT DO-LIST

PF PM
Weather at destination.................. 1
.......................................... Record
2 FMW Arrival ............................ Set LDG performance .............. Check 3
4 Approach settings ................... Set Approach settings ................... Set 4
Predictive RAIM at destination ..... CRUISE .......................... Deselect 6
5
........................ Check as required
AUTOBRAKE (if installed) ............ ECS: LDG ELEV ................ Check 8
7
................................... As required
Approach briefing.......... Complete
Pilot seats must be adjusted with feet at top of pedals to allow for full brake
pedal travel allowing maximum braking efficiency.
If icing is forecasted during descent, it is recommended to preventively turn

ENG A/I ON at top of descent.
Inserting and activating a new approach, a new flight plan, or selecting
secondary flight plan in the FMW resets the MINIMUMS selection.
Therefore, minimums shall be verified after such action.

Page 2 of 2 Before descent EASy
Issue 11

F2000EX
Descent Page 1 of 2
EASy
Issue 14
DESCENT
DESCENT DO-LIST
PF PM
ANTI-ICE BRAKE (if installed) 1
................................... As required
When brake heating system is used (if installed), all engines running or
one engine out:
The pilot MUST INCREASE the anti-ice minimum N1 by 2 % in icing
conditions.
FL 180 OR 18,000 FT DESCENDING DO-LIST

PF PM
WHEN CLEARED TO AN ALTITUDE
1 Altimeter / SFD ..................... QNH Altimeter ............................... QNH 1
FL 100 OR 10,000 FT DESCENDING DO-LIST

PF PM
2 ADI: TERM ......................... Check LANDING lights ................ PULSE
FASTEN BELTS ........... As required 3
NO SMOKING .............. As required
Cabin ............. Prepare for landing 4

Page 2 of 2 Descent EASy
Issue 14

F2000EX
Approach Page 1 of 2
EASy
Issue 13
APPROACH
APPROACH DO-LIST
PF PNF
Altimeter / SFD .....................QNH Altimeter................................ QNH
ENG - TRM - BRK ............ Display X-BP .................................... Close 1
AIRBRAKE AUTO EXT ........... Auto
ANTI-ICE BRAKE (if installed)
................................................. Off
LANDING lights ...................... ON
FASTEN BELTS ......................... ON
NO SMOKING ............................ ON
115 / 230 VAC (if installed) 2
.............................................. OFF
Approach and navigation display Approach and navigation display 3
3
................................... As required ................................... As required
Cabin ................................. Ready 4
LH RH
5 NWS .............. Clear from LH EFB
(optional)
If approach is flown in icing conditions:

- Ensure ENG ANTI-ICE selection prior to WINGS ANTI-ICE selection.
- With WINGS ANTI-ICE system on, ensure that the HP1, PRV1, HP2,
PRV2 and APU pushbuttons are in auto position and the XBLEED
pushbutton is in auto position.
Minimum A/I N1 can cause airspeed to exceed VAPP

It is recommended to configure early for landing and use airbrakes to control
speed if necessary.
Reduction below minimum A/I N1 (A/T Off) is authorized only for the last 3
minutes before touchdown.
APPROACH CHECK-LIST
LINE ITEM SYNOPTIC

Altimeters (all 3) .... QNH
Approach settings ..... Ckd
LANDING lights ON or PULSE
FASTEN BELTS ........... ON
NO SMOKING ............. ON
Cabin ............... Ready
STATUS page ........... Ckd STAT

Page 2 of 2 Approach EASy
Issue 13

F2000EX
Before landing Page 1 of 2
EASy
Issue 16
BEFORE LANDING
If the airplane:
- has been parked for a period of time in conditions that could have resulted in
moisture contamination of the wheel and brake assemblies and whenever this
contamination is suspected,
or,
- has used ramps, taxiways and/or runways contaminated by standing water
(regardless of the OAT), slush or snow
It is recommended to follow the "before landing" procedure described in the
OPERATION ON CONTAMINATED RUNWAYS - NORMAL PROCEDURES
procedure (section 20-25) , even if the conditions at the day/time of
departure do not require the use of those procedures. This should prevent
possible freezing of the brakes.
BEFORE LANDING DO-LIST

PF PM
1 SPEED ......... FMS or MAN VAPP Slats-flaps ..... SF 1 on PF request 2
Landing gear .................................
.....................Down on PF request
SYNOP / HYD.................... Check
TAXI light ................................. ON
Slats-flaps ..................................... 2
...... SF 2 and SF 3 on PF request
AUTOBRAKE status (if installed) 3
........................................... Check
ASEL ....................................... Set 4
5 AP / AT ....................... Disengage
MAN speed is mandatory to maintain VAPP down to 50ft. However, FMS

speed may be used to decelerate to Vapp.
To minimize possible risk of flaps asymmetry, extend flaps one notch at

a time.
BEFORE LANDING CHECK-LIST
LINE ITEM SYNOPTIC

Landing gear ..... 3 Greens
SLATS/FLAPS .......... SF 3

Page 2 of 2 Before landing EASy
Issue 16

F2000EX
Go around Page 1 of 2
EASy
Issue 12
THIS SECTION ONLY APPLIES TO A/C WITH EASY I OR EASY II 1ST

CERT (M3254)
GO-AROUND (TWO ENGINES)
GO-AROUND DO-LIST
PF PM
GA pushbutton ..................... Push
FD ...................................... Follow
Autothrottle ................. Disconnect
Power levers ............................ TO Slats-flaps ...... SF2 on PF request
AIRBRAKE .................... 0 - Check
WHEN POSITIVE RATE OF CLIMB
Speed ................................ VREF Landing gear .................................
......................... Up on PF request
Slats-flaps ...... SF1 on PF request
SPEED .........................................
MAN / VREF + 10 kt on PF
request
FD lateral mode ............................ 1
........................ Set on PF request
CLB mode ...... Set on PF request
LANDING lights ................PULSE
TAXI light .................................Off
ANTI-ICE: ENG / WINGS ................ 2
................................... As required
ASEL .................................. Check
ATC ................................... Advise
AT OR ABOVE 400 FT AAL AND AT VREF + 10 KT MINIMUM
AP ................... ON on PF request
AT GASA
SPEED ............FMS or MAN XXX
AT VFR
Slats-flaps .................................... 3
................. CLEAN on PF request
AT VFT
AT ........................................... ON
Altimeter / SFD ..................... STD Altimeter ................................ STD
To minimize possible flaps asymmetry at go around, retract the flaps

GO-AROUND CHECK-LIST
Use AFTER TAKE-OFF CHECK-LIST (see AFTER TAKE-OFF procedure
section 15-50) 

Page 2 of 2 Go around EASy
Issue 12

F2000EX
Go around Page 1 of 2
EASy
THIS SECTION APPLIES TO A/C WITH EASY II 2ND CERT OR 3RD CERT
(M3381 OR M3688) OR LATER CERTIFICATION LOADS
GO-AROUND (TWO ENGINES)
GO-AROUND DO-LIST
PF PM
TOGA pushbutton ................ Push
FD ...................................... Follow
Autothrottle ................. Disconnect
Power levers ........................... TO
Slats-flaps ...... SF2 on PF reques
AIRBRAKE ................... 0 - Chec
WHEN POSITIVE RATE OF CLIMB
Landing gear .... Up on PF reques
Slats-flaps ...... SF1 on PF reques
FD lateral mode .......................... 1
.........................Set on PF reques
TAXI light ................................. O
ANTI-ICE: ENG / WINGS ............. 2
................................... As require
ASEL.................................. Chec
ATC.................................... Advis
AT OR ABOVE 400 FT AAL AND AT VREF + 10 KT MINIMUM
AP ....................... ON on PF reques
AT VFR
Slats-flaps . CLEAN on PF reques 3
AT VFT
Power levers ................ MAX CLB
SPEED ............... FMS or MAN XXX
4 CLB (or VNAV mode) ................ Set
AT ............................................ ON
Altimeter / SFD ...................... STD Altimeter ............................... STD
To minimize possible flaps asymmetry at go around, retract the flaps

GO-AROUND CHECK-LIST
Use AFTER TAKE-OFF CHECK-LIST (see AFTER TAKE-OFF procedure
section 15-50B) 

Page 2 of 2 Go around EASy

F2000EX
Landing - After landing Page 1 of 2
EASy
Issue 14
LANDING
LANDING DO-LIST
PF PM
Power levers (all) ................. IDLE At touch down:
Brakes ................................. Apply Airbrakes extension ........... Check
1 Thrust reversers ...........................
.................. IDLE then as required
BELOW 30 KIAS
1 Thrust reversers ................... Stow
AFTER LANDING
AFTER LANDING DO-LIST

LH RH
.......................... Horizontal (Tied)
APU ........................... As required 1
ANTI-ICE WINGS ..................... Off 2
ANTI-ICE ENG.. (both) .................
................................... As required
ANTICOL lights .......................RED
LANDING lights ..................... OFF
ATC/TCAS active mode .. ALT ON
WX RADAR (both) .............. STBY
AIRBRAKES............................... 0
Slats-flaps ........................ CLEAN 3
Trims (R/A/P) ............ T/O position
AFTER LANDING CHECK-LIST
LINE ITEM SYNOPTIC

TAXI Light ............. ON
LANDING Lights ........ Off
ATC/TCAS ........... ALT ON

Page 2 of 2 Landing - After landing EASy
Issue 14

F2000EX
At ramp - Securing the airplane Page 1 of 2
EASy
Issue 12
AT RAMP
AT RAMP DO-LIST
LH RH
Power levers (both) .............. IDLE ST-BY PUMP ........................... OFF
st
PARK BRAKE ...... Set - 1 detent ANTI-ICE ENG.. ...................... Off
TAXI light ............................... OFF
1 Power levers (both) after 2 min BOOST1 ................................. OFF
at IDLE ............................... STOP
WING lights .............................. Off
ANTICOL lights ....................... OFF
FASTEN BELTS ......................... Off
NO SMOKING ............................ Off
CABIN lights ................ As required
DOME dimmer ........... As required
WX RADAR (both) ................ OFF
ATC/TCAS .........................ST-BY
AT RAMP CHECK-LIST
LINE ITEM SYNOPTIC
PARK BRAKE ............ Set
ST-BY PUMP ............ OFF HYD
BUS TIED ....... Horizontal ELEC
APU ............. ON or Off
Engines ........... Cut off
BOOST 1 ............... OFF FUEL
ANTICOL ............... OFF
TAXI light ............ Off
FASTEN BELTS .......... Off
ATC/TCAS ............ ST-BY
WX RADAR .............. OFF

Page 2 of 2 At ramp - Securing the airplane EASy
Issue 12
SECURING THE AIRPLANE
SECURING THE AIRPLANE DO-LIST

LH RH
Chocks............................. In place CABIN MASTER ....................... OFF
PARK BRAKE ........... As required GALLEY MASTER .................... OFF
APU .............................. Shutdown 1
Emerg lights .......................... OFF
............................Vertical (Untied)
BAT 1 and BAT 2 ..................... Off 2
SECURING THE AIRPLANE CHECK-LIST
LINE ITEM SYNOPTIC

Chocks ........... In place
EMERG LIGHTS .......... OFF
APU ................... Off
BUS TIED ......... Vertical ELEC
BAT (Both) ............ Off

NORMAL PROCEDURES - SYSTEMS 17-23
F2000EX
ATA 23 - Communications Page 1 of 2
EASy
Issue 2
ATA 23 - COMMUNICATIONS
HF
To tune the HF frequency, use the RADIOS window. When tuning it via the
permanent radio bar, HF frequency may be lost.
Do not have both HF radios tuned to the same frequency.
When transmitting on a frequency in the range 4,000 / 5,500 kHz or 9,900 /
11,000 kHz with power set to HIGH, a permanent 1,000 Hz signal may be
heard. In this case, revert power to MED (or to LOW).
"LOW" power setting is not recommended unless sufficient for transmission.
For ease of operation, the following sequence is recommended for selecting,
tuning and transmitting on a new HF frequency.
AUTOMATIC
PILOT PILOT (depends on the HF installation) PILOT
2 seconds 2 seconds Tuning: 1 to 6 seconds 2 seconds HF to transmit

min. min. seconds
HF frequency Mic is 1000 Hz tone HF is tuned Press mic and

selection keyed speak
When using ADF as a main navigation source (during cruise or approach),
limit HF radio use due to possible interference between ADF and HF
frequencies.
VHF
Active COM radio should be on PNF side.
Stand-by COM is used for: ATIS, OPS, or for the monitoring of 121.5.
SAT / AFIS
In case of loss of the AFIS link, it may be necessary to reinitialize it by setting
SAT / AFIS OFF then ON again, or VHF 3 VOICE then DATA, to reactivate
the link.
Configuration
Correct operation of AFIS in all areas assumes:
CMF / AFIS window - Status/Config tab
 Satellite links ......................................................................................... AUTO
 VHF COMM ............................................ Available - Checked
 VHF link ....................................................... DATA - Checked
 SATCOM ................................................ Available - Checked
FPL requests
FMW - pre-flight tab
 Orig-Dest-ETD-Date .......................................................................... Inserted
 Transmit request

17-23 NORMAL PROCEDURES - SYSTEMS F2000EX
Page 2 of 2 ATA 23 - Communications EASy
Issue 2
TX MSG
Pre- Eastbound North D-ATIS Messages Terminal

FROM: A
departure Oceanic Atlantic Weather

Clearances Clearance Tracks (4) Information
TO: A
PDC (1) Delivery (3) For Pilots

(2)
PDCKJFK CLX RQNAT ATISKJFK ALBGDFXH or TWIPKJFK
Or or Or F33149342139 Or
ADDRESS
Examples
PDCJFK RQNATE ATISJFK TWIPJFK

Or
RWNATW
Message
At least one character

field
(1) Request to be sent between [FPL ETD -20', FPLETD-10']. With such
procedures, FPL ETD is usually filed for the desired ETD -15' to -30' to allow
sufficient time.
(2) This assumes AGCS has been filed in Item 18 of the FPL. Request to be
sent approaching 70°W. If no reception 25' before entry in NAT-MNPS,
request clearance by voice.
With CMF / AFIS window - Status/Config tab Auto report ON, there is no need
to send a request.
(3) E suffix for eastbound, W suffix for westbound.
(4) A followed by SITA address, N followed by AFTN address, F followed by
the fax number, or GDC or ARI or JEPP or UVAIR or aircraft registration.
If SAT/AFIS becomes unavailable in flight, perform a CMC reset test of one of

the control I/O modules after each power on.

SPECIAL PROCEDURES - WEATHER 20-05
F2000EX
Severe turbulence Page 1 of 2
EASy
Issue 9
SEVERE TURBULENCE PENETRATION
Anticipate severe turbulence when possible. It is recommended to note N1

values before turbulence becomes severe and AT starts chasing speed.
When turbulence becomes severe, it is recommended to switch AT OFF so
that it does not chase speed. It is also recommended to set N1 manually on
each engine at the correct value in order to fly at the target speed.
 If necessary:
 Reduce airspeed to....................................... 280 KIAS max / MI 0.76 max
 FASTEN BELTS .................................................................................. ON
 If necessary:
 Decrease altitude to increase buffet boundary margin.
Autopilot or yaw damper operation is permitted.
With autopilot disengaged:
- Fly attitude,
- Avoid using stabilizer trim,
- Do not chase altitude and speed.

20-05 SPECIAL PROCEDURES - WEATHER F2000EX
Page 2 of 2 Severe turbulence EASy
Issue 9

F2000EX
Operations in icing conditions Page 1 of 4
EASy
Issue 11
OPERATIONS IN ICING CONDITIONS
DEFINITION
 Engine anti-ice systems (ENG ANTI-ICE) should be switched on in flight or
on ground prior to entering visible moisture whenever TAT is +10 °C or
below.
 Wings anti-ice system (WINGS ANTI-ICE) should be switched on in flight
prior to entering visible moisture whenever TAT is +10 °C or below.
The pilot in command (PIC) may consider more restrictive values if necessary
.
In that case, the following procedure must be applied:
For A/C without M2500 or SB F2000EX-190 or M3249 (wings anti-ice valve),
wings anti-icing procedures are adapted to prevent possible valve jamming
when operating under high engine thrust.
PROCEDURE
 PRV 2 ..................................................................................................... OFF

 XBLEED ................................................................................................ ISOL
 After 3 seconds:
 WINGS ............................................................................................ AUTO
 After 3 seconds:
 XBLEED ....................................................................... Pushed to set auto
 PRV 2 ............................................................................... Pushed to set auto
During wings anti-ice activation, disregard possible and temporary indications

such as:
- amber wings layout on BLEED synoptic,
- A/I: WINGS LO PRESS CAS message.
ICE DETECTION
 Encounter with icing conditions is evidenced by formation of ice on the non-
anti-iced area around the windshield panes. In night flight operation, lights
switched on by WINGS (EXTERIOR LIGHTS) switch will illuminate wing
leading edges to allow detection of ice.
ENGINE AND WINGS ANTI-ICING OPERATION
On Ground
If wings anti-ice system is intended to be used immediately after liftoff, Pilot
Flying should specify this in the departure briefing.
Green engine anti-ice symbol on BLEED synoptic should be checked on
before brake release.
In flight
 N1 speed of operative engines must not be less than the minimum value
shown in the following tables.
When brake heating system is used (if installed):
The minimum required N1 speed with one or both engines operating
MUST BE INCREASED by 2 %.

Page 2 of 4 Operations in icing conditions EASy
Issue 11
Two engines operative minimum N1:
TAT
-30 °C -15 °C 0 °C +10 °C
Z
31,000 ft 72.6 65.6 50.8 50.8
22,000 ft 70.4 61.7 50.8 50.1
3,000 ft 55.3 52.9 47.4 46.8
0 ft 52.9 52.9 47.4 46.8
One engine operative or one bleed inoperative minimum

N1:
TAT
-30 °C -15 °C 0 °C +10 °C
Z
31,000 ft 80.4 75.0 62.0 56.0
22,000 ft 77.2 70.0 57.8 54.6
3,000 ft 69.2 64.4 57.8 47.3
0 ft 62.2 61.7 57.8 47.3
Between these values, N1 must be interpolated.
- Ensure ENG ANTI-ICE selection prior to WINGS ANTI-ICE.

- With WINGS ANTI-ICE system on, ensure that HP1, PRV1, HP2, PRV2
and APU pushbuttons are in AUTO position and that XBLEED pushbutton is
in AUTO position.
In approach and landing and for a limited duration up to three minutes,

selection of N1 speeds below the minimum anti-ice N1 speed is authorized.
In this case, it is necessary to disengage the autothrottle.
LANDING GEAR OPERATION

In icing conditions, failure of the red landing gear lights to go out when landing
gear retraction is accomplished may be due to ice preventing locking of the
main gear in the up position:
- Maintain airspeed lower than or equal to VLO (190 KIAS),
- Cycle gear down and up (1 attempt) to get rid of ice.
SLAT SYSTEM OPERATION
If slats fail to fully retract when retraction is initiated in icing conditions (amber
slat symbol):
- Maintain airspeed at VFE (200 KIAS) or below,
- Leave wings anti-ice system on and maintain engine power settings at or
above minimum values.
WINDSHIELD ANTI-ICING
Maximum heating may only be used in flight.
When normal heating is not sufficient, given current icing conditions,
depress PILOT / COPILOT pushbuttons to illuminate MAX status lights.

F2000EX
EASy
Issue 11
ICE DETECTION SYSTEM (FOR AIRPLANES EQUIPPED WITH M2533)

This system is for advisory purposes only.
For airplanes equipped with modification M2533, an advisory ice detection

system is installed.
This system provides a warning when icing conditions are encountered.
System test
At Power up, if no advisory ICE DETECTED or ICE DETECTION FAIL CAS
message is displayed, system is considered as operating normally.
Normal use
When flying in icing conditions, airplane must be used in accordance with
OPERATION IN ICING CONDITIONS procedure described above. Crew
remains responsible for managing airplane anti-ice system, whatever the
indication provided by the ice detection system. When airplane encounters
icing conditions, ICE DETECTED CAS message will be triggered.
Failure detection
In case of ice detection failure, ICE DETECTION FAIL CAS message will be
triggered.

Issue 11

SPECIAL PROCEDURES - WEATHER 20-10A
F2000EX
EASy
OPERATIONS IN ICING CONDITIONS
DEFINITION
 Engine anti-ice systems (ENG ANTI-ICE) should be switched on in flight or
on ground prior to entering visible moisture whenever TAT is +10 °C or
below.
 Wings anti-ice system (WINGS ANTI-ICE) should be switched on in flight
prior to entering visible moisture whenever TAT is +10 °C or below.
The pilot in command (PIC) may consider more restrictive values .
ICE DETECTION
 Encounter with icing conditions is evidenced by formation of ice on the non-
anti-iced area around the windshield panes. In night flight operation, lights
switched on by WINGS (EXTERIOR LIGHTS) switch will illuminate wing
leading edges to allow detection of ice.
ENGINE AND WINGS ANTI-ICING OPERATION
On Ground
If wings anti-ice system is intended to be used immediately after liftoff, Pilot
Flying should specify this in the departure briefing.
Green engine anti-ice symbol on BLEED synoptic should be checked on
before brake release.
In flight
 N1 speed of operative engines must not be less than the minimum value
shown in the following tables.
When brake heating system is used (if installed):
The minimum required N1 speed with one or both engines operating
MUST BE INCREASED by 2 %.
Two engines operative minimum N1:
TAT
-30 °C -15 °C 0 °C +10 °C
Z
31,000 ft 72.6 65.6 50.8 50.8
22,000 ft 70.4 61.7 50.8 50.1
3,000 ft 55.3 52.9 47.4 46.8
0 ft 52.9 52.9 47.4 46.8
One engine operative or one bleed inoperative minimum

N1:
TAT
-30 °C -15 °C 0 °C +10 °C
Z
31,000 ft 80.4 75.0 62.0 56.0
22,000 ft 77.2 70.0 57.8 54.6
3,000 ft 69.2 64.4 57.8 47.3
0 ft 62.2 61.7 57.8 47.3
Between these values, N1 must be interpolated.

20-10A SPECIAL PROCEDURES - WEATHER F2000EX
- Ensure ENG ANTI-ICE selection prior to WINGS ANTI-ICE.

- With WINGS ANTI-ICE system on, ensure that HP1, PRV1, HP2, PRV2
and APU pushbuttons are in AUTO position and that XBLEED pushbutton is
in AUTO position.
In approach and landing and for a limited duration up to three minutes,

selection of N1 speeds below the minimum anti-ice N1 speed is authorized.
In this case, it is necessary to disengage the autothrottle.
LANDING GEAR OPERATION

In icing conditions, failure of the red landing gear lights to go out when landing
gear retraction is accomplished may be due to ice preventing locking of the
main gear in the up position:
- Maintain airspeed lower than or equal to VLO (190 KIAS),
- Cycle gear down and up (1 attempt) to get rid of ice.
SLAT SYSTEM OPERATION
If slats fail to fully retract when retraction is initiated in icing conditions (amber
slat symbol):
- Maintain airspeed at VFE (200 KIAS) or below,
- Leave wings anti-ice system on and maintain engine power settings at or
above minimum values.
WINDSHIELD ANTI-ICING
Maximum heating may only be used in flight.
When normal heating is not sufficient, given current icing conditions,
depress PILOT / COPILOT pushbuttons to illuminate MAX status lights.
ICE DETECTION SYSTEM (FOR AIRPLANES EQUIPPED WITH M2533)
This system is for advisory purposes only.
For airplanes equipped with modification M2533, an advisory ice detection

system is installed.
This system provides a warning when icing conditions are encountered.
System test
At Power up, if no advisory ICE DETECTED or ICE DETECTION FAIL CAS
message is displayed, system is considered as operating normally.
Normal use
When flying in icing conditions, airplane must be used in accordance with
OPERATION IN ICING CONDITIONS procedure described above. Crew
remains responsible for managing airplane anti-ice system, whatever the
indication provided by the ice detection system. When airplane encounters
icing conditions, ICE DETECTED CAS message will be triggered.
Failure detection
In case of ice detection failure, ICE DETECTION FAIL CAS message will be
triggered.

F2000EX
Cold weather operations Page 1 of 6
EASy
Issue 17
COLD WEATHER OPERATIONS
GENERAL
Comply with the following procedures when operating to/from an airport where
cold conditions prevail or whenever the PIC deems necessary. Partial or total
application of the recommendations contained herein should be prescribed as
soon as the OAT drops below -15 °C / 5 °F.
These procedures complement the existing normal procedures and may be
performed along with other special normal procedures such as ground de-
icing, operations on contaminated runways, etc.
Draining the water system and toilet service must be done in accordance with
temperature conditions and instructions indicated in the Ground Servicing
manual (below 0 °C).
LIMITATIONS
Ground Operations are permitted for temperatures above -54 °C / -65 °F.
IAC/AR registered airplanes are limited to operations above -40 °C / -40 °F.
APU is certified at temperatures above -54 °C / -65 °F with 3 centistokes oil

and above -40 °C / -40 °F with 5 centistokes oil.
REFUELING
Water draining of fuel tanks
If airplane has been parked in the cold, pay particular attention to fuel
draining. The fuel sump drains are likely to stick open due to ice.
Below freezing point, first refuel to allow frozen water in the bottom of the tank
to melt (added fuel is warmer), then wait 15 to 30 minutes before draining
water. Do not wait too long as water may refreeze.
If the aircraft is moved into a heated hangar before refueling, drain the fuel
tanks when the aircraft has warmed up.
Always check that fuel drains do not present leaks. Refer to Ground Servicing
Manual, Section “Daily Servicing” (FUEL SUMP DRAINING OF FUEL
TANKS).
PROCEDURES
Procedure
The recommendations hereafter may be partially or totally applied as
necessary. They are grouped by phase of flight as follows:
- 1. Before departure,
- 2. Exterior pre-flight,
- 3. Interior pre-flight,
- 4. Power on,
- 5. Engines Start,
- 6. After start,
- 7. Taxi,
- 8. Line-up,
- 9. Cruise,
- 10. Before descent,
- 11. In descent,
- 12. Securing the airplane.

