01-2ezii Series Codde1

FALCON 2000EX EASy
FALCON 2000DX
FALCON 2000LX
FALCON 2000LXS
FALCON 2000S
Crew
Operational
Documentation
for
Dassault
EASy
CODDE 1
Airplane Description
ORIGINAL: March 31, 2004

REVISION 20: October 16, 2020
DGT94085
Copyright© 2004 by Dassault Aviation.

All rights reserved. No part of this work may be reproduced or copied
in any form or by any means without written permission
of Dassault Aviation.
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) herein identified. They may not be resold, transferred, or otherwise disposed of, to any other country or to any
person other than the authorized ultimate consignee or end-user(s), either in their original form or after being incorporated into other items,
without first obtaining approval from the U.S. government or as otherwise authorized by U.S. law and regulations.
FlightSafety International Proprietary Information. All rights reserved.
FOR TRAINING PURPOSES ONLY

FIGURE 00-00-00-05 FLIGHT DECK

DGT94085 – ISSUE 4 DASSAULT AVIATION Proprietary Data
FIGURE 00-00-00-06 OVERHEAD PANEL FIGURE 00-00-00-07 PEDESTAL
DGT94085 - ISSUE 4 DASSAULT AVIATION Proprietary Data

FIGURE 00-00-00-08 OVERHEAD CIRCUIT BREAKERS PANEL FIGURE 00-00-00-07 PEDESTAL
DGT94085 – ISSUE 4 DASSAULT AVIATION Proprietary Data

FIGURE 00-00-00-09 INSTRUMENT PANEL
DGT94085 - ISSUE 4 DASSAULT AVIATION Proprietary Data

F2000EX EASY 00-00-00
GENERAL
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 10
00-00 GENERAL
00-00-00 TABLE OF CONTENTS
00-00-05 MANUAL DESCRIPTION

Chapter d escription
Manual description
Foreword
Page layout
Text layout
00-00-10 AMENDMENTS TO THE MANUAL

Documentation updating
Revisions
How to insert a revision
00-00-15 LIST OF REVISIONS AND EFFECTIVE SUB-SECTIONS

List of revisions
List of effective sub-sections
00-00-20 AIRPLANE CONFIGURATION

Introduction
Optional devices considered
00-05 MISCELLANEOUS
00-05-00 UNITS
Conversion tables
00-05-05 GLOSSARY
List
DASSAULT AVIATION Proprietary Data

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GENERAL
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 10 DGT94085
INTENTIONALLY LEFT BLANK

F2000EX EASY 00-00-05
GENERAL
CODDE 1 PAGE 1 / 4
MANUAL DESCRIPTION
DGT94085 ISSUE 14
CHAPTER DESCRIPTION
This chapter provides general features with respect to the CREW OPERATIONAL
DOCUMENTATION for DASSAULT EASy (CODDE 1), and also includes a list of units of
measurement and its corresponding conversion charts and formulas.
MANUAL DESCRIPTION
The CODDE 1 is divided into chapters, sections and sub-sections. CODDE1 is divided into
the following chapters:
- 00 GENERAL,
- 01 FLIGHT DECK,
- 02 AIRPLANE SYSTEMS,
- 03 TECHNICAL INFORMATION PAGES (TIP).
FOREWORD
This manual has been designed by Dassault Aviation in order to provide the flight crew with
Falcon systems description.
The CODDE 1 manual:
- Integrates all F2000EX EASy / F2000DX / F2000LX / F2000LXS / F2000S systems,
- Describes the systems from the pilot / airplane interface perspective,
- Provides systems user's guides in connection with CODDE 2,
- In chapter 02, is drawn up in accordance with ATA structure,
- Includes pilot oriented system schematics, consistent with the synoptics on the display
units,
- Is written so as to supports both daily operations and pilot's initial / recurrent training.
This manual is part of a documentation set including:
- Airplane Flight Manual (DGT88898),
- CODDE 2 (DGT88899), Operations manual - Procedures,
- CODDE 3: Quick reference Handbook - QRH1 Normal procedures (DGT94712) and
QRH2 Abnormal and emergency procedures (DGT94713).
Although each page of this document has undergone a careful and strict correction process to
ensure that the data contained herein and in the Airplane Flight Manual are in agreement, in
the event of a disagreement between these two documents, the Airplane Flight Manual is the
final authority.

00-00-05 F2000EX EASY
GENERAL
PAGE 2 / 4 CODDE 1
MANUAL DESCRIPTION
ISSUE 14 DGT94085
This manual is therefore valid for the Falcon 2000EX EASy and variants (F2000DX, F2000LX,
F2000LXS and F2000S) reminded in each page header. It is strictly forbidden to insert any
additional page not provided by Dassault Aviation, except when explicitly authorized.
Dassault Aviation is not responsible of any non-approved data that may be inserted by
operators.

F2000EX EASY 00-00-05
GENERAL
CODDE 1 PAGE 3 / 4
MANUAL DESCRIPTION
DGT94085 ISSUE 14
PAGE LAYOUT
HEADER
F2000EX EASY (1) 00-05-00 (3)

CODDE 1 (4) MANUAL ADMINISTRATION (2) PAGE 3 / 4 (6)
MANUAL DESCRIPTION (5)
DGT94085 (7) ISSUE X (8)
- (1) Airplane type, model.

- (2) Section title.
- (3) Chapter-Section-Sub-section number.
- (4) CODDE 1 reference.
- (5) Sub-section title.
- (6) Page number of the sub-section.
- (7) CODDE 1 management number.
- (8) Sub-section revision number.
FOOTER
(1) DASSAULT AVIATION Proprietary Data (2) (3)
- (1 and 3) DASSAULT AVIATION logo.

- (2) Copyright.

00-00-05 F2000EX EASY
GENERAL
PAGE 4 / 4 CODDE 1
MANUAL DESCRIPTION
ISSUE 14 DGT94085
TEXT LAYOUT
SYMBOLOGY
The following definitions of NOTE, CAUTION and WARNING apply to the Crew Operational
Documentation for Dassault Easy 1 (CODDE 1).
NOTE
Concerns matters which are not directly related to safety,but which are sufficiently unusual or
important.
CAUTION
Concerns safety matters of secondary importance or which are not immediately
imminent.
WARNING
CONCERNS SAFETY MATTERS OF PRIMARY IMPORTANCE OR WHICH ARE
IMMEDIATELY IMMINENT.
CREW ALERTING SYSTEM MESSAGES
Following symbols are used to represent messages displayed by the Crew Alerting System
(CAS):
- Warning CAS message ENGINES: ALL OUT
- Caution CAS message ENG 1: VIBRATION
- Advisory CAS message ENG 2: FUEL FILTER
- Number symbol: ".." symbol is used to identify one of the following number : 1, 2, 3 or 4.
ENG .. : OIL PRESS
- Abbreviation symbol: "XX" symbol is used to identify one of the following abbreviations:
LH, RH, UP, LW. BUS XX LOW VOLTAGE

F2000EX EASY 00-00-10
GENERAL
CODDE 1 PAGE 1 / 2
AMENDMENTS TO THE MANUAL
DGT94085 ISSUE 10
DOCUMENTATION UPDATING
The Crew Operational Documentation for Dassault Easy is continuously updated to improve
its quality and to ensures compliance with the other airplane manufacturer's manuals (e.g.
Airplane Flight Manual, Performance Manual, …)
REVISIONS
The revisions are issued to insert urgent and non-urgent amendments and/or to add or delete
data.
They consist of:
- A new list of effective sub-sections, which enumerates all the valida sub-sections of this
manual and gives the actions to carry out (add, delete or replace),
- A set of pages to be inserted in this manual.
The owner of this manual is responsible for recording the revision.
The reader can then easily identify the amended text. Any revision bar will remain in the
margin, as long as the corresponding text is not further modified.

00-00-10 F2000EX EASY
GENERAL
PAGE 2 / 2 CODDE 1
AMENDMENTS TO THE MANUAL
ISSUE 10 DGT94085

F2000EX EASY 00-00-15
GENERAL
CODDE 1 PAGE 1 / 20
LIST OF REVISIONS AND
DGT94085 EFFECTIVE SUB-SECTIONS ISSUE 21
LIST OF REVISIONS
REFERENCE DATE PURPOSE

Issue 1 or Original 31-Mar-2004 Initial edition
Issue 2
8-Jun-2004 Customer edition
or Revision 1
Issue 3
24-Mar-2005 Step 2 update: M2606, M2571 and M2629
or Revision 2
Issue 4 Reversion panel update M2617 and step 3

21-Jul-2006
or Revision 3 update M2656
Update of ATA 24 section: description of Ultra

Low Maintenance batteries and improved
Issue 5
27-Oct-2006 description of optional lead-acid batteries.
or Revision 4
Update of ATA 70 section: improved description
of engine start protections.
Update to take into account:
- F2000DX characteristic (ATA 28),
- Quick Access Recorder option (ATA 31),
- Enhanced Flight Vision System option (ATA
34),
- Head-up display CAT3 option (ATA 34),
- 3rd crew seat ERDA option (ATA 25),
Issue 6
14-Dec-2007 - Emergency Vision Assurance System option
or Revision 5 (ATA 25),
- ATA 31 improvement,
- Erroneous indication in case of abnormal
landing gear extension (ATA 32),
- Maintenance panel update (M2575, ATA 45)
- Miscellaneous improvements and corrections
in several ATA.

00-00-15 F2000EX EASY
GENERAL
PAGE 2 / 20 CODDE 1
ISSUE 21 EFFECTIVE SUB-SECTIONS DGT94085

- Wing fuel tank improvement (M3072),
- F2000LX characteristic (M2846),
Revision 6 15-May-2009 - Suppression of voltage drop during APU start
(M3147 or SB F2000EX-188),
in several ATA.

- Brake heating system, basic installation
(M3195),
Revision 7 15-Dec-2009
in several ATA.
Revision 8 7-May-2010 Miscellaneous improvements and corrections in

several ATA sections.
Update to take-into account:

- Autobrake function (M3137),
Revision 9 15-Nov-2010 - Water detection (M3114),
in several ATA sections.
Revision 10 5-May-2011 Miscellaneous improvements and corrections in


F2000EX EASY 00-00-15
GENERAL
CODDE 1 PAGE 3 / 20
Revision 11 30-Oct-2011 Miscellaneous corrections in several ATA

sections.
Revision 12 30-Apr-2012 - TCAS II change 7.1 MOPS (M3394)

- Miscellaneous corrections in several ATA
sections.