Page 2 of 6 Cold weather operations EASy
Issue 17
 1. BEFORE DEPARTURE
Lubrication
Appropriate lubricant should be applied to all door sealings, hinges, key holes
and seats tracks.
Tires
When difference between departure airport OAT and destination airport OAT
is greater than 25 °C (45 °F), tire pressure before departure must be
increased so that tires are inflated at their nominal pressure for the coldest
airport. Refer to Ground Servicing Manual section TIRE AND GEAR
SERVICING-TIRE.
 2. EXTERIOR PRE-FLIGHT
 Mooring equipment ............................................................................ Remove
 Main gear steel mats ......................................................................... Remove
 Airplane batteries ................................................................................... Install
 Ensure that airplane is clear of snow, ice or frost and in particular:
 Nose cone,
 Pitot, static, AOA, temperature probes,
 Leading edges, wing upper surfaces, control surfaces, horizontal
stabilizer, rudder.
 Control surfaces and slats / flaps hinges,
 Engine and APU air intake and exhaust,
 If OAT  -35 °C (-31 °F) or if engines have ingested snow before
shut-down:
 Fans ............................................... Manually rotate (15 complete turns)
 Inlet, cowling hinges, accessory gearbox, oil tank .. Blow hot air / 15mn
 Heat exchanger inlet,
 Fuel vents,
 Negative pressure relief valves,
 Fuselage clear of loose snow.
 Verify the following for the absence of hydraulic leaks:
 Slats / flaps,
 Brake units,
 Shock absorbers,
 Servo-actuators.
 Landing Gear (all 3):
 Tires ........... Inflate for the coldest airport (See Ground Servicing Manual)
 Shock absorbers compression length ........................................................
....................................................... Check (see Ground Servicing Manual)
 Airplane de-icing ...........................................................................As required
Use of heated air for snow removal should be carefully monitored to
prevent melted snow from re-freezing at a more critical point on the
airplane. Heated air should be blown for long enough to thoroughly dry
the area.
 3. INTERIOR PRE-FLIGHT
Oxygen:
 Bottle ..................................................................................... Open and check
 Controller .........................................................................................NORMAL

F2000EX
EASy
Issue 17
Wait for a sufficient cockpit temperature before testing oxygen masks.
 4. POWER ON
 BAT (both).................................................................................................. On
 MINI LOAD MASTER ................................................................................ On
 Bus tied ................................................................................ Horizontal (Tied)
 FIRE detection ......................................................................................... Test
Below -40 °C / -40 °F, it can take up to 5 minutes before display units are
operational.
As ECU automatically monitors APU operation, starting the APU before the
display units are operational is possible. In this scenario, a pilot must stay in
the cockpit to be ready to cope with smoke or fire. Run the FIRE detection test
before starting APU.
 APU bleed ................................................................................................ Auto
 APU ......................................................................................................... Start
 PAX / CREW ........................................................................................... MAN
 PAX / CREW rotactors ............................... As required / Fully clockwise to H
ECS synoptic:
 PAX temperature ................................................................................ Monitor
Cabin lighting and entertainment systems can behave erratically at freezing
temperatures.
 When cabin and cockpit temperature are normal:
 PAX / CREW rotactors................................................................ 12 o’clock
 WINDSHIELD: PILOT / COPIL ................................................................ On
 Resume with POWER ON normal actions.
 5. ENGINES START
Before start below -35 °C (-31 °F), refer to 2. EXTERIOR PRE-FLIGHT to
check for proper engines preparation.
During starts at extremely low temperature, oil pressure can reach maximum
indication due to high oil viscosity. Oil pressure should normally drop as oil
temperature increases. If oil pressure remains above normal range after oil
temperature has stabilized within limits, the engine should be shut down and
the cause investigated.
Maintain the engine to idle for an additionnal 3 minutes after oil temperature
has reached 16°C (61°F).
If engine anti-ice is required, turn it on after engine has reached idle N1.
Do not use ENG A/I on a stopped engine.
 6. AFTER START
Apply the normal procedure down to the flight controls travel check, and then
perform the following items to warm up the hydraulic fluid:
 Engine N1 (if possible) ............................................................ Idle +5 or 10 %

Issue 17
 HYD synoptic ...................................................................................... Display

 Flight controls................................ Actuate slowly as long as it feels sluggish
 Slats-flaps: one notch at a time ......................................................................
................................................ Cycle Take-off position  SF3  SF CLEAN
Do not actuate other flight controls when flaps are in motion.
 Airbrakes ............................................................Extend several times to AB2
 Slats-flaps ............................................................................ Take-off position
 Flight controls............................................................. Free at neutral position
 7. TAXI
 Brake several times to remove ice.
 Monitor the brake temperatures.
The wings anti-icing system must not be used on the ground, in order to
prevent any risk of leading edge distortion in the absence of cooling airflow.
 8. LINE-UP
 Flight controls............................................................................. Free - Check
 Airfoils and control surfaces..............................Free of contaminant – Check
 Oil temperature (both engines) ............................................................. Check
For A/C not equipped with M3663 (ground automatic probes preheating):
 When cleared for take-off:
 PITOT: NORMAL , ST-BY .......................................................... Unlighted
Wait for TAT reading above 0°C and then release brakes.
Do not leave PITOT ON if take-off is delayed.
End.
 9. CRUISE
Risk of blocked Pitot probes
Apply the following procedure at or above FL370 and when SAT < -65 °C (or
TAT < -45 °C if SAT unavailable) to detect any frozen IAS.
At low temperature, particularly in visible moisture (e.g. cirrus) or above a Cb,
ice crystals can block the Pitot probes: misleading IAS can then show on both
PDUs and SFD. This misleading IAS can be either a frozen or an
underestimated / overestimated indication. IAS, although erroneous, can be
identical on all the display units.
The consequences are:
- In cruise: when IAS is frozen, A/T (if connected) can command an
inconsistent progressive thrust change (either a reduction toward stall or an
increase beyond VMO / MMO).
- During a flight level change, airspeed indicators perform like altimeters
(decreasing in descent and increasing in climb).
In such a situation, it is possible that neither IAS nor FPV nor ALT
miscompare flags be triggered on PDUs.
Regularly in cruise at pilot's discretion and before climbing or descending:
 Airspeed vs angle of pitch................................................. Consistent / Check
(normal pitch angle is between 0° and +3°)
 Autothrottle.................................................................................... Disconnect
F2000EX
EASy
Issue 17
 Power levers (for 1 minute max) ..................................................... MAX CLB

At ceiling altitude, IAS increase may be as low as:
- 1 kt per minute at or faster than M 0.80.
- 2 kt per minute at or slower than M 0.77.
 If IAS is increasing consistently with thrust (on both PDU and SFD):
 Resume normal cruise speed with or without autothrottle. 
 If IAS is frozen on at least one display or IAS if miscompare is
triggered on PDU:
 Suspect corresponding pitot probe(s) blocked by ice crystals.
 Do not apply IAS MISCOMPARE procedure (see QRH2).
 Apply FLIGHT WITH SUSPECTED BLOCKED PITOT PROBES
procedure (see QRH2).
Fuel
Engine fuel supply may be affected by extended cruise with TAT significantly
below the fuel freezing point.
 The following parameters should be monitored:
 TAT.
 Fuel temperature indicator.
 If necessary, increase Mach number or descend to keep the fuel
temperature 3 °C (5 °F) above fuel freezing point. This is only possible if
TAT is above the fuel freezing point minus 13 °C (23 °F).
 10. BEFORE DESCENT

 Temperature compensation on final approach:
F2000EX EASy I Step 3 A/C (uncompensated Baro-VNAV systems, i.e.
without "Tcomp"):
- The use of VGP (Baro-VNAV guidance down to LNAV/VNAV minima) is
forbidden. Therefore:
- Use PATH mode (down to LNAV minima) and,
- Apply temperature altitude corrections as per Operator’s rules or airport
requirements, refer to NORMAL PROCEDURES - SYSTEMS /
TEMPERATURE COMPENSATION procedure (section 17-34) 
F2000EX EASy II A/C (M3254 - compensated Baro-VNAV systems, i.e.
with "Tcomp"):
- To correct the WPT LIST altitudes according to the actual temperature,
refer to NORMAL PROCEDURES - SYSTEMS / TEMPERATURE
COMPENSATION procedure (section 17-34) 
End.
 11. DESCENT
 In-flight water system draining ......................................................As required
 12. SECURING THE AIRPLANE

 If it is snowing or if snow is forecasted:
 Park the airplane into the wind,
 Moor the airplane to the ground at front jacking point (See Ground
Servicing Manual page 4.010.4).
 Ballast airplane forward (see Loading Manual).
 Main gear steel mats ....................................................................As required

Issue 17
 Chocks ............................................................................................... In place

 Park brake.......................................................................................... Release
 Oxygen: Controller ................................................................................. Close
 Oxygen: Bottle ....................................................................................... Close
 Water system / Toilets / All tanks....................................................................
................................................Drain / empty (See Ground Servicing 13.010)
 Fuel freezing point ................................................................................ Check
Fuel freezing point and additives: refer to LIMITATIONS – AIRPLANE
SYSTEMS – ATA 28
 Refueling ......................................................................................... If required
 Doors bearings.................................................................................... Grease
 If temperature below -15 °C (+5 °F):
 Airplane batteries ........................................................................... Remove

F2000EX
Ground de-icing and anti-icing Page 1 of 4
EASy
Issue 13
GROUND DE-ICING AND ANTI-ICING
INTRODUCTION
The Pilot-In-Command (PIC) is responsible for ensuring, before take-off, that
the airplane is in a suitable condition for conducting a safe flight.
Do not take-off when snow, ice or frost is adhering to the wings and control
surfaces of the airplane.
ONE OR TWO STEP PROCESS
If both de-icing and anti-icing are required, it is possible to perform the
operations in either one or two steps. It is the PIC’s decision to use the one or
two-step process based on weather conditions, availability of ground
equipment and fluids, taxi and holdover times.
One-step:
De-icing / anti-icing operation uses a heated, diluted de-icing / anti-icing fluid.
Two-steps:
De-icing / anti-icing operation uses hot water or a hot mixture of water-diluted
de-icing fluid, immediately followed by treatment with anti-icing fluid.
Commonly used anti-icing fluid is referenced as Type II FPD fluid.
Undiluted Type II FPD / III / IV fluids should be used with extreme
caution.
LIMITATIONS
It is prohibited to perform two anti-icing treatments in a row before take-
off. A second application would dangerously overload the airplane.
If the airplane needs to be re-protected prior to take-off, it must be
cleaned or de-iced before being anti-iced again.
Rolling take-off is not permitted following ground de-icing operations.
Should conditions require engines running during de-icing:
- Fully run-up the engines before releasing the brakes for the take-off roll.
- Engines must be washed at the first available opportunity.
DO NOT OPERATE APU WHILE AIRPLANE DE-ICING IS IN PROGRESS.
INGESTION OF FLAMMABLE DE-ICING FLUID MAY RESULT IN AN
UNCONTROLLABLE APU OVERSPEED CONDITION.
PROCEDURE
The following procedures exclusively concern operations related to ground
de-icing and can be combined with:
- COLD WEATHER GROUND AND FLIGHT OPERATIONS procedure
(section 20-15) 
- or OPERATION ON CONTAMINATED RUNWAY procedure (section
20-25) 
APRON DE-ICING (APU AND ENGINES NOT

RUNNING):
 POWER OFF
 All doors ................................................................................................. Close
 Slats-flaps ........................................................................................... CLEAN

Page 2 of 4 Ground de-icing and anti-icing EASy
Issue 13
 DE-ICING
- Do not spray de-icing / anti-icing fluid directly into the engine (inlet, exhaust
sensor inlet, scoops, vents and drains),
- Only spray de-icing fluid at a reduced flow rate in the vicinity of the engines.
 De-icing details ................................................................................... Record
- Starting time,
- One-step or two-step procedure,
- Fluid type and concentration,
- Ending time.
 AFTER DE-ICING
Perform pre-flight inspection immediately following de-icing operation or
during the anti-icing process.
All items below shall be free of snow, ice and / or frost accumulation:
1. Wing and wing leading edges upper and lower surfaces.
2. Vertical and horizontal stabilizers including leading edges, side panels and
upper / lower surfaces.
3. Flaps, flap tracks and flap drives.
4. Airbrakes.
5. Ailerons, elevator and rudder.
6. Engine inlet.
7. Cockpit windows.
8. Antennas.
9. Fuselage.
10. A.O.A. probes, temperature probe, pilot probes and static ports.
11. APU air intake, inlets and exhausts.
12. Landing gear.
Continue at the PRE-TAKE-OFF INSPECTION item. 
DE-ICING AREA (ENGINES RUNNING):
 AFTER START
 APU .......................................................................................................... OFF
 ANTI-ICE: ENG 1 and ENG 2 .................................................................. Off
 BEFORE DE-ICING
 Power levers ............................................................................................. Idle
 PRV 1 and PRV 2 ....................................................................... Push - OFF
 HP1 and HP2 .............................................................................. Push - OFF
 DE-ICING
- Do not spray de-icing / anti-icing fluid directly into the engine (inlet, exhaust
sensor inlet, scoops, vents and drains);
- Only spray de-icing fluid at a reduced flow rate in the vicinity of the engines;
- Keep engines at idle to prevent them from ingesting and burning too much
fluid.
 De-icing details ................................................................................... Record
- Starting time,
- One-step or two-step procedure,
- Fluid type and concentration,
- Ending time.

F2000EX
Ground de-icing and anti-icing Page 3 of 4
EASy
Issue 13
 AFTER DE-ICING
 PRV 1 and PRV 2 ....................................................................... Push - Dark
 HP1 and HP2 ............................................................................. Push – Dark
 ANTI-ICE: ENG 1 and ENG 2 ................................................................. ON
 BLEED AIR APU .......................................................................... Dark - Auto
Continue at the PRE-TAKE-OFF INSPECTION item. 
PRE-TAKE-OFF INSPECTION:
 Complete the following checks during the 5 minutes preceding take-off:
 Flight controls ...................................................................................... Free
 Airfoils and control surfaces ....................................... Free of contaminant
The flight crew may not be able to detect rime ice, frost snow or clear ice from
the cockpit. For this reason, it is often necessary to conduct a visual and
tactile inspection of the airplane.
TAKE-OFF
Prior to releasing the brakes (static take-off):
 Holdover time ........................................................................................ Check
 Power levers .............................................................................................. TO
 Engines parameters ........................................................................ Stabilized
Current holdover time tables are available:
- in the latest revision of the “Holdover Time Tables” Falcon Service Advisory
(FSA) publication, or
- online:
www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deici
ng/
www.tc.gc.ca/eng/civilaviation/standards/commerce-holdovertime-menu-
1877.htm
These tables are for departure planning only and should be used in
conjunction with pre-take-off check procedures.
Time of protection will be shortened in heavy weather conditions. Heavy

precipitation rates or high moisture content, high wind velocity, or jet
blast may reduce holdover time below the lowest time stated in the
range. Holdover time may be reduced when airplane skin temperature is
lower than OAT.
Fluids used during ground de-icing/anti-icing do not provide in-flight

icing protection.

Page 4 of 4 Ground de-icing and anti-icing EASy
Issue 13

F2000EX
Operation on contamined runways Page 1 of 8
EASy
Issue 16
OPERATION ON CONTAMINATED RUNWAYS
This section applies to operations on contaminated runway, taxiway, ramp

and whenever the brakes are likely to be contaminated.
If the runway is contaminated, the first option for the PIC is to wait until the
runway is cleared. If this is impracticable, apply appropriate performance
adjustments and any further safety measures required under prevailing
conditions.
Operating on surfaces contaminated with ice or snow can cause engine to
ingest ice chunks or hard snow.
Operating on contaminated runways implies uncertainties with regard to
runway friction and contaminant drag. Therefore the achievable performance
and control of the airplane can possibly not completely match the
assumptions on which the performance information is based.
The operators that regularly use contaminated runways should take additional
measures to ensure a satisfactory level of safety like airport familiarization,
additional distance factoring and more restrictive wind limitations.
This procedure complements the existing normal procedures and may be
performed along with other special normal procedures such as ground de-
icing, cold weather operations…
DEFINITIONS
Braking action
Pilot-reported braking action is a subjective assessment of runway
slipperiness based on assessment of braking deceleration and directional
controllability:
RwyCC Braking Braking Directional

action deceleration controllability
5 Good Normal AND Normal
4 Good-to- Between normal OR Between normal and
Medium and noticeably noticeably reduced
reduced
3 Medium Noticeably OR Noticeably reduced
reduced
2 Medium-to- Between OR Between noticeably
Poor noticeably and and significantly
significantly reduced
reduced
1 Poor Significantly OR Significantly reduced
reduced
0 Nil Minimal to non- OR Uncertain
existent
Contaminated runway
A runway is considered contaminated when more than 25 % of the surface is
covered by either:
- More than 3 mm (0.12 in) of standing water or slush, or
- Ice, compacted snow, wet snow or dry snow, whatever the depth.
From the airplane take-off performance’s perspective only: if the layer of
standing water or slush is 3 mm (0.12 in) or less, the runway is considered as
wet.

Page 2 of 8 Operation on contamined runways EASy
Issue 16
Compacted snow
Compacted snow is snow that has been compacted into a solid mass such
that airplane tires, at operating pressures and loadings, will run on the surface
without significant further compaction or rutting of the surface.
Dry snow
Snow that can be blown away when it is loose or that dissolves when
compacted in the hand.
Frost
The thin, white layer of ice that forms when the air temperature is below the
freezing point of water, especially outside at night.
Ice
Ice is water that has frozen or compacted snow that has transitioned into ice,
in cold and dry conditions. This definition excludes wet ice that has a film of
water on top of it or contains melting ice, which provides minimal braking
friction and uncertain lateral control.
Runway condition code
Runway Condition Code is a number that represents the effect of the runway
condition on performance and lateral control. Airport stops operation while the
runway condition code is null.
Slippery when wet
A slippery when wet runway is a wet runway where the surface friction
characteristics of a significant portion of the runway have been determined to
be degraded.
Slush
Slush is snow that is so water-saturated that water will drain from it when a
handful is picked up or will splatter if stepped on forcefully.
Specially prepared winter runway
Runway with a dry frozen surface of compacted snow and/or ice which has
been treated with sand or grit or has been mechanically or chemically treated
to improve runway friction.
Wet snow
Wet snow is snow that contains enough water to be able to make a well-
compacted, solid snowball, without squeezing out water.

F2000EX
EASy
Issue 16
LIMITATIONS
AIRCRAFT SYSTEM LIMITATION

- For take-off and landing:
- Airbrakes must be operative.
- For landing:
- Braking system #1 must be operative.
- On a runway contaminated with ice, one or both thrust reversers must be
operative for take-off.
PERFORMANCE LIMITATIONS
This table complements the maximum allowable crosswind table (section 03-
15-40). The below maximum crosswind components are not demonstrated,
but come from in service experience on the same airplane type or class.
Max
recommen
Brakin
Rwy ded
Runway Surface Condition (assessed) g
CC crosswind
Action
(including
gust)
Refer to
AFM
6 - Dry ------
section
5-050-10
- Frost
- Wet (includes damp and 3mm depth or
less of water)
5 3 mm depth or less of: Good 25 kt
- Slush
- Dry snow
- Wet snow
Good-
15°C and colder outside air
to-
4 temperature: 20 kt
Mediu
- Compacted snow
m
- ‘Slippery when Wet’ (wet runway)
- Dry snow or wet snow (any depth) over
compacted snow
Greater than 3 mm depth of:
- Dry snow Mediu
3 15 kt
- Wet snow m
Warmer than -15°C outside air

temperature:
- Compacted snow
Greater than 3 mm depth of: Mediu
2 - Standing water m-to- 10 kt
- Slush Poor
1 - Ice Poor 5 kt
- Wet ice No
0 Nil
- Water over compacted snow operation

Issue 16
- Dry snow or wet snow over ice
When taking-off from or landing on a contaminated runway, extreme care

should be exercised even when the crosswind is lower than the
recommended maximum.
Maximum contaminant depth
Take-off
MAXIMUM CONTAMINANT DEPTH

Standing Water 9.5 mm (0.35 in)
Slush 11.0 mm (0.45 in)
Wet snow 19 mm (0.70 in)
Dry snow 63.0 mm (2.50 in)
For IAC AR certified A/C:
Taking off is forbidden when the runway is covered with more than 3 mm
(0.12 in) of standing water, or 3.5 mm (0.14 in) of slush, or 6.0 mm (0.24 in) of
wet snow, or 15 mm (0.6 in) of dry snow, or when the coefficient of friction μ ≤
0.4, whichever occurs first.
End.
Landing
MAXIMUM CONTAMINANT DEPTH

Standing Water 12.7 mm (0.50 in)
Slush 14.9 mm (0.58 in)
Wet snow 25.4 mm (1.00 in)
Dry snow 63.5 mm (2.50 in)
OPERATIONAL LIMITATIONS
- Airplane configuration:
- Take-off: Slats-flaps must be set to SF2.
- Landing: Slats-flaps must be set to SF3.
- Take-off and landing are not permitted on runways covered by
contaminants for which performance information is not provided.
OPERATIONAL RECOMMENDATIONS
- Both the brakes and airbrakes should be operative for take-off and landing,
- The use of thrust reverser is strongly recommended on a contaminated
runways for both take-off and landing,
- Take-off from and landing on contaminated runway are not recommended:
- When the runway presents a downhill slope profile.
- With tailwind conditions.
- Should the situation dictate to brake above hydroplaning speed, only apply
gentle braking.

F2000EX
EASy
Issue 16
NORMAL PROCEDURES
The following procedures deal only with particular actions or verifications to be

performed in addition to normal procedures defined in 03-05-00. They
concern exclusively operations on contaminated runways although in certain
cases, they will have to be combined with COLD WEATHER OPERATIONS
or GROUND DE-ICING AND ANTI-ICING procedures.
- If the wheel and brake assemblies are moisturized, wet or contaminated
(whatever the reason) before leaving the ramp, or
- If the airplane taxies on surfaces contaminated by standing water (whatever
the OAT), slush or snow,
Accomplish the “Taxi”, “After take-off” and “Approach" procedures of this
section. This should prevent from possible freezing of the brakes.
 POWER ON
 With BRAKE HEATING system
 System test: refer to POWER ON procedure (section 15-20)
 AFTER START
 TAXI
 Use the nose wheel steering as necessary while firmly maintaining the
nose wheels on the ground
 Thrust reversers ............................................................................ Test - Stow
 Moderate braking ....................................... Apply 3 times until complete stop
- Apply moderate pressure in order to warm up the disk brakes.
- Do not exceed 5 stops from a speed of 20 kt or 20 stops from a speed of
10 kt in order to mitigate the risk of brakes to overheat.
- If brakes are ice-locked, repeatedly actuate the brakes at maximum pressure
until brakes release.
- If nose wheels skid during taxi, release control to avoid damage to nose gear
assembly.
 LINE-UP
 Flight controls........................................................................ Full travel - Free
 Engine rotary switch ................................................................................. IGN
 Slats-flaps ................................................................................................ SF2
 TAKE-OFF
Rolling take-off is not recommended.
 Forward pressure on the yoke ................................................. Gently release
 Acceleration .......................................................................................... Check

Issue 16
Standing water
Compacted snow
CONTAMINATION Slush Dry snow
Ice
Wet snow
ACCELERATION (*)
G > 0.10 G > 0.21 N/A
CHECK AT 90 KIAS
(*): On compacted-snow covered or icy runway, the acceleration time check at

100 KIAS remains applicable (no additional drag).
Should the acceleration be lower than the minimum, airplane is unlikely to

reach VR within the calculated take-off distance. Take-off should be aborted.
 AFTER TAKE-OFF
 Landing gear retraction ................ Delayed 15 sec. (performance permitting)
 Without BRAKE HEATING SYSTEM:
 Speed........................................................................................ Max 190 kt
 Landing gear ............................................................. Cycle (up then down)
 Landing gear .......................................................................................... Up
 LANDING GEAR green lights (all 3) ....................... Unlighted
 Speed........................................................................................As required
 With BRAKE HEATING SYSTEM:
 Landing gear .......................................................................................... Up
 LANDING GEAR green lights (all 3) ....................... Unlighted
ANTI-ICE:
 ENG.. ......................................................................................ON - Check
 WINGS ............................................................................... AUTO - Check
 BRAKE ................................................................................................ ON
 BLEED synoptic: Brake A/I valve symbol .................... Green
Brake heating must be ON for 10 minutes or more to be efficient. Turn the

system off at pilot’s discretion.
 Engine start selector ............................................. NORMAL (if applicable)
 DESCENT
ANTI-ICE:
 ENG.. ......................................................................................ON - Check
 WINGS ............................................................................... AUTO - Check
 BRAKE ................................................................................................ ON
 BLEED synoptic: Brake A/I valve symbol .................... Green
Brake heating must be ON for 20 minutes or more before extending the slats-
flaps to SF1 to be efficient.
With BRAKE HEATING ON: increase the minimum N1 by 2 % (one or
both engines operating).

F2000EX
EASy
Issue 16
 APPROACH
 Slats-flaps ................................................................................................ SF1
 ANTI-ICE: BRAKE status light.................................................... Unlighted
 Landing gear .......................................................................................... Down
 If take-off was performed from a contaminated runway, whatever the
OAT and without BRAKE HEATING system:
 Wait for 5 seconds.
 PARK BRAKE handle ............................ Pull to 2nd detent - Several times
 PARK BRAKE handle .............................................................. Full forward
- Do these steps to eliminate any remaining ice (requires hydraulic system #2
to be operating).
- Anticipate the park brake cycling: extend the flight at the initial approach
altitude.
 LANDING
 Maintain firmly the nose wheel on ground before reversing the thrust.
 Retard the thrust reverser to idle before 30 KIAS (when both engines and
reversers work normally).
 AFTER LANDING
- It is recommended to keep slats-flaps extended SF1 after vacating the
runway and until visual inspection of the slats-flaps compartment and
mechanism is completed.
ABNORMAL PROCEDURES
REJECTED TAKE-OFF
The use of thrust reverser is strongly recommended on a contaminated
runway and is required on icy runway to abort a take-off.
LANDING WITH ONE ENGINE INOPERATIVE
It is strongly recommended to divert to an airport with dry or wet runway (non-
contaminated).
GROUND ROLL WITH ONE THRUST REVERSER FAILED
Should the aircrew can only use one thrust reverser during a rejected take-off
or the landing ground roll, set the reverse to idle at or above 70 KIAS.
PERFORMANCE
Take-off and landing performance must be computed using AFM / Annex 3

and 10 or Performance manual Supplement 1 data.
For operations on contaminated runways, FMS TOLD information must
not be used and performance must be determined using Contaminated
Runway Operation Charts (AFM annex 3).
THRUST REVERSERS
- For take-off performance, performance chart without reverse thrust must be
used when dispatching with one or two thrust reversers inoperative.

Issue 16
HYDROPLANNING SPEED
- Estimated hydroplaning speed is 93 kt (standing water, slush and wet
snow).
TAKE-OFF PERFORMANCE DATA
- V1WET RUNWAY differs from V1CONTAMINATED RUNWAY
- Maximum take-off weight (MTOW) is the lowest of:
- MTOW on contaminated runway,
- MTOW on dry runway.
OVERSPEED AT THRESHOLD
- AFM charts take into account the extra approach speed. Do not add any
other penalty for extra speed.
LANDING PERFORMANCE DATA
- Maximum landing weight (MLW) is the lowest of:
- MLW on the contaminated runway,
- MLW on the wet runway,
- MLW on the dry runway.

F2000EX
Weather radar and LSS operation Page 1 of 4
EASy
Issue 3
WEATHER RADAR AND LSS OPERATION
NORMAL PROCEDURES
Power off
 WX Radar rotators (both) ......................................................................... OFF
Due to risk of radiation exposure, do not operate weather radar on
ground, except during line-up to check weather conditions.
Power on / Cockpit preparation
 WX Radar rotators (both) ....................................................................... STBY
 HSI ARC mode ................................................................................. Selected
 HSI WX display ................................................................................. Selected
 HSI LSS display (if equipped) ........................................................... Selected
Weather radar defaults to WX mode at power up. GMAP mode must never be
used for weather detection and avoidance. LSS defaults to ON at power up.
 Synoptic: WX RADAR test ............................................................. Performed
 WX/LSS/TAWS page:
 REACT ......................................................................................As required
 TURB ................................................................................. Box unchecked
 TGT ...........................................................................................As required
 STAB.................................................................................. Box unchecked
 I-NAV WX display .........................................................................As required
 I-NAV LSS display (if equipped) ....................................................... Selected
After Start
 WX Radar rotators (both) ...................................................................... AUTO
Before take-off
 If adverse weather is expected along departure trajectory:
 WX Radar ...................................................... OVRD more than 4 seconds
To switch radar back to STBY (or OFF) after an OVRD selection, both
WX rotary knobs must be set to STBY (or OFF): radar will continue to
transmit if either switch remains in any other position.
 WX Radar ............................................................................................. AUTO
 HSI range .......................................................................................... Adjusted
 Weather conditions ......................................................... Checked / Analyzed
 Departure briefing ...................................................... Updated, as necessary
If radar was overridden before take-off, switch it back to STBY or OFF
position after a rejected take-off, before taxiing back. Both WX rotary
knobs must be set to STBY (or OFF): radar will continue to transmit if
either switch remains in any other position.
Airborne flight phases
 WX Radar ............................................................................................. AUTO
 If weather is detected:
 WX Radar Tilt ........................................................... Manual as necessary
 WX Radar Range ...................................................... Manual as necessary
 WX Radar Gain ......................................................... Manual as necessary

Page 2 of 4 Weather radar and LSS operation EASy
Issue 3
 SECT: use to toggle between 12 scans per minute with 120° WX display
and a faster update of 24 scans per minute with a 60° WX display.
 TGT: use to detect severe weather beyond selected range and within
7.5° sector.
 Recommended when using shorter HSI range in adverse weather
conditions.
 Manual GAIN cannot be used when TGT is active.
 TURB: to be used to detect air turbulence with associated rainfall
intensity.
 Recommended HSI range ........................................................... 40 NM
 TILT .....................................................Adjusted / No ground reflections
 Avoid white areas displayed (potential hazardous turbulence).
TURB sub-mode must only be used temporarily, for quick analysis of radar
return. For heavy rainfall areas, it is recommended to frequently adjust tilt
antenna when in WX + TURB mode, because turbulence areas vary with
altitude.
Turbulence can only be detected within areas of rainfall. Radar cannot
detect clear air turbulence. Undetected turbulence can exist within any
storm cell.
 REACT: use when passing through rain, to detect potential weather
ahead.
 When weather analysis is completed:
 WX Radar ......................................................................................... AUTO
Once weather analysis has been completed, it is important to reset WX
radar to AUTO position in order to avoid future inadvertent penetration
of non-detected storm cells.
 When decision is made to avoid weather:
 Use following rules for lateral / vertical weather avoidance.
Distance from convective cell area
> FL230 > 20 NM
< FL230 > 10 NM
Height above top of cell
> 5,000 ft
In certain severe cases, crew must elect to avoid weather using

increased lateral or vertical separation.
 When specific maneuvers are to be performed (e.g. steep turns, etc.):
 STAB box ...................................................................................... Checked
After landing
 WX Radar rotators (both) ....................................................................... STBY
At ramp
 WX Radar rotators (both) ......................................................................... OFF

F2000EX
Weather radar and LSS operation Page 3 of 4
EASy
Issue 3
Lightning Sensor System (if equipped)

Radar is the primary weather avoidance tool. Lightning sensor is a secondary
tool and information provided by it must be considered as supplemental
information only.
 If the displays (HSI or I-NAV) become cluttered with LSS symbology:
 CLEAR ECHO softkey ................................................................... Pressed

Page 4 of 4 Weather radar and LSS operation EASy
Issue 3

F2000EX
Windshear recovery Page 1 of 2
EASy
Issue 2
WINDSHEAR RECOVERY
GENERAL INFORMATION
Definition
Being a rapid variation of wind direction and/or velocity, both types of wind
shear are:
- Vertical wind shear: the horizontal wind component suddenly varies
when climbing/descending through the shear layer. The pilot then
experiences turbulence and can observe sudden airspeed variations.
- Horizontal wind shear: at a given altitude, headwind suddenly
decreases or tailwind suddenly increases, or the horizontal wind
component shifts from headwind to tailwind.
The following meteorological phenomena generally generate wind shear:

- Jet stream,
- Mountain wave,
- Frontal surface,
- Thunderstorm,
- Microburst.
Anticipation
It is worth anticipating any possible wind shear in using the following clues:
- Weather data (e.g. TAF/METAR and ATC wind shear alerts),
- Pilot reports (PIREPS),
- Wind vector displayed on PDU,
- Ground speed reading on PDU,
- Visual indications (e.g. lenticular clouds, vortexes on the ground, etc.),
- Weather radar.
Detection
The flight crew prompt reaction is the keystone in a successful wind shear
recovery. The pilots should rapidly recognize a wind shear, based upon the
onboard indications and warnings:
- Rapid variation in speed vector (FPV),
- EGPWS "CAUTION WINDSHEAR" audio warning, active from 10 to
1,500 ft RA,
- EGPWS "WIND SHEAR" audio warning, active from 10 to 1,500 ft RA.
If a wind shear is suspected: delay take-off or approach, divert to a

suitable airport.
PROCEDURE
At take-off
Before V1:
If the wind shears during take-off roll, V1 could be reached later (or sooner)
than expected. The pilot must rely on his own experience and judgment to
decide whether or not to reject the take-off. He must take into account the
remaining runway length and a possible wind shear at and after lift-off.
On the take-off run, the accelerometer reading could be normal (ground
speed related), although actual acceleration (increase in airspeed) is lower
than expected.

Page 2 of 2 Windshear recovery EASy
Issue 2
Reject take-off if IAS does not increase as usual or if the displayed

acceleration is well below expectation.
After V1:
When WINDSHEAR audio warning sounds, immediately follow wind shear
escape guidance.
Refer to WINDSHEAR RECOVERY procedure (QRH2 Emergency side -
OPERATING TECHNIQUES - 35) 
There is no risk of tail strike on the Falcon 2000EX EASy/ DX /LX.
Retract the landing gear only when clear of danger.

On final approach
When WINDSHEAR audio warning sounds, immediately follow wind shear
escape guidance.
Refer to WINDSHEAR RECOVERY procedure (QRH2 Emergency side -
OPERATING TECHNIQUES - 35) 

F2000EX
Crosswind operation Page 1 of 2
EASy
Issue 5
CROSSWIND OPERATION
LIMITATIONS
A/C without M5000:
The maximum demonstrated crosswind component for take-off and landing on
a dry runway is 35 kt.
A/C with M5000:
The maximum demonstrated crosswind component for take-off and landing on
a dry runway is 30 kt.
End.
The below maximum crosswind components are not demonstrated, but come
from in service experience on the Falcon 2000EX series.
Runway condition report

Recommended
Runway
Friction Braking maximum crosswind
condition code
measure action (including gust)
0.40 and
5 Good 25 kt
above
Good-to-
4 0.39 to 0.36 20 kt
medium
3 0.35 to 0.30 Medium 15 kt
Medium-to-
2 0.29 to 0.26 Poor 10 kt
0.25 and
1 Poor 5 kt
below
0 9 - Unreliable Nil No operation
This table should not be used to correlate different types of report.

Runway condition code and friction measure are two different types of report.
For operation on a contaminated runway, see section 03-15-25.
NORMAL PROCEDURES
Taxi
If more than 40 to 50 kt headwind, the nose gear may possibly lift-off,
particularly with an aft CG at light gross weight:
 Carefully taxi at a constant speed.
 If the nose gear lifts off:
 Immediately brake,
 Significantly increase thrust,
 Push at the control column,
 Resume taxiing in keeping thrust above idle while braking.
Take-off
 RH pilot pushes at the control column and keeps wings level until VR,
 After brakes release, LH pilot applies rudder opposite to the wind,
 LH pilot maintains runway centerline using NWS and rudder,
 NWS is used, up to VR if necessary, until lateral control is achieved with
rudder.

Page 2 of 2 Crosswind operation EASy
Issue 5
Landing
 During the final approach, maintain crab to follow the extended runway
centerline,
 During flare, apply rudder to decrease the crab,
 Land on the runway centerline,
 Immediately after touchdown, put the nose gear on the runway,
 RH pilot firmly pushes at the control column,
 LH pilot uses rudder and the NWS as necessary to maintain the runway
centerline,
 Apply full braking or differential braking as necessary,
 Use thrust reversers as necessary.

F2000EX
Operations in contaminated airspace Page 1 of 4
EASy
Issue 2
FOREWORD
Avoid operations in airspace contaminated by volcanic ash unless

authorized by the relevant national or supra-national authority. It is the
operator’s responsibility to assess the risk of operating in volcanic ash.
In addition to Standard Operational Procedures, operators must comply with
the following operational recommendations for operating in a low or medium
level of volcanic ash, or in sand or dust laden environment.
Specific maintenance procedure must be performed before and after flight.
Pilots must apply the following recommendations for each flight phase to be
conducted on a contaminated airport or in a contaminated airspace. Only
post-flight actions must be accomplished anytime provided at least one flight
phase occurred in a contaminated environment.
PRE-FLIGHT PROCEDURES
FLIGHT PLANNING
If the intended flight is due to fly through a contaminated area, be informed of
the latest reports regarding the affected areas and the evolution of the
contamination: VAA, VAR/AIREP and ASHTAM for volcanic ash, TAF,
TEMSI, SIGMET, NOTAM for all types of contaminant.
Take into account all the constraints ensuing from such operations:
- The degree of known or forecasted contamination,
- The hazards associated with over flying the contaminated areas,
- Drift down and emergency descent considerations,
- The availability of an alternate airport outside the contaminated area,
- The diversion policy after a volcanic ash encounter,
Ensure that the specific maintenance procedure has been previously
performed when the aircraft:
- has been operated in / on a contaminated area, or
- was parked in a contaminated area.
- intend to operate from a contaminated airport.
PREFLIGHT INSPECTION
Visually check the airplane for any damage, as the presence of contaminant,
erosion, and impact.
Particularly check the following areas:
- Probes,
- Antennas,
- Nose cone,
- Windshield and windows,
- Landing, Taxi and Nav lights, rotating beacon,
- Wing leading edges, slats, flaps, air brakes,
- Tail fin and horizontal tail leading edges,
- Landing gears and landing gear compartments: check exposed portions of
shock absorber and brake disks,
- Drains,
- Engines air intakes (including engine fan blades),
- All the air intakes and exhausts (check for accumulation of contaminant).
Make sure the areas below and around the airplane are clear of contaminant.
- Aircraft must be clear of any deposit before starting engines and APU;
- Areas below and around the airplane must be clear of contaminant.

Page 2 of 4 Operations in contaminated airspace EASy
Issue 2
FLIGHT PROCEDURES
POWER ON
Use ASU (Air Starter Unit) and GPU. If necessary, use of the APU remains
possible but must be limited to the minimum.
ENGINE START
Take every precaution for not jet-blasting the airplanes parked behind.
Before starting, if contamination is suspected since the engines washing, dry
motor both engines for 30 seconds to blow out any remaining contaminant
deposit.
Dry motoring must not be used to clean off the engine air intake or the
exhaust pipe.
DRY MOTORING LIMITATIONS:
- WAIT AT LEAST 30 SECONDS BETWEEN DRY MOTORINGS,
- WAIT AT LEAST 15 MINUTES BETWEEN EACH SERIES OF 3 DRY
MOTORINGS.
Start all engines with ASU (Air Starter Unit). If ASU is unavailable, use of the
APU remains possible but must be limited to the minimum.
TAXI
 BLEED AIR: APU ................................................................................... OFF
 BLEED AIR: PRV 1, HP 1, PRV 2 and HP 2 ....................................... OFF
 ANTI-ICE: ENG 1 and ENG 2 ........................................................ Unlighted
When taxiing out, smoothly set the minimum thrust required to move the
airplane.
Do not reverse thrust except for a short T/R check.
Do not use windshield wipers.
In order to minimize airplane induced pollution, taxi more than 300 meters
behind other self-powered airplanes.
LINE UP
 Slats-flaps ...................................................................................SF 1 or SF 2
 BLEED AIR: PRV 1, HP 1, PRV 2 and HP 2 ................................ Unlighted
 ANTI-ICE: ENG 1 and ENG 2 .....................................................As required
In crosswind, after having back-tracked the runway, make the 180 downwind,
so as to prevent any contaminant ingestion.
Avoid backtracking and carefully consider wind direction before performing
sharp 180° turns.
TAKE OFF
The runway must be clear of contaminant.
If possible, do a rolling take off.
Do not take-off from a contaminated runway. Contamination can:
- Deteriorate braking performance (especially when wet),
- Impede engines performance in the short term.

F2000EX
Operations in contaminated airspace Page 3 of 4
EASy
Issue 2
AFTER TAKE-OFF
 Landing gear retraction ............................................. Delayed for 15 seconds
The landing gear retraction shall be delayed anytime ash/sand/dust
contamination of the wheel and brake assemblies is suspected.
CRUISE
Closely and continuously monitor the evolution of the contaminated areas
(AIREP) and immediately report to ATC any observation of contaminant
clouds (position, altitude, direction of the cloud drift).
Fly at least 20 NM upwind of any contaminant cloud.
Weather radar does not detect volcanic ash, sand or dust clouds.
Low ash concentration may not be detected by the crew.
Immediately accomplish “VOLCANIC ASH CLOUD ENCOUNTER”

emergency procedure (QRH 2 Specific Emergency Situation – 32 or
CODDE 2 04-15-20) when entering volcanic ash cloud.
Volcanic ash detection
By night or if meteorological conditions impede the detection of volcanic ash
cloud, one or a combination of the following symptoms can indicate that the
airplane has entered an ash cloud:
- Smoky or acrid odor that can smell like electrical smoke, burned dust or
sulfur,
- Possible haze in the cabin (dust can settle on surfaces),
- Static discharge similar to St. Elmo’s fire or glow can occur. Blue colored
sparks can appear to flow up the outside of the windshield or a white glow
can appear at the leading edges of the wings,
- A bright white or orange glow can appear at the front of the engine inlets,
- Engine ITT can change unexpectedly, surging and flame out can occur,
- Erroneous airspeed indication: indicated airspeed can decrease or fluctuate
erratically, with associated effect on aircraft systems,
- Cabin pressure can fluctuate, including the possible loss of cabin
pressurization,
- Landing lights can cast sharp distinct shadows,
- Possible loss of visibility due to windshields becoming opaque or discolored
(sandblast effect of the volcanic ash).
Prolonged flight in a contaminated area may cause the windshields to
become opaque or discolored because of sandblast effect. In that case,
pilots will have to deal with permanently degraded visibility.
Volcanic ash alters engines performance and reliability and therefore

jeopardizes in-flight relight.
LANDING
The runway must be clear of contaminant.
Do not reverse thrust, unless necessary. Reverse flow may throw up
contaminant and reduce the visibility.
Do not take-off from a contaminated runway. Contamination can:
- Deteriorate braking performance (especially when wet),
- Impede engines performance in the short term.
AFTER LANDING
 APU ....................................................................................OFF / Do not Start
 BLEED AIR: PRV 1, HP 1, PRV 2 and HP 2 ........................................ OFF

Page 4 of 4 Operations in contaminated airspace EASy
Issue 2
 ANTI-ICE: ENG 1 and ENG 2 ................................................................ OFF

 Slats-flaps ................................................................................. Do not retract
- Use the minimum thrust required to move the airplane.
- Do not reverse thrust (if equipped).
- Do not use windshield wipers.
AT RAMP
Use GPU and ASU as soon as engines shut down.
POST FLIGHT OPERATIONS
Visually check the airplane for any damage (erosion, impact) and contaminant
(deposit or debris).
Only retract flaps / slats after having visually checked hinges.
Record in the technical log book the operating time in contaminated area
(flight and ground).
Specific maintenance procedure must be performed after a flight in a
contaminated area.
SECURING THE AIRCRAFT
Check that covers and plugs are free of contaminant deposit before installing
them.
Install all covers and plugs (refer to Ground Servicing manual “parking and
mooring”).
If possible, shelter the airplane in a hangar.

SPECIAL PROCEDURES - WEATHER 20-60A
F2000EX
Temperature compensation Page 1 of 2
EASy
TEMPERATURE COMPENSATION
Apply this procedure any time High or Low temperature correction is deemed
necessary. Correction is mandatory when temperature is outside the range
published in charts for:
- “Temperature restricted Baro-VNAV finals” (LNAV/VNAV line of minima)
that require on-board temperature compensating system,
- “Cold temperature restricted airports”, for which this procedure is
applicable.
Temperature restriction does not apply to WAAS LNAV/VNAV or LPV

procedures as GPS replaces barometric system for altitude reference.
COCKPIT PREPARATION OR DESCENT
 ATIS .................................................................................................... Record
 Ground OAT vs. Temperature limitations ........................................ Compare
 If OAT at destination is outside the published temperature limits or
upon pilot’s decision:
 FMW / Arrival POF ................................................................................. Set
Selecting COLD compensation increases altitude constraints when OAT
is lower than ISA.
Selecting COLD / HOT compensation:
- Increases altitude constraints when OAT is lower than ISA,
- Lowers altitude constraints when OAT is higher than ISA.
Compensating altitudes for temperatures above ISA may be forbidden
by some Authorities.
 FMW Arrival / LANDING CONFIG Tab / T COMP menu ...........................
.................................................................................. COLD or COLD/HOT
 COMPUTE softkey....................................................................... Click on
 WPT LIST: Final Approach Point (FAP) proposed altitude .............. Check

20-60A SPECIAL PROCEDURES - WEATHER F2000EX
Page 2 of 2 Temperature compensation EASy
Airfield
Height above the elevation of the airfield (ft)
OAT
5,000
°C °F 200 300 400 500 600 700 800 900 1,000 1,500 2,000 3,000 4,000 and
above
50 122 -30 -40 -50 -60 -70 -80 -90 -100 -110 -170 -220 -330 -440 -550
40 104 -20 -30 -40 -40 -50 -60 -70 -80 -90 -130 -170 -250 -330 -410
30 86 -10 -20 -20 -30 -30 -40 -40 -50 -50 -80 -100 -150 -210 -260
20 68 -10 -10 -10 -10 -20 -20 -20 -20 -20 -30 -40 -60 -70 -90
10 50 10 10 10 10 20 20 20 20 20 30 40 60 80 90
0 32 20 20 30 30 40 40 50 50 60 90 120 170 230 280
-10 14 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20 -4 30 50 60 70 90 100 120 130 140 210 280 420 570 710
-30 -22 40 60 80 100 120 130 150 170 190 280 380 570 760 950
-40 -40 50 80 100 120 150 170 190 220 240 360 480 720 970 1,220
-50 -58 60 90 120 150 180 210 240 270 300 450 590 890 1,200 1,500
Note: Rounded values are given for an airfield altitude of 0 ft and cover higher elevations
Reference ICAO Doc 8168-OPS/611 Vol 1 Part III Sect. 1 § 4.3.4 - accurate corrections.
 ACTIVATE.softkey ......................................................................... Click on

 WPT LIST / T COMP annunciation ........................ Displayed
All altitude constraints between the IAF and the end of the missed approach
altitude are compensated unless they have been manually modified.
Above 15,000 ft the compensation defaults to zero.
To change OAT, first select TComp OFF and click "Compute", then restart
temperature compensation procedure.
 FMW Arrival POF / LANDING DATA tab:
 T COMP softkey ....................................................................... Click on
 Altitude (e.g. Published DA/MDA) ............................................. Insert
 OAT .......................................................................................... Check
 T COMP ALT .................................................................. Cross-check
 Baro M ..................................................... Insert compensated DA/MDA
 SEND ......................................................................................... Click on
 ATC .................................................................................................. Advise
Go-around
ASEL setting: During go-around, ASEL shall not be set to a temperature-
compensated altitude if an altitude clearance is received from ATC.

SPECIAL PROCEDURES - OPERATIONS 25-02
F2000EX
Noise abatement departure procedure - Page 1 of 4
EASy
NADP 1 (close in) Issue 4
GENERAL INFORMATION
NADP 1 (Close-in) reduces the airplane noise level above noise-sensitive

areas that are located within 2.5 NM / 15,000 ft from Departure End of a
Runway (DER).
For areas located beyond this distance, refer to 25-03 NADP 2 (Distant).
NADP 1 consists in:
- A normal take-off,
- A thrust reduction at a given height (800 ft AAL by default),
- Followed by a quiet climb at V2+10 in take-off flaps setting up to 3,000 ft
AAL.
Reducing thrust below 800 ft AAL requires a pilot training to guarantee the
highest safety standard and the best efficiency in noise reduction.
LIMITATIONS
PERFORMANCE LIMITATIONS – THRUST REDUCTION

N1REDUCED = N1TAKE-OFF- N1REDUCTION
The thrust reduction specified in this Noise Abatement Departure Procedure
(NADP) does not decrease the MTOW limited by an engine failure at/after V1.
If an engine fails after thrust reduction, the flight crew must set the maximum
take-off thrust on the live engine and cancels the NADP to fly the One Engine
Inoperative (OEI) trajectory.
- Maximum N1REDUCTION .............................................................................. 8 %
- Minimum Thrust Reduction Height ................................................ 400 ft AAL
- Maximum Thrust Reduction Height ............................................ 1,000 ft AAL
- Height if location of noise sensitive area is unknown .................... 800 ft AAL
- Height if location of noise sensitive area is known .........................................
.......................................................................... See tables on pages 8 and 9
Height and N1 for reduction provided by this procedure ensure minimum
noise signature and should be compatible with any airport NADP 1 (close-in)
procedures.
OPERATING CONDITIONS
- AT engagement ...........................................At or above NADP Final Altitude

25-02 SPECIAL PROCEDURES - OPERATIONS
F2000EX
Page 2 of 4 Noise abatement departure procedure -
EASy
Issue 4 NADP 1 (close in)
NORMAL PROCEDURES
The following procedure applies in addition to the normal procedures:
 COCKPIT PREPARATION
For A/C equipped with T/O mode:
 SPEED ...................................................................................... MAN / V2+10
End
 AT THRUST REDUCTION HEIGHT

 Power levers (all) ........................................................................... N1REDUCED
GEAR aural warning may sound below 500 ft RA after the thrust reduction
(the power levers angle gets close to the GEAR aural warning threshold).
 REACHING TOSA (ONLY IF T/O MODE SELECTED)

 CLB ............................................................................................................ ON
 AT NOISE ABATEMENT FINAL ALTITUDE (MAX 3,000 FT AAL)

 Power levers (all) ............................................................................ MAX CLB
 SPEED ......................................................................... FMS or MAN / XXX(*)
 Resume with the standard AFTER TAKE-OFF procedure.
(*): VFT or assigned departure speed
EMERGENCY AND ABNORMAL PROCEDURES
Cancel NADP in case of:

- Engine failure,
- Adverse weather (windshear, turbulence…),
- Or if safety dictates.
In such case, set take-off thrust before dealing with any emergency or
abnormal procedure:
 Power levers (all) ....................................................................................... TO
 Resume with the appropriate procedure.
PERFORMANCE
DEFINITIONS
DER: Departure End Runway
Reference zero: A point on the runway at the end of the take-off distance
(BFL).
METHOD
 Balanced Field Length (BFL - as per AFM or QRH) ........................ Compute
 Second Gross Climb Gradient (GCLB2 - as per AFM or QRH) ...... Compute
 Applicable Zone 1 or Zone 2 (as per pages 8 and 9) ........................... Check
 N1REDUCED + N1TAKE-OFF - N1REDUCTION (as per pages 8 and 9) ..... Compute

F2000EX
EASy
NADP 1 (close in) Issue 4
If the N1REDUCTION is N/A (Not Applicable), thrust reduction is forbidden. Take-

Off conditions (runway, temperature, payload…) should be changed to avoid
a noise violation.
 If location of the noise sensitive area is known:
 Thrust Reduction Height (as per pages 8 and 9) ........................ Compute
 If location of the noise sensitive area is unknown:
 Thrust Reduction Height ............................................................ 800 ft AAL
NADP 1 (CLOSE-IN) – SF1 TAKE-OFF

Performance limitations
Close-in NAPD is not applicable for

Second Segment Gross Climb Gradient low er than 6 %

Second Segment Gross Climb Gradient low er than 4.5 %
N1REDUCTION and Thrust Reduction Height
SECOND SEGMENT GROSS CLIMB

4.5 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0
GRADIENT (%)
N1 REDUCTION (%) -
ZONE 1 5.5 7.0
8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0 8.0
ZONE 2 n/a n/a
DISTANCE OF THE NOISE-SENSITIVE

N1 REDUCTION HEIGHT (ft above airport elevation)
AREA FROM REFERENCE ZERO (ft)
2,000 and lower 400 400 400 400 400 400 400 400 400 400 400 400 400 400 400
2,500 400 400 400 400 400 400 400 400 400 400 400 400 400 400 400
3,000 400 400 400 400 400 400 400 400 400 400 400 400 400 400 400
3,500 400 400 400 400 400 400 400 400 400 400 400 400 400 400 400
4,000 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600
4,500 600 600 600 600 600 600 600 600 600 600 600 600 600 600 600
5,000 800 800 800 800 800 800 800 800 800 800 800 800 800 800 800
5,500 800 800 800 800 800 800 800 800 800 800 800 800 800 800 800
6,000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000
6,500 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000
7,000 and above 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000

F2000EX
EASy
Issue 4 NADP 1 (close in)
NADP 1 (CLOSE-IN) – SF2 TAKE-OFF

Performance limitations

Second Segment Gross Climb Gradient low er than 6%

Second Segment Gross Climb Gradient
low er than 4.5 %
N1REDUCTION and Thrust Reduction Height
SECOND SEGMENT GROSS CLIMB

4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14. 15.0 16.0 17.0 18.
GRADIENT (%)
ZONE 1 4.0 5.0

N1 REDUCT ION (%) - 6. 8.0 8.0 8.0 8.0 8.0 8. 8.0 8.0 8.0 8.0 8.0 8.0
ZONE 2 n/a n/a
DIST ANCE OF T HE NOISE-SENSIT IVE

N1 REDUCT ION HEIGHT (ft above airport elevation)
AREA FROM REFERENCE ZERO (ft)
2,000 and lower 400 400 400 400 400 400 40 400 400 400 400 400 400 400 400
2,500 400 400 400 400 400 400 40 400 400 400 400 400 400 400 400
3,000 400 400 400 400 400 400 40 400 400 400 400 400 400 400 400
3,500 600 600 600 600 600 600 60 600 600 600 600 600 600 600 600
4,000 600 600 600 600 600 600 60 600 600 600 600 600 600 600 600
4,500 800 800 800 800 800 800 80 800 800 800 800 800 800 800 800
5,000 800 800 800 800 800 800 80 800 800 800 800 800 800 800 800
5,500 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 100 1000 1000 1000 1000
6,000 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 100 1000 1000 1000 1000
6,500 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 100 1000 1000 1000 1000
7,000 and above 1000 1000 1000 1000 1000 1000 1000 1000 1000 1000 100 1000 100 1000 1000

F2000EX
Noise Abatement Departure Procedure - Page 1 of 2
EASy
NADP 2 (distant) Issue 4
GENERAL INFORMATION
NADP 2 (Distant) procedure reduces the airplane noise level above noise-
sensitive areas located beyond 2.5 NM / 15,000 ft from the Departure End of
Runway (DER).
For areas located within this distance, refer to NADP 1 (CLOSE-IN)

procedure (section 25-02) 
NADP 2 consists in:
- Initially climbing at V2 + 10,
- At 800 ft AAL, accelerating towards VFT, retracting flaps and slats,
- Reducing thrust (-7% N1) when reaching VFT,
- Climbing at VFT up to 3,000 ft AAL,
- At 3,000 ft AAL, accelerating towards FMS or MAN / XXX(*) speed,
- Climbing up to the published NADP final altitude (max 10,000 ft AAL),
(*)VFT or assigned departure speed
LIMITATIONS
PERFORMANCE LIMITATIONS – THRUST REDUCTION

N1REDUCED = N1TAKE-OFF- 7%
(NADP) does not decrease the MTOW limited by an engine failure at/after V1.
If an engine fails after thrust reduction, the flight crew must set TO thrust on
the live engine and fly the One Engine Inoperative (OEI) trajectory.
- Minimum Thrust Reduction Height ................................................ 800 ft AAL
- Minimum Thrust Reduction Speed .......................................................... VFT
Do not follow NADP2 when ATC request a stepped climb.
- AT engagement ........................................... at or above NADP Final Altitude

F2000EX
Page 2 of 2 Noise Abatement Departure Procedure -
EASy
Issue 4 NADP 2 (distant)
NORMAL PROCEDURES
The following procedure applies in addition to the existing normal take-off

procedures:
 SPEED .......................................................................................... MAN / VFT
End
 AT 800 FT AAL
 If CLB mode selected:
 SPEED ...................................................................................... MAN / VFT
 If TO mode selected:
 CLB ........................................................................................................ ON
 AT VFT
 Power Levers (all) ............. Reduced by PM to N1REDUCED = N1TAKE- OFF - 7%
 AT OR ABOVE 3,000 FT AAL

 AT NADP FINAL ALTITUDE (MAX 10,000 FT AAL)

 AT .............................................................................................................. ON

- Engine failure,
- Adverse weather (windshear, turbulence…),
In such cases, set TO thrust before dealing with any emergency or abnormal
procedure:
(*): VFT or assigned departure speed.

F2000EX
EASy
Thrust reduction at 1,500 ft AAL Issue 3
GENERAL INFORMATION
The standard 1,500 / 3,000 ft AAL Noise Abatement Departure Procedure

consists in:
- Climbing at V2+10 up to 1,500 ft AAL with take-off SF setting,
- Reducing thrust to MAX CLB at 1,500 ft AAL,
- Climbing at V2+10 up to 3,000 ft AAL with take-off SF setting,
- At 3,000 ft AAL, accelerating and retracting the flaps and slats.
LIMITATIONS
Do not use AT below 3,000 ft AAL.
NORMAL PROCEDURE
The following procedure applies in addition to the existing normal take-off

procedures:
 SPEED ...................................................................................... MAN / V2+10
End
 REACHING TOSA (ONLY IF T/O MODE SELECTED)

 CLB ............................................................................................................ ON
 AT 1,500 FT AAL
 AT 3,000 FT AAL

- Engine failure,
- Adverse weather (windshear, turbulence, etc.),
In such case, set TO thrust prior to dealing with any emergency or abnormal
procedure:

F2000EX
EASy
Issue 3 Thrust reduction at 1,500 ft AAL

F2000EX
EASy
London city only Issue 14
GENERAL INFORMATION
London City airport authority (EGLC / LCY) has published specific noise
abatement requirements.
This procedure aims at keeping the Falcon 2000EX EASy / DX / LX / LXS / S
within the required noise level limit.
Applicable in any temperature / pressure condition, this procedure matches
with the minimum required climb gradients (obstacles clearance and SID)
published in the UK AIP.
The operator remains responsible for checking any further AIP update
regarding the noise limits, SID climb gradients and obstacle clearance
constraints.
In order to guarantee the highest safety standard and the best efficiency in
noise reduction, this procedure requires a specific pilot training.
LIMITATIONS
TAKE-OFF CONFIGURATION
 F2000EX EASy / DX / LX ....................................................................... SF 2
 F2000S / LXS..............................................................................SF 1 or SF 2
(NADP) has no influence on the take-off performance.
Indeed, the MTOW is always computed in the possibility of an engine failure
after V1. In this case, the flight crew will set the maximum take-off thrust on
the live engine and cancel the NADP to fly the one engine inoperative (OEI)
trajectory.
London City airport being located just under London Heathrow final approach
path, the SID initial climb altitude is 3,000 ft AMSL.
This procedure prevents any altitude burst, and any TCAS alert onboard the
airplanes on final approach at (or on initial climb out from) Heathrow.
- Use the full runway length. Rolling take-off is not permitted.
- Reduce thrust at 400 ft RA.
- Then, fly V2+10.
- At 1,100 ft, for A/C equipped with T/O mode, select CLB mode.
- At 2,500 ft, accelerate to 190 kt in CLB mode.
- Level off at 3,000 ft (LCY departures initial altitude constraint).
THE SPECIFIC THRUST REDUCTION
The NADP is based upon a specific thrust reduction, having been determined
to respect the noise limit and the SID climb requirement.
The thrust reduction at 400 ft RA consists in setting N1reduced on both engines
and depends of the take-off weight (TOW) according to the herebelow table:
F2000EX EASY / DX / LX
SLAT FLAP
N1 REDUCED
CONFIGURATIONS
SF 2 N1take-off - 10 %

F2000EX
EASy
Issue 14 London city only
F2000LXS / S
SLATS-FLAPS
TOW N1 REDUCED
CONFIGURATION
SF 1 - N1take-off - 10 %
TOW ≤ 39,500 lb (or N1take-off - 10 %
17,916 kg)
SF 2
TOW > 39,500 lb (or N1take-off - 9 %
17,916 kg)
Example:
- Falcon 2000LXS,
- Outside Air Temperature (OAT) = 20 °C
- QNH ≈ 1,013 hPa
- Take-off weight = 40,000 lb
- Slat-Flap configuration = SF 2
N1take-off = 94.9 %
N1reduced = N1take-off - 9 % = 94.9 - 9 = 85.9 %
NORMAL PROCEDURE
The following procedure applies in addition to the normal procedures:
 TOSA .................................................................................................. 1,100 ft
 SPEED .................................................................................... MAN / V2 + 10
End
 ASEL ................................................................................................... 3,000 ft
 AT 400 FT RA
 Power levers (all) ......................................................................... N1 reduced
GEAR aural warning may sound, possibly below 500 ft RA after thrust
reduction (the power levers angle closes the GEAR aural warning threshold).
 AFTER THRUST REDUCTION

 Effective gear retraction ........................................................................ Check
If A/C not equipped with T/O mode:
 FD/TD ........................................................................................................ ON
If A/C equipped with EASy I Step 3:
 YD .............................................................................................................. ON
End
 REACHING 1,100 FT AMSL (ONLY IF T/O MODE SELECTED)

 CLB ............................................................................................................ ON

F2000EX
EASy
London city only Issue 14
 AT 2,500 FT AMSL
 SPEED ........................................................................................... MAN / 190
 AT .............................................................................................................. ON
 AT 3,000 FT AMSL
ABNORMAL AND EMERGENCY PROCEDURES

- Engine failure,
- Adverse weather (windshear, turbulence, etc.),
In such case, set take-off thrust before dealing with any emergency or
abnormal procedure.