- F2000LXS characteristics (inboard slats
installation - M5000),
- F2000S characteristics (M5001),
- EASy II load description (M3254),
- LPV approaches (M3300),
- ADS-B function (M3301),
- RAAS function (M3302),
- Synthetic Vision System (M3303),
- XM graphical weather function (M3306),
Revision 13 01-Mar-2013
- CPDLC ATN B1 function (M3309),
- CPDLC FANS 1A function (M3402),
- Circling approaches in FMS (M3410),
- Enhanced Flight Vision System improvement
(M-OPT006),
- Autobrake compatible with EASy II (M3556),
- FADEC software V9.0 (M3453),
- HGS compatible with EASy II (M3318),
sections.
Revision 14 30-Nov-2013 Miscellaneous improvements and corrections in


00-00-15 F2000EX EASY
GENERAL
PAGE 4 / 20 CODDE 1

- Automatic Descent Mode (M3304),
Revision 15 15-Jun-2015 - TOGA mode (M3381),
sections.

Revision 16 15-Oct-2016 - FalconEye HUD (M-OPT060),
- FalconEye HUD with EVS (M-OPT061).

- Electronic Flight Bag (M-OPT173),
Revision 17 04-May-2018 - PW308C+ (for Falcon2000LXS and S),
sections.

- FalconEye HUD improvement (M-OPT062),
- FalconEye HUD with EVS (M-OPT063),
Revision 18 07-Jan-2019 EFVS down to 100ft OPS
- Electronic Flight Bag (M-OPT261)

- EASy II 4th Cert - FANS 1A latency timer fix
(M3942 or SB F2000EX-451 or M3943 or
SB F2000EX-450),
Revision 19 10-Jan-2020
- CPDLC Push to Load option
(M-OPT296 or SB F2000EX-453)
Sections reworded:
Revision 20 02-Oct-2020 - ATA 24 Electrical Power
- ATA 34_13 XPDR / TCAS (EASy II)

F2000EX EASY 00-00-15
GENERAL
CODDE 1 PAGE 5 / 20
LIST OF EFFECTIVE SUB-SECTIONS
REFERENCE TITLE ISSUE

00-00 GENERAL
00-00-00 TABLE OF CONTENTS 10
00-00-05 MANUAL DESCRIPTION 14
00-00-10 AMENDMENTS TO THE MANUAL 10
00-00-15 LIST OF ISSUES AND EFFECTIVE SUB-SECTIONS 21
00-00-20 AIRPLANE CONFIGURATION 20
00-05 MISCELLANEOUS
00-05-00 UNITS 4
00-05-05 GLOSSARY 18
01-00 FLIGHT DECK – GENERAL
01-05 FLIGHT DECK – PHILOSOPHY
01-05-00 GENERAL 4
01-05-05 SAFETY, AVAILABILITY AND COMFORT 13
01-10 FLIGHT DECK – EASy ARCHITECTURE
01-10-00 DESCRIPTION 15

00-00-15 F2000EX EASY
GENERAL
PAGE 6 / 20 CODDE 1

01-15 FLIGHT DECK – INTERFACE
01-15-00 GENERAL 4
01-15-05 PDU AND MDU DESCRIPTION 15
01-15-10 CURSOR MANAGEMENT AND WINDOWING 4
01-15-15 GRAPHICAL OBJECTS 14
01-15-20 COLOR CODE 4
01-15-25 MENUS AND PAGES ADAPTATION 14
01-15-30 HORIZONTAL SITUATION INDICATOR (HSI) 14
01-15-35 ATTITUDE DIRECTOR INDICATOR (ADI) 14
01-15-40 ENG-CAS, ENG-TRM-BRK WINDOWS 6
01-15-45 RADIOS, TRAFFIC WINDOWS 4
01-15-50 WPT LIST, FLGT MGMT WINDOWS 4
01-15-55 SYNOPTICS WINDOW 13
01-15-65 ELECTRONIC CHECK-LIST (ECL) WINDOW 14
01-15-70 FAILURE MANAGEMENT 4
01-20 FLIGHT DECK – CONTROL
01-20-00 GENERAL 7
01-20-05 OVERHEAD PANEL 4
01-20-10 GUIDANCE PANEL (GP) 4
01-20-15 CURSOR CONTROL DEVICE (CCD) 4
01-20-20 MULTIFUNCTION KEYBOARD (MKB) 15
01-20-25 REVERSION PANEL (RP) 4
01-20-30 AUDIO PANEL 4
01-20-35 CHECK-LIST CONTROLLER (CLC) 4

F2000EX EASY 00-00-15
GENERAL
CODDE 1 PAGE 7 / 20

02-21 ATA 21 – AIR CONDITIONING AND PRESSURIZATION
02-21-05 GENERAL 7
02-21-10 AIR CONDITIONING 4
02-21-15 PRESSURIZATION 6
02-22 ATA 22 EASy I – AUTO FLIGHT
02-22-05 GENERAL 14
02-22-15 SPEED PROTECTION MODE 14
02-22-20 SYSTEM PROTECTION 14
02-22-25 ABNORMAL OPERATION 15
02-22A ATA 22 EASy II – AUTO FLIGHT
02-22A-00 TABLE OF CONTENTS 18
02-22A-05 GENERAL 18
02-22A-10 DESCRIPTION 18
02-22A-15 SPEED PROTECTION MODE 18
02-22A-20 SYSTEM PROTECTION 18
02-22A-25 ABNORMAL OPERATION 18

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GENERAL
PAGE 8 / 20 CODDE 1

02-23 ATA 23 – COMMUNICATION
02-23-05 GENERAL 20
02-23_1 ATA 23_1 – VHF RADIOS
02-23_1-00 GENERAL 20
02-23_2 ATA 23_2 – HF RADIO
02-23_2-00 GENERAL 20
02-23_3 ATA 23_3 – SATCOM / FONE
02-23_3-05 GENERAL 20
02-23_3-20 CONTROLS AND INDICATIONS 20
02-23_4 ATA 23_4 – CMF / AFIS
02-23_4-00 GENERAL 20
02-23_5 ATA 23_5 – CPDLC
02-23_5-05 GENERAL 20
02-23_5-10 DESCRIPTION 20
02-23_5-15 CONTROL AND INDICATION 20
02-23_5-20 FANS 1/A PAGES DESCRIPTION 20
02-23_5-25 ATN B1 PAGES DESCRIPTION 20
02-23_5-30 CMF/ATS PAGES DESCRIPTION 20
02-23_6 ATA 23_6 – COMMUNICATION
02-23_6-00 CAS MESSAGES 20
02-24 ATA 24 – ELECTRICAL POWER
02-24-05 GENERAL 21
02-24-15 CONTROL AND INDICATION 21
02-24-25 NORMAL OPERATION 21

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GENERAL
CODDE 1 PAGE 9 / 20

02-25 ATA 25 – EQUIPMENT
02-25-05 GENERAL 13
02-26 ATA 26 – FIRE PROTECTION
02-26-05 GENERAL 7
02-27 ATA 27 – FLIGHT CONTROLS
02-27-05 GENERAL 14
02-28 ATA 28 – FUEL SYSTEM
02-28-05 GENERAL 16
02-28-35 FUELING OPERATION 9

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GENERAL
PAGE 10 / 20 CODDE 1

02-29 ATA 29 – HYDRAULIC SYSTEM
02-29-05 GENERAL 11
02-30 ATA 30 – ICE AND RAIN PROTECTION
02-30-05 GENERAL 8

F2000EX EASY 00-00-15
GENERAL
CODDE 1 PAGE 11 / 20

02-31 ATA 31 – IND & REC
02-31-05 GENERAL 20
02-31_1 ATA 31_1 – IND & REC – DISPLAY UNIT
02-31_1-00 GENERAL 20
02-31_1-10 PDU - ADI (EASY II) 20
02-31_1-20 PDU - HSI (EASY II) 20
02-31_1-30 MDU - I-NAV (EASY II) 20
02-31_1-40 MDU - VSD (EASY II) 20
02-31_2 ATA 31_2 – IND & REC – CREW ALERTING SYSTEM
02-31_2-00 GENERAL 20
02-31_2-20 AURAL WARNING 20
02-31_3 ATA 31_3 – IND & REC
02-31_3-00 DFDR / CVR
20
02-31_4 ATA 31_4 – IND & REC

02-31_4-00 VIDEO WINDOW (OPTIONAL) 20

00-00-15 F2000EX EASY
GENERAL

02-32 ATA 32 – LANDING GEAR AND BRAKING SYSTEM
02-32-05 GENERAL 10
02-33 ATA 33 – LIGHTS
02-33-05 GENERAL 4

F2000EX EASY 00-00-15
GENERAL

02-34 ATA 34 EASy I – NAVIGATION
02-34-05 GENERAL 14
02-34-15 TYPICAL FLIGHT PREPARATION AND FLIGHT PLAN 15

INSERTION
WINDOWS AND ASSOCIATED TABS:
02-34-20 15
FLIGHT MANAGEMENT WINDOW
02-34-22 14
CHARTS WINDOW
02-34-24 14
SENSORS WINDOW
02-34-28 15
AVIONICS WINDOW
02-34-30 14
WAYPOINT LIST (WPT LIST)
02-34-32 14
I-NAV DESCRIPTION
02-34-33 14
I-NAV UPLINK WX
02-34-34 14
I-NAV GRAPHICAL FLIGHT PLANNING
02-34-35 14
I-NAV VSD
02-34-36 WINDOWS AND ASSOCIATED TABS: ADI 15
02-34-38 WINDOWS AND ASSOCIATED TABS: HSI 15
02-34-40 HEAD-UP GUIDANCE SYSTEM 14
02-34-41 ENHANCED FLIGHT VISION SYSTEM (M2308) 14
02-34-41A ENHANCED FLIGHT VISION SYSTEM (M-OPT006) 14
02-34-42 RADIO-NAVIGATION 18
02-34-45 SURVEILLANCE 15
ABNORMAL OPERATION AND BACK-UP
02-34-50 15
INSTRUMENTATION

00-00-15 F2000EX EASY
GENERAL

02-34_0 ATA 34_0 NAVIGATION (EASy II)
02-34_0-00 TABLE OF CONTENTS 21
02-34_0-05 GENERAL 20
02-34_1 ATA 34_1 NAVIGATION (EASy II) – FMS
02-34_1-10 NAVIGATION ARCHITECTURE 20
02-34_1-11 SENSORS MANAGEMENT 20
02-34_1-20 AVIONICS WINDOW 20
02-34_1-21 FLIGHT MANAGEMENT WINDOW 20
02-34_1-22 WPT LIST 20
02-34_1-23 FMS AND TOLD MESSAGES 20
02-34_1-30 FLIGHT PLAN INSERTION 20
02-34_1-31 I-NAV GRAPHICAL FLIGHT PLANNING 20
02-34_2-00 RADIO-NAVIGATION 20
02-34_3-00 SFD 20
02-34_4-00 STAND-BY COMPASS 20
02-34_5-00 AIR DATA SYSTEM (ADS) 20
02-34_6-00 RADAR ALTIMETER (RA) 20
02-34_8-00 JEPPESEN CHARTS 20
02-34_10-00 ENHANCED GROUND PROXIMITY WARNING SYSTEM 20
02-34_11-00 RAAS (OPTION) 20
02-34_12-00 SVS (OPTION) 20