F2000EX
EASy
Issue 14 London city only

F2000EX
Autopilot CAT II approach Page 1 of 6
EASy
Issue 9
LIMITATIONS
WEATHER
- Headwind ........................................................................................ 25 kt max
- Tailwind ........................................................................................... 10 kt max
- Crosswind ....................................................................................... 20 kt max
AIRPLANE MINIMA :
F2000EX EASy Model RVR DH
EX / DX / LX 300 m 110 ft
S / LXS 300 m 100 ft
Manual Category II approaches are not authorized.

Manual approaches using PDU Flight Director are restricted to CAT I
AIRPLANE CONFIGURATION
- Gear down
- SF 3
- Airbrakes retracted
MINIMUM CREW
- 2 pilots with qualification according to operational rules
Compliance with the certification standards does not constitute an approval to
conduct CAT II operations. Such authorization must be obtained by the
operator from the appropriate authorities.
AIRPLANE SYSTEM LIMITATIONS
ONBOARD
INSTLD REQD COMMENT
EQUIPMENT/FUNCTION
ADS 2 2
AP 2 1
Must be displayed on both
PDU. If one FD is
AFCS
FD 2 1 inoperative, the coupled
side arrow is displayed in
amber on one side
No PITCH FEEL in CAS
window
AFU (Arthur Units) 2 2
No AIL FEEL in CAS
window
Must show on RH (SIC)
DH indication 2 1
PDU
Engines 2 2

25-08 SPECIAL PROCEDURES - OPERATIONS F2000EX
Page 2 of 6 Autopilot CAT II approach EASy
Issue 9
ONBOARD
INSTLD REQD COMMENT
EQUIPMENT/FUNCTION
must be connected to LH
FMS 2 (3) 1
side
Go-around (GA (or TOGA Must be operative on LH
2 1
(if installed)) pushbutton side
2 independent
electrical power sources
GEN 2 1
required. If a GEN fails,
start APU.
Hydraulic systems 2 2
ILS receivers 2 2
One IRS connected to LH
IRS 2 (3) 2 side, another independent
IRS connected to RH side.
Displaying ADI and HSI,
PDU 2 2
on both pilot sides.
Radio Altimeter (RAD a RAD ALT display for
1 (2) 1
ALT) each pilot.
Secondary Flight Display
1 1
(SFD)
Wipers 2 2
Windscreen heating 2 2
- If the FalconEye HUD is used:

- The HUD Basic display mode must be selected at 1,000 ft above the
runway or higher.
- The SVS (or CVS) image can be displayed in the HUD.
- Both Radio Altimeters must be operative.
- Although not required by the certification, it is recommended to fly the Cat II
approach with the Auto-throttle and Yaw damper systems operating.
- EGPWS Mode 6 (radio altitude calls out) is not required;
OPERATING LIMITATIONS
- In case of discrepancy concerning the following use requirement, regulation
prevails.
- Below 800 ft above the runway threshold, the use of the TCS pushbutton is
forbidden.
- Relevant RVR on a CAT II APP
The touchdown zone RVR shall always be controlling. If relevant, the midpoint
and stopend RVR may also be controlling.
Minimum RVR (in meters)

[1]
Approach type TDZ MIDPOINT STOP END
CAT II 300 125 75
[1] As a landing Falcon 2000EX Easy series usually stops in approximately
1,000 meters; so the STOP END RVR is not relevant.

F2000EX
EASy
Issue 9
NORMAL PROCEDURES
The flight crew must do the following specific actions in addition to the existing
normal and special procedures.
 BEFORE DESCENT
 FMS Window / Arrival POF / STAR App tab
 Landing elevation (Elev) ...................................... Proposed by the system
 Loc track (Elev) ... Proposed by the system, or if known, manually entered
 Runway lenght ..................................................... Proposed by the system
 Glide slope reference........................................... Proposed by the system
For A/C equipped with ROCKWELL-COLLINS HGS:
 HUD CONFIRM softkey ..................................................................... Press
End
 FMS Window / Arrival POF / LANDING DATA tab:
 App Category ......................................................................... CAT2/HUD 2
 RA DH .................................................................................................... Set
 APPROACH
 Autopilot .............................................................................................. Engage
 Autothrottle.................................................................................... On request
 No ROLL MISTRIM .............................................................................. Check
 SFD ....................................................................................................... Check
 RA .......................................................................................................... TEST
 VAPP / VREF .......................................................................Compute and set
 Both altimeters ............................................................................. Set – check
 ILS frequency ................................................................... Tune on both sides
 VOR/LOC CDI............................................................... Display on both sides
 ILS Course (MAGNETIC) ................................................... Set on both sides
 APP mode ............................................................................................ Armed
 1,000ft above the runway or higher (If FalconEye HUD is used)
 HUD Basic Display mode ................................................................. Check
 AT 1000 FT ABOVE THE RUNWAY

 Approach speed .............................................................................. Stabilized
 Altimeters and radio altimeter(s) ................................................. Cross-check
 CAT2 green .....................................................................Check and Call out
Below 800ft above the runway threshold, the use of TCS pushbutton is
forbidden.
 FROM 300 FT ABOVE THE RUNWAY AND BELOW

 PF monitors outboard and must be prepared to initiate a go around
procedure.
 PM monitors instrument panel and calls out any deficiencies or excessive
deviations.

Issue 9
An excessive deviation occurs when :

- Airspeed is faster than Vapp+10 or slower than Vapp-5
- Bank angle exceeds 10°
- Flight Path vector is above 0° or below -6°
- ILS deviation exceeds 1 dot above 500ft RA or ½ dot below.
 In case of EGPWS failure

 PM must call out the radio altimeter reads-out as follow:300 - 100
ABOVE – MINIMUM (at DH)
 AT DH
 Landing or go around according to visual references............... call out by PF
 AT 50FT OR HIGHER
 Autopilot and autothrottle disengagement ................................ call out by PF
During automatic CAT II approaches, the FD bars are automatically removed

from the HUD at 50 ft.
ABNORMAL PROCEDURES
Managing failures during the final approach depends on the current height of
the airplane. This table suggests a failure management strategy. Whatsoever,
pilots must exercise common sense when facing any flight deck effect.
Between
Above 1,000
Warning, flag or failure 1,000 RA and Below Cat 1 DH
RA
Cat I DH
Autopilot
disengagement
GO AROUND IF
Excessive deviations INSUFFICIENT
REVERT TO CAT I
VISUAL
HUD: NO CAT2 / REFERENCE
NO CAT2
PDU: CAT2 or CAT2

REVERT TO GO AROUND IF INSUFFICIENT
Engine failure
CAT I VISUAL REFERENCE
 If HUD fails (if installed):

 Above 300 ft ..................... PF reverts to PDU and continues the approach
 Below 300 ft ................................................................................................
. PF continues the approach looking outside for visual cues through HUD

F2000EX
EASy
Issue 9
PERFORMANCE
 LANDING - APPROACH CLIMB

For CAT II operations, the steady gradient of climb with one engine
inoperative may not be less than 2.5 %.
Engine rating is take-off thrust, APR operating.
Configuration is SF 1 (10° FLAPS + SLATS), and stabilized airspeed is VREF.
 MAXIMUM ALLOWABLE WEIGHTS

Approach and landing climb gradients.
The most restrictive condition is the one engine inoperative approach climb
gradient of 2.5 %.
Refer to the AFM – Annex 1 for charts.

Issue 9

F2000EX
Low visibility take-off (LVTO) Page 1 of 2
EASy
Issue 1
LOW VISIBILITY TAKE-OFF (LVTO)
Low Visibility Take-Off is usually conducted at an airport where the RVR is

lower than 400 meters (1/4 Statute miles).
The optional Runway Awareness and Advisory System (RAAS) and the
Enhanced Vision System (HUD with EVS) both improve the pilots’ situation
awareness and therefore enhance safety. Refer to the relevant sections for
more details.
LIMITATIONS
REGULATION:
- Comply with the applicable local regulation.
- LVP (Low visibility procedures) must be in force at the airport.
OPERATIONS
- PF must control Nose Wheel Steering,
- Rolling take-off is prohibited,
- HUD is not approved for operations with RVR less than 125 meters
(400 feet),
- Briefings and checklists must only be completed with the airplane stopped.
NORMAL PROCEDURE
 PRE-FLIGHT
If a LOC is available for the departure runway, the PM should perform the
following:
 ILS / LOC frequency ............................................................................... Tune
 ILS / LOC course ....................................................................................... Set
 AFTER START
 Slats-Flaps ............................................................................................... SF2
 TAXI
- Display Jeppesen charts in the upper DU to enhance situation awareness
during taxi.
- Use HUD + EVS (if the airplane is equipped with and the pilot is trained).
- Depending on the nature and intensity of the obscurant, EVS may enable
detection of obstacles or runway lights beyond the visual range,
- EVS contrast and brightness must be set correctly so as not to impede or
misrepresent visual perception.
 LINE-UP
 Airplane HDG vs RWY HDG vs ILS course indicator ...................... Compare
 TAKE-OFF
 PF maintains the runway centerline by visual references,
 PM monitors the ground trajectory by reference to LOC indications and
announces the correction to maintain the runway centerline: “Go right” or
“Go left”.

Page 2 of 2 Low visibility take-off (LVTO) EASy
Issue 1
 AFTER TAKE-OFF
 ATC call .......................................................................................... “Airborne”

F2000EX
Decelerating precision approach Page 1 of 2
EASy
Issue 7
DECELERATING PRECISION APPROACH
The following procedure describes an optimized management of the

slats/flaps and gear extension sequence to comply with:
- ATC speed constraints, usually 220 kt on intermediate approach, 180 kt on
initial approach and 160 kt on final approach down to 4 NM,
- ATC vectors to approach fix on continuous 3° descent path (for noise
disturbance mitigation).
while achieving a stabilization at 500 ft AAL provided it is compliant with
operator's regulations or policies.
NORMAL PROCEDURE
 Before Glide Slope interception:
 Slats-flaps ....................................................................................... CLEAN
 IAS ........................................................................................ VREF + 55 kt
 At Glide Slope interception at or below 2,000 ft AAL:
 Slats-flaps ........................................................................................... SF 1
 IAS mini................................................................................. VREF + 30 kt
 At 1,200 ft AAL:
 Landing gear ...................................................................................... Down
 Slats-flaps ........................................................................... SF 2 then SF 3
 IAS .................................................................................................... VAPP
 Before Landing Check-List ..........................................................Complete

Page 2 of 2 Decelerating precision approach EASy
Issue 7

F2000EX
QFE operations Page 1 of 4
EASy
Issue 8
QFE OPERATIONS
DEFINITIONS
On some airfields (e.g. in Russia) altimeter references for take-off and landing
are given in QFE setting (altimeter reading zero at take-off or touch down).
QFE operations imply specific settings for altimeters, FMW / POF windows,
ASEL, I-NAV, EGPWS and ECS synoptic, and impact vertical navigation
capabilities. Therefore, it is recommended to operate using QNH altimeter
setting.
The following procedure is proposed for crews that decide to operate on such
airfields using QFE setting instead of QNH altimeter setting to avoid
conversions (e.g. because existing charts do not propose conversion tables),
even though QNH setting is recommended.
LIMITATIONS
The minimum value that can be set in Baro Set is 500 HPa, provided altimeter
reads an altitude above minus 2,000 ft. When altimeter reaches minus 2,000
ft and below, altitude tape and Baro Set become invalid (red-crossed and
dashed).
When using QFE altimeter setting:
- VPTH, VGP and VNAV operations are prohibited.
- Vertical constraints in WPT LIST must be disregarded.
- VSD must be disregarded.
NORMAL PROCEDURES
The following procedures apply in addition to or in place of existing normal
procedures.
DEPARTURE
Cockpit preparation
 Altimeters ........................................................................................ QFE - Set
 SFD .................................................................................... QFE or QNH - Set
FMW / POF Take-Off / SID
 Runway / SID .................................................................................... Selected
 Elev ....................................................................................................... zero ft
 TOSA ................................................................ Set (height referring to QFE)
 Trans Alt............................................................ Set (height referring to QFE)
 Obst Elev .............................................. Set (height above runway threshold)
FMW / POF Take-Off / Take-off Config:
 Baro Set ...........................................................................................QFE - set
 Press Alt ............................................................................................ Checked
I-NAV
 VSD ........................................................................................... Not displayed
After Start
 Altimeters ................................................................................ Cross checked
MKB
 TERR INHIB........................................................................................ Pushed
CAS
 TERR INHIBIT .............................................................................. Displayed

Page 2 of 4 QFE operations EASy
Issue 8
After Take-off
 Altimeters ...................................................................................... QFE / STD
When the departure procedure is based on a "Course to an Altitude",
"Heading to an Altitude" or "Fix to an Altitude" leg (e.g. climb to X,XXX ft
then turn …), the altitude constraint in the WPT list must be disregarded
in order to follow the correct trajectory as published using the QFE
altimeter setting.
Climb (at 18,000 FT or FL180)
 Altimeters / SFD .............................................................................. STD - Set
I-NAV
 VSD ........................................................................................... As necessary
MKB
CAS
 TERR INHIBIT ........................................................................ Not displayed
ARRIVAL
Descent
FMW / POF Landing / STAR/App
 Rwy / Appr / STAR ............................................................................ Selected
 Elev ....................................................................................................... zero ft
 G/A SA .............................................................. Set (height referring to QFE)
FMW / POF Landing / Landing Config
 Baro Set .......................................................................................... QFE - Set
 Press Alt ............................................................................................ Checked
SYNOP / ECS
 LDG ELEV ............................................................................................ zero ft
If LDG ELEV has been set manually for a QFE operation, it will have to be set
manually for every landing if there is no avionics reset (in case of quick
turnaround operation, for example). The use of CLR DEL pushbutton on the
MKB will not allow system to return to database default unless avionics are
completely reset.
FMW / POF Landing / Landing Data
 Baro Min ................................................................................ MDH / DH value
Below 18,000 ft
MKB
CAS
 TERR INHIBIT .............................................................................. Displayed
 SFD .................................................................................... QFE or QNH - Set

I-NAV
 VSD ........................................................................................... Not displayed
Approach
 Altimeters ............................................................ QFE - Set & Cross checked
 ASEL .......................................................................................................... Set

F2000EX
QFE operations Page 3 of 4
EASy
Issue 8
If a non localizer based approach has been selected in STAR/App tab,

FMS/VGP is proposed as default App Category. If certain conditions are
met (refer to FMS/VGP approaches) "VGP RWY XX" excitement is
displayed in the FMA. As VGP approach is prohibited, do not arm
APProach. In that case, select PATH when reaching final approach fix.
Missed approach
When the missed approach procedure is based on a "Course to an
Altitude", "Heading to an Altitude" or "Fix to an Altitude" leg (e.g. climb
to X,XXX ft then turn …), the altitude constraint in the WPT list must be
disregarded in order to follow the correct trajectory as published using
the QFE altimeter setting.

Page 4 of 4 QFE operations EASy
Issue 8

F2000EX
Steep approach procedure Page 1 of 10
EASy
Issue 14
STEEP APPROACH PROCEDURE
This procedure does not apply to Canadian registered Falcon 2000EX

EASy series airplanes.
The AFM provides additional steep approach procedures. They only differ in
the maximum descent angle dependent on winglet (and inboard slats)
configuration, Maximum Landing Weight, minimum approach speed and
landing distances.
With Winglets +
Without Winglets With Winglets
INBD SLATS
F2000EX EASy / DX Falcon 2000LX
Falcon 2000S / LXS
Max path Up to Up to
Up to 5.5° Up to 5.5° Up to 6.0° Up to 6.0°
angle: 6.65° 5.5°
Slats / Flaps SF 3 SF 3 SF 3 SF 3 SF 3 SF 3
Landing
Down Down Down Down Down Down
gear
Airbrakes AB 1 AB 1 AB 1 AB 1 AB 1 AB 1
[1]
Min VAPP VREF + 5 VREF + 10 VREF + 5 VREF + 10 VREF + 5 VREF + 10
MLWSTEEP
30,500 34,500 30,500 34,500 34,500 34,500
(lb)
AFM Annex 7A 7 7A 7 7C 7B
[1] Minimum VAPP without wind, called also VSAL (VSteep Approach Landing).
LIMITATIONS
REQUIRED EQUIPMENT LIST

The following aircraft components and onboard systems must be operational:
- Both engines.
- Both hydraulic systems.
- Both electrical generators.
- All electrical busses.
- All flight controls.
- Both brake systems.
- 1 radio altimeter for ILS approach in APP mode.
- EGPWS.
- Anti-icing system in icing condition.
FMS TOLD
Disregard FMS TOLD data, as selection of the “Steep Approach” check box in
the FMW does not modify FMS performance computations.
MAXIMUM LANDING WEIGHT (MLW)
During certification, test pilots demonstrated the following maximum gross
weights with respect to each path angle, on the final approach segment. The
airplane must be lighter than MLW, for the pilot to rejoin the G/S following a
sudden deviation. In normal operation, the flight crew must verify that the
estimated landing weight is lower than:

Page 2 of 10 Steep approach procedure EASy
Issue 14
With Winglets +
INBD SLATS
Falcon 2000S / LXS
angle: 6.65° 5.5°
MLWSTEEP
30,500 34,500 30,500 34,500 34,500 34,500
(lb)
- Max airfield pressure altitude (F2000S/LXS only) .......................... 6,000 ft
- Maximum tailwind ..................................................................................... 5 kt
- Autopilot and Autothrottle MUH ............................................................. 285 ft
NORMAL PROCEDURE
The following procedure complements the SOPs.
 BEFORE DESCENT
EASy I A/C - without M3254:
 FMW / Landing Config / Steep Appr checkbox..................................... Select
 FMW / Arrival POF/ Landing Data/Manual Vspd .................................. Select

 Up to 5.5° path angle:
 VAPP (zero wind)............................................................................ VREF + 5
 Up to 6.0° (winglets) or 6.65° (w/o winglets) path angle:
 VAPP (zero wind).......................................................................... VREF + 10
 VAPP......................................................... VAPP (zero wind)* + wind correction

F2000EX
EASy
Issue 14
EASy II A/C - with M3254:

 FMW / TAWS SETTING / Steep approach checkbox .......................... Select
 FMW / Arrival POF/ Landing Data/Manual Vspd .................................. Select

 Up to 5.5° path angle:
 VRF* (zero wind) ........................................................................... VREF + 5
 Up to 6.0° (winglets) or 6.65° (w/o winglets) path angle:
 VRF* (zero wind) .......................................................................... VREF + 10
 VAPP....................................................................................... VRF* + Wind Cor
End
 BEFORE INTERCEPTING GLIDE SLOPE

 SPEED .............................................................. MAN / VAPP (Wind corrected)
 APPROACH ............................................................................... STABILIZED
 If ILS approach is flown in APP mode:
EASy I A/C - without M3254:
 HUD combiner (if installed) .............................................................. STOW
 STEEP on ADI ................................................................................. Check
EASy II A/C - with M3254:
 STP on ADI ...................................................................................... Check
End
 AT GLIDE SLOPE INTERCEPTION

 AIRBRAKES ........................................................................................... AB 1
 AT OR ABOVE 285 FT AGL (MUH)

 AUTOPILOT.................................................................................. Disconnect
 AUTOTHROTTLE ......................................................................... Disconnect
ABNORMAL PROCEDURE
If an engine fails:
 BEFORE FAP
 Divert to a suitable airport.

Issue 14
 ON FINAL APPROACH SEGMENT, ABOVE DA / MDA

 Go around and divert to a suitable airport.
 BELOW DA / MDA
 Go around or continue, at PIC's discretion.
OEI go-around - the G/A airspeed with respect to the steep approach path
angle is:
Path angle: Up to 5.5° Up to 6.0° or 6.65°

Slats / Flaps SF 1 SF 1
Landing gear Up Up
OEI G/A speed VREF + 5 VREF + 10
PERFORMANCE
MAXIMUM LANDING WEIGTH (MLW)

During flight preparation, the MLW must be computed with the relevant AFM
annex:
With Winglets +
INBD SLATS
Falcon 2000S / LXS
angle: 6.65° 5.5°
AFM
7A 7 7A 7 7C 7B
Annex
AUTOBRAKE: if selected for landing, the structural MLW is 30,000 lb. See
LANDING WITH AUTOBRAKE procedure (section 30-40) 
LANDING DISTANCE (LD)
Falcon 2000EX EASy / DX /LX
During flight planning and in flight, the pilot should determine the actual
landing distance using the estimated landing weight, as follows.
Use the AFM 5-700-25 chart (or QRH 1) to determine the standard landing
distance (LD).
Since the minimum VAPP is greater than VREF, the Steep Landing Distance
(LDSTEEP) is longer than the charted LD, as follows:
Path angle Up to 5.5° Up to 6.0° or 6.65°
Min VAPP VREF + 5 VREF + 10

LD x 1.06 x Wind LD x 1.12 x Wind
LDSTEEP [1] [1]
Correction Correction
[2]
LFL DRY Runway LDSTEEP x 1.67
[2]
LFL WET Runway LDSTEEP x 1.92

F2000EX
EASy
Issue 14
[1] Without failures, wind correction per 10 kt overspeed above Min VAPP =
1.12 (EASy I) or 1.14 (EASy II)
[2] or any other Ops Factor approved by the Operator's Authority.
AUTOBRAKE: if selected for landing, see LANDING WITH AUTOBRAKE
procedure (section 30-40) for 5.5° (9.6%) steep approach. 
FALCON 2000S / LXS (NOT APPLICABLE AT LONDON CITY)
During flight planning and in flight, knowing the estimated landing weight,
compute LFL as follows:
LFL = LD (chart below) x 1.14 (per 10 kt overspeed above Min VAPP) x Ops
Factor
Ops Factor = 1.67 on dry runway (1.92 on wet runway) or any other
Ops Factor approved by the Operator's Authority.
5.5° steep approach:AFM Annex 7C (Part 5) gives the steep approach
landing distance.
F2000LXS and S
Steep Approach 5.5°
Not Applicable at London City
F2000S / LXS - 5.5° STEEP APP - LANDING DISTANCE

Issue 14
6.0° steep approach: AFM Annex 7B (Part 5) gives the steep approach
landing distance.
F2000LXS and S
Steep Approach 6.0°
F2000S / LXS - 6.0° STEEP APP - LANDING DISTANCE

F2000EX
EASy
Issue 14
FALCON 2000S / LXS (LONDON CITY ONLY)

Do not apply the OLD Method (from CODDE 2 section 05-20-00) for a steep
approach landing.
The following charts allow computing the landing distance on a grooved
runway at London City (dry condition on page 10 and wet condition on page
11). These computations must be done before departure and updated in-flight
as per actual weather conditions.
 If runway is Dry
 LDSTEEP_DRY ................................................................................. Compute
Determine the landing distance on page 10 (SF3 Dry) and increase it by
14 % per 10 kt overspeed above Min VAPP (VAPP shall not exceed
VREF + 20 kt).
 LFLSTEEP_DRY = LDSTEEP_DRY x 1.67 ............................................. Compute
 LFLSTEEP_DRY < LDA ......................................................................... Check
 If runway is Wet
 LFLSTEEP_DRY ............................................................ Compute (see above)
 LDSTEEP_WET ................................................................................. Compute
Determine the landing distance on page 11 (SF3 Wet) and increase it by
20 % per 10 kt overspeed above Min VAPP (VAPP shall not exceed VREF +
20 kt).
 LFLSTEEP_WET = LDSTEEP_WET x 1.15 ............................................ Compute
 LFLSTEEP ............................................. Max [LFLSTEEP_DRY ; LFLSTEEP_WET]
 LFLSTEEP < LDA ................................................................................ Check
Examples (using the charts on pages 10 and 11): Landing at

London City (5.5° Steep Approach)
- Field pressure altitude: 0 ft, LDA: 4,327 ft, LW: 30,000 lb, OAT: 25°C,
Headwind: 10 kt.
- Runway is wet.
- From AFM 5A-700-25 page 1, VREF = 111 kt  VAPP = 111 + 5 (steep) +
5 (headwind 10/2 kt)
To compute a Maximum Landing Weight:
Maximum LD on dry runway = 4,327 / (1.67 x 1.07) = 2,421 ft

 MLW DRY = 30,870 lb
1.07 equals the landing distance increase on dry a runway due to
overspeed (5 kt wind correction)
Min
Maximum LD on wet runway = 4,327 / (1.15 x 1.10) = 3,420 ft
 MLW WET = 31,900 lb
1.10 equals the landing distance increase on wet a runway due to
overspeed (5 kt wind correction)
MLW = 30,870 lb > 30,000 lb, thus the landing is permitted.
To compute a Landing Field Length:
LW = 30,000 lb    LD = 2,381 ft
 LFLDRY = 2,381 x 1.07 X 1.67 = 4,255 ft
LW = 30,000 lb    LD = 3,305 ft Max
 LFLWET = 3,305 x 1.15 x 1.10 = 4,181 ft

Issue 14
LFL = 4,255 ft < 4,327 ft, thus the landing is permitted.
F2000LXS and S
Steep Approach5.5°
F2000S / LXS - 5.5° STEEP APP - LANDING DISTANCE LONDON CITY

DRY (AFM ANNEX 8 PART 6)

F2000EX
EASy
Issue 14
FALCON 2000S / LXS (LONDON CITY ONLY)
F2000LXS and S
F2000S / LXS - 5.5° STEEP APP - LANDING DISTANCE LONDON CITY

WET (AFM ANNEX 8 PART 6)
MINIMUM TURN AROUND TIME
Falcon 2000S / LXS
5.5° steep approach: Increase landing brake energy by 0.7 MJ.

6.0° steep approach: Increase landing brake energy by 1.2 MJ.

Issue 14

F2000EX PBN Operations -
Page 1 of 4
EASy Continental en route and terminal area
Issue 8
GENERAL
This section provides general guidance on RNAV and RNP navigations. For
Performance Based Navigation approaches, refer to the section 03-16-55.
Performance requirements are expressed in terms of accuracy, integrity,
continuity and functionality.
The major difference between RNAV and RNP is that RNP specification
requires, in addition, on-board performance monitoring and alerting as part of
the avionic functionality.
DEFINITIONS
AIRCRAFT-BASED AUGMENTATION SYSTEM (ABAS):

ABAS is a system that augments and/or integrates the data from other GNSS
components with information available on board the aircraft. ABAS most
common form is Receiver Autonomous Integrity Monitoring (RAIM)
RNAV OR RNP “X”:
“X” is the lateral navigation accuracy (total system error) in NM that the FMS
must maintain 95 % of the flight time. For instance, 5NM for RNAV5, 1 NM for
RNAV 1.
SATELLITE-BASED AUGMENTATION SYSTEM (SBAS):
SBAS is a wide coverage augmentation system in which the user receives
augmentation information from a satellite-based transmitter. SBAS is also
called wide area augmentation system (WAAS) in the US national airspace.

PBN Operations - F2000EX
Page 2 of 4 Continental en route and terminal area EASy
Issue 8
LIMITATIONS
It remains the operator’s responsibility to ensure the airplane is qualified to

operate in PBN airspace.
Conditions for operating the airplane within PBN airspace:
RNAV5 RNAV1 RNP2 (en-route)

B-RNAV P-RNAV RNP1 (terminal)
FMS NG 7.1.2 or higher 7.1.2 or higher 7.1.2 or higher
software
Navigation GPS, or GPS, or Dual GPS, or

mode
DME / DME, or DME / DME, or
VOR / DME, or VOR / DME, or Single GPS
IRS (2 hours max IRS (30 + DME / DME, or
from the last minutes max
+ VOR / DME, or
position updating on from the last
the ground) position + IRS
updating on
the ground)
RAIM check Required for GPS Required for Only required if not
navigation mode GPS utilizing SBAS
navigation receiver or not
mode receiving SBAS
signal
When GPS is the primary means of navigation (GPS stand-alone), RAIM must
be checked before entering PBN airspace.

F2000EX PBN Operations -
Page 3 of 4
EASy Continental en route and terminal area
Issue 8
NORMAL PROCEDURES
EASy automatically monitors the RNAV/RNP accuracy, but the flight crew
should cross-check the FMS navigation with charts and NAVAIDS.
Manual waypoint insertion or modification of published PBN procedures is
prohibited.
 AIRPLANE AND FLIGHT PREPARATION

 Operator ....................................................................... Approved (if required)
 PBN equipment ................................................................................ Available
 ATC flight plan ........................................................................... "R" in box 10
 ATC flight plan ........................................................ "PBN/indicator" in box 18
 POWER ON
 Database................................................................................ Check currency
Both FMS must work in synchronous mode.
SENSORS window:
 NAV selection / NOTAM ............................... Deselect NAVAIDS as required
 GPS selection / Pred RAIM .................................................................. Check
AVIONICS / FMS SET UP window:
 Navigation accuracy ................................................................. Enter - Check
 IN-FLIGHT
SENSORS window:
 Navigation accuracy ..............................................................Monitor - Check
 GPS selection / PRAIM ................................................ Monitor (if applicable)

PBN Operations - F2000EX
Page 4 of 4 Continental en route and terminal area EASy
Issue 8
ABNORMAL PROCEDURES
Loss of PBN capability

There is a large variety and combination of events that may lead to loss of
PBN capability. This paragraph only presents the main symptoms related to
the navigation system.
Flag
- DGR
- DR
CAS messages
- OPS status page of certain CAS messages,
- Loss of all FMS,
- Multiple sensor failure leading to loss of PBN capability (refer to required
functions here after).
FMS messages
- UNABLE RNP
- UNABLE RNP NEXT WPT
- NO POSITION SENSOR
- COMPARE FMS POSITION
- FMS POSITION DIFFERENT
PROCEDURE
 If applicable:
 Faulty sensor ............................................................. Identify and deselect
 If PBN capability is lost:
 ATC ................................................................................................... Inform
 Alternate procedure / flight plan ............................................................. Fly
 POST-FLIGHT
Significant incidents which affect or can affect the safety of PBN operations
need to be reported, for example:
- Navigation errors (e.g. map shifts) not associated with transitions from
inertial to radio navigation mode,
- Significant navigation errors due to a navigation database coding error,
- Unexpected deviations in lateral or vertical flight path,
- Sudden significantly misleading information,
- Total loss or multiple failures of navigation equipment.

F2000EX
Operations in oceanic and remote areas Page 1 of 2
EASy
Issue 10
OPERATIONS IN OCEANIC AND REMOTE AREAS
GENERAL
There is no radar service in most of the oceanic and remote. Therefore, the
pilots must strictly adhere to the relevant procedures, both normal and
emergency. Review the applicable regional regulation at flight preparation.
NORMAL PROCEDURES
The Falcon 2000EX EASy is RNP10, RNP4 and RNP2 approved, providing
the requirements detailed in the following table are met. This statement does
not constitute an operational approval.
RNP2
RNP10 RNP4 OCEANIC
OCEANIC
# of operating FMS 2 2 2
2 GPS , or
2 GPS, or
FMS must receive 2 IRS , or 2 GPS, or
1 GPS + 1
data from: 1 GPS + 1 1 GPS + 1 IRS
IRS
IRS
When only GPS are

used for positioning, / 25 minutes 5 minutes
max FDE outage is:
2.5 hours, or
When only GPS are 6.2 hours, or
2.2 hours following a 1.1 hours
used for positioning 5.7 hours
GPS-based position following a
and GPS signal is following a
update, or GPS-based
lost, IRS blending radio-based
2.0 hours following a position
navigation should position
radio-based position update
not exceeds: update
update.
Ensure the appropriate survival equipment is onboard the airplane.

POLAR OPERATIONS:
Flying North of N 85°00 northbound or South of S 85°00 southbound is not
approved.
ABNORMAL PROCEDURES
When only one navigation sensor (IRS or GPS) is operative:
- Before take-off: delay the departure until repairs are made,
- Before entering the oceanic / remote airspace: divert to a suitable airport,
- Within the oceanic / remote airspace: Inform ATC.

Page 2 of 2 Operations in oceanic and remote areas EASy
Issue 10

F2000EX
RVSM Page 1 of 2
EASy
Issue 2
RVSM
GENERAL
Within RVSM airspace, between FL290 and FL410, the airplanes are
vertically separated by 1,000 ft. RVSM airspace is a special qualification
airspace and requires an operator approval issued by Authorities.
Review applicable regional regulation during the preparation of flight.
LIMITATIONS
Falcon 2000EX EASy is RVSM approved, provided that the following
components are operative:
- 1 Autopilot,
- Both primary altimeters (with probe heating operating),
- 1 Altitude pre-selector (ASEL) + 1 altitude alerter,
- 1 ATC transponder.
Operations with landing gear down are not RVSM approved.
NORMAL OPERATIONS
 Altimeters .........................................................................Crosscheck (<75 ft)
 IN FLIGHT
Before entering RVSM airspace:
 AP ....................................................................................................... Engage
 Altimeters .......................................................................Crosscheck (<200 ft)
Within RVSM airspace:

 Reaching cleared FL .................................................................... Report ATC
 Altimeters .......................................................................Crosscheck (<200 ft)
ABNORMAL PROCEDURES
Inform ATC when the RVSM requirements are no longer met (which includes
primary altimeters difference > 200 ft).
RVSM related phraseology
CIRCUMSTANCE PHRASEOLOGY
The airplane is NOT RVSM approved NEGATIVE RVSM
The airplane is RVSM approved AFFIRM RVSM
It is impossible to maintain the cleared FL ± UNABLE RVSM DUE
200 ft due to turbulence TURBULENCE
It is impossible to comply with RVSM UNABLE RVSM DUE
requirements due to degraded equipment EQUIPMENT
Ability to to resume RVSM operations (after READY TO RESUME RVSM
equipment / weather contingency)

Page 2 of 2 RVSM EASy
Issue 2
CAS messages jeopardizing RVSM capability:
CAS / STATUS PAGE SYMPTOM
ADS 1 FAIL
ADS 2 FAIL LH/RH Altimeters difference > 200 ft
ADS 1+2 FAIL
AP 1+2 FAIL
AP-SW ACTIVE INHIBITED
AP-TCS INHIBITED
AP-TOGA INHIBITED
AP-TRIM INHIBITED
MAU 1A FAIL
MAU 1A+1B FAIL Autopilot cannot be reengaged
MAU 1A+2A FAIL
MAU 1A+2B FAIL
MAU 1B+2A FAIL
MAU 1B +2B FAIL
MAU 2A+2B FAIL
MAU 2A FAIL
XPDR 1+2 FAIL Dashed XPDR code reading on PDU

F2000EX
PBN Operations - RNP Approach Page 1 of 6
EASy
Issue 13
RNP APPROACH DOWN TO LNAV OR LNAV-VNAV

MINIMUMS
GENERAL
These approaches can be conducted down to:
- LNAV/VNAV minimums (DA(H)) : this approach is performed with both
FMS lateral and vertical guidance. As the vertical profile is computed with
barometric altitudes, LNAV / VGP mode must be used (see also
Temperature compensation limitation).
- LNAV minimums only (MDA(H)): this approach is performed with FMS
lateral guidance and with the VGP mode if eligible, otherwise the vertical
path is controlled by the pilot by selecting the appropriate altitudes using
PATH mode.
LIMITATIONS
Airplane systems
The following equipment must be in proper operating condition:
- 2 FMS, operative in synchronous mode,
- 1 GPS,
- 2 ADS for an approach down to LNAV/VNAV minimums.
Operational conditions
- Approach must be retrieved from the FMS database without any
modification: manual entry of a waypoint is forbidden,
- “VERTICAL DIRECT TO” (VDTO) to an altitude constrained FAF is
forbidden as final approach segment interception shall be performed in
level flight,
- “DIRECT TO” clearance to the FAF shall be rejected.
“DIRECT TO” the Intermediate Fix (IF) clearances may be accepted provided
that the resulting track change to the IF does not exceed 45°.
Temperature
If outside baro-VNAV temperature limits or cold temperature correction is
published on the airport chart:
For A/C without EASy II (M3254 – uncompensated baro-VNAV system,
i.e. without “Tcomp” function):
- The use of VGP mode (Baro-VNAV guidance down to LNAV/VNAV
minimums) is forbidden. Therefore:
- Use PATH mode (down to LNAV minimums),
For A/C with EASy II (M3254 – compensated baro-VNAV systems, i.e.

with “Tcomp” function”):
End.
NORMAL PROCEDURES
The following actions apply in addition to existing normal procedures:
 FLIGHT PREPARATION
 NAVAIDS / GPS / SBAS NOTAMs ....................................................... Check

Page 2 of 6 PBN Operations - RNP Approach EASy
Issue 13
Some regulations require that at least one non-GPS based approach

procedure be available at the designated alternate airport or the destination
airport.
 POWER ON
 Database availability ............................................................................. Check
AVIONICS window / FMS SETUP tab:
 Approach RNP Settings ........................................................................ Check
SENSORS window:
 NAV selection / NOTAMs ..................... Deselect NAVAIDS as per NOTAMs
 GPS selection / Pred RAIM / Faulty satellites ................................................
...................................................................... Deselect as per GPS NOTAMs
 GPS selection / Pred RAIM at destination for ETA............................... Check
 BEFORE DESCENT
 Airport temperature vs approach temperature limitations ............... Compare
A/C with EASy II (M3254):
 FMW Arrival POF: T Comp .......................................................As required
End.
 FMW Arrival / LANDING DATA tab: APP CAT ............................. LNAV/VGP
 GPS selection / Pred RAIM at destination for ETA..............Update if needed
Approach
 ENTERING TERMINAL AREA OR BELOW 30 NM FROM

DESTINATION
A/C without EASy II (M3254):
 ADI: TERM white annunciation ............................................................ Check
A/C with EASy II (M3254):
 ADI: TERM white annunciation ............................................................ Check
End.
 PRIOR TO THE IAF:

 FMS Navigation mode .......................................GPS or GPS SBAS – Check
 FMS (PF) / Active mode .............................................. Synchronous - Check
 SENSORS window / GPS selection / PRAIM ......................Update if needed
 PRIOR TO THE FAF

 When VGP pointer is displayed (VGP mode eligible):
 APP pushbutton .................................................................................. Push
 If VGP pointer not displayed:
 Lateral mode ........................................................................... Set to LNAV
 2 NM PRIOR TO THE FAF

 ADI (and HUD if installed): APP green annunciation........................... Check

F2000EX
EASy
Issue 13
 If HUD (HGS or FALCONEYE) is used:

 HUD: APP green annunciation ........................................................ Check
 AFTER THE FAF

 If VGP active:
 Guidance Panel: ASEL ............................Set to Missed Approach Altitude
 BELOW THE MISSED APPROACH ALTITUDE

 If PATH mode is used:
 Guidance Panel: ASEL ............................Set to Missed Approach Altitude
Post-flight
Some regulations require that the following anomalies be logged:
- Loss of RAIM,
- Position errors not caused by pilot input or erroneous operation of
equipment,
- Total loss of GPS, or FMS/GPS position discrepancy,
- Navigation errors due to incorrect data or database errors,
- Misleading information with a failure warning.
ABNORMAL PROCEDURES
The approach capability is lost when:
- APP green annunciation disappears from the ADI, and
- DGR amber flag is displayed in the HSI.
This can be associated with the following messages:
CAS Messages FMS messages
FMS .. - GPS .. POSITION MISC UNABLE RNP
UNABLE FMS .. - GPS .. MONIT UNABLE RNP NEXT WPT
GPS RAIM UNAVAILABLE
GPS RAIM ABOVE LIMIT
RAIM WILL EXCEED LIMIT
RNP APPROACH DOWN TO LPV MINIMUMS (A/C WITH

M3300 OR SB F2000EX-301)
GENERAL
RNAV(GPS), RNAV(GNSS) or RNP Rwy “XX” approaches down to LPV
minimums (also called “LPV approaches”) can only be performed by airplanes
fitted with EASy II (M3254) and the LPV option (M3300 or SB F2000EX-301).
LIMITATIONS
Aircraft systems limitations
The following equipment must be in proper operating condition:
- 1 FMS (for approach selection),
- 1 GPS / SBAS,
- 2 ADS,
- 1 PDU and 1 MDU,
- 1 IRS.
- Temperature restrictions published in the approach chart do not apply to
LPV approaches.

Issue 13
- The approach must be retrieved from the FMS navigation database without
any modification: manual entry of a waypoint is forbidden.
For A/C with FalconEye HUD Mk 1.0 (M-OPT0060 or M-OPT0061)
without OPS CREDITS option (M-OPT0062 or M-OPT0063):
If Falconeye HUD is installed, do not tune any ILS frequency while
performing an LPV approach.
End.
NORMAL PROCEDURES
The following actions should be applied in addition to existing normal
procedures.
 FLIGHT PREPARATION
 GPS / SBAS-GPS NOTAMs ................................................................. Check
Some regulations require that at least one non-GPS based approach
procedure be available at the designated alternate airport or destination
airport.
 BEFORE DESCENT
 FMW Arrival / LANDING DATA tab: APP CAT .... LPV XXXX (FAS Identifier)
 ADI:
 LPV XXXX annunciation .............................................................................
...................... Green (or White beyond 100 Nm from destination) - Check
 LPV XXXX annunciation ....... FAS identifier : ADI vs. Chart - Cross-check
 CRS .................................................................................................. Check
 If HUD (HGS or FALCONEYE) is used:
 LPV annunciation ............................................................................. Check
Approach
 PRIOR TO FAF
For A/C with FalconEye HUD Mk1.0 (M-OPT0060 or M-OPT0061)
without OPS CREDITS option (M-OPT0062 or M-OPT0063):
 NAV sensors ......................................................... No ILS frequency – Check
End.
 PDU:
 LPV XXXX annunciation ....................................................Green - Check
 LH CDI ................................................................. SBA1 displayed - Check
 RH CDI................................................................. SBA2 displayed - Check
 If HUD is used:
 HUD: SBA1 annunciation ................................................................ Check
 Guidance panel:
 APP mode ............................................................................................ Arm
 LSBA and VSBA annunciations in FMA .................... Check
 If HUD is used:
 LSBA and VSBA annunciations ..................................................... Check

F2000EX
EASy
Issue 13
 FROM THE FAF TO THE RAMP

 Guidance panel:
 ASEL ........................................................ Set to missed approach altitude
For A/C with FalconEye HUD (M-OPT0060 or M-OPT0061) without OPS
CREDITS option (M-OPT0062 or M-OPT0063):
The DME distance displayed in the HUD during a LPV approach is the
distance to the runway threshold.
End.
 GO AROUND
Apply standard go-around procedure.
If the following approach conducted is to minimums other than LPV
minimums, the CDI source must be selected to FMS or VOR in order to select
a new CRS value. When SBA1 (or SBA2) source is selected, the CRS entry
box cannot be modified.
Post-flight
Some regulations require logging of technical defects or technical limitations
exceeded during the approach, in particular:
- Navigation errors due to incorrect data or a database coding error,
- Unexpected deviations in the lateral and/or vertical flight path not caused
by pilot input or erroneous operation of equipment,
- Misleading information without a failure warning,
- Total loss or multiple navigation equipment failure,
- Loss of integrity function LPV XXXX when SBAS or LPV approach
operations have not been NOTAM'ed as unavailable or unreliable during
preflight planning.
ABNORMAL PROCEDURES
The approach capability is lost if:
Warning, flag or failure
On final approach segment
HUD PDU
NO LPV LPV XXXX
GO AROUND IF INSUFFICIENT
LSBA LSBA
and / or VISUAL REFERENCE
and / or
VSBA VSBA
Excessive deviations

Issue 13

F2000EX Landing and take-off between 8,000 and 14,000 ft
Page 1 of 4
EASy A/C with M2706
Issue 14
LANDING AND TAKE-OFF BETWEEN 8,000 AND 14,000 FT
INTRODUCTION
The following procedures only deal with the particular actions or verifications
that need to be performed in place of or in addition to normal procedures
defined in Normal - Flight phases, and in abnormal procedures. Emergency
procedures and performance are not impacted by the following procedures.
LIMITATIONS
Airplane systems limitations
 Pressurization must be in AUTO mode.
Landing and take-off at or above 8,000 ft are prohibited with pressurization in
MANUAL MODE.
The landing distance increases by 14% for each 10KT above VREF at runway
threshold.
Take-off and landing
- Airport pressure altitude ..................................................-1,000 ft / +14,000 ft
For A/C without M5000 (F2000LXS-S) and without M3688 (EASy II 3rd
cert):
Flight management window (FLGT MGMT)
TOLD Data are not available for take-off and landing on runway above
10,000 ft elevation.
For A/C with M5000 (F2000LXS-S):
TOLD Data are not available.
For A/C with M5000 (F2000LXS-S) and (M3381 EASy II 2nd cert or
M3688 EASy II 3rd cert):
TOLD Data are available.
End.
NORMAL PROCEDURE (DESTINATION AIRFIELD IS ABOVE 8,000 FT)

Airplane preparation / Power On
After FMS initialization:
 ECS synoptic:
 LDG ELEV ...................................................................................... 6,000 ft
 LOW cabin rate option .................................................................. Deselect
Before descent
5 minutes before descent:
 Approach briefing .............................................................................Complete
 ECS synoptic:
 Pressurization mode .............................................................................. Set
 LDG ELEV .................................................. Destination airfield altitude set
 Cabin rate .................................................................................As required
 Cabin altitude .................................................................................. Monitor
Descent
At the beginning of descent:
 Cabin ................................................................................ Prepare for landing

Landing and take-off between 8,000 and 14,000 ft F2000EX
Issue 14
 Crew oxygen mask (PF and/or PNF) ....................................................... Don

 MIC selector ............................................................................ MASK / Tested
 INT selector........................................................................................... Check
 FMW window:
 Approach and missed approach procedures ......................................... Set
 Landing minimums................................................................................. Set
 Landing speed ................................................... Displayed on ADI - Check
 ANTI-ICE: engines, wings and brakes (if installed) ......................As required

When brake heating system is used (if installed), all engines running or
one engine out:
The pilot MUST INCREASE the anti-ice minimum N1 by 2 %.
 FASTEN BELTS and NO SMOKING ..................................................... ON
 LANDING lights...........................................................................ON - PULSE
Go-around
The purpose of this procedure is to avoid untimely CABIN ALTITUDE

warning CAS message according to airfield elevation.
 Apply GO-AROUND procedure (section 15-85) 

 If a diversion is anticipated (change in destination):
 ECS synoptic / LDG ELEV..........................................................................
.................................... Manually reset at initial destination airfield altitude
 FMW: alternate airfield........................................................................... Set
 Climb at cruise altitude.
 ECS synoptic .................................................................................... Check
 As soon as cabin altitude stabilizes at 8,000 ft:
 ECS synoptic / LDG ELEV ..... Manually set to alternate airfield altitude
 If cabin altitude red tape threshold goes to 9,700 ft:
 Crew oxygen mask (PF and PNF) ..................................Remove / Stow
 If no diversion is anticipated (no change in destination):
 No specific action relative to pressurization is required.
NORMAL PROCEDURE (DEPARTURE AIRFIELD IS ABOVE 8,000 FT)
Before start
After passenger and baggage access doors closed, DOOR LIFT light out:
 Crew oxygen mask (PF and/or PNF) ....................................................... Don
 MIC selector ............................................................................ MASK / Tested
 INT selector........................................................................................... Check
Start
During high altitude start sequence, engine may produce noise associated
with high ITT (up to 920 °C). Check that N2 parameter is continuously
increasing and let FADEC control engine until idle is reached.
 Apply START procedure (section 15-30) 

After take-off
 ECS synoptic:
 Cabin altitude .................................................................................. Monitor
 As soon as cabin altitude red tape threshold goes to 9,700 ft:

F2000EX Landing and take-off between 8,000 and 14,000 ft
Page 3 of 4
EASy A/C with M2706
Issue 14
PERFORMANCE
Additional landing distance
Applicable to A/C equipped with EASy II M3254:
For airport pressure altitude between 10,000 ft and 14,000 ft, each 10 kt
overspeed above VREF increases the landing distance by 14%.
ABNORMAL PROCEDURES
Go-around with one engine inoperative
The purpose of this procedure is to avoid untimely CABIN ALTITUDE

warning CAS message according to airfield elevation.
 Apply GO-AROUND WITH ONE ENGINE INOPERATIVE procedure

(see QRH2 section EMERGENCY - 5)
 If a diversion is anticipated (change in destination):
 ECS synoptic / LDG ELEV..........................................................................
........................................ Manually reset initial destination airfield altitude
 FMW: alternate airfield........................................................................... Set
 Climb at cruise altitude.
 ECS synoptic .................................................................................... Check
 As soon as cabin altitude stabilizes at 8,000 ft:
 ECS synoptic / LDG ELEV ..... Manually set to alternate airfield altitude
 If cabin altitude red tape threshold goes to 9,700 ft:
 If no diversion is anticipated (no change in destination):
 No specific action relative to pressurization is required.

Landing and take-off between 8,000 and 14,000 ft F2000EX
Issue 14

F2000EX
Narrow runway operations Page 1 of 4
EASy
Issue 2
NARROW RUNWAY OPERATIONS
GENERAL
NARROW RUNWAY OPERATIONS MAIN ISSUES
Reduced runway width operations raise the following particular issues
relevant to lateral control of the aircraft:
- At take-off:
- RTO following engine failure before V1,
- Engine failure at/after V1,
- Crosswind,
- Runway conditions.
- At landing:
- Weather and Wind,
- Runway conditions,
- Flare.
For both phases, the failures affecting lateral control and braking capacity
must be considered.
REGULATORY BACKGROUND
There are currently no requirement about minimum runway width during the
certification of an aircraft type, either in CFR 14 Part 25 or in CS 25.
As such, there is no runway width limitation in the AFM.
However:
- ICAO Annex 14 (Volume I, Chapter 3), for airport and runway design
purposes, states a recommended minimum runway width, according to
aircraft type, and function of the reference take-off field length (standard
conditions, MTOW) and the most restrictive of wingspan or outer main gear
wheel span.
Accordingly, in this Annex 14, Falcon 2000EX-DX-LX-LXS-S are
referenced as belonging to category 3B, with an associated recommended
minimum runway width of 98 ft (30 m).
- FAA AC 150/5300-13 (Chapter 1 §2 and Chapter 3 Table 3-3)
recommended minimum width as a guideline for runway design, is
established as a function of approach speed (A/C approach category) and
wingspan (Airplane Design Group).
Accordingly, in the table from AC150/5300-13, Falcon 2000EX-DX-LX-LXS-
S are referenced as belonging to Airplane Design Group II, with an
associated recommended minimum runway width of 98 ft (30 m).
From an airworthiness perspective, FAR/CS 25 do not directly address

runway width, but FAR 23.149(e) and CS 25.149 (e) specify some criteria for
determination of VMCG:
- No credit for nose wheel steering,
- Maximum deviation from centerline during engine failure recovery is 30 ft
(9,014 m),
- No crosswind.
There is, indeed, no direct regulatory connection between definition of VMCG
and runway width, so the admissible 30 ft maximum deviation could
significantly reduce the clearance between the outboard main landing gear
and the runway edge during recovery after engine failure. Under a possible
combination of adverse conditions or delayed PF reaction, the clearance
could become inexistent.
RECOMMENDATIONS
Current procedures as described in CODDE 2 remain applicable.
In any case, Captain's decision and common sense should prevail.

Page 2 of 4 Narrow runway operations EASy
Issue 2
GENERAL
It is recommended:
- To consider as "Narrow Runway" any runway less than 30 m / 98 ft
width,
- To cautiously consider crosswind, particularly in gusty wind, and
make appropriate decision regarding operations under such conditions,
- That the PF be in the left hand seat (NWS tiller side),
- That the Nose Wheel Steering, braking, thrust reverser and Flight
Control System be fully operational when operating to/from narrow
runway,
- That Operator’s MEL should cover dispatch conditions to/from narrow
runway.
TAKE-OFF
It is recommended to use NWS up to VR.
Engine failure below V1: RTO phase:
- At low airspeed, combination of high thrust asymmetry and low rudder
effectiveness may entail the deviation to be quite large. The live engine
must be retarded to Idle as quickly as possible to cancel thrust asymmetry
and NWS must be used.
- Depending on A/C systems lost (particularly NWS) according to failed
engine and/or rudder effectiveness at low airspeeds, differential braking
may be needed.
A/C particular condition for potential large deviation during RTO:
- Light gross weight,
- Aft CG,
- SF 2,
- Unfavorable conditions: crosswind from the failed engine side.
At VR do not delay reaction: immediately rotate the A/C.
Engine failure after V1:
- Immediately and aggressively counter the departing moment in yaw.
LANDING
Crew should always exercise conservative judgment when considering
approach and landing, and particularly in adverse weather or degraded
aircraft status.
Successful landing on a narrow runway essentially depends on a
stabilized approach and accurate tracking of runway extended
centerline on the final approach segment. Any late attempt to
compensate for an incorrect runway alignment may result in severe
hazards.
If overall landing conditions are considered as unsatisfactory: GO
AROUND!
One engine inoperative landing is not recommended: diversion to a
suitable runway is to be privileged.
- There could be a tendency to flare out late due to visual aspect of the
runway. This could lead to hard and/or bounced touchdown.
- During the deceleration roll, be particularly vigilant regarding lateral control
of the A/C.
For all operations to/from narrow runways, a dedicated training on a simulator
with a representative and validated typical environment should prove
effective.

F2000EX
Narrow runway operations Page 3 of 4
EASy
Issue 2
STRICTLY HOLD THE CENTERLINE.

BE VIGILANT.

Page 4 of 4 Narrow runway operations EASy
Issue 2

F2000EX
Overweight landing Page 1 of 2
EASy
Issue 1
OVERWEIGHT LANDING
This procedure should only be used when it is not practical to reduce the
weight of the airplane below MLW in-flight (holding pattern, high drag
configuration).
 Use the longest available runway, considering wind and slope effects.
 Reduce the vertical speed at touchdown below 360 ft/min.
 Manage braking action such that the entire length of the runway is used to
come to a complete stop.
 Maintenance ............................................................... Notify for investigation
The hard landing detector (if equipped) indicates a vertical acceleration at
touchdown exceeding 2.5g.

Page 2 of 2 Overweight landing EASy
Issue 1

SPECIAL PROCEDURES - SYSTEM 30-05
F2000EX
In-flight water draining Page 1 of 2
EASy
Issue 7
IN-FLIGHT WATER DRAINING (WITH PRESSURIZED AIR)
Do not perform this procedure above 40,000 ft

 WATER HEATER circuit breakers (front galley and cabin power supply
box) ....................................................................................................... Pulled
 AIR SUPPLY ........................................................................... ON – Checked
Draining:
 VANITY WATER SUPPLY......................................................................... ON
 CABIN WATER SUPPLY........................................................................... ON
 DRAIN / OVERBOARD DRAIN ........................................................... DRAIN
 When water tank level indication is LOW (front galley):
 DRAIN / OVERBOARD DRAIN ........................................................... OFF
Forward galley draining with pressurized air:
 VANITY WATER SUPPLY....................................................................... OFF
 Front galley and forward lavatory faucets (hot then cold) ..................... Open
 When air passes through them:
 Front galley and forward lavatory faucets........................................ Closed
Aft galley and water tank draining with pressurized air:
 CABIN WATER SUPPLY......................................................................... OFF
 VANITY WATER SUPPLY......................................................................... ON
 Vanity faucets (hot then cold) ................................................................ Open
 When air passes through them:
 Vanity faucets .................................................................................. Closed
 DRAIN / OVERBOARD DRAIN ........................................................... DRAIN
 Wait approximately 30 seconds then:
 DRAIN / OVERBOARD DRAIN ........................................................... OFF
 AIR SUPPLY ........................................................................................ OFF
 CABIN WATER SUPPLY........................................................................... ON
If in-flight water draining cannot be performed (or in case of partial draining for
operational reasons), drainage must be completed on ground as per the
Ground Servicing Manual.

30-05 SPECIAL PROCEDURES - SYSTEM F2000EX
Page 2 of 2 In-flight water draining EASy
Issue 7

F2000EX
Operation with APU door open Page 1 of 4
EASy
Issue 1
OPERATION WITH APU DOOR OPEN
Normally take-off can only be operated with APU door closed.

This procedure details the information necessary for operations with the APU
door open (APU not running).
When APU door is opened, airplane drag and minimum control speeds are
increased. Consequently, maximum take-off weight limited by climb
requirements, second segment gross climb gradient, runway length, take-off
speeds V1 mini, V1, VR and V2 are modified.
LIMITATIONS
MMEL
Refer to MMEL for dispatch.
AIRPLANE SYSTEMS LIMITATIONS
- Disregard FMS TOLD for take-off.
- Disregard FMS fuel predictions.
 VMCA (Minimum control speed in air) ............................................... 93 KIAS
 VMCL (Minimum control speed during approach and landing) ......... 93 KIAS
 VMCG (Minimum control speed on ground) .................................... 101 KIAS
NORMAL PROCEDURES
The following procedures apply in addition to existing normal procedures.