F2000EX EASY 00-00-15
GENERAL

02-34_13 ATA 34_13 NAVIGATION (EASy II) – XPDR / TCAS
02-34_13-05 XPDR / TCAS - GENERAL 21
02-34_13-05 XPDR / TCAS - DESCRIPTION 21
02-34_14 ATA 34_14 NAVIGATION (EASY II) - WXR & LSS
02-34_14-05 GENERAL 20
02-34_14-30 SYSTEM PROTECTIONS 20
02-34_14-40 GROUND OPERATION 20
02-34_15-00 I-NAV GRAPHICAL WEATHER 20
02-34_20 ATA 34_20 NAVIGATION (EASY II) - HGS (OPTION)
02-34_20-05 GENERAL 20
02-34_20-30 SYSTEM PROTECTIONS 20
02-34_20-50 ABNORMAL OPERATION 20
02-34_21 ATA 34_21 NAVIGATION (EASY II) -
EVS WITH ROCKWELL-COLLINS HGS (OPTION)
02-34_21-00 EVS WITH ROCKWELL-COLLINS HGS (OPTION) 20

00-00-15 F2000EX EASY
GENERAL

02-34_22 ATA 34_22 NAVIGATION (EASY II) - FALCONEYE HUD (OPTION)
02-34_22-05 GENERAL (A/C WITH M5000 AND M-OPT060) 20
02-34_22-05A GENERAL (A/C WITH M5000 AND M-OPT062) 20
DESCRIPTION
02-34_22-10 20
(A/C WITH M5000 AND (M-OPT060 OR M-OPT062))
CONTROLS AND INDICATIONS
02-34_22-20 20
(A/C WITH M5000 AND M-OPT060)
02-34_22-20A 20
SYSTEM PROTECTIONS
02-34_22-30 20
ABNORMAL OPERATION
02-34_22-50 20
02-34_23 ATA 34_23 NAVIGATION (EASY II) –
FALCONEYE HUD WITH EVS (OPTION)
02-34_23-05 GENERAL (A/C WITH M5000 AND M-OPT061) 20
02-34_23-05A GENERAL (A/C WITH M5000 AND M-OPT063) 20
DESCRIPTION
02-34_23-10 20
02-34_23-20 20
02-34_23-20A 20
SYSTEM PROTECTIONS
02-34_23-30 20
ABNORMAL OPERATION
02-34_23-50 20
02-34_40 ATA 34_40 NAVIGATION (EASY II)

F2000EX EASY 00-00-15
GENERAL

02-35 ATA 35 – OXYGEN
02-35-05 GENERAL 4
02-36 ATA 36 – PNEUMATIC
02-36-05 GENERAL 6
02-38 ATA 38– WATER-WASTE
02-38-05 GENERAL 7

00-00-15 F2000EX EASY
GENERAL

02-45 ATA 45 – AIRPLANE DIAGNOSTIC AND MAINTENANCE SYSTEM (ADMS)
02-45-05 GENERAL 7
02-45-10 DISPATCH DECISION 6
02-45-15 MAINTENANCE 6
02-45-20 MAINTENANCE REPORTS DOWNLOAD AND PRINT OUT
(OPTION) 11
02-45-25 UPLOAD OF NAVIGATION DATA BASES 4

02-46 ATA 46 – ELECTRONIC FLIGHT BAG
02-46-05 GENERAL 19
02-49 ATA 49 – AUXILIARY POWER UNIT
02-49-05 GENERAL 4
02-50 ATA 50 – STRUCTURE
02-50-05 GENERAL 9

F2000EX EASY 00-00-15
GENERAL

02-70 ATA 70 – ENGINES
02-70-05 GENERAL 18

00-00-15 F2000EX EASY
GENERAL

03-00 TECHNICAL INFORMATION PAGES – GENERAL
03-00-05 GENERAL 11
03-05 TECHNICAL INFORMATION PAGES
03-05-00 FLIGHT PATH SYMBOL – GENERAL 4
03-05-05 FLIGHT PATH SYMBOL – DETAILED 4
03-05-10 ACCELERATION CHEVRON 9
03-05-15 ROTATION SYMBOL 4

F2000EX EASY 00-00-20
GENERAL
CODDE 1 PAGE 1 / 4
AIRPLANE CONFIGURATION
DGT94085 ISSUE 20
INTRODUCTION
The CODDE 1 (as the CODDE 2) is generic to a standard airplane technical configuration.
The following table lists the modifications and service bulletins referring to the particular
configuration of the reference airplane defining the fleet and the impact of the flight
documentation at the date mentioned in the header.
OPTIONAL DEVICES CONSIDERED
OPTION NO DESCRIPTION
M1896 Quick Access Recorder
M2100 LED navigation lights
M2250 A/C electrical distribution 115/230 V
M2290 Load-shedding for optional circuits
M2308 EFVS with HGS and MDU display capability
M2505 Radio altimeter 2
M2504 Third FMS
M2507 Third IRS
M2517 3rd Crew seat ERDA
M2518 Charging batteries by GPU
M2519 Jeppesen electronic treminal charts
M2528 AFIS
M2529 Brake heating
M2533 Ice detection
M2535 Third VHF
M2607 Aft smoke detector
M2610 Third Audio Panel (Step 2)
M2662 SELCAL
M2674 Concord lead acid battery
M2689 Third Audio Panel (Step 3)

00-00-20 F2000EX EASY
GENERAL
PAGE 2 / 4 CODDE 1
ISSUE 20 DGT94085
M2746 HGS CAT1 (without EFVS capability)
M2752 HGS CAT3 (with EFVS capability disabled)
M2759 EFVS with HGS and MDU display capability
M2760 HGS CAT I (with EFVS capability disabled)
M2821 Emergency Vision Assurance System
M2882 Third VHF on airplane with basic V provision
M2967 Complement to HGS CAT1 installed per M2760
M3177 Automatic brake at landing
M3254 EASy II 1st Cert Legacy IO
M3300 Localizer Performance with Vertical guidance approaches
M3301 Automatic Dependent Surveillance - Broadcast Out
M3302 Runway Awareness and Alerting System
M3303 Synthetic Vision System
M3304 Automatic Descent Mode
M3306 XM graphical weather
M3309 Controller Pilot Data Link Communication - ATN B1
M3318 HGS compatible with EASy II
M3381 EASy II 2nd Cert – NGIO, TOLD & TOGA for LXS/S
M3394 TCAS II change 7.1 MOPS
M3402 Controller Pilot Data Link Communication - FANS 1A
M3410 Circling approaches in FMS
M3453 New FADEC Software V9.0.3 for PW308C Engines
M3556 Autobrake integration with EASy II
M3688 EASy II 3rd Cert on legacy IO – TOLD & TOGA for LXS/S
M3942 EASy II 4th Cert on NGIO - FANS 1A latency timer fix
M3943 EASy II 4th Cert on legacy IO - FANS 1A latency timer fix
M-OPT006 EFVS improvement

F2000EX EASY 00-00-20
GENERAL
CODDE 1 PAGE 3 / 4
DGT94085 ISSUE 20
M-OPT060 FalconEye HUD
M-OPT061 FalconEye HUD with EVS
M-OPT062 FalconEye HUD without EVS, improvement of M-OPT060
M-OPT063 FalconEye HUD with EVS (EFVS down to 100ft OPS)
M-OPT173 Electronic Flight Bag for LXS/S
M-OPT261 Electronic Flight Bag - Installation of CMC CMA-1310 EFB-NG
M-OPT296 CPDLC Push to Load

00-00-20 F2000EX EASY
GENERAL
PAGE 4 / 4 CODDE 1
ISSUE 20 DGT94085

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UNITS
DGT94085 ISSUE 4
CONVERSION TABLES
WEIGHTS
FROM TO CONVERSION FORMULA EQUIVALENCE

lb kg / 2 – 10 % of the result 1 lb = 0.4536 kg
kg lb x 2 + 10 % of the result 1 kg = 2.2046 lb
DISTANCES

ft m x 30 % 1 ft = 0.3048 m
m ft x 3 + 10 % of the result 1 m = 3.2808 ft
NM km x 2 – 10 % of the result 1 NM = 1.852 km
km NM / 2 + 10 % of the result 1 km = 0.5399 NM
NM ft x 6,076 1 NM = 6.076 ft
ft NM / 6.076 1 ft = 1.646 x 10-4 NM
yd m (yard) – 10 % 1 yard = 0.9144 m
m yd (meters) + 10 % 1 m = 1.0936 yard
inch m x 2 + 50 % (inch) then / 100 1 inch = 0.0254 m
m inch x 40 – 2 % of the result 1 m = 39.37 inch
cm inch / 10 then x 4 1 cm = 0.39 inch
SPEED

km/h kt / 2 + 10 % of the result 1 km/h = 0.54 kt
kt km/h x 2 – 10 % of the result 1 kt = 1.852 km/h
m/s ft/min x 200 1 m/s = 196.8 ft/min
ft/min m/s / 200 1 ft/min = 0.005 m/s
kt m/s /2 1 kt = 0.515 m/s
m/s kt x2 1 m/s = 1.94 kt
m/s mph x 2 + 10 % of the result 1 m/s = 2.2369 mph
mph km/h x 2 – 20 % of the result 1 mph = 1.609 km/h

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UNITS
ISSUE 4 DGT94085
CAPACITY

USG l x 4 – 20 % (USG) 1 USG = 3.785 l
l USG / 4 + 1 % (liters) 1 l = 0.264 USG
(x 2 + 20 % (liters)) / 10 or (x 2 + 1 l = 0.220 imp.g
l imp.g 10% of the result) / 10
imp.g l x 4 + ½ (imp.g) 1 imp.g = 4.546 l
FUEL

lb liters x 0.6 (lb) – 3 % (lb) 1 lb = 0.567 liter
liters lb (liters) + 75 % (liters) 1 liter = 1.763 lb
liters kg x 80 % (liters) 1 liter = 0.803 kg
kg liters (kg) + 40 % (kg) 1 kg = 1.388 liter
Fuel density: 0.8 kg/l
PRESSURE

inch (1) hPa x 30 + 10 % of the result 1 inch = 33.86 hPa
hPa inch x3% 1 hPa = 0.0295 inch
mb hPa x1 1 mb = 1 hPa
bar psi x 10 + 50% of the result 1 bar = 14.5 psi
psi bar x7% 1 psi = 0.06895 bar
psi g/cm² x 70 1 psi = 70.30 g/cm²
G/cm² psi / 70 1 g/cm² = 0.0143 psi
Kg/cm² lb/sq.ft /5 1 kg / m² = 0.205 lb/sq.ft
Lb/sq.ft kg/cm² x5 1 lb/sq.ft = 4.882 kg/m²
(1) inch of mercury
TEMPERATURE

°C °F (x 2 – 10 % of the result) + 32 °F = (°C x 9/5) + 32
°F °C (°F – 32) / 2 + 10 % of the result °C = (°F - 32) x 5/9
°C K (°C) + 273 K = °C + 273

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GLOSSARY
DGT94085 ISSUE 18
LIST
A Ampere
A/I Anti-Ice
AAL Above Airport Level
AB ABove
AC Acceleration Chevron
ACARS Aircraft Communications Addressing and Reporting System
ACMF Airplane Condition Monitoring Function
ACT Attitude Compensated Tilt
ADC Air Data Computer
ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADM Air Data Module
ADM Automatic Descent Mode
ADMS Airplane Diagnostic and Maintenance System
ADS Air Data System
ADU Air Data Unit
AES Airborne Earth Station
AFCS Automatic Flight Control System
AFIS Airborne Flight Information System
AFM Airplane Flight Manual
AFU Artificial Feel Unit
AGL Above Ground Level
AGM Advance Graphic Module
AHS Attitude Heading reference System
AIOP Actuator Input Output Processor
AM Amplitude Modulation
AMSL Above Main Sea Level
AOA Angle Of Attack
AOA ACARS over AVLC (Datalink)
AP Auto Pilot
APM Airplane Personality Module
APP APProach
APR Automatic Power Reserve
APT AirPorT
APU Auxiliary Power Unit
APU ECU Auxiliary Power Unit Electronic Control Unit
ARTCC Air Route Traffic Control Center

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GLOSSARY
ISSUE 18 DGT94085
ASC Airplane Short Check-list

ASCB Avionics Standard Communication Bus
ASEL Altitude Select
ASU Air Supply Unit
ASOS Automatic S. Observation System
AT AutoThrottle
ATA Air Transport Association
ATC Air Traffic Control
ATIS Airport Terminal Information System
ATN B1 Aeronautical Telecommunication Network Baseline 1
ATS Air Traffic Service
ATT ATTitude
AUTO RET AUTOmatic RETraction
AVLC Aviation VHF Link Control
BASC Bleed Air Supply Computer unit
BCS Brake Control System
BFO Beat Frequency Oscillator
BKUP BacK UP
BLD BLeeD
BOD Bottom Of Descent
BOV Bleed Off Valves
BOSC Bottom Of Step Climb
BP Booster Pump
BRG BeaRinG
B-RNAV Basic aRea NAVigation
BSCU Braking System Control Unit
BW BeloW
C/B Circuit Breaker
CAS Crew Alerting System
CAT CATegory
CCD Cursor Control Device
CCW Counter Clock Wise
CDB Custom Data Base
CDI Course Deviation Indicator
CDU Control Display Unit
CFIT Controlled Flight Into Terrain
CG Center of Gravity
CHG CHanGe
CKD ChecKeD

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GLOSSARY
DGT94085 ISSUE 18
CKPT CocKPiT
CL Check-List
CLC Check-List Controller
CLR CLeaR
CMC Centralized Maintenance Computer
CMCF Central Maintenance Computer Function
CMD CoMmanD
CMF Communication Management Function
CMPTR CoMPuTeR
CMS Configuration Management System
COND CONDitioning
CPC Cabin Pressurization Computer
CPCS Centralized Pressurization Control System
CPDLC Controller Pilot Data-Link Communication
CPL CouPLing
CRS CouRSe
CRZ CRuise
CRU CRUise
CTC Computed Terrain Clearance
CTR-TK CenTeR-TanK
CVR Cockpit Voice Recorder
CW ClockWise
DAU Data Acquisition Unit
DC Display Controller
DCT DireCT
DDI Drift Down Index
DEST DESTination
DFDR Digital Flight Data Recorder
DGR DeGRaded
DH Decision Height
DISC DISConnect
DIST DISTance
DL Data Loader
DLS Data Loading System
DM Downlink Message
DMU Data Management Unit
DN DowN
DR Dead Reckoning
DSK Data Set Knob (knob of the cursor control device)

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GLOSSARY
ISSUE 18 DGT94085
DTG Distance To Go
DTK Desired TracK
DU Display Unit
EASy Enhanced Avionics System
E.O. Range Engine Out Range
ECL Electronic Check-List
ECS Environmental Control System
ECTM Engine Condition Trend Monitoring
ECU Environmental Control Unit (cold air unit)
EDU Engine Diagnostic Unit
EEC Electronic Engine Control
EFVS Enhanced Flight Vision System
EGPWM Enhanced Ground Proximity Warning Module
EGPWS Enhanced Ground Proximity Warning System
ENG-CAS ENGine and Crew Alerting System window
ENG-TRM-FUEL ENGine and TriM and FUEL window
EPB Electronic Phone Book
EPU Estimated Position Uncertain
ERS ERaSe
ET Elapse Time
ETA Estimated Time to Arrival
ETB Engine and Trim and Brake window
ETE Estimated Time Enroute
EVAS Emergency Vision Assurance System
EVMC Engine Vibration Monitor Computer
EVS Enhanced Vision System
F Flyover
FADEC Full Authority Digital Electronic Control
FAF Final Approach Fix
FANS Future Air Navigation System
FCD Fault Code Display
FCTL Flight ConTroL
FCU Fuel Control Unit
FD Flight Director
FGC Flight Guidance Computer
FGL Flight Guidance Panel
FLC Flight Level Change
FLGT MGMT FLiGhT ManaGeMenT
FMA Flight Mode Annunciator

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GLOSSARY
DGT94085 ISSUE 18
FMS Flight Management System

FMW Flight Management Window
FOHE Fuel-Oil Heat Exchanger
FP Flight Plan
FPA Flight Path Angle
FPLN Flight PLaN
FPM Feet Per Minute
FPS Flight Path Symbol
FPV Flight Path Vector
FQ Fuel Quantity (total fuel gauged)
FQMC Fuel Quantity Management Computer
FR Fuel Remaining
FSS Flight Service Station
FXCLB FleX ClimB
FXTO FleX Take-Off
GA Go Around
GASA Go Around Safety Altitude
GBAS Ground Based Augmentation System
GCU Generator Control Unit
GDC Global Data Center
GEN GENerator (electrical)
GES Ground Earth Station
GFP Graphical Flight Planning
GG Graphic Generator
GMAP Ground MAPping
GND GrouND
GNSS Global Navigation Satellite System
GNSSU Global Navigation Satellite Sensor Unit
G/ASA Go Around Safety Altitude
GP Guidance Panel
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
GS Glide Slope
GUI Graphic User Interface
GW Gross Weight
H Holding pattern
HDG HeaDinG
HDOP Horizontal Dilution Of Precision

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GLOSSARY
ISSUE 18 DGT94085
HFOM Horizontal Figure Of Merit

HGSC Head up Guidance System Computer
HGS Head up Guidance System
HIL Horizontal Integrity Level
HMU Hydro Mechanical Unit
HP High Pressure (bleed air port)
HSI Horizontal Situation Indicator
HUD Head Up Display
IAF Initial Approach Fix
IAS Indicated Air Speed
ICAO International Civil Aviation Organization
IGN IGNition
IGV Inlet Guide Vanes
ILS Instrument Landing System
IM Inner Marker
I-NAV Interactive NAVigation window
INOP INOPerative
IPFD Integrated Primary Flight Display
IRS Inertial Reference System
IRU Inertial Reference Unit
ISA International Standard Atmosphere
ITT Interstage Turbine Temperature
KCAS Knot Calibrated Air Speed
KIAS Knot Indicated Air Speed
LAN Local Area Network
LD Landing Distance
LED Light-Emitting Diode
LEP List of Effective Page
LFL Landing Field Length
LH Left Hand
LHDU Left Hand Display Unit
LH/RH AV Left Hand /Right Hand Avionics
LIM LIMit
LNAV Lateral NAVigation
LP Low Pressure (bleed air port)
LPV Localizer Performance with Vertical guidance
LRC Long Range Cruise
LSC Low Speed Cue
LSS Lightning Sensor System

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GLOSSARY
DGT94085 ISSUE 18
LV Lower side band and Voice mode

LVL LeVeL
LVTO Low Visibility Take Off
LWDU LoWer Display Unit
MAG MAGnetic
MAPT Missed Approach PoinT
MAU Modular Avionics Unit
MAX CLB Max Climb
MC Max Cruise
MCL Max Cruise Limit
MCT Max Continuous Thrust
MD bus MeDian bus
MDA Minimum Descent Altitude
MDU Multifunction Display Unit
MFW Minimum Flight Weight
MI Mach Indicated
MKB Multifunction KeyBoard
MLE Maximum Landing gear Extended speed
MLO Maximum Landing gear Operating
MLW Maximum Landing Weight
MMEL Master Minimum Equipment List
MPV Minimum Pressure Valve
MRC Modular Radio Cabinet
MRK MaRKer
MRW Maximum Ramp Weight
MSA Minimum Safe Altitude
MSG MeSsaGe
MSL Mean Sea Level
MTC Minimum Terrain Clearance
MTOW Maximum Take-off Weight
MW Monitor Warning
MWS Master Warning System
MZFW Maximum Zero Fuel Weight
NIC Network Interface Controller
NIM Network Interface Module
NOTAM NOTice to AirMen
NWS Nose Wheel Steering
O Orbit
OCL Oceanic CLearance

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GLOSSARY
ISSUE 18 DGT94085
OHU OverHead Unit