POWER ON
 AVIONICS / FMS Setup tab:
 SmartPerf Learning................................................................................ Off
 SmartPerf Mode .................................................................. Current GS/FF
Whatever the selected performance mode, FMS fuel prediction is not
accurate.
 FMW / Departure POF / Takeoff Data tab:
 Manual Vspd ..................................................................................... Select
 Take-off speeds ...................................................................... Manually set
PERFORMANCE
TAKE-OFF
This paragraph proposes a simplified method based on QRH1. Refer to AFM
annex 4 for the complete method.
 Using AFM, decrease MTOW limited by climb requirements by:
Configuration AFM Chart Adjustment

SF2 5−500−40 page 1 450 lb
SF1 5−550−40 page 1 550 lb
 Check that TOW ≤ MTOW - Adjustment

Page 2 of 4 Operation with APU door open EASy
Issue 1
 Using QRH1, increase BFL by:
Configuration RWY condition Adjustment

DRY + 400 ft
SF2
WET + 600 ft
SF1 DRY or WET + 550 ft
 Check that BFL + Adjustment ≤ TORA

Conversely, MTOW limited by runway lenght can be determined by reducing
the TORA by this adjustment factor (thus computing an “assumed runway
length”).
 Using QRH1, increase VR and V2 by:
Configuration TOW Adjustment

27,400 lb and below + 3 kt
SF2 Linear interpolation
29,000 lb and above 0 kt
25,400 lb and below + 3 kt
SF1 Linear interpolation
26,800 lb and above 0 kt
 Using QRH1, increase V1 by:
Configuration RWY condition Adjustment

SF2 DRY or WET + 1 kt
DRY +1 kt
SF1
WET +1.5 kt
 Using AFM, increase V1 min. by 3 kt.

- Check that V1 min+3 ≤ increased V1 ≤ VMBE and VR. If increased V1
does not meet one of these limits, this limit value must be selected as
V1.
 Using QRH1, decrease GCLB2 (Gross climb gradient second segment)
by:
Configuration Adjustment
SF2 0.5 %
SF1 0.3 %
 Using AFM, compute take-off attitude from GCLB2 - Adjustement.

MTOW limited by operational climb requirements (SID, obstacles) is beyond
the scope of the QRH 1.

F2000EX
Operation with APU door open Page 3 of 4
EASy
Issue 1
CRUISE
 Increase Fuel Flow by 6 % (APU door open and APU NOT running).
LANDING
 Using AFM (5-700-10), decrease MLW limited by climb requirements by
600 lb.
 Using QRH1, substract one engine inoperative approach climb gradient
(SF1) and all engines operating landing climb gradient (SF3) by 0.2 %.

Page 4 of 4 Operation with APU door open EASy
Issue 1

F2000EX ATC DATA LINK (FANS 1/A+ OR ATN-B1)
Page 1 of 10
EASy A/C with M3309 or M3402 or M-OPT0158 or
A/C with SB F2000EX-308 or SB F2000EX-309 Issue 10
GENERAL
This procedure applies to aircraft fitted with any of the following capabilities:
- FANS 1/A (Future Air Navigation Services), offers the following services
supported by SATCOM or VHF3 in DATA VDL Mode 2 or Mode A (when
within VHF range):
- CPDLC (Controller Pilot Data Link Communications) allows the crew
to communicate with ATC centers through pre-formatted data link
messages, as a substitute to VHF and HF standard voice
communications.
- ADS-C (Automatic Dependent Surveillance-Contract) permits, upon
request from the controlling ATC center, the automatic sending of
aircraft reports to ATC. These reports include information related to
the aircraft position, velocity and intent as well as weather conditions.
They can be requested (contracted) by the ATC when flying over
remote areas, while the aircraft is no longer under radar coverage, or
upon FIR entry.
- FANS 1/A+ is an advance iteration of FANS 1/A which includes a latency

timer feature measuring the time it takes for the message to reach the
FMS.
Airplanes equipped with M3402 or M-OPT158 (SB-2000EX 309) are FANS
1/A capable.
Airplanes equipped with M3942 or M3943 (SB-2000EX 450 or SB-2000EX
451) are FANS 1/A+ capable.
- ATN-B1 CPDLC: allows the crew to communicate with ATC centers

through formatted data link messages, as a complement to standard VHF
voice communications. This protocol is supported only by VHF in DATA
VDL Mode 2, available using VHF3 in DATA mode.
This service is available to airplanes equipped with M3309 / SB F2000EX-
308.
In addition to standard en-route messages, the following data link services

are also supported:
- Departure Clearance:
- CPDLC-based departure clearances are available through the FANS 1/A
pages.
- Standard PDC (Pre Departure Clearances) remain available through the
CMF/AFIS page.
- Oceanic Clearance (prior to entering Oceanic Airspace):

- OCL service (Oceanic Clearance) is available for airplanes equipped
with FANS 1/A, and is managed through the CMF/ATS page.
- Standard AFIS Oceanic Clearance service is available through the
CMF/AFIS page.
These ATC Data Link services are only supported by certain ATC centers,
and their availability will therefore vary with the route flown.
The availability of these services is also dependent on the filing of proper flight
plan equipment codes.

30-10 SPECIAL PROCEDURES - SYSTEM
ATC DATA LINK (FANS 1/A+ OR ATN-B1) F2000EX
Page 2 of 10 A/C with M3309 or M3402 or M-OPT0158 or EASy
Issue 10 A/C with SB F2000EX-308 or SB F2000EX-309
The following operating procedures are designed to assist operators in

developing their own procedures customized to the routes flown, as well as
assist crew members in using the ATC Data Link functions.
In addition, the ICAO global guidelines for Data Link operations (Global
Operational data Link Document - also referred to as GOLD) should be
considered as the reference document for ATC Data Link operations.
LIMITATIONS
Refer to section LIMITATIONS - ATA 34 (10-34A).
WINDOWING
Whenever and as long as the aircraft is logged on to an ATC center (either

FANS 1/A+ or ATN B1), the ATC DTLK lower 1/6 window should be displayed
on the PM’s PDU.
When ATC DTLK windows are displayed on multiple DUs, all ATC DTLK
windows are synchronized. Therefore, any input to one window will inhibit
cursor actions in the other ATC DTLK window.
Thus, to ease the message verification by the PF, a cross-side reading on the
PM’s DU is recommended instead of displaying the ATC DTLK window on the
PF’s DU.
The WX RADAR rotary knob can change the paging inside the ATC DTLK
window (exactly like rotating the CCD knob would). Before using the WX
RADAR rotary knob, move CCD cursors out of ATC DTLK window.
SPECIAL CONSIDERATIONS
The crew shall answer ATC messages through CPDLC within 60 seconds. If
more time is needed to process the message, the crew shall answer first by
sending a STANDBY message.
In addition, when a message is sent from the aircraft to ATC, the crew should
anticipate and verify that an answer is received from ATC within 60 seconds
(STANDBY at a minimum). If no answer is received, the crew should verify
that the CPDLC connection is still active.
When operating in ATN B1 airspace, even when under CPDLC control,
VOICE remains the primary means of communication.
Regardless of whether CPDLC is being used as the primary means of

communication, the crew should continuously monitor VHF (in ATN-B1
airspace) or maintain a SELCAL watch (in oceanic airspace) on the specified
frequencies.
On aircraft equipped with the optional cockpit printer, the crew may print the
CPDLC clearance messages for post-flight analysis. Printed messages shall
not be used during the flight as a reference for crew message verifications.

Page 3 of 10
FANS 1/A+ OPERATIONS
 BEFORE FLIGHT: ICAO FLIGHT PLAN FILLING

 Field 10a:
 A/C fitted with Inmarsat Satcom ...................................................... J3J4J5
 A/C fitted with Iridium Satcom ......................................................... J3J4J7
 Field 10b .................................................................................................... D1
 Field 18:
 REG / Tail number ............................................................................ Check
 For “CPDLC DCL” Departure Clearance .......................DAT/1FANS2PDC
 For US domestic En route CPDLC ............................. DAT/1FANSE2PDC
 POWER ON
RADIOS window:
 VHF3 Mode .......................................................................................... DATA
 SAT (once IRS are aligned) ......................................................... ON - Check
ATC DTLK window:

 CMF / ATS menu .................................................................................. Select
 DATALINK MGR page 1/2:
 VHF TEST ................................................................. AVAILABLE - Check
 SATCOM TEST (if SatCom use is expected) .............................................
.................................................................................. AVAILABLE – Check
 CPDLC DCL - DEPARTURE CLEARANCE

This new service is currently specific to FAA participating tower centers and
not available outside the continental United States.
Instead of obtaining a Pre-Departure Clearance (PDC) via the AFIS Free Text
function or via VHF voice radio, an operator can now obtain a DCL directly
from ATC via the controller Pilot Data Link Communication (CPDLC) service
associated with FANS 1/A. Wherever the service is deployed, it is explicitly
identified as “CPDLC: DCL” in the airport chart header, whereas the Pre-
Departure Clearance (via AFIS function) is identified as “ACARS: PDC”.
FANS 1/A LOGON/STATUS page:
 Flight ID ................................................................................................. Check
 TAIL NO ................................................................................................ Check
 ATC COM .............................................................................ARMED - Check
If flight ID and tail number do not match what is filed in the ICAO flight plan,
the aircraft will not be able to establish connection at logon.
Logon to ATC center

FANS 1/A LOGON/STATUS page:
 LOGON/STATUS page 1/2:
 LOGON TO ...........................................................................KUSA – Enter
 SEND .................................................................................................. Push
 LOGON ...................................................................... ACCEPTED - Check

Airport ground systems typically generate the clearance flight strip for ATC
review 30 minutes prior to departure. ATC will only establish the connection
(ATC COM ESTABLISHED pop-up) once the clearance is ready for release.
 ATC COM ESTABLISHED (pop-up) ..........................................Acknowledge
 ATC DLK MESSAGE CAS message .................................................... Check
 If unable to establish logon or receive clearance:
 Revert to voice communication to obtain DCL
CPDLC connection termination

Communication connection is automatically terminated by ATC 5-10 minutes
following departure. The ATC COM TERMINATED message is automatically
displayed.
ATC DTLK window:
 ATC COM TERMINATED (pop-up) ...........................................Acknowledge
Should manual termination be needed for any reason:

ATC DTLK window:
 ATC LOGON / STATUS page (2/2): ATC COM .........................OFF - Select
 BEFORE ENTERING FANS 1/A (CPDLC / ADS-C) AIRSPACE

The following sequence of crew actions is required:
- Request an oceanic clearance, where needed.
- Log onto the first ATC center to be contacted within the FANS 1/A
airspace.
- Check that the ATC center becomes the active CPDLC center.
Preliminary checks
FLIGHT MGMT window:
 Flight ID ................................................................................................. Check
 Orig/Dest ............................................................................................... Check
 Waypoint list.......................................................................................... Check
Logon to the first FANS 1/A ATC center

The logon request must be performed in a specified time frame before
entering the first FANS 1/A FIR. This time frame may vary upon the related
FIR and must be checked by the crew in advance.
The logon must typically be performed between 45 min and 15 min before
entering the FANS 1/A FIR.
ATC DTLK window:
 FANS 1/A menu .................................................................................... Select
 LOGON TO ....................................................................... Identifier - Enter
 ADS........................................................................................ ARM - Select
 ADS EMERGENCY ............................................................... OFF - Check

Page 5 of 10
If the crew inadvertently sets the ADS EMERGENCY to ON, they should
cancel it as soon as possible by:
- Setting ADS EMERGENCY back to OFF, and
- Advising the Air Traffic Control either using VOICE or, if the CPDLC
message “CONFIRM ADS-C EMERGENCY” was received, sending back a
“ROGER” CPDLC message, followed by “ADS-C RESET” free text.
Refer to the Global Operational data Link Document (GOLD) for more
details.

 ATC COM .........................................................................ARMED - Check
 SEND .................................................................................................. Push
 LOGON ...................................................................... ACCEPTED - Check
Upon reception of an ADS contract from the ATC Center
 ADS COM ESTABLISHED (pop-up) .........................................Acknowledge
 LOGON/STATUS page 1/2: ADS .........................................ACTIVE - Check
No later than 3 minutes before entering the ATC airspace
Check that the aircraft is under active CPDLC control from the Air Traffic
Control:
 LOGON / STATUS page 1/2: ATC CTR .............................. Identifier - Check
 ENTERING FANS 1/A (CPDLC / ADS-C) AIRSPACE

 HF / VHF SELCAL (if needed) .............................................................. Check
 If in FANS 1/A+ airspace (not applicable to standard FANS 1/A
airspace):
 LOGON / STATUS page 2/2: UPLINK DELAY TIME .................................
............................................................................ Latency timer value / Set
 ROUTE CLEARANCE (ONLY FOR A/C WITH PUSH TO LOAD

OPTIONAL CAPABILITY – M-OPT 296 / SB F2000EX-453)
Upon reception of one of the following ATC uplink messages, the FMS can
load the route clearance into the waypoint list:
- Lateral offset (UM64) ........ OFFSET [DISTANCE] [DIRECTION] OF ROUTE
- Pre departure clearance (UM73) .............................. [ROUTE CLEARANCE]
- Direct to (UM74)................................... PROCEED DIRECT TO [POSITION]
- At/proceed direct to (UM77)AT [POSITION] PROCEED DIRECT TO [POSITION]
- Cleared to/via clearance (UM79)CLEARED TO [POSITION] VIA [RTE CLEARANCE]
- Route clearance (UM 80) ..............................CLEARED [RTE CLEARANCE]
- At/cleared to (UM 83) ..........AT [POSITION] CLEARED [RTE CLEARANCE]
If the clearance OFFSET [DISTANCE] [DIRECTION] OF ROUTE is received,
it is recommended to manually insert the ATC clearance into the FMS. If
PUSH TO LOAD is used, the offset cannot be previewed in the INAV.
After reception of route clearance uplink message
 ATC UPLINK page (1/1) ............................................ STANDBY (if required)
 ATC UPLINK page (1/1) .................................................................... INSERT

If the FANS 1/A CPDLC-DCL service is used, the INSERT soft key may not
be displayed as the ground system can deliver a DCL that contains messages
types that cannot be “push loaded” (such as FREE TEXT or CLEARED AS
FILED).
 INAV or WPT LIST: Pending flight plan .............................................. Review
 ATC UPLINK page (1/1) .................................................................. ACCEPT
 INAV or WPT LIST: Pending flight plan ........................................ ACTIVATE
 ATC CENTER TRANSFER

10 minutes before reaching the FIR boundary
Check that the next ATC center is identified:
 LOGON / STATUS page 1/2: NEXT CTR ........................... Identifier - Check
When reaching the FIR boundary

Check that the next ATC center becomes the active (controlling) ATC center:
 LOGON / STATUS page 1/2: ATC CTR .............................. Identifier - Check
 If no automatic transfer at the boundary, and following ATC
agreement:
 Manually terminate the CPDLC connection if not terminated by the ATC
Center (see the related procedures below).
 Logon to the next ATC Center.
 EXITING FANS 1/A (CPDLC / ADS-C) AIRSPACE

CPDLC connection termination by the ATC center
When the ATC center terminates the CPDLC connection, the ATC COM
TERMINATED message is automatically displayed.
ATC DTLK window:
CPDLC connection manual termination

CPDLC connection must be manually terminated if not terminated by the ATC
center within 15 minutes after exiting the FIR:
ATC DTLK window:
 ATC LOGON / STATUS page (2/2): ATC COM .........................OFF - Select
ADS contract termination by the ATC center
When the ATC center terminates the ADS contract, the ADS TERMINATED
message will automatically pop-up.
ATC DTLK window:
 ADS TERMINATED (pop-up) ....................................................Acknowledge
15 minutes after exiting the ADS-C airspace (this time may vary upon the
concerned area):
 LOGON / STATUS page (1/2): ADS mode .................................OFF - Select

Page 7 of 10
ATN B1 OPERATIONS
 BEFORE FLIGHT: ICAO FLIGHT PLAN FILLING

 Field 10a ..................................................................................................... J1
 Field 18 ............................................................................. REG / Tail number
 Field 18 ................................................................. CODE / ICAO XPDR code
 POWER ON
RADIOS window:
 VHF3 Mode ........................................................................................... DATA
ATC DTLK window:

 CMF/ATS .............................................................................................. Select
 VHF TEST AVAILABLE .................................................................... Check
 VDL MODE 2 .................................................................................... Check
The VDL Mode 2 connection required to operate ATN-B1 CPDLC may not be
available on the ground due to radio coverage limitations. In such a situation,
verify the VDL Mode 2 connection status once airborne.
 BEFORE ENTERING ATN-B1 CPDLC AIRSPACE

The logon must be performed roughly 15 min before entering ATN-B1 CPDLC
area. This time may vary depending on the related FIR and must be checked
by the crew before initiating the logon.
 ATC DTLK window: ATN B1 menu ....................................................... Select
 NOTIFY page:
 ATC CENTER .................................................... ATC center identifier / Set
 ATC CENTER NOTIFY* ................................................................... Select
 ATC CENTER NOTIFIED ............................................ Check
The crew may log onto the first ATN B1 ATC center before take-off, provided
the VDL Mode 2 connection is available on the ground.
No later than 5 minutes before entering the FIR:
Check that the ATC center becomes the active (controlling) CPDLC center:
 ATC MENU: NOTIFY ............................................................................ Select
 ATC NOTIFY/STATUS page: ATC CENTER identifier .................... Check
 ATC MENU: ATC LOG ......................................................................... Select
 ATC MESSAGE LOG page .............................................................. Check
 <CURRENT DATA AUTHORITY XXXX CENTER ...... Check
 ATC CENTER TRANSFER

5 minutes before reaching the FIR boundary:
Check that the next ATC center is identified:
 ATC NOTIFY/STATUS page: NEXT ....... Next ATC center identifier / Check
 When reaching the FIR boundary:
 ATC NOTIFY/STATUS page: CURRENT ..................................................
............................................................. Next ATC center identifier / Check
 EXITING ATN B1 CPDLC AIRSPACE

CPDLC connection termination by the ATC center:
When the ATC center terminates the CPDLC connection, the ATC COM
TERMINATED message is automatically displayed.
ATC NOTIFY/STATUS page:
 LOG OFF .......................................................................................... Select
 CURRENT ............................................................................. - - - - / Check
CPDLC connection manual termination:

CPDLC connection must be manually terminated if not done by the ATC
center 15 minutes after exiting the FIR:
ATC NOTIFY/STATUS page:
 TERMINATE* .................................................................................... Select
 ATC COM TERMINATED (pop-up) .......................................Acknowledge
 CURRENT ............................................................................. - - - - / Check
TRANSITIONS BETWEEN FANS 1/A+ (OR FANS 1/A) AND

ATN B1 AIRSPACES
Transitions between FANS 1/A+ (or FANS 1/A) and ATN B1 FIRs are not
automated.
When transitioning between such airspace, the crew must:
- Monitor for the display of the next center (Next Data Authority),
- When exiting the current CPDLC airspace, manually terminate the active
CPDLC connection if not terminated by the ATC center (or upon request
from the ATC center),
- Switch ADS mode to OFF when exiting FANS 1/A or FANS 1/A+ ADS-C
airspace,
- Inform the controlling ATC center through VOICE using the following
phraseology:”DISCONNECTED CPDLC FROM [facility
designation]. LOGGING ON TO [next facility designation]”,
- Log on to the next ATC center.
ADS mode must be switched OFF before logging onto an ATN-B1 ATC
center.
OCEANIC CLEARANCES
Some regions require an oceanic clearance request / response transaction to

be held with the Air Traffic Service (ATS) center. This request can be sent
only if the flight plan is activated.
RADIOS window:
 VHF3 Mode ........................................................................................... DATA
 SAT (once IRS are aligned) ......................................................... ON / Check
ATC DTLK window:

 CMF / ATS menu .................................................................................. Select

Page 9 of 10
 VHF TEST ................................................................. AVAILABLE - Check

 SATCOM TEST ......................................................... AVAILABLE - Check
 OCEANIC REQ page:
 ENTRY FIX ............................................................................................ Set
 ETA ........................................................................................................ Set
 Requested MACH .................................................................................. Set
 Requested FLT LEVEL ......................................................................... Set
 ATC FACILITY identifier ........................................................................ Set
 REMARKS MAX FLT LEVEL xxx ...............................................................
................................................... Set in accordance with A/C performance
 FLT ID ............................................................................................... Check
 SENT ................................................................................................ Select
ABNORMAL SITUATIONS
 CPDLC DCL DEPARTURE CLEARANCE

Issue obtaining CPDLC departure clearance when flight plan from
previous leg remains open
- Some operators have reported issues obtaining their departure clearance
during quick turns as the ATC system may not recognize the previous flight
plan as closed.
- Previous leg flight plan must first clear from the ATC ground system, which
can take up to 10 minutes after landing.
Issues obtaining clearance when logging on within 30 minutes prior to
departure
When log on is established within 30 min, the clearance may be received
immediately after log on. In this scenario, the avionics may not trigger the
usual warning. It is therefore recommended to check the Message Log page
to verify whether or not the clearance was received.
 FANS & ATN-B1 CPDLC AIRSPACE

As long as the ATC Data Link function remains operative, the crew may use
CPDLC to report a degraded situation.
The crew may also elect to revert to VOICE anytime.
When in FANS 1/A CPDLC airspace, the PAN PAN PAN downlink message
may be sent to the controlling ATC center.
The crew must revert to voice communications in any of the following
situations:
- In the event that the data link capability is lost.
- If there is any doubt in ATC instruction during CPDLC communications.
EMERGENCY SITUATIONS
In an emergency situation, the crew should revert to voice communications.

However, provided it does not excessively increase their workload, they may
keep using CPDLC if deemed more efficient or if voice communications are
impaired.
SPECIFIC CONSIDERATIONS IN FANS 1/A AND FANS 1/A+ AIRSPACES
If CPDLC is used, the crew should send the CPDLC emergency downlink
message MAYDAY MAYDAY MAYDAY. This will also automatically select
the ADS-C function to EMERGENCY mode.

Unless the emergency message cannot be sent, the crew shall avoid
activating ADS-C EMERGENCY mode through a direct ADS-C emergency
selection.
If the crew inadvertently sends a CPDLC emergency message or resolves the
emergency situation, they should send a CANCEL EMERGENCY message
as soon as possible, to advise the controlling ATC center and set the
ADS EMERGENCY mode to OFF. After having sent this
CANCEL EMERGENCY message, they should also confirm the status of
the flight and intentions using either voice or CPDLC.

F2000EX
Ferry flight with landing gear down Page 1 of 6
EASy
Issue 6
FERRY FLIGHT WITH LANDING GEAR DOWN
This procedure details the necessary information for a ferry flight under MMEL
with landing gear down and main doors closed.
When the landing gear fails to retract after take-off, apply the procedure
LANDING GEAR NOT UP.
Before undertaking such a ferry flight, the captain must make sure that all the
requirements of the MMEL item 32-30-00 L/G Gear Retraction System are
fulfilled. Particularly, the main landing gear doors must be closed (in
accordance with AMM), next to release the airplane to service.
When landing gear is down, airplane drag is increased. Consequently,

maximum take-off weight limited by climb requirements, second segment, en
route and final take-off climb gradients, maximum landing weight, approach
climb gradient and V2 are modified.
LIMITATIONS
MMEL
- Refer to MMEL for dispatch.
AIRPLANE SYSTEMS LIMITATIONS
- APU must be available.
- Disregard FMS TOLD for take-off and manually enter the Vspd.
- Disregard FMS fuel predictions.
- On EASy I Step 3 only: disregard FMS landing distance (LD and LFL).
- DDI does not show on PDU.
- EGPWS must be considered INOP: certain alarms are inhibited because
EGPWS modes 2, 3, 4 and 5 take into account the landing gear position.
- SF1 take-off only.
- Maximum landing gear extended speed (VLE / MLE):
 VLE .................................................................................................. 245 KIAS
 MLE ..................................................................................................... 0.75 MI
- Do not take-off from a contaminated runway.
- Do not operate on airports where there is a likelihood of ditching along the
take-off or approach path.
- Do not overfly water beyond gliding distance from shore.
- Do not fly in icing conditions.
- RVSM operation is not permitted.
- No passengers are allowed on board.
NORMAL PROCEDURES
The following items apply in addition to the existing normal procedures.

PRE-FLIGHT - COCKPIT CHECK
 Normal landing gear handle................................................................... Down
 "DO NOT ACTUATE" red placard ................................ Installed - Check

Page 2 of 6 Ferry flight with landing gear down EASy
Issue 6
POWER ON
 AVIONICS / FMS Setup tab:
 SmartPerf Learning................................................................................ Off
 SmartPerf Mode .................................................................. Current GS/FF
Whatever the selected performance mode, FMS fuel prediction is not
accurate.
 AVIONICS / FMS Speeds (or FMS Autospeeds if EASy II equipped) tab:
 Climb .................................................................................. 240 kt / MI 0.73
 Descent .............................................................................. 240 kt / MI 0.73
 Speed Limit .............................................................. 240 kt below 10,000 ft
 FMW / Pre-flight POF / Alt/Spd tab:
 Crz Spd ........................................................................................... Manual
 Cruising speed ................................................................... 240 kt / MI 0.73
 FMW / Departure POF / Take-off Data tab:
 Manual Vspd ..................................................................................... Select
 Take-off speeds ...................................................................... Manually set
AFTER START
 Slats-Flaps handle ................................................................................... SF1
TAXI
 PARK BRAKE .......................................................................................... Test
LINE-UP
 TCAS ...............................................................................................TA ONLY
TAKE-OFF
When a positive rate of climb is established:
 Landing gear ............................................................................ Down - Check
APPROACH
For A/C equipped with EASy I Step 3
 Arrival POF: Landing Config tab:
 Ldg Factor ................ Compute Manually: 1.10 x Operator’s factor – Insert
F2000EX
EASy
Issue 6
 Arrival POF: Landing Data tab:

 TOLD LD ..................................................................................... Disregard
 LD ferry flight Landing Gear Down .......... Compute manually LD x 1.10
Else for A/C equipped with EASy II (M3254)
 Arrival POF: Landing Config tab/Failures:
 LD Inc.................................................................................................. 10 %
End.
ABNORMAL PROCEDURES
ENGINE FAILURE
 Windmilling airstart is not possible.
EMERGENCY PROCEDURES
EMERGENCY DESCENT
 Descent airspeed: VLE = 245 KIAS / MLE = 0.75, smooth air conditions.
PERFORMANCE
This paragraph proposes a simplified method based on QRH1. Refer to AFM

annex 5 for the complete method.
TAKE-OFF
- Compute MTOW limited by climb requirements with chart below (or AFM
Annex 5 Part 5 page 1),
From QRH 1 table (SF1 configuration), correct take-off data as follows:

Issue 6
- V2: add 1.5 kt,

- GCLB2 % (Second segment gross climb gradient): substract 1.6 %.
En route and final take-off climb gradients: substract 3.0 %.
MTOW limited by other climb requirements (SID or obstacles) is beyond the

scope of the QRH 1. Use AFM to compute a MTOW based on a reduced
climb gradient in second and final take-off segments.
CLIMB / CRUISE / DESCENT
- Gliding distance (SF CLEAN, LDG Down, speed VFT as per
AFM 5-600-05, no wind):
- 15 NM per 10,000 ft of descent.
- Maximum weight in level flight:
Cell legend
MAXIMUM CRUISE ALTITUDE
Max weight (lb)
VLE = 245 KIAS - Landing gear down -
two engines at Max Cruise Thrust
FL ISA ISA+10°C ISA+20°C
180 NL NL 44,000
200 NL NL 33,000
220 NL NL 31,200
240 NL NL 27,600
260 NL 43,800 20,200
280 41,200 33,400
300 29,200 24,800
NL = Not Limitative (higher than 44,000 lb)
- All engines Long Range Cruise fuel consumption: add 80 % (multiply by

1.8).
APPROACH AND LANDING
Decrease MLW limited by approach and landing climb requirements
(AFM 5-700-20 - below) by 5,800 lb.

F2000EX
EASy
Issue 6
From QRH 1 table, correct landing data as follows.

- Approach CG (climb gradient) SF1: substract 1.7 %.
- Landing distance: add 10 % (multiply by 1.10).
MLW limited by operational climb requirements (published missed approach
or obstacles) is beyond the scope of the QRH 1.

Issue 6

F2000EX
HGS CAT I and non-precision Page 1 of 4
EASy
approaches Issue 7
LIMITATIONS
Aircraft systems limitations

The Head up Guidance System (HGS) is approved as a primary source of
flight for the following uses:
- Visual take-off,
- With all engines operative or one engine inoperative:
- En route (including climb and descent),
- Visual and non-precision approaches except NDB approaches in raw
data,
- Manual CAT I approaches,
- Monitoring automatic CAT I approaches.
- Go-around,
- Landing.
Pilot’s sun visor must be stowed during approach and take-off.
HUD must be stowed in case of MAU channel failure.
In case of displaced threshold, the runway distance remaining (if
displayed in the HUD), must be disregarded.
For NDB approaches, HGS may be used to supplement Primary Display Unit
(PDU). Navigation aids must be displayed in PDU.
NORMAL PROCEDURES
 BEFORE DESCENT
Preparation of FMW is similar to CAT.I or non-precision approach with no
HGS except:
 HUD combiner ................................................................................. Deployed
 HUD symbology brightness .............................................................. Adjusted
 Seat position ..................................................................................... Adjusted
 HUD CONFIRM softkey ..................................................................... Pressed
 APPROACH
 If non-precision approach: when committed to land
 All modes in guidance panel ..................................................... Deselected
Glide slope beam must be captured no later than 1,000 ft above runway.
On short final, flight path should be kept close to final approach
reference glide path.
 GO-AROUND
If a touch and go is performed after an ILS approach, pilot must select GA for
GA symbology.
ABNORMAL PROCEDURES
Following an abnormal or emergency situation during the approach, PIC can

use the summarized and simplified guidelines and table below for decision.
These guidelines comply conservatively with the AFM requirements and apply
to different types of regulations:

F2000EX
Page 2 of 4 HGS CAT I and non-precision
EASy
Issue 7 approaches
HUD warnings or HUD failures (see

comments below)
FAILURE Loss of FD / LOC or G/S TD
MAU XX FAIL
Engine failure
Apply appropriate check-list.