OM Outer Marker
OVHD OVerHeaD
OVHT OVerHeaT
OVRD OVeRriDe
OVSP OVerSPeed
P Procedure turn
P/B/D Place / Bearing / Distance waypoint definition
P/B/P/B Place / Bearing / Place / Bearing waypoint definition
PAX Passengers
PCB Printed Circuit Board
PCMCIA Personal Computer Memory Card International Association
PDC Pre-Departure Clearance
PDU Primary Display Unit
PF Pilot Flying
PFD Primary Flight Display
PFZ Primary Flight Zone (ADI and HSI combined)
PIC Pilot In Command
PLA Power Lever Angle
PMA Permanent Magnetic Alternator
PNF Pilot Non Flying
POF Phase Of Flight
PPOS Present POSition
PRAIM Predictive Receiver Autonomous Integrity Monitoring
PRB Permanent Radio Bar
PRS PReSsure
Ps static Pressure
PS Power Supply
Pt total Pressure
PTT Push-To-Talk
QTY QuanTitY
R Radial
RA Radio Altimeter
RA Resolution Advisory
RAIM Receiver Autonomous Integrity Monitoring
RAAS Runway Awareness and Advisory System
RCP Reversion Control Panel
RCT Rain eCho attenuation Technic
RFCF Runway Field Clearance Floor

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GLOSSARY
DGT94085 ISSUE 18
RH Right Hand
RHDU Right Hand Display Unit
RNAV aRea NAVigation system
RNG RaNGe
RNP Required Navigation Performance
ROS ROtation Symbol
RP Reversion Panel
RST ReSeT
RTC Route Type Controller
RTN ReTurN
RTR ReTaRd (thrust reduction)
RVSM Reduced Vertical Separation Minimum
SA Safe Altitude
SAT Static Air Temperature
SBAS Satelite Based Augmentation System
SF x Slats Flaps SF1 to SF3
SFD Secondary Flight Display
SG Symbol Generator
SIC Second In Command
SID Standard Instrument Departure
SPD SPeeD
SPS Speed Protection System
SQ SQuelch
SRC SouRCe
STAR Standard Terminal Arrival Route
STAT STATus
STBY STandBY
STC Sensitivity Time Control
STD STandarD
SUA Special Use Airspace
SVS Synthetic Vision System
SYNC SYNChronization
TA Terrain Awareness or Traffic Advisory
TA/RA Traffic Advisory / Resolution Advisory
TALON Technology for Advanced Low Oxides of Nitrogen
TAS True AirSpeed
TAT Total Air Temperature
TAWS Terrain Awareness & Warning System
TBD To Be Defined

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MISCELLANEOUS
GLOSSARY
ISSUE 18 DGT94085
TCAS Traffic Collision Avoidance System

TCF Terrain Clearance Floor
TCS Touch Control Steering
TCU Throttle Control Unit
TD Thrust Director
TDZE Touch Down Zone Elevation
TEMP TEMPerature
TGT TarGeT
TL Thrust Lever
TLA Thrust Lever Angle
TMS Thrust Management System
TNT Terrain aNd Traffic
TO Take-Off
TOC Top Of Climb
TOD Top Of Descent
TOGA Take-Off Go Around
TOLD Take-Off Landing Data
TOSA Take-Off Safety Altitude
TRB TuRBulence
TRK TRacK
TSB Terrain Server Bus
TTG Time To Go
TWR ToWeR
UM Uplink message
UPDU UPper Display Unit
UTC Universal Time Coordinated
UV Upper side band and Voice mode
Vapp approach speed (Velocity)
VDL VHF Data Link
VDLM2 VHF Data Link Mode 2
VDLMA VHF Data Link Mode A
VDOP Vertical Dilution Of Precision
VDR Very high frequency Data Radio
VFOM Vertical Figure of Merit
VFR Flaps-slats Retraction speed (Velocity)
VFT Final Take-off speed
VGP Vertical navigation Glide Path
VHF Very High Frequency
VIB Vibration

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MISCELLANEOUS
GLOSSARY
DGT94085 ISSUE 18
VIDL VOR/ILS/VHF Data Link

VIL Vertical Integrity Limit
VOR Very high frequency Omni Range
VMCA Minimum Control speed (Velocity) in the Air
VMCG Minimum Control speed (Velocity) on the Ground
VMCL Minimum Control speed (Velocity) during Landing
VNAV Vertical NAVigation
VOR Very high frequency Omni Range
VPTH Vertical PaTH
VREF Reference speed
VRF* Failure corrected VREF (VRF* = VREF + Vref+)
VS Vertical Speed
VSD Vertical Situation Display (e.g. vertical profile)
VTA Vertical Track Alert
WAAS/LAAS Wide Area Augmentation System/Local Area Augmentation System
WOW Weight On Wheels
WPT WayPoinT
WX Weather radar
WX/R/T Weather radar/React/Turbulence
XFR Transfer
XPDR Transponder
YD Yaw Damper
Z Altitude
# System number
NOTE
Acronyms can be intentionally left in the singular in documentation.

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GLOSSARY
ISSUE 18 DGT94085

F2000EX EASY 01-00-00
FLIGHT DECK – GENERAL
CODDE 1 PAGE 1 / 4
TABLE OF CONTENTS
DGT94085 ISSUE 14
01-00 FLIGHT DECK – GENERAL
01-05 FLIGHT DECK – PHILOSOPHY
01-05-00 GENERAL
Introduction
Flight deck philosophy and solutions
01-05-05 SAFETY, AVAILABILITY AND COMFORT

Improved safety
Improved availability
Improved pilot comfort
01-10 FLIGHT DECK – EASy ARCHITECTURE
01-10-00 DESCRIPTION
Introduction
System distribution
Modular Avionics Unit (MAU)
Virtual backplane concept
Modular Radio Cabinet (MRC)
Avionics Standard Communication Bus (ASCB)
Local Area Network (LAN)
01-15 FLIGHT DECK – INTERFACE
01-15-00 GENERAL
Introduction
Display units
01-15-05 PDU AND MDU DESCRIPTION

Primary Display Unit (PDU)
Multifunction Display Unit (MDU)

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TABLE OF CONTENTS
ISSUE 14 DGT94085
01-15-10 CURSOR MANAGEMENT AND WINDOWING

Cursor management
Windows management
Pages layout
01-15-15 GRAPHICAL OBJECTS

Introduction
Buttons, boxes and tabs
Menus and lists
Data fields
01-15-20 COLOR CODE

Introduction
Additional graphic features
Overhead panel
01-15-25 MENUS AND PAGES ADAPTATION

Introduction
Mini-load configuration
Four operating display units configuration
Three operating display units configuration
Two operating display units configuration
01-15-30 HORIZONTAL SITUATION INDICATOR (HSI)

Introduction
01-15-35 ATTITUDE DIRECTOR INDICATOR (ADI)

Introduction
Airspeed tape area
Altitude tape area
01-15-40 ENG-CAS, ENG-TRM-BRK WINDOWS

ENG-CAS window
ENG-TRM-BRK (ETB) window
01-15-45 RADIOS, TRAFFIC WINDOWS

Radios window
Traffic window
Sensors window

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CODDE 1 PAGE 3 / 4
TABLE OF CONTENTS
DGT94085 ISSUE 14
01-15-50 WPT LIST, FLGT MGMT WINDOWS

WayPoint List Window
Flgt Mgmt Window
01-15-55 SYNOPTICS WINDOW

System synoptics tabs
Status tab
Test tab
01-15-65 ELECTRONIC CHECK-LIST (ECL) WINDOW

Introduction
Check-list windowing
Items description
Nominal check-list operation and check-list complete
Links between failure and electronic check-list
Specificities EASy II
ECL paper backup: quick reference handbook
01-15-70 FAILURE MANAGEMENT

Introduction
01-20 FLIGHT DECK – CONTROL
01-20-00 GENERAL
Introduction
01-20-05 OVERHEAD PANEL

Introduction
Description
01-20-10 GUIDANCE PANEL (GP)

Introduction
Description

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TABLE OF CONTENTS
ISSUE 14 DGT94085
01-20-15 CURSOR CONTROL DEVICE (CCD)

Introduction
Description
01-20-20 MULTIFUNCTION KEYBOARD (MKB)

Introduction
Description
01-20-25 REVERSION PANEL (RP)

Introduction
Description
01-20-30 AUDIO PANEL

Description
01-20-35 CHECK-LIST CONTROLLER (CLC)

Introduction
Description

F2000EX EASY 01-05-00
FLIGHT DECK – PHILOSOPHY
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 4
INTRODUCTION
The Enhanced Avionics System (EASy) cockpit has been developed to increase the flight
safety in all flight phases in normal or abnormal situations. To match this goal, a lot of
improvements have been made in:
- intuitive man machine interface,
- crew coordination,
- situational awareness,
- for maintaining pilots in the loop,
- for reducing pilot workload.
All flight informations such as navigation, status systems or flight management are displayed
into four 14.1 in digital display units: two Primary Display Units (PDU) and two Multifunction
Display Units (MDU), in which windows format and information can be modulated. These
screens present to the crew integrated information, managed with dedicated controls.
Because differents informations are needed depending on the flight phase or operating
conditions, the system is characterized by a great versatility and can be modulated at will.

01-05-00 F2000EX EASY
PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 4 DGT94085
FIGURE 01-05-00-00 FLIGHT DECK OVERVIEW

F2000EX EASY 01-05-00
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GENERAL
DGT94085 ISSUE 4
FLIGHT DECK PHILOSOPHY AND SOLUTIONS
To manage the EASy system, few controls are used. They are fitted in front of each station,
on the overhead panel or on the pedestal. Both crew members have access to all functions.
This allows any pilot to manage the entire system with his inboard hand while flying with his
outboard hand.
Some controls are dedicated to specific functions while other functions are accessed through
a graphical interface:
- in the flight deck, only functions that require a frequent action, a direct independent
access, or that would need to interrupt another task are given dedicated controls
(Autopilot, Autothrottle, AP/AT management, VHF COM tuning, Weather Radar
management, Check-list management, …),
- others functions that do not need a quick access are managed through a graphical user
interface: a trackball on the pedestal, called the Cursor Control Device (CCD), is the main
control to set and select functions through the display units.
The EASy flight deck has thus been designed around three fundamental principles:
- increase safety in all operations,
- increase system availability,
- increase crew comfort.

01-05-00 F2000EX EASY
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 4 DGT94085

F2000EX EASY 01-05-05
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SAFETY, AVAILABILITY AND COMFORT
DGT94085 ISSUE 13
IMPROVED SAFETY
The EASy flight deck arrangement improves the situational awareness, the presentation of
the airplane technical status, and intends to reduce the pilots’ workload, and consequently the
human error rate.
SITUATIONAL AWARENESS
EASy answers this pilot's question: "What is our position, relatively to the flight plan, the
surrounding terrain, navaids, airports, airways, restricted airspaces, etc.?"
On pilot's request, the I-NAV map display shows any possible information from:
- The onboard sensors (traffic, weather, terrain threat),
- The onboard navigation data bases for (aeronautical data, geopolitical elements, etc.).
This fully interactive moving map allows the pilot to:

- Graphically modify the flight plan using the trackball and the cursor (CCD),
- Rapidly and intuitively find the navigation data.
The pilot can adjust the size (up to full screen), the orientation, and the content of the I-NAV.
He can also move the I-NAV into another display unit.
FIGURE 01-05-05-00 I-NAV

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ISSUE 13 DGT94085
TRAJECTORY AND ENERGY AWARENESS
EASy answers these pilot's questions: “Where does the flight path vector point to? What
performance can be achieved with the current engine power and airplane configuration?"
The HUD lookalike Attitude Director Indicator (ADI) gives a very clear picture of the airplane
flight path vector and energy:
- The Flight Path Symbol (FPS) represents the flight path vector. FPS now replaces the
ancient airplane symbol as the primary flight parameter,
- The Acceleration Chevron symbolizes:
o Potential flight path,
o Acceleration along the flight path,
- The airplane symbol that gives pitch and roll is always displayed in the ADI, although no
longer considered as the primary flight parameter.
FIGURE 01-05-05-01 ATTITUDE DIRECTOR INDICATOR
Below the ADI, the Horizontal Situations Indicator (HSI) provides the pilot with the short term
navigation data.
Beside the ADI, the ENG-CAS window displays the primary engines parameters.
AIRPLANE AUTOMATION AWARENESS
EASy answers these pilot's questions: "What are the AutoPilot and Auto-Throttle doing right
now? What will they do next? What if?"
On the PFD, above the ADI, the standard color-coded Flight Mode Annunciator (FMA) helps
the crew to easily know:
- The current or active AutoPilot / Auto-Throttle modes and targets,
- The next or armed AutoPilot / Auto-Throttle modes.
The total number of AutoPilot modes being reduced, the Guidance Panel is simplified to give
a clear picture of the active modes with the same layout as the FMA.
The navigation sources used by the Flight Director are now limited to FMS and LOC.
The Flight Plan and WayPoinT List displayed in the I-NAV allow identifying the
repercussions of any change made in the flight plan, before activating it.

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CODDE 1 PAGE 3 / 6
DGT94085 ISSUE 13
AIRPLANE SYSTEM AWARENESS
The overhead panel gathers all the airplane systems controls, and is designed so as to:
- Give the pilot a direct feedback of any action on any switch, knob, pushbutton, etc.
- Being entirely dim (dark cockpit concept) in normal operation. Nevertheless, for a few
systems, a permanent blue indication is displayed.
FIGURE 01-05-05-02 OVERHEAD PANEL

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ISSUE 13 DGT94085
The Crew Alerting System (CAS) is permanently displayed in both pilots' primary field of
view as the sole means of indicating and warning. Each warning message conveys the
maximum information about the failure. All in-flight messages that do not require a pilot
action are not displayed.
The SYNOPTICS window provides the pilot with a clear and concise illustration of each
system. Each system is graphically represented with all its components (pipes, pumps,
valves, etc.) in accordance with the EASy color code, to give an instantaneous and clear
picture of the system status.
The STATUS page shows the airplane operating status, in displaying the current
limitation(s) associated with the failure(s) displayed in the CAS window.
IMPROVING THE CREW RESSOURCE MANAGEMENT
The center part of EASy provides both pilots with a common work area. From top to bottom:
- The Overhead Panel to control all the airplane systems,
- The Guidance Panel to control the Auto Pilot and Auto-Throttle,
- Both central Multifunction Display Units (MDU) to ease the decision making,
- The pedestal to manage the flight.
Should a Display Unit (DU) fail, the pilot can reconfigure the remaining DU to retrieve all
necessary information.
REDUCING THE WORKLOAD
Simplifying the operation of the avionics reduces the pilot's workload:

- The Electronic Check-List (ECL) contains the normal/abnormal/emergency checklists.
The pilot can easily control the ECL with his onside Check-List Controller on the
pedestal,
- The Flight Management system Window (FMW) allows performing the most common
tasks through only five graphical pages: the Pages Of Flight (POF). Each POF prompts
the pilot along all FMS tasks: trajectory, performance, configuration, etc.
- The I-NAV allows the pilot to intuitively modify the Flight Plan, in simply moving the
cursor on a graphical object on the map, or in the WayPoint List, and then in clicking on
it. Like in a PC, a scroll down menu helps the pilot choose any option.
- The SENSORS window shows detailed information about the on-board sensors. The
primary page graphically represents the position uncertainty versus the Required
Navigation Performance (RNP). The secondary pages give more detailed information
for each sensor.
Due to EASy architecture and each window design, the failure of one or two DUs does not
lead to the loss of any functionality, and even to the relocation of the displayed data.
The Windows previously displayed on a full screen will then be scaled down, without any
change to the layout and content.

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CODDE 1 PAGE 5 / 6
DGT94085 ISSUE 13
REDUCING THE PILOT ERROR RATE
The following solutions reduce the risk of flight-crew's errors:

- The controls are simplified and logically grouped, more particulary when dealing with the
airplane trajectory,
- The loss of one or two displays does not affect the system operation, the pilot can find
the information at the same location.
IMPROVED AVAILABILITY
The integration of a maintenance computeur (CMC) within EASy allows improving the
dispatch rate of the airplane. This computer displays clear and concise instructions that make
the airplane maintenance more readable to the pilots.
IMPROVED PILOT COMFORT
EASy makes the pilot's life easier, indeed:

- The pilot can easily take his seat, due to the shorter pedestal,
- The main controls are in both pilots' primary field of view,
- The pilot can control the whole system with only one hand, with the use of the trackball,
- The EASy avionics standardization eases the Falcon pilot's crossovers.

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F2000EX EASY 01-10-00
FLIGHT DECK – EASY ARCHITECTURE
CODDE 1 PAGE 1 / 8
DESCRIPTION
DGT94085 ISSUE 15
INTRODUCTION
The Enhanced Avionics System (EASy) is based on Honeywell Primus Epic modular
architecture.
The system provides fast processing speed, data-link capabilities, and data storage capability
to bring large amounts of information into the cockpit for real-time use, resulting in increased
safety through enhanced situational awareness and reduced pilot workload.
The EASy system is characterized by its versatility. Depending on the flight phase or on the
operating configuration, most windows format and information can be modulated at will.
The main features of this avionics are:
- Two digital Primary Display Unit (PDU),
- Two digital Multifunction Display Unit (MDU),
- Graphical interface system managed with dedicated controls as Cursor Control Device
(CCD) and Multifunction Keyboard (MKB),
- Modular avionics architecture.

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DESCRIPTION
ISSUE 15 DGT94085
SYSTEM DISTRIBUTION
EASy basic architecture is referred as a distributed architecture.

The distributive nature of the EASy system means that the various functions are distributed
among a variety of processors and other modules in the system. Many of the processors
handle more than one function.
The airplane functions are performed by generic modules of modular cabinets:
- Two dual cabinet based avionics computers (MAU),
- Two dual cabinet based radio system (Modular Radio Cabinet MRC).
All these cabinets are interconnected around a high speed redundant and bi-directional serial
bus (ASCB-D Avionics Standard Communication Bus version D) via:
- Network Interface Controller (NIC) for the MAU,
- Network Interface Module (NIM) for the MRC.
This new architecture allows the airplane to benefit from full power of multi tasking digital
computer processing.
There are two channels (channel A and B) in the MAU and each one is linked to the ASCB-D
bus by the NIC.
MAU Modular Avionics Unit MRC Modular Radio Cabinet

HF Radios
NOSE CONE
Channel B
Channel A
NIC MRC2
MAU 2
NIC NIM
Virtual Backplane ASCB-D

NIM
NIC
NIC
Channel B
Channel A
MRC1
MAU 1
UNDER FLOOR BY GALLEY
FIGURE 01-10-00-00 SYSTEM DISTRIBUTION

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CODDE 1 PAGE 3 / 8
DESCRIPTION
DGT94085 ISSUE 15
MODULAR AVIONICS UNIT (MAU)
MAU OVERVIEW
FIGURE 01-10-00-01 MAU OVERVIEW
The various functions of the MAU are distributed over a number of processing modules.
The MAU modules are field-replaceable and represent “building blocks” of the Primus EPIC
system.
FIGURE 01-10-00-02 MODULE LAYOUT EASY I

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DESCRIPTION
ISSUE 15 DGT94085
FIGURE 01-10-00-03 MODULE LAYOUT EASY II
Former dedicated air data and navigation computers become simple sensors. They provide
measurements of the environment and direct the information to a variety of processing tools
in the EPIC systems. The computer codes, residing on several processing modules, take the
measurement and produce the data needed by the rest of the airplane to provide safe,
accurate and reliable navigation and to produce the calculations required for flight.
Communication within and between each MAU is via a virtual backplane network.
Control I/O module provides primary interface with other avionics units such as Guidance
Panel (GP), Weather radar (WX), TCAS, HF1, HF2, VHF3, LSS and SATCOM. Control I/O
is a single channel module. Data which come from HF1 are received by Control I/O 1, data
which come from HF2 are received by Control I/O 2 and data which come from GP, TCAS,
WX, LSS, VHF3 and SATCOM are received by the both control I/O.
Custom I/O and Generic I/O modules are main gates to collect data from aircraft system
(inputs) and transmit data towards aircraft system (outputs). Custom I/O module and
Generic I/O modules are dual channel such that no single fault can cause loss of all signals
received.