PRIOR TO
STARTING
FPV miscompare: refer to IRS
APPROACH
reversion procedure below
(upon PF's decision)

Continue approach
DURING
APPROACH
WITH NO GO-AROUND
VISUAL
REFERENCES
DURING
APPROACH
CONTINUE APPROACH
WITH VISUAL
REFERENCES
Do not perform any sensor reversion below 500 ft.

In the event of unusual attitude, PDU has been found to offer a more
complete and intuitive attitude reference for recovery.
ALIGN HUD in HUD
 HUD combiner .................................................................. Locked / Checked
 If annunciation remains:
 HUD combiner ............................................................................... Stowed
FPV MISCOMPARE annunciation:
 Airplane equipped with 3 IRS
FPV comparison annunciator in the Head Up Display (HUD).
 On pilot side, perform IRS reversion.
 If FPV annunciation is removed:
 Continue to use HGS provided crosscheck between Flight Path Vector
and basic flight data is performed.
 If FPV annunciation is not removed:
 Cancel the previous reversion and perform IRS reversion to use IRS 3
on copilot side.
 Continue to use HGS provided crosscheck between Flight Path
Vector and basic flight data is performed.

F2000EX
HGS CAT I and non-precision Page 3 of 4
EASy
approaches Issue 7

 Cancel the previous reversion and stow HUD combiner.
FPV comparison annunciator in Head Up Display (HUD).
 For non US registered A/C
 If crew can clearly identify faulty IRS:
 Perform IRS reversion on appropriate side.
 Continue to use HGS provided crosscheck between Flight Path
Vector and basic flight data is performed.
 If pilot cannot identify faulty IRS:
 HUD combiner ........................................................................ Stowed
 For US registered A/C:
 HUD combiner ............................................................................ Stowed
AVIONIC SYSTEM – LOSS OF MAU CHANNEL
MAU ..XX FAIL or MAU ..XX + ..XX FAIL message in CAS
 HUD combiner .................................................................................... Stowed
 Apply corresponding LOSS OF MAU procedure.
AVIONICS SYSTEM – ADS, IRS OR SENSOR
FLAG ANNUNCIATION IN ADI, HSI or HUD
 Apply corresponding sensor miscompare procedure ............. Refer to QRH2
 If failure persists
 HUD combiner ................................................................................ Stowed
Windshear CAUTION
WINDSHEAR displayed in PDU and WINDSHEAR displayed in HUD:
- Monitor wind direction and intensity evolution.
- Maintain or let airspeed increase.
In case of emergency situations, consideration may be given to completing

the approach.
WINDSHEAR displayed in PDU, WINDSHEAR displayed in HUD and

WINDSHEAR voice warning.
 Immediately initiate windshear escape maneuver (refer to section 3).
PULL UP displayed in PDU, PULL UP displayed in the HUD and PULL UP,
or TERRAIN AHEAD - PULL UP, or OBSTACLE AHEAD - PULL UP voice
warning.
 Apply PULL UP procedure (refer to QRH2).
Resolution Advisory guidance displayed in PDU and in HUD and TCAS-RA

voice warning:
 Apply TCAS ALERT procedure (refer to QRH2).

F2000EX
Page 4 of 4 HGS CAT I and non-precision
EASy
Issue 7 approaches

F2000EX HGS - SA CAT I APPROACHES IN U.S. NAS
Page 1 of 8
EASy US registered A/C with (M2557 or M2752 or M3227)
and without M5000 Issue 1
GENERAL INFORMATION
Prior to undertake any Special Authorization (SA) CAT I ILS approach

procedure, the following regulatory requirements must be fulfilled:
- The runway and approach procedure are eligible (see the list of eligible
RWY and APP on FAA website).
- The competent Authority has granted the operator with OPSPECS, MSPEC
or LOA requiring the use of HUD down to DH.
- Both pilots have completed the HGS CAT II or HGS CAT III training and
checking, in accordance with the operator’s operating manual.
In order to successfully fly a SA CAT I ILS approach, the flight crew must
comply with the following operational requirements:
- PIC is PF in the left hand seat,
- PIC hand flies the Flight Director in HUD until touchdown,
- Silent cockpit,
- LVP (Low Visibility Procedures),
- Stabilized approach,
- Standard task sharing.
DEFINITIONS
A SA CAT I procedure is an ILS precision approach with

- DH measured by a radio altimeter; DH ≥ 150 ft,
- RVR ≥ 1,400 ft.
Low Visibility Procedures (LVP)

Procedures applied at an airport to ensure safe operations during low visibility
approach and take-off. They guarantee the full integrity of the localizer and
glide path signals, the approach light system, the runway and taxiways lights,
and the protection of the ILS area on the ground (stop bars). These
procedures, when in force, require the ATC controllers and pilots to follow
special procedures to slow the traffic in the sole purpose of ensuring safe
operations (speed restrictions).
Prior to undertake a SA CAT I approach, the PIC must make sure

the LVP are in force.
Stabilized approach
A SA CAT I precision approach must be stabilized. The airplane must be in
the landing configuration and the landing checklist completed before capturing
the glide slope.
When established on the glide slope, the PF:

- Closely watch the IAS to precisely fly VAPP,
- Verify that the vertical speed is in the appropriate range.
If not stabilized by 1,000 RA, the PF must immediately go-around.
Airplane minima
HGS is SA CAT I capable with the below airplane minimums:
- DH ≥ 150 ft,
- RVR ≥ 1,400 ft.

HGS - SA CAT I APPROACHES IN U.S. NAS F2000EX
Page 2 of 8 US registered A/C with (M2557 or M2752 or M3227) EASy
Issue 1 and without M5000
Operator’s minima
Depending on the demonstrated level of safety, the competent Authority
grants the operator with SA CAT I minima, authorized RVR and DH (not lower
than the airplane minima), called the operator’s minima.
Flight crew minima

When fully qualified, a pilot is granted with the operator’s minima, the
authorized RVR and DH.
The two pilots on duty may not have the same authorized SA CAT I minima
(RVR and DH) depending on their individual conditions of experience. One
may be fully qualified whereas the other one may be only granted with interim
minima.
The flight crew minima are the highest of both pilots’ minima.
LIMITATIONS
GENERAL
- Max. Rwy Elev .................................................................................... 6,000 ft
- Max. headwind ........................................................................................ 25 kt
- Max. tailwind ........................................................................................... 10 kt
- Max. crosswind ....................................................................................... 15 kt
- Rwy length ..................................................... Between 5,000 ft and 15,000 ft

For the airplane to be HGS SA CAT I capable, the following equipment must
be operative.
REQD
ONBOARD INST
FOR SA COMMENT
EQUIPMENT LD
CAT I
ADS 1 on left hand PDU.
ADS 2 2
ADS 2 on right hand PDU.
AFCS 1 1
A/T is not required, but its
use is recommended.
Auto-throttle 1 0 When A/T is available, TD
must be displayed both
sides.
DH indication 2 1 Must show in the HUD
Engines 2 2
Flight Directors (FD) 2 2

Must be connected to LH
FMS 2 (3) 1
side
Go-around(GA) Must be operative on LH
2 1
pushbutton side
2 independent
GEN 2 1
required. If a GEN fails, start
APU.

Page 3 of 8
REQD
ONBOARD INST
FOR SA COMMENT
EQUIPMENT LD
CAT I
Must be operative:
- Computer
HGS computer 1 1
- Overhead unit
- Combiner (HUD)
ILS receivers 2 2
side, another independent
IRS 2 (3) 2
Displaying ADI and HSI, on

PDU 2 2
both pilot sides.
Radio Altimeter (RAD
2 2
ALT)
Secondary Flight
1 1
Display (SFD)
EGPWS Mode 6
1 1
(radio altitude calls out)
Wipers 2 2
Yaw damper 1 0
The Falcon 2000EX EASy series is SA CAT I capable, provided that HUD2 is
displayed on the final approach.
PERFORMANCE
Since the HUD remains deployed along the whole final approach segment
and since HGS guides the pilot at flare, this later has to fly the HUD until
touchdown, as on a CAT II & III approach.
Consequently, the landing distance increases in most cases and TOLD must
be disregarded. The flight crew has to determine:
- The “landing distance required” (1.67 factored), in using the chart next
page.
- The “landing field length” in using AFM chart 5-700-25.
Then, the flight crew has to check the longest one against the published LDA.

SA CAT I - LANDING DISTANCE WITH HGS GUIDANCE ON FLARE
STANDARD OPERATING PROCEDURES
GENERAL INFORMATION
The flight directors must be displayed on both ADIs and HUD. The thrust
directors must be displayed both sides as well, except if the wings anti-icing is
in use. Both pilots must continuously compare the FD indications with raw
data (LOC and G/S).
The SA CAT I ILS approach must be hand-flown in following the

FD guidance in HUD.
When the HGS has captured both localizer and glide slope, HUD2 shows on
the HUD along with HUD2 on both PDUs.

Page 5 of 8
The PIC must be relieved from secondary duties in order to concentrate on

the active management of the approach and on the decision making. He/she
flies the final approach through the HUD down to the decision height, where
he/she decides to go-around or to continue.
The PIC can decide any time to interrupt the approach when he/she deems
necessary, even below the decision height.
The SIC is in charge of radio communications and systems monitoring during

the whole final approach (until vacating the runway) and during any possible
missed approach procedure. More particularly, he/she watches:
- The overall airplane working,
- The ILS capture and follow-up,
- The FMA readings.
“One head up, one head down”

When passing 300 RA, the PIC looks outside to better acquire the visual
references. At DH, should the PIC judge that he/she can safely land, he/she
calls out CONTINUE, for the SIC to remain on instruments until touchdown.
APPROACH MONITORING
The PIC manages the approach (head up), the SIC monitors it (head down).
Below 1,000 RA, should the SIC spot any excessive deviation or malfunction,
he/she must immediately announce it.
PARAMETER EXCESSIVE DEVIATION CALL OUT

Below 1000 RA Below 500 RA
LOC 1 dot ½ dot LOC
G/S 1 dot ½ dot GLIDE
AIRSPEED Below VAPP – 5 / Above VAPP + 10 SPEED
BANK ANGLE > 10° BANK
PATH ANGLE < - 6° or > 0° PATH
Malfunctions
ALERT CALL OUT

APPR WARN FAILURE
Any flag in PDU FAILURE
HUD2 FAILURE
Any CAS MESSAGE FAILURE

NORMAL PROCEDURES
The flight crew must do the following specific actions in addition to the SOP’s.
BEFORE DESCENT
SA CAT I - BEFORE DESCENT DO-LIST
PF PNF
ATIS ....................................... Get
SFD ....................................Check Both RAD ALT ....................... Test 1
2 MIN Equipment ...................Check MIN Equipment................... Check

3 FMW / Arrival POF .............. Fill in
APP briefing.......................... Give
DESCENT – WHEN PASSING FL100

 Cockpit ............................................................................................... SILENT
 PF ............................................................................................................. PIC
 PILOT SIDE ................................................................................ To the LEFT
 Cockpit lights......................................................................................... Adjust
 DU’s brightness..................................................................................... Adjust
 PIC’s sun visor ........................................................................................ Stow
 HUD ..................................................................................................... Deploy
 HUD BRT .............................................................................................. Adjust
ENTERING THE CLOUDS

 LDG lights ................................................................................................ OFF
 ANTICOL ................................................................................................ RED
INITIAL APPROACH
Avionics settings
PIC (LH Side) SIC (RH Side)

Air Data Cptr. ADS 1 ADS 2
Inertial Ref. IRS 1 IRS 2
Rad. Alt. RA 1 RA 2
NAV source LOC 1 LOC 2
 Both FD ...................................................................................................... ON
 Both TD ...................................................................................................... ON
 Both HSI................................................................................... ROSE or ARC
 APP pushbutton ...................................................................................... Push
 If EVS equipped:
 EVS ...................................................................................................... SBY

Page 7 of 8
 EVS VIDEO BRT ................................................................................. MIN
GO-AROUND
Apply standard go-around procedure. PIC flies the HUD while cross-checking
with SFD.
Max. 25 ft is lost at go-around, when initiated below 100 ft RA.
When going around at a very low height, if the landing gear touches the
runway:
AIRBRAKES AUTO EXTENSION CAS message may be triggered.
LANDING
HGS still guides the pilot up to touchdown. PIC precisely flies the HUD guided
FLARE and IDLE modes, while relying on the visual reference to keep the
airplane on the centerline.
AFTER LANDING
After landing do-list and checklist (except deselecting WING A/I and verifying
that PITOT are off) are performed after having vacated the ILS sensitive area.

ABNORMAL PROCEDURES
The failure management on the final approach segment depends on the

height above the runway threshold. The following recommended guidance
table does not prevent both pilots from exercising common sense when facing
any flight deck effect.
Do not perform any sensor reversion below 1,000 RA
WARNING, FLAG or Below 1,000 ft RA

Below DH
FAILURE and Above DH
APPR WARN on HUD

APPR WARN on ADI
NO HUD2 OR NO
HUD3 on HUD
HUD2 or HUD3
on ADI GO AROUND
Loss of HUD symbols
HGS FAILURE  (*)

Loss of FD
LOC or G/S
CONTINUE if the visual

GO AROUND
reference and airplane
ENG FAILURE if insufficient visual
position permit a safe
reference
landing
TD Continue the approach (PIC's decision)

F2000EX HGS - SA CAT II APPROACHES IN U.S. NAS
Page 1 of 8
HGS – SPECIAL AUTHORIZATION CAT II APPROACHES
GENERAL INFORMATION
Prior to undertake any Special Authorization (SA) CAT II ILS approach
procedure, the following regulatory requirements must be fulfilled:
- The runway and approach procedure are eligible (see the list of eligible
RWY and APP on FAA website).
- The competent Authority has granted the operator with OPSPECS, MSPEC
or LOA for CAT II operations using aircraft currently operationally approved
for CAT III operations (HUD approved to touchdown).
- Both pilots have completed the HGS CAT II or HGS CAT III training and
checking, in accordance with the operator’s operating manual.
In order to successfully fly a Special Authorization (SA) CAT II ILS approach,

the flight crew must comply with the following operational requirements:
- Silent cockpit,
DEFINITIONS
A SA CAT II procedure is an ILS precision approach with

- DH measured by a radio altimeter; 200 ft > DH ≥ 100 ft,
- RVR ≥ 1,200 ft.
Low Visibility Procedures (LVP)

Procedures applied at an airport to ensure safe operations during low visibility
approach and take-off. They guarantee the full integrity of the localizer and
glide path signals, the approach light system, the runway and taxiways lights,
and the protection of the ILS area on the ground (stop bars). These
procedures, when in force, require the ATC controllers and pilots to follow
special procedures to slow the traffic in the sole purpose of ensuring safe
operations (speed restrictions).
Prior to undertake a SA CAT II approach, the PIC must make sure

the LVP are in force.
Stabilized approach
Before capturing the glide slope:
- The airplane must be in the landing configuration,
- The airspeed must equal VAPP,
- The landing checklist must be completed.
If not stabilized by 1,000 RA, the PF must immediately go-around.
Airplane minima
HGS is SA CAT II capable with the below airplane minimums:
- 200 ft > DH ≥ 100 ft,
- RVR ≥ 1,200 ft.

HGS - SA CAT II APPROACHES IN U.S. NAS F2000EX
Operator’s minima
grants the operator with SA CAT II minima, authorized RVR and DH (not
lower than the airplane minima), called the operator’s minima.
Flight crew minima

The two pilots on duty may not have the same authorized SA CAT II minima
minima.
LIMITATIONS
GENERAL
- Contaminated Rwy ...................................................................NO LANDING
- Max. Rwy Elev .................................................................................... 6,000 ft
- Max. headwind ........................................................................................ 25 kt
- Max. tailwind ........................................................................................... 10 kt
- Max. crosswind ....................................................................................... 15 kt
- Rwy length ..................................................... Between 6,000 ft and 15,000 ft

- On SA CAT II APP ............................... HUD2 or HUD3 must show on HUD
- Airbrakes extension ......................... NOT PERMITTED during the approach
ONBOARD EQUIPMENT
For the airplane to be HGS SA CAT II capable, the following equipment must
be operative.
REQD
ONBOARD INSTL
FOR SA COMMENT
EQUIPMENT D
CAT II
ADS 2 2
AFCS 1 1
use is recommended.
Auto-throttle 1 0 When A/T is available, TD
sides.
DH indication 2 2 Must show in the HUD
Engines 2 2
Flight Directors (FD) 2 2

must be connected to LH
FMS 2 (3) 1
side
Go-around(GA) Must be operative on LH
2 1
pushbutton side

Page 3 of 8
REQD
ONBOARD INSTL
FOR SA COMMENT
EQUIPMENT D
CAT II
2 independent
GEN 2 1
start APU.
Must be operative:
- Computer
HGS computer 1 1
- Overhead unit
- Combiner (HUD)
ILS receivers 2 2
IRS 2 (3) 2 side, another independent
Displaying ADI and HSI, on
PDU 2 2
both pilot sides.
Radio Altimeter (RAD
2 2
ALT)
Secondary Flight
1 1
Display (SFD)
EGPWS Mode 6
1 1
(radio altitude call-outs)
Wipers 2 2
Yaw damper 1 0
The Falcon 2000EX EASy series is SA CAT II capable, providing that HUD2
or HUD3 is displayed on the final approach.
PERFORMANCE
Since the pilot must fly the HUD Flight Director until touchdown, the landing
distance increases in most cases and TOLD must be disregarded.
Consequently, the flight crew has to determine:
page,
- The “landing field length” in using the AFM chart 5-700-25,
Then, the flight-crew has to check the longest one against the published LDA.

SA CAT II – LANDING DISTANCE WITH HGS GUIDANCE ON FLARE
GENERAL INFORMATION
data (LOC and G/S).
The SA CAT II ILS approach must be hand-flown in following the

FD guidance in HUD.
When the HGS has captured both localizer and glide slope, the following
indications are displayed:

Page 5 of 8
On HUD On both PDUs

SA CAT II HUD2 or HUD3 HUD2 or HUD3

he/she decides to go-around or to continue.

- The FMA readings.

references. At DH, should the PIC judge that he/she can safely land, he/she
APPROACH MONITORING

Below 1,000 RA Below 500 RA
AIRSPEED Below VAPP – 5 / Above VAPP + 10 SPEED

Malfunctions
ALERT CALL OUT

APPR WARN FAILURE
HUD2 or HUD3 FAILURE

NORMAL PROCEDURES
BEFORE DESCENT
SA CAT II - BEFORE DESCENT DO-LIST
PF PNF
ATIS ....................................... Get
SFD ....................................Check Both RAD ALT ....................... Test 1
2 MIN Equipment ...................Check MIN Equipment................... Check

3 Seat .................................... Adjust
4 FMW / Arrival POF .............. Fill in
APP briefing.......................... Give
DESCENT – WHEN PASSING FL100

 Cockpit ............................................................................................... SILENT
 PIC’s sun visor ........................................................................................ Stow
 HUD ..................................................................................................... Deploy
 HUD BRT .............................................................................................. Adjust
ENTERING THE CLOUDS

 LDG lights ................................................................................................ OFF
 ANTICOL ................................................................................................ RED
INITIAL APPROACH
Avionics settings

Rad. Alt. RA 1 RA 2
 Both FD ...................................................................................................... ON
 Both TD ...................................................................................................... ON
 APP pushbutton ...................................................................................... Push
 If EVS equipped:
 EVS ...................................................................................................... SBY
 EVS VIDEO BRT ................................................................................. MIN

Page 7 of 8
GO-AROUND
Apply standard go-around procedure. PIC flies the HUD while cross-checking
with SFD.
Max. 25 ft is lost at go-around, when initiated below 100 ft RA.
runway:
LANDING
PIC precisely flies the HUD guided FLARE and IDLE modes, while relying on
the visual reference to keep the airplane on the centerline.
ABNORMAL PROCEDURES

Do not perform any sensor reversion below 1,000 RA.

Below DH
APPR WARN on HUD

APPR WARN on ADI
NO HUD2 OR NO
HUD3 on HUD
HUD2 or HUD3
on ADI GO AROUND
Loss of HUD symbols
HGS FAILURE  (*)

Loss of FD
LOC or G/S
CONTINUE if the visual

GO AROUND
reference and airplane
ENG FAILURE if insufficient visual
position permit a safe
reference
landing
(*) HGS FAILURE (without M3226)

If HGS fails on final approach, the PIC cannot fly the HUD anymore and must
fly head down while keeping the HUD deployed until reaching the missed
approach final altitude.

In this case, it could be safer that the SIC takes over and flies the G/A. On the
next approach procedure, the pilots should disregard any further displaying of
APP WARN on the ADI.

F2000EX
HGS manual CAT II / CAT III approaches Page 1 of 8
EASy
A/C without M5000 Issue 1
HGS MANUAL CAT II / CAT III APPROACHES
GENERAL
In order to successfully fly a CAT II & III ILS approach, the flight crew must
comply with the following operational requirements:

- Silent cockpit,
DEFINITIONS
A CAT II procedure is an ILS precision approach with:

- DH measured by a radio altimeter; 200 ft > DH ≥ 100 ft,
- RVR ≥ 300 m.
A CAT III procedure is an ILS precision approach with:

- DH measured by a radio altimeter; DH < 100 ft,
- RVR ≥ 200 m.
CAT II visual reference
At DH, the visual reference consists of a segment containing at least 3

consecutive lights being the centreline of the approach lights system, or the
Touchdown zone (TDZ) lights, or the runway centreline lights, or the runway
edge lights, or a combination of these that can be maintained.
Low Visibility Procedures (LVP):

Procedures applied at an airport to ensure safe operations during lower than
standard CAT I approach and low visibility take-offs. They guarantee the full
integrity of the localizer and glide path signals, the approach light system, the
runway and taxiways lights, and the protection of the ILS area on the ground
(stop bars). These procedures, when in force, require the ATC controllers and
pilots to follow special procedures to slow the traffic in the sole purpose of
ensuring safe operations (speed restrictions).
Prior to undertake a CAT II or III approach, the PIC must make sure the
LVP are in force.
Stabilized approach:
Before capturing the glide slope:
- The airplane must be in the landing configuration
- The airspeed must equal VAPP
- The landing checklist must be completed
If not stabilized by 1,000 RA, the PF must immediately go around.
Operator’s minima:
grants the operator with CAT II & III minima, called the operator’s minima,
which cannot be lower than:

Page 2 of 8 HGS manual CAT II / CAT III approaches EASy
Issue 1 A/C without M5000
ILS APP RVR DH

CAT II 300 m ≥ 100 ft
CAT III 200 m < 100 ft
Flight crew minima:
The two pilots on duty may not have the same authorized CAT II or III minima
minima.
LIMITATIONS
GENERAL
- Contaminated Rwy ...................................................................NO LANDING
- Max Rwy Elev ..................................................................................... 6,000 ft
- Max headwind ......................................................................................... 25 kt
- Max tailwind ............................................................................................ 10 kt
- Max crosswind ........................................................................................ 15 kt
- Rwy length ..................................................... between 5,000 ft and 15,000 ft
AIRPLANE MINIMA
The HUD guidance on CAT II & III ILS approaches is certified with the below
airplane minimums.
ILS APP RVR DH

CAT II 300 m 100 ft
CAT III 175 m 50 ft

- On CAT II APP .................................................... HUD 2 must show on HUD
- On CAT III APP ................................................... HUD 3 must show on HUD
- Airbrakes extension ...........................................................NOT PERMITTED
ONBOARD EQUIPMENT
For the airplane to be HGS CAT II & III capable, the following equipment must
be operative.
REQD REQD
ONBOARD
INSTLD FOR FOR COMMENT
EQUIPMENT
CAT II CAT III
ADS 2 2 2

F2000EX
EASy
REQD REQD
ONBOARD
EQUIPMENT
CAT II CAT III
AFCS 1 1 1

use is recommended.
Auto-throttle 1 0 0 When A/T is available, TD
sides.
DH indication 2 1 2 Must show in the HUD
Engines 2 2 2
Flight Directors
2 2 2
(FD)
Must be connected to LH
FMS 2 (3) 1 1
side
Go-around
(GA or TOGA Must be operative on LH
2 1 1
(if installed)) side
pushbutton
2 independent
GEN 2 1 1
start APU.
Must be operative:
- Computer
HGS computer 1 1 1
- Overhead unit
- Combiner (HUD)
Hydraulic
2 2 2
systems
ILS receivers 2 2 2

IRS 2 (3) 2 2 side, another independent
Displaying ADI and HSI,
PDU 2 2 2
on both pilot sides.
Radio
Altimeter (RAD 2 2 2
ALT)
Secondary
Flight Display 1 1 1
(SFD)
If inoperative in Cat II, PNF
EGPWS Mode
calls-out heights (1,000,
6
1 0 1 500, 300, 200,
(radio altitude
APPROACHING
call-outs)
MINIMUM, MINIMUM, 5).
Wipers 2 2 2

REQD REQD
ONBOARD
EQUIPMENT
CAT II CAT III
Windscreen
2 2 2
heating
Yaw damper 1 0 0
Relevant RVR on a CAT II & III APP
The touchdown zone RVR shall always be controlling. If reported and

relevant, the midpoint and stopend RVR shall also be controlling.
Minimum RVR (in meters)

[1]
Approach type TDZ MIDPOINT STOP END
CAT II 300 125 75
CAT III 200 125 75
[1] As a landing Falcon 2000EX Easy series usually stops in approximately
1,000 meters; STOP END is not relevant.
PERFORMANCE
Since the pilot must fly the HUD Flight Director until touchdown, the landing
distance increases in most cases and TOLD must be disregarded.
Consequently, the flight crew has to determine:
page,
- The “landing field length” in using the AFM chart 5-700-25,
Then, the flight-crew has to check the longest one against the published LDA.

F2000EX
EASy
HUD 2 & 3 – LANDING DISTANCE WITH HGS GUIDANCE ON FLARE
GENERAL
data (LOC and G/S).
The CAT II & III ILS approach must be hand-flown in following the
FD guidance in HUD. When the HGS has captured both localizer and glide
slope, the following indications are displayed:

On HUD On both PDUs

CAT II HUD2 HUD2
CAT III HUD3 HUD3

he/she decides to go around or to continue.
- The FMA readings.
reference. At DH, should the PIC judge that he/she can safely land, he/she
APPROACH MONITORING
Below 1000 RA Below 500 RA

AIRSPEED below VAPP - 5 / above VAPP + 10 SPEED

Malfunctions
ALERT CALL OUT

APPR WARN FAILURE
HUD2 or HUD3 FAILURE

F2000EX
EASy
NORMAL PROCEDURES
BEFORE DESCENT
CAT II AND III - BEFORE DESCENT DO-LIST
PF PNF
ATIS ....................................... Get
SFD .................................... Check Both RAD ALT ....................... Test 1
2 MIN Equipment .................. Check MIN Equipment................... Check
3 Seat.................................... Adjust
4 FMW / Arrival POF ............... Fill in
APP briefing .......................... Give
DESCENT - WHEN PASSING FL100

 Cockpit ............................................................................................... SILENT
 PIC’s sun screen ..................................................................................... Stow
 HUD ..................................................................................................... Deploy
 HUD BRT .............................................................................................. Adjust
ENTERING THE CLOUDS
 LDG Lights ............................................................................................... OFF
 ANTICOL ................................................................................................ RED
INITIAL APPROACH
Avionics settings

Rad. Alt. RA 1 RA 2
 Both FD ...................................................................................................... ON
 Both TD ...................................................................................................... ON
 APP P/B .................................................................................................. Push
 If EVS equipped
 EVS ...................................................................................................... SBY
 EVS VIDEO BRT ................................................................................. MIN
GO-AROUND
Apply standard go-around procedure. PIC flies the HUD while crosschecking
with SFD.

Max 25 ft is lost at go-around, if initiated below 100 ft RA.

runway:
LANDING
PIC precisely flies the HUD guided FLARE and IDLE modes, while relying on
the visual reference to keep the airplane on the centerline.
ABNORMAL PROCEDURES

Do not perform any sensor reversion below 1,000 RA.

Below DH
APPR WARN on HUD

APPR WARN on ADI
On HUD:
NO HUD2 OR NO HUD3
On ADI: HUD2 or HUD3
GO AROUND
Loss of HUD symbols
HGS FAILURE  (*)

Loss of FD
LOC or G/S
CONTINUE if the
GO AROUND
visual references and
ENG FAILURE If insufficient visual
airplane position
reference
permit a safe landing.
(*) HGS FAILURE (without M3226)

If HGS fails on final approach, the PIC cannot fly the HUD anymore and must
fly head down while keeping the HUD deployed until reaching the missed
approach final altitude.
In this case, it could be safer that the SIC takes over and flies the G/A. On the
next approach procedure, the pilots should disregard any further displaying of
APP WARN on the ADI.