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DESCRIPTION
DGT94085 ISSUE 15
MAU modules or MAU functionalities loss after MAU channel failure:

MAU 1A MAU 1B MAU 2A MAU 2B
ADS 1 ADS 2
(PROC 1) (PROC 3)
AGM 1 AGM 3 AGM 4 AGM 2
AP 2 AP 1
(AIOP 2) (AIOP 1)
AT
(AIOP 1)
Audio Warning A Audio Warning B
(Control I/O 1) (Control I/O 2)
CMF / ATC CMF
(PROC 5 EASy II) (PROC 4 EASy I)
DAU 1A DAU 1B DAU 2A DAU 2B
(Custom I/O 1A) (Custom I/O 1B) (Custom I/O 2A) (Custom I/O 2B)
(Generic I/O 1A) (Generic I/O 1B) (Generic I/O 2A) (Generic I/O 2B)
ECL ECL2
(PROC 5 EASy I) (PROC 3 EASy II)
ECL1
(PROC 1 EASy II)
EPB
(PROC 2)
EGPWS
(EGPWM)
FMS 1 / TOLD 1 FMS 3 / TOLD 3 FMS 2 / TOLD 2
(PROC 5 EASy I) (PROC 2) (PROC 6 EASy I)
(PROC 1 EASy II) (PROC 3 EASy II)
GPS 2 GPS 1
HF 1 tuning HF 2 tuning
(Control I/O 1) (Control I/O 1)
LSS (optional)
(Control I/O 1)
Maintenance
(CMC)
Monitor Warning 1 Monitor Warning 2 Monitor Warning 3
(PROC 1) (PROC 3) (PROC 4)
Video (optional)
(Video I/O)
(Control I/O 1)

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DESCRIPTION
ISSUE 15 DGT94085
MAU LOCATION
FIGURE 01-10-00-04 MAU LOCATION
VIRTUAL BACKPLANE CONCEPT
The Virtual Backplane Concept (VBC) is a way of combining a variety of system resources in
an airplane through the use of system buses that functions as a single network.
The MAU backplane is electrically divided into a lower backplane (Channel A) and an upper
backplane (Channel B). This design allows a user module to be installed into the lower
backplane, by flipping the module, into the upper backplane. Some modules, that need to be
addressed to both channels, connect to both channels through the backplane.
Each resource is not physically constrained and may be anywhere in the airplane. The Virtual
Backplane provides the interface between all the sub-systems so that they may function as
one.
The actual EASy backplane is a combination of several bus types and the physical backplane
of the MAU cabinets.

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DESCRIPTION
DGT94085 ISSUE 15
MODULAR RADIO CABINET (MRC)
MRC OVERVIEW
DME
ADF
VIDL
NIM
VDR
XPDR
FIGURE 01-10-00-05 MRC OVERVIEW
Two MRC are used in the EASy system. Non volatile memory is contained within each MRC
to store radio configuration information.
They house the VIDL (VOR / ILS / VHF Data Link), VDR (VHF Data Radio), XPDR, ADF,
DME and NIM modules. The optional VHF3 is stand-alone equipment.
MRC LOCATION
FIGURE 01-10-00-06 MRC LOCATION

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DESCRIPTION
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AVIONICS STANDARD COMMUNICATION BUS (ASCB)
The EASy network interface extends the backplane busses beyond the MAU using the
ASCB-D. The network interface also supports a Local Area Network (LAN).
There are a variety of system network busses that support the entire network structure and
enable the system to tie together standard avionics equipment with the system components.
ASCB-D is a bi-directional community bus network designed to transfer a large amount of
digital data between airplane systems.
LOCAL AREA NETWORK (LAN)
The LAN is a computer network designed to supplement the ASCB-D bus. It allows data
communication between the various sub-systems and allows the inclusion of an outside
computer for maintenance or data loading.
On the airplane, the LAN is used for:
- Data loading on the ground,
- Maintenance and test purposes on the ground with limited flight access,
- In flight, the bus carries charts and map-data from the Data Management Unit (DMU) as
needed (not applicable for airplane fitted with EASy II).
There are provision in the airplane for connections of personal computer and a LAN printer.
FIGURE 01-10-00-07 DMU

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FLIGHT DECK – INTERFACE
CODDE 1 PAGE 1 / 2
GENERAL
DGT94085 ISSUE 4
INTRODUCTION
The EASy system is characterized by its versatility. In fact, it gathers all the flight information
and management into four display units, which can be modulated at will. Depending on the
flight phase or on the operating configuration, most areas can be customized by the crew.
The EASy displays are set on the flight deck as follows:
- two outboards displays, fitted in front of each pilot station, which are called Primary Display
Unit (PDU). Each screen is a private area: the crew members can manage their PDU
independently,
- two central displays, called Multifunction Display Unit (MDU). These screens are
considered shared areas, as both of the crew members can access them with their own
controls.
FIGURE 01-15-00-00 EASY DISPLAYS
All the functions are gathered in four screens, and can be accessed by using a cursor, just
like on a computer. This new way flying an airplane allows the crew to focus on safety and
makes the flight management easier.

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GENERAL
ISSUE 4 DGT94085
DISPLAY UNITS
DISPLAY UNIT LAYOUT
The Primary Display Units (PDU), as well as the Multi-function Display Units (MDU), is
divided into 4 windows. Horizontally, these display units are split into 1/3 and 2/3 screen
width. Vertically, they are split into two equal parts.
Thus, two windows have the size of 1/6 of the display area and 2 windows have the size of
1/3 of the display area: the windows are then named 1/3 windows and 1/6 windows.
A window cannot be blank; a default window is always displayed.
2/3 1/3
1/3 1/6
window window 1/2
1/3 1/6 1/2

window window
FIGURE 01-15-00-01 DISPLAY UNITS BASIC FORMATS
PARTICULARITIES
Even though the screen is split in those four windows, some pages of the Multi-function
Display Units (MDU) can be combined in order to be displayed into a vertical 1/3 window, a
1/2 window, a 2/3 window, or even a full screen.
1/2 window
2/3 window vertical

1/3 window
FIGURE 01-15-00-02 EXTENDED FORMATS ON MDU

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PDU AND MDU DESCRIPTION
DGT94085 ISSUE 15
PRIMARY DISPLAY UNIT (PDU)
GENERAL
The PDU is fitted in front of each pilot station (LH Display Unit and RH Display Unit) in a
normal display unit’s configuration. It basically gathers the indications usually displayed in a
classic flight deck such as ADI (Attitude Director Indicator), Horizontal Situation Indicator
(HSI).
Each PDU contains therefore:
- An Attitude Director Indicator (ADI),
- An Horizontal Situation Indicator (HSI),
- An ENG-CAS page, comprising permanent engine parameters information and the CAS
messages display area,
- A 1/6 window, which can be filled at will.
ENG-CAS
ADI
HSI
1/6 window
FIGURE 01-15-05-00 RIGHT HAND PRIMARY DISPLAY UNIT
In a normal configuration, the ADI, the HSI and the ENG-CAS window are fixed and cannot
be changed to another window.
On the other hand, the 1/6 window can be modulated. It depends on the number of display
units available.

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ISSUE 15 DGT94085
PRIMARY DISPLAY UNIT (PDU) CONTENT
The Primary Display Unit (PDU) provides all the basic flight information necessary to aviate,
navigate in short term, communicate and supervise airplane status.
Attitude Director Indicator (ADI)
FIGURE 01-15-05-01 EASY - ADI WINDOW
FIGURE 01-15-05-01A EASY II - ADI WINDOW

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DGT94085 ISSUE 15
The Attitude Director Indicator is comprised of:

- An artificial horizon, which provides a reference for path, pitch and roll as well as
other information about the airplane attitude,
- A speed tape, graduated in knots,
- An altitude tape, graduated in feet,
- A vertical speed tape, graduated in thousand feet per minute,
- A Flight Mode Annunciator (FMA) area, providing information on Automatic Flight
Control System (AFCS).

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Horizontal Situation Indicator (HSI)
FIGURE 01-15-05-02 EASY - HSI WINDOW
FIGURE 01-15-05-02A EASY II - HSI WINDOW

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DGT94085 ISSUE 15
The Horizontal Situation Indicator is comprised of:

- Flaps and airbrakes indicator
- FMS nav summary,
- VOR/LOC nav summary,
- gear and horizontal stabilizer trim indicators,
- HDG/TRK bug readout,
- Permanent Radio Bar,
- Sensors status,
- HSI features menu,
- WX Radar Mode summary,
- Nav sources,
- Navigation data bar,
- Wind.

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EASy II Improved Display Symbology
Integrated Primary Flight Display (IPFD) is the basic configuration of PFD for any airplane
fitted with EASY II.
The IPFD integrates the formerly separate ADI and HSI windows in same window.
Transparency and haloing effects are applied as required to the PFD layer objects to
provide for the ambient and continuous display of the sky and ground on the background
layer while ensuring appropriate contrast for objects readability. The purpose is to have a
display large enough with the appropriate compression factors.
The IPFD is designed to be conformal with Synthetic Vision (SV) when displayed. SV is
an option of EASy II.
The purpose of the IPFD with SV is to improve the overall flight safety by greatly
increasing the crew situational awareness using 3D terrain synthetic representation while
maintaining the existing PFD intended function. The synthetic terrain and associated
objects, or its substitute in case SV is not displayed, are set as a background layer for the
instrument layer.
Without SV option With SV option

FIGURE 01-15-05-03 IPFD GENERAL LAYOUT

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DGT94085 ISSUE 15
ENG-CAS window
FIGURE 01-15-05-04 ENG-CAS WINDOW
ENG-CAS window comprises:

- A dedicated CAS area,
- Primary engine parameters.

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1/6 customizable window
The 1/6 customizable window can display five types of window:
FIGURE 01-15-05-04 ENG-TRM-BRK WINDOW
FIGURE 01-15-05-05 RADIOS WINDOW

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DGT94085 ISSUE 15
FIGURE 01-15-05-06 SENSORS WINDOW
FIGURE 01-15-05-07 TRAFFIC WINDOW DURING TCAS TEST

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FIGURE 01-15-05-08 ATC DATALINK WINDOW (EASY II OPTION)

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DGT94085 ISSUE 15
MULTIFUNCTION DISPLAY UNIT (MDU)
GENERAL
The MDU offers more freedom in the display configuration, as no window is permanent in
normal situations.
PAGES LIST
The available pages are the following:

- An Interactive NAVigation page (I-NAV)
- A WayPoinT LIST (WPT LIST) page,
- A flight management (FLIGHT MGMT) page,
- A SYNOPTICS page, containing the synoptics of all the airplane systems,
- An Electronic Check-list (ECL) page,
- A MAINTenance (MAINT) page,
- A CHARTS page (option),
- A CMF page (option),
- A VIDEO page (option),
- An AVIONICS window page,
- ATC DTLK page (option).
PAGES FORMATS
The MAINT window is only available when the airplane is grounded, for maintenance
purposes. This window is a 2/3 window format, which can be activated from either the lower
or the upper 1/3 windows of each MDU.

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CODDE 1 PAGE 1 / 12
CURSOR MANAGEMENT AND WINDOWING
DGT94085 ISSUE 4
CURSOR MANAGEMENT
Just like on a computer, information and functions can be accessed through a cursor
designation in the display units. Thus, the Cursor Control Device (CCD) is the first crew
control. There are two CCD and therefore two associated cursors in the cockpit. When its
trackball is rolled, a corresponding cursor moves in the displays.
The cursor is used in the displays for:
- selecting or deselecting an item, thanks to <ENTER> on the CCD,
- modify a value or in a data field, thanks to the data set knob on the CCD.
FIGURE 01-15-10-00 CURSOR CONTROL DEVICE (CCD)
¾ For more information, refer to 01-20-15 CURSOR CONTROL DEVICE.