F2000EX
HGS with EVS operations Page 1 of 6
EASy
Issue 1
LIMITATIONS
The Head up Guidance System (HGS) is approved as the primary flight

display:
- Provided that Pilot Side is selected to LH and the PDU format is displayed
on either LH or central DU,
- For the following (all engines operative or 1 engine inoperative):
- Taxi (all engines operating),
- Take-off (all engines operating),
- Climb, Cruise and descent,
- Visual approach,
- Non-precision approach (except NDB approach in raw data),
- Manual CAT. I approach,
- Automatic CAT. I approach monitored with HUD,
- Automatic CAT. II approach monitored with HUD (all engines operating),
- Go-around,
- Landing.
For NDB approach flown in raw data, HUD may be used to supplement the
PDU.
Since the HUD does not display NDB indications, navigation aids must be
displayed in the PDU.
EVS video shall be removed from HUD whenever:
- It impairs pilot's natural vision,
- It degrades the readability of the HUD symbology,
- EVS image is distorted by weather conditions (e.g. rain, ice, mist, etc.).
EVS image shall not be used in heavy rain.
Airplane System Limitations
 The LH windshield sun visor must be stowed during take–off, approach and
landing.
 The HUD sun visor must not be used at night and during approach in low
visibility conditions.
 The EVS image must be turned off if EVS kill/dim pushbutton on yoke is
inoperative.
Operational Conditions
 The EVS has been demonstrated suitable for supplemental use only.
 EVS may not be used as a basis for descent and operation below
instrument approach minimums (e.g., minimum descent altitude, decision
altitude/height) per 14 CFR 91.175 (l) & (m) and related parts.
 Minimum crew: EVS may be used only by qualified pilots who have been
trained in accordance with requirements listed in latest FAA FSB or JOEB
report specific to the airplane.
Approach
 No credit for descending below the published Category I or non-precision
approach minimum using the Enhanced Vision System shall be applied.

Page 2 of 6 HGS with EVS operations EASy
Issue 1
NORMAL PROCEDURES
The following procedures apply in addition to existing normal procedures and

HGS procedures. For HGS CAT. I approach, refer to HGS MANUAL CAT. I
APPROACH Section.
 PREFLIGHT – EXTERIOR INSPECTION

 EVS window ............................................................................. Clean - Check
 GENERAL EVS OPERATIONS (FOR ANY PHASE OF FLIGHT)

HGS
 HGS combiner ..................................................................................... Deploy
 HUD symbology brightness .................................................................. Adjust
 Seat position ......................................................................................... Adjust
Prior to use of EVS
 EVS knob ................................................................................................... ON
 NO EVS annunciation and time to image (in HUD) ..............
............................................................................... Displayed
 Time to image ....................................................................................... Check
 HUD symbology BRT ............................................................... AUTO / Adjust
 EVS VIDEO CONTRAST ............................................................ MIN / Adjust
 EVS VIDEO BRT .................................................................................. Adjust
 Day...................................................................................................... MAX
 Night................................................................................. 3 o’clock / Adjust
The EVS sensor requires approximately 8 minutes cooling (in standard
conditions).
A LONG CAL is automatically performed at the end of the cooling process.
 When EVS image is displayed in HUD

 LH yoke: EVS kill switch .................................................................... Press
 EVS • annunciation or EVS image (in HUD) ................ Check
 EVS Video display in MDU .......................................................As required
 In any phase of flight where use of EVS is intended:
 EVS LONG CAL ..........................................................................Complete
 CAL (in HUD) ........................................................ Displayed
 LH yoke: EVS kill switch ................................................ Check / Operative
 POWER ON
 EVS knob ................................................................................................... ON
 General EVS operations ............................................. Performed as required
If the EVS will be used within the next 4 hours, leave EVS ON (HIGH or
LOW). Otherwise, turn the EVS knob to OFF after use, in order to preserve
the EVS sensor.
 DEPARTURE, CLIMB, CRUISE AND DESCENT

The EVS can be useful in certain conditions during these phases of flight, e.g.
when flying in a mountainous area or to avoid weather at night.
F2000EX
EASy
Issue 1
 BEFORE DESCENT
 FMW / Landing POF ........................................................................... Filled in
 Elev ................................................................................................... Check
 Loc Trk .............................................................................................. Check
 Runway length .................................................................................. Check
 Glide.................................................................................................. Check
 HUD CONFIRM softkey ..................................................................... Press
 APPROACH (ONLY ABOVE 1,000 FT AAL)

 EVS LONG CAL...............................................................................Complete
 CAL annunciation in HUD ..................................... Displayed
 LH Yoke: EVS kill switch .................................................... Check - Operative
 EVS image in LW MDU ................................................................As required
 Baro Min ....................................................................................... Set / Check
 If Non-precision approach, below MDA:
 All Guidance modes...................................................................... Deselect
On short final, flight path should be kept close to the final approach
EVS VIDEO BRT is automatically faded on HUD 50 ft above minimums.
Prior to approach, checks minimum to ensure correct fading of EFVS video
brightness.
 AFTER LANDING
 When EVS • flashes on HUD (below 40 kt GS)
 LH yoke: EVS kill switch ..................... Push (as required) / Once or Twice
 GO-AROUND
 GA or TOGA (if installed) pushbutton ..................................................... Push
 When EVS • flashes in HUD (After exiting GA mode)
 LH Yoke: EVS kill switch..................... Push (as required) / Once or Twice
 AT RAMP
 EVS knob ................................................................................................. OFF
 HUD combiner ........................................................................................ Stow
ADVERSE WEATHER CONDITIONS

Rain conditions
EVS image may be distorted by rain drops or water streaks on EVS camera
window, especially on ground at low speed during taxi and take-off.
Icing conditions
When the EVS: A/I FAIL advisory CAS message is displayed, EVS
performance and image may be degraded by condensation or ice accretion
on IR window.

Issue 1
ABNORMAL PROCEDURES
In the event of unusual attitude, PDU can offer a more complete and intuitive
attitude for recovery.
EVS image is automatically removed from HUD in unusual attitude.
HUD NOT ALIGNED
ALIGN HUD in HUD:

 HUD combiner ........................................................................... Lock / Check
 If ALIGN HUD annunciation remains
 HUD combiner .................................................................................... Stow
EVS IMAGE NOT CONFORM WITH NATURAL VISION
EVS image not conform with natural vision:

 LH yoke: EVS kill / dim pushbutton......................................................... Push
 HUD: EVS SBY annunciation ..................................... Check
 EVS knob (when time permits) ................................................................ OFF
EVS FAIL MESSAGE IN CREW ALERTING SYSTEM
 If EVS image is blanked

 EVS knob (when time permits) ............................................................ OFF
No further action is required.
AVIONICS SYSTEM - SENSORS MISCOMPARE
FPV MISCOMPARE annunciation:

FPV comparison annunciation in Head Up Display (HUD).
 If EVS image is displayed in HUD:
 EVS kill switch ................................................................................... Press
 On pilot side, perform IRS reversion.
 Keep on using HGS provided Flight Path Vector and basic flight
parameters are crosschecked.
 Cancel previous reversion and perform additional IRS reversion to
use IRS 3 on copilot side.
parameters are cross checked.
 Cancel previous reversion and stow HUD combiner.
F2000EX
EASy
Issue 1

 For non US registered A/C
 If pilot can clearly identify faulty IRS
 Perform IRS reversion on appropriate side
parameters are crosschecked.
 If pilot cannot identify the faulty IRS
 HUD combiner ........................................................................ Stow
 For US registered A/C
 HUD combiner ............................................................................ Stow
AVIONICS SYSTEM – LOSS OF MAU CHANNEL

MAU ..XX FAIL or MAU ..XX + ..XX FAIL message in CAS.
 Apply corresponding LOSS OF MAU procedure.
AVIONICS SYSTEM – FLAG ANNUNCIATION IN ADI, HSI OR HUD

 If EVS image is displayed on the HUD:
 LH yoke: EVS kill switch ..................................................................... Push
 Apply basic AFM procedure, if applicable, corresponding to triggered CAS
message or complete procedure corresponding to associated ADI or HSI
flag.
WINDSHEAR warning
WINDSHEAR displayed on HUD and
 Apply WINDSHEAR RECOVERY procedure (refer to QRH2) 
EGPWS warning
PULL UP displayed on HUD and
PULL UP or TERRAIN AHEAD - PULL UP or OBSTACLE
AHEAD - PULL UP voice warning.
 Apply TERRAIN AWARENESS WARNING (EASA REGISTERED

AIRPLANE) procedure (refer to QRH2) 
TCAS warning
Resolution Advisory guidance displayed on PDU and on HUD
TCAS RA voice warning.
 Apply TCAS RA - RESOLUTION ADVISORY procedure (refer to

QRH2) 

Issue 1

SPECIAL PROCEDURES - SYSTEM 30-24A
F2000EX HGS with improved EVS operations
Page 1 of 6
EASy A/C with M-OPT006
Issue 2
LIMITATIONS
ONLY APPLICABLE TO A/C WITH M-OPT006 (IMPROVED EFVS)

The Head up Guidance System (HGS) is approved as the primary flight
display:
- Provided that Pilot Side is selected to LH and the PDU format is displayed
either on LH or central DU,
- For the following use with all engines operating or 1 engine inoperative:
- Taxi (all engines operating),
- Take-off (all engines operating),
- Climb, Cruise and descent,
- Visual approach,
- Non precision approach (except NDB approach in raw data).
- Manual Category I approach,
- Automatic Category I approach monitored with HUD,
- Automatic Category II approach monitored with HUD,
- Go-around,
- Landing.
For NDB approach flown in raw data, HUD may be used to supplement the
PDU.
Since the HUD does not display NDB indications, navigation aids must be
displayed in the PDU.
The EVS image may be displayed during above-mentioned phases of flight.
The EVS image shall be removed from the HUD whenever:
- It impairs the pilot's natural vision.
- It degrades the readability of the HUD symbology.
- It is degraded by weather conditions (e.g. rain).
Airplane System Limitations
- The LH windshield sun visor must be stowed during take-off, approach and
landing.
- The HUD sun visor must not be used at night and during approach in low
visibility conditions.
- The EVS must be turned off if the EVS kill / dim pushbutton on the LH yoke
is inoperative.
Operational Conditions
- The EVS image must not be displayed during steep approach (approach
steeper than 4.5°).
- The EVS was demonstrated to be suitable for supplemental use only.
- The EVS may not be used as a basis for descent and operation below
instrument approach minimums (e.g. minimum descent altitude, decision
altitude/height) per 14 CFR 91.175 (L) & (M) or Regulation (EC) 859/2008
§h Appendix 1 (new) to OPS 1.430 or any other air operation regulation
with equivalent content.
- Minimum crew: EVS may be used only by qualified pilots who have been
trained in accordance with the minimum requirements listed in the
approved Operational Suitability Manual – Flight Crew (OSM-FC) DGT
148653, or applicable FAA FSB Report or any other Operational Evaluation
report with equivalent content, appropriate to the airplane.

30-24A SPECIAL PROCEDURES - SYSTEM
HGS with improved EVS operations F2000EX
Page 2 of 6 A/C with M-OPT006 EASy
Issue 2
Only applicable to Category I approach
HUD must be stowed for airfields with an available landing distance

under 4,265 ft (1,300 m), unless:
- Raw data is used (APP mode not selected) or,
- Airfield used is part of the following list:
- KCRG (Jacksonville),
- KHWV (Brookhaven),
- KPOC (Brackett Field),
- KPVC (Provincetown Muni),
- KVDF (Tampa Executive),
- KVGT (North Las Vegas),
- LSZA (Lugano).
NORMAL PROCEDURES
The following procedures apply in addition to existing normal procedures and

HGS procedures.
 PREFLIGHT – EXTERIOR INSPECTION

 EFVS window.......................................................................... Clean – Check
 GENERAL EVS OPERATIONS (FOR ANY PHASE OF FLIGHT)

HUD
 HUD combiner ..................................................................................... Deploy
 DISPLAY BRIGHT ............................................................... AUTO / Adjust
 Seat position ......................................................................................... Adjust
EVS
 EVS ...........................................................................................HIGH or LOW
 HUD: NO EVS annunciation and time remaining ....... Check
 EVS CAL ..........................................................................................Complete
 When the EVS SBY annunciation is displayed in HUD:
 LH yoke: EVS kill / dim switch ........................................................... Press
 HUD: EVS ON annunciation and EVS image in HUD ..........
..................................................................................... Check
 UP or LW DU: VIDEO window / EVS ...................... Displayed as required
 EVS image ................................................................... Check
 HUD Combiner settings:
 DISPLAY BRIGHT ............................................................... AUTO / Adjust
 VIDEO CONTRAST and VIDEO BRIGHT ............................................. Set
 Use the following presets according to the conditions and adjust as
necessary.
EVS LOW EVS HIGH
Day Night Day Night
VIDEO CONTRAST MIN MIN 9 o’clock 12 o’clock
VIDEO BRIGHT MAX MIN 3 o’clock MAX
 CAS Window .................................... No EVS-related CAS message / Check

Page 3 of 6
Issue 2
 POWER ON
 Preliminary EVS operations .............................................................Complete
 EVS image quality: MDU and HUD ...................................................... Check
 EVS image alignment: HUD ................................................................. Check
If the EVS is expected to be operated within the next 4 hours, leave EVS ON
(HIGH or LOW). Otherwise, turn the EVS knob to OFF after use, in order to
preserve the EVS sensor.
 DEPARTURE, CLIMB, CRUISE AND DESCENT

The EVS may be useful in certain conditions during these phases of flight,
e.g. when flying in a mountainous area or to avoid CBs at night.
 BEFORE DESCENT
 FLGHT MGMT window / Arrival POF ................................................. Filled in
 Elev ................................................................................................... Check
 LOC TRK (T)..................................................................................... Check
 Runway length .................................................................................. Check
 Glide.................................................................................................. Check
 HUD CONFIRM softkey ...................................................................... Push
 APPROACH (NOT BELOW 1,000 FT AAL)

 EVS ............................................................................................. HIGH / LOW
 EVS CAL ..........................................................................................Complete
 CAL annunciation in HUD ............................................ Check
 LH Yoke: EVS kill switch .................................................... Check / Operative
 EVS image in LW MDU ................................................................As required
 Minimums..................................................................................... Set / Check
Do not initiate a CAL below 1,000 ft AAL.
A/C without M3254 (EASy II):
 If performing a non-precision approach, when committed to land:
 All modes in Guidance Panel ....................................................... Deselect
End.
On short final, flight path should be kept close to the final approach
During the final approach, the FD is removed from the HUD when descending
below 50 ft.
 LANDING
 LH Yoke: EVS kill switch ...............................................................As required
 AT RAMP
 EVS .......................................................................................................... OFF

Issue 2
ADVERSE WEATHER CONDITIONS

Raining conditions
The EVS image may be distorted by rain drops or water streaks on the EVS
window, especially at low speed during taxi and take-off.
Icing conditions
When the EVS: A/I FAIL advisory CAS message is displayed, the EVS
performance and image may be degraded by condensation or ice accretion
on the EVS window.
Crosswind
The FPV in the HUD may become ghosted (saturated) under crosswind
conditions. In such cases, the FPV is no longer conform with the EVS image,
or with natural vision.
ABNORMAL PROCEDURES
In the event of unusual attitude, the ADI in the PDU provides a more complete
and intuitive attitude reference for recovery than the HUD.
The EVS image is automatically removed from HUD in an unusual attitude
situation.
HUD NOT ALIGNED

ALIGN HUD in the HUD.
 HUD ........................................................................................... Lock - Check

 If ALIGN HUD annunciation remains:
 HUD .................................................................................................... Stow
EVS IMAGE NOT CONFORM WITH NATURAL VISION
 LH yoke: EVS kill / dim pushbutton...............................................Short press

 EVS knob (when time permits) ................................................................ OFF
AVIONICS SYSTEM - SENSORS MISCOMPARE
FPV MISCOMPARE annunciation

FPV comparison annunciation in the HUD.

 LH yoke: EVS kill / dim pushbutton ..........................................Short press
 If airplane is equipped with 3 IRS:
 On PNF side: IRS .............................................................................. IRS3

Page 5 of 6
Issue 2
 If FPV goes out:

 Continue to use HUD. 
 If FPV remains on:
 On PNF side: revert to the previous IRS.
 On PF side: IRS ............................................................................ IRS3
 If FPV goes out:
 Continue to use HUD. 
 If FPV remains on:
 HUD ........................................................................................Stow 
 If airplane is equipped with 2 IRS:
Not applicable to US registered A/C:
 If the crew can clearly identify the faulty IRS:
 Perform an IRS reversion on appropriate side.
 Continue to use HUD provided cross−check between Flight Path
Vector and primary flight data is performed.
 If the crew cannot identify the faulty IRS:
 HUD ................................................................................................ Stow
Only applicable to US registered A/C:
 HUD .................................................................................................... Stow
Comparing with Secondary Flight Display Flight Path Symbol in climb or
descent may lead to erroneous conclusions.
AVIONICS SYSTEM - FLAG ANNUNCIATION IN HUD

 LH yoke: EVS kill / dim pushbutton ..........................................Short press
 Apply basic AFM procedure, when exists, corresponding to triggered CAS
message or complete procedure corresponding to associated ADI or HSI
flag.
 If flag persists after procedure has been completed:
 For RA, FD, LOC, G/S flags:
 HUD can be used.
 EVS can be used.
 For other cases: HUD ......................................................................... Stow

Issue 2
WINDSHEAR warning
WINDSHEAR in the HUD.
 Apply WINDSHEAR RECOVERY procedure (refer to QRH2) 
EGPWS warning
PULL UP in the HUD.
Not applicable to US registered A/C:
PULL UP or TERRAIN AHEAD PULL UP or OBSTACLE
AHEAD PULL UP voice warning.
 Apply TERRAIN AWARENESS WARNING (EASA REGISTERED

AIRPLANE) procedure (refer to QRH2) 
Only applicable to US registered A/C

TERRAIN TERRAIN PULL-UP or OBSTACLE OBSTACLE
PULL UP voice warning.
 Apply TERRAIN AWARENESS WARNING procedure (refer to QRH2) 
TCAS warning
Resolution Advisory box in the HUD.
TCAS RA voice warning.
 Apply TCAS RA - RESOLUTION ADVISORY procedure (refer to

QRH2) 

F2000EX
Landing with autobrake Page 1 of 4
EASy
GENERAL
The autobrake function shortens the landing distance by automatically

applying maximum braking upon main landing gear touchdown.
It is approved for landing after:
- Every approach with a final path angle below 4.5°,
- Steep approach at London City Airport with a 5.5° (9.6 %) final path angle.
The following procedure complements normal landing, steep approach, and
landing procedures.
LIMITATIONS
Aircraft systems
The following equipment must be operative:
- One engine minimum, when the final approach path angle < 4.5°,
- Both engines on a 5.5° (9.6 %) steep approach,
- All flight controls,
- One thrust reverser minimum,
- Both hydraulic systems,
- One electrical generator minimum,
- Essential bus,
- Both braking systems.
Kinds of operation
The autobrake must not be used in the following operations:
- Manual CAT II & III ILS approach with HUD,
- Take-off and landing on contaminated runways,
- Ferry flight with landing gear down,
- Any steep approach with a glide path angle other than 5.5° (9.6 %).
Structure
- MLW with autobrake active .............................................................. 30,000 lb
Landing performance
- Disregard the FMS TOLD computed landing distance.
Operating limitations
- Maximum crosswind ........................................... 20 kt (maximum gust 30 kt)
- 5.5° (9.6 %) steep approach:
- Airport elevation ............................................................-1,000 ft / +6,000 ft
- Maximum tailwind ................................................................................. 5 kt

30-40A SPECIAL PROCEDURES - SYSTEM F2000EX
Page 2 of 4 Landing with autobrake EASy
NORMAL PROCEDURES
In addition to the normal procedure, the pilots must apply the following.
Before descent
 Landing Weight lower or equal to 30,000 lb ......................................... Check
 AUTO BRK.............................................................................................. Push
 Status light............................................ AUTO BRK – Check
 AUTOBRAKE ACTIVE ............................................... Check
Before landing
 AUTOBRAKE ........................................................................................ Check
 AUTOBRAKE ACTIVE ............................................... Check
 Status light............................................. AUTO BRK - Check
Landing
 AT NOSE WHEEL TOUCH DOWN:

 Brakes .................................................................................................... Press
 AUTOBRAKE ACTIVE ............................. Goes out - Check
 AUTO BRK status light............................... Goes out - Check
 Laterally control the airplane with the NWS.
 Thrust reversers ................................................................................... Deploy
Go-around
 GA or TOGA (if installed) ....................................................................... Press
 AUTOBRAKE ACTIVE ............................. Goes out - Check
 AUTO BRK status light............................... Goes out - Check
 WHEN THRUST IS REDUCED TO MAX CLB OR BELOW:

 AUTOBRAKE OUT ..................................................... Check
ABNORMAL PROCEDURES
AUTOBRAKE MALFUNCTION
AUTOBRAKE OUT appears in CAS window.
 If both power levers are at or below MAX CLB:
 AUTO BRK ......................................................................................... Push
 If AUTOBRAKE OUT remains in CAS window:
Autobrake is inoperative.
 Re-assess the landing field length.
 If AUTOBRAKE OUT goes out:
 Re-engage the Autobrake if necessary.

F2000EX
Landing with autobrake Page 3 of 4
EASy
PERFORMANCE
For exhaustive performance data, refer to AFM Supplement 7 / 7A.

When the landing weight is lower or equal than 30,000 lb, the minimum
required climb gradient and maximum brake energy are unlimited.
In order to determine the Minimum Turnaround Time, increase the landing
brake energy by 0.2 MJ.
All approaches except 5.5° (9.6 %) steep approach
Knowing the actual landing weight, in order to determine the landing distance
/ landing field length, decrease the QRH 1 value by 5 %.
Conversely, in order to determine Maximum Landing Weight, limited by
landing field length, enter QRH 1 table with the LDA increased by 5 %.
5.5° (9.6 %) Steep approach
In the AFM Supplement 7 / 7A - Part 2 , the chart "Landing Distance SF 3”
helps to determine the landing distance and landing field length, and
conversely the Maximum Landing Weight limited by the landing field length.
The below table gives the various landing distances determined in
accordance with the AFM Supplement 7 / 7A - Part 2.
Cell legend
LANDING DISTANCES SF3 LD (ft)
LD x 1.67 (ft)
ANTI-ICE OFF
LD x 1.92 (ft)
LW (lb) 0 ft 1000 ft 2000 ft 3000 ft 4000 ft
2,399 2,448 2,498 2,552 2,607
25,000 4,007 4,089 4,171 4,263 4,354
4,607 4,701 4,795 4,901 5,006
2,460 2,511 2,563 2,619 2,675
26,000 4,108 4,194 4,280 4,373 4,466
4,723 4,822 4,921 5,028 5,135
2,520 2,574 2,629 2,685 2,742
27,000 4,208 4,299 4,390 4,484 4,579
4,838 4,943 5,047 5,155 5,264
2,579 2,635 2,691 2,750 2,808
28,000 4,307 4,401 4,495 4,592 4,690
4,951 5,059 5,167 5,280 5,392
2,636 2,694 2,751 2,813 2,875
29,000 4,403 4,499 4,595 4,698 4,801
5,062 5,172 5,282 5,401 5,519
2,694 2,752 2,811 2,876 2,941
30,000 4,498 4,597 4,695 4,803 4,911
5,172 5,285 5,397 5,522 5,647
Wind (kt) = + 0.0
The performance data contained herein are derived from the Airplane Flight
Manual

30-40A SPECIAL PROCEDURES - SYSTEM F2000EX
Page 4 of 4 Landing with autobrake EASy

F2000EX
Use of emergency vision assurance Page 1 of 2
EASy
system (EVAS) (optional) Issue 1
USE OF EMERGENCY VISION ASSURANCE SYSTEM

(EVAS) (IF INSTALLED)
Although EVAS should be deployed when PIC considers it necessary, all

prescribed emergency procedure phase 1 items must be completed
without delay before using it.
Do not release strap to inflate IVU unless IVU is in place on glareshield.

 HUD .................................................................................................... Stowed
 Sun visor ............................................................................................. Stowed
 EVAS Container ...............................................................................Removed
 IVU ..................................................................................................... Installed
If vision is already impaired, pilot should feel for the location of the Velcro®.
 IVU ...................................................................................................... Inflated
If the blower does not start, it must be started manually, by pushing firmly on
the master switch, located in one corner on the open side of the container.
Place any necessary emergency procedure/approach plate in a pocket on the

side and/or bottom of the IVU, or between the windshield and the windshield
portion of the IVU, for reference as needed.
The blower will operate continuously for several hours, and will compensate
for any air that may be forced out of the IVU by control wheel movement. The
blower may be switched OFF and ON as necessary, to extend battery life or
for the purpose of repositioning the IVU.
 If EVAS is no longer needed
 Master switch ....................................................................................... OFF
 IVU ............................................................Manually deflated and removed

F2000EX
Page 2 of 2 Use of emergency vision assurance
EASy
Issue 1 system (EVAS) (optional)

F2000EX
Recorders data preservation Page 1 of 2
EASy
Issue 1
RECORDERS DATA PRESERVATION
CVR and DFDR (or combined recorders) can possibly continue to record and
overwrite existing data after an accident or serious incident.
 TO PRESERVE THE RECORDED DATA:

 Airplane .......................................................................................... On ground
 VOICE RECORDER C/B .......................................................................... Pull
 FLIGHT RECORDER C/B ........................................................................ Pull
 ST BY FLIGHT RECORDER C/B ............................................................. Pull
 IN CASE OF INVESTIGATION:
Authority can possibly require:
- To ground the airplane and restrict maintenance actions,
- To have access to the original recorded data,
- To remove the recorders from the airplane.

Page 2 of 2 Recorders data preservation EASy
Issue 1


03-2ezii (Ex-Lx-Dx) Codde 3 QRH1 V1

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F2000EX EASy, F2000DX,

F2000LX, F2000S, F2000LXS

COPYRIGHT © 2008 BY DASSAULT AVIATION

DASSAULT AVIATION DGT94712

DGT94712 DASSAULT AVIATION

DASSAULT AVIATION DGT94712

REF. TITLE ISSUE APPLICABILITY

DGT94712 DASSAULT AVIATION

REF. TITLE ISSUE APPLICABILITY

DASSAULT AVIATION DGT94712

REF. TITLE ISSUE APPLICABILITY

DGT94712 DASSAULT AVIATION

REF. TITLE ISSUE APPLICABILITY

DASSAULT AVIATION DGT94712

REF. TITLE ISSUE APPLICABILITY

DGT94712 DASSAULT AVIATION

REVISION DATE PURPOSE

Issue 1 or Matches AFM DGT88898 ORIGINAL+ Annex 2 +

Issue 2 or Take into account changes of AFM DGT88898 Rev.2

DASSAULT AVIATION DGT94712

REVISION DATE PURPOSE

Revision 10 09-FEB-10 This revision is consistent with AFM Rev. 10.

This revision is consistent with AFM Rev. 11.

Revision 12 30-NOV-10 This revision is consistent with AFM Rev. 12.

Revision 13 07-JUL-11 This revision is consistent with AFM Rev. 13.

Revision 14 30-OCT-11 This revision is consistent with AFM Rev. 15.

Revision 15 30-APR-12 This revision is consistent with AFM Rev. 16.

Revision 16 01-MAR-13 This revision is consistent with AFM Rev. 17.

Revision 17 30-MAY-13 This revision is consistent with AFM Rev. 17.

Revision 18 30-NOV-13 This revision is consistent with AFM Rev. 18.

Revision 19 30-MAY-15 This revision is consistent with AFM Rev. 19.

Revision 20 15-APR-16 This revision is consistent with AFM Rev. 20.

Revision 21 15-OCT-16 This revision is consistent with AFM Rev. 21.

Revision 22 04-MAY-18 This revision is consistent with AFM Rev. 22.

Revision 23 07-JAN-19 This revision is consistent with AFM Rev. 23.

Revision 24 10-JAN-20 This revision is consistent with AFM Rev. 24.

Revision 25 16-OCT-20 This revision is consistent with AFM Rev. 25.

DGT94712 DASSAULT AVIATION

AFM QRH1 ECL ECL discrepancies versus QRH1

DASSAULT AVIATION DGT94712

INTENTIONALLY LEFT BLANK

DGT94712 DASSAULT AVIATION

SUMMARY OF THE SERVICE BULLETINS AND

DASSAULT AVIATION DGT94712

DGT94712 DASSAULT AVIATION

DASSAULT AVIATION DGT94712

DGT94712 DASSAULT AVIATION

DASSAULT AVIATION DGT94712

F2000EX EASY COMMERCIAL DESIGNATIONS

F2000DX QRH consists of F2000EX EASy QRH and:

F2000LX QRH consists of F2000EX EASy QRH and:

F2000LXS QRH consists of F2000EX EASy QRH and:

F2000S QRH consists of F2000EX EASy QRH and:

DGT94712 DASSAULT AVIATION

Procedures contained in this chapter have been designed by Dassault

Normal procedures, or standard operating procedures, assume that all

A do-list is a list of actions, verifications, controls or tests that must be

DASSAULT AVIATION DGT94712

DGT94712 DASSAULT AVIATION

FMS software must be identified 7.1.2 on the AVIONICS Setup window,

AC 20-130A AND AC 20-129

DASSAULT AVIATION DGT94712

Dual or triple (FMS 3 option) FMS configuration with GPS module, as