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CURSOR DESCRIPTION
Each crew member drives his own cursor independently from the other. In order to
differentiate the Left Hand (LH) cursor from the Right Hand (RH) cursor, both cursors have a
different shape:
Left Hand cursor Right Hand cursor
FIGURE 01-15-10-01 CCD CURSORS
A cursor is considered inactive if no action on any controls of the CCD has been done during
30 seconds, and disappears from the screen. When the cursor has disappeared, any
trackball movement displays the corresponding cursor at its previous location; and any
action on the other controls or on the Multi-function KeyBoard (MKB) shortcuts that might
displace the cursor turns it to an active status.
When reactivated or when moved from another display, a cursor blooming effect appears,
helping the crew member to localize his cursor.
FIGURE 01-15-10-02 BLOOMING EFFECT CURSOR
As the Multifunction Display Units are considered common areas, both cursors can be
displayed in the same window. When both cursors are in the same window, one is inhibited
following these rules:
- if cursor A enters a page where cursor B is already active, cursor A is inhibited,
- if cursor A enters a page where cursor B is inactive, the cursor B is inhibited.
Left Hand cursor Right Hand cursor
FIGURE 01-15-10-03 INHIBITED CCD CURSORS

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DGT94085 ISSUE 4
The inhibited cursor switches back to an active status when:

- the active cursor exits the window,
- the active cursor has not moved for more then 2 seconds and the inhibited cursor is
either moving or the ENTER buttons or DATA SET KNOB of the CCD are actuated.
CURSOR DISPLACEMENT AND DISPLAY SWITCH
Moving the cursor
The trackball is the primary mean to move the cursor through a display or from one
display to the other:
- the left pilot can move his cursor through the Left Hand PDU and the two MDU,
- the right pilot can move his cursor through the Right Hand PDU and both MDU, as
the two MDU are considered common working areas.
FIGURE 01-15-10-04 MOVING THE CURSOR THROUGH THE DISPLAYS
To move a cursor on a display, simply roll the CCD trackball: the cursor follows the
movement, just like the cursor of a mouse on a Personal Computer.
To move a cursor from one display to another, scroll the cursor using the trackball in the
direction of the desired display. When at the edge of a display, continuing scrolling makes
the cursor jump the edge and appear in the contiguous display.

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Display switch
The cursor can be directly allocated to a desired display at any time, just by clicking on
the corresponding direction on the display switch of the CCD. In that case, the cursor
appears on the desired display at its home location:
- on the MDU, the home location is the lower left corner of the display unit for the Left
Hand (LH) cursor and the lower right of the display unit for the Right Hand (RH)
cursor,
- on the PDU, the home location for the LH cursor is the HSI menu button, located at
the lower left corner of the HSI window, and the ATC field in the Permanent Radio
Bar for the RH cursor.
FIGURE 01-15-10-05 CCD DISPLAY SWITCH

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DGT94085 ISSUE 4
WINDOWS MANAGEMENT
INTRODUCTION
The EASy flight deck philosophy is characterized by a great flexibility in the windows
arrangement.
However, some windows contents are not modifiable, and interactions within the pages are
impossible.
On the opposite, other pages can be customized at will as the crew members can select a
specific page to be displayed. This is the case for all MDU pages, and for the pages of the
two lower windows of the PDU.
Also, the FLIGHT MGMT, the WPT LIST and the I-NAV pages can be displayed in different
formats (1/6, 1/3, 1/2, 2/3, full screen). The other pages can be displayed in only one format.
The windows management comprises all the ways to select a window in a display.
SELECTING A PAGE
Active page
The page inside which a cursor is present is called active page and the different controls
of the Flight deck has an effect on the active page parameters.
When active, a page is framed in cyan.
Window selection:
Selecting a window for a display is done in three steps:

- STEP 1: Using the trackball of the CCD, place the cursor in the page where the new
page is to be displayed. No specific location on the page is required, placing the
cursor anywhere in the page, makes it active (cyan frame),
- STEP 2: Call the MENU function by pressing on the MENU pushbutton on the CCD.
A list of the available pages in this window appears; the current page being indicated
in green. When the cursor is brought and stuck in the menu list, simply scroll to the
desired page: a white frame shows which item in the menu the cursor is pointing at,
- STEP 3: Once the cursor on the desired window, press the ENTER buttons on the
CCD to validate the choice. As the new page appears, the menu list is automatically
removed.
The cursor remains stuck in the menu as long as the menu remains open. To close the
menu without selecting a new page, either:
- press again the MENU pushbutton on the CCD,
- press the <ENTER> buttons when the cursor points at the current window in the
menu list,
- select any direction on the display switch on the CCD,
- press any shortcut key on the MKB.

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FIGURE 01-15-10-06 CHANGING FROM ENG-TRM-BRK WINDOW TO RADIOS WINDOW (PDU)

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DGT94085 ISSUE 4
PAGES LAYOUT
GENERAL RULES
Each page has a specific layout, depending on selected menu items. In fact, some pages
gather multiple informations and from a toolbar or a tab, different layers or content can be
selected.
When the page features a toolbar, it is generally displayed at the top of the page
(I-NAV, FLIGHT MGMT):
FIGURE 01-15-10-07 TOOLBAR ON THE I-NAV PAGE
On pages with multiple informations, each content is represented by a tab in the upper part
of the page; the content of each tab is accessed by simply clicking on the corresponding tab
(FUEL, ELEC, … synoptics).
FIGURE 01-15-10-08 SWITCHING TO ANOTHER PAGE USING THE TABS

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The principle is the same for the FLIGHT MGMT and AVIONICS pages which both contain
tabs.
When a page or a tab contains data which are to be filled in a chronological order, reading is
done from left to right and from the top to the bottom (FLIGHT MGMT):
FIGURE 01-15-10-09 READING A PAGE CONTAINING DATA FIELDS

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DGT94085 ISSUE 4
EXPANDING PAGES
The FLIGHT MGMT (flight management) page is specific since it can be expanded from a
1/6 to a 1/2 window by combining a 1/6 and a 1/3 format. This does not only expand the
page but it also simultaneously displays the 3 tabs of the FLIGHT MGMT page.
In order to do it, simply select the FLIGHT MGMT page in a 1/6 window and select it again in
its adjacent 1/3 window.
The FLIGHT MGMT can also be displayed in a 2/3 window, then only two tabs are
displayed; the third one being represented by a tab. From this format, select the adjacent 1/6
window to display all three tabs.
FIGURE 01-15-10-10 EXPANDING THE FLIGHT MGMT WINDOW FORMAT
The WPT LIST can be obtained in a vertical 1/3 format by combining the two 1/6 windows
(to combine windows, simply select the same window in the closest window to be
combined). Combining a 1/3 WPT LIST with a vertical 1/3 format brings a full screen WPT
LIST.

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FIGURE 01-15-10-11 FROM A 2/3 WINDOW TO A FULL SCREEN I-NAV
The basic format of the I-NAV is 1/3, but a 2/3 window (i.e. covering the two 1/3 quadrants)
can be obtained by combining two 1/3 I-NAV or WPT LIST windows on the same display, or
even create a full screen I-NAV or WPT LIST by selecting the FULL I-NAV page in the 1/6 or
the vertical 1/3 window menu.
NOTE
The WPT LIST and the FLIGHT MGMT have been designed around a 1/6 window, in order to,
be managed in this format in a most remote case of two displays failure. These windows have
therefore multiple tabs when displayed in a restricted format.

F2000EX EASY 01-15-10
DGT94085 ISSUE 4
FLIGHT MGMT WPT LIST I-NAV
1/6 window
1/3 window
1/2 window
2/3 window
Full screen
FIGURE 01-15-10-12 AVAILABLE WINDOWS FOR FLIGHT MGMT, WPT LIST AND I-NAV PAGES

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GRAPHICAL OBJECTS
DGT94085 ISSUE 14
INTRODUCTION
The graphical interface is composed of several graphical objects; which have different
properties and functions. All of these objects are accessed with the CCD, and actions can be
performed either using the CCD or the MKB.

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GRAPHICAL OBJECTS
ISSUE 14 DGT94085
BUTTONS, BOXES AND TABS
OBJECT FUNCTION ACTION

PERFORMED WITH…
Allows to choose between the
proposed items.
There is always one item selected; but CCD enter buttons
only one item can be selected at a
RADIO BUTTON time.
Denotes a function which can be

activated or deactivated.
CCD enter buttons
Several items can be selected at the
same time as they are independent.
CHECK BOX
Tabs allow to display the

corresponding content inside a
window. CCD enter buttons
TAB The active tab is displayed in green.
The action displayed on the soft key

can be performed by clicking on this CCD enter buttons
object.
SOFT KEY
Denotes a function which cannot be

CCD enter buttons
activated with the existing conditions.
INHIBITED SOFT KEY
Denotes an action which can be done

since all the required conditions are CCD enter buttons
satisfied.
VALID SOFT KEY
Allows to select value or function

CCD enter buttons
associated to side key
SIDE KEY AREA

F2000EX EASY 01-15-15
CODDE 1 PAGE 3 / 6
GRAPHICAL OBJECTS
DGT94085 ISSUE 14
MENUS AND LISTS
OBJECT FUNCTION ACTION PERFORMED

WITH …
An arrow is displayed on a soft key
means that a menu can be displayed
(or hidden) by clicking on it. CCD enter buttons
A menu item can be selected by
PULL DOWN MENU clicking on the chosen item.
Popup menus are not visible until

they are selected. When on a point,
clicking makes the menu appear. CCD enter buttons
It automatically disappears when the
selection is done.
POPUP MENU
Information boxes appear when

CCD enter buttons
clicking on a soft key.
INFORMATION BOX
Displays a list of files or objects

from a data base. CCD data set knob
The list can be scrolled up and down
to display all the information it CCD enter buttons
comprises.
SCROLLING LIST
Displays a list of objects

from a data base. CCD data set knob
Selecting one item will usually display CCD enter buttons
an associated list to choose from.
PROCEDURES
SCROLLING LISTS

01-15-15 F2000EX EASY
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GRAPHICAL OBJECTS
ISSUE 14 DGT94085
DATA FIELDS
To enter data in the data fields, the crew members can either use the MKB or the data set
knob CCD. To complete an entry:
- Place cursor in the desired field: it is then framed in cyan, indicating that it is active,
- Enter the value, using either the CCD (an arrow is displayed when this mean is available)
or the MKB,
- To validate a CCD entry, move the cursor or press the enter buttons of the CCD (in this
case if another data field is to be set, the cursor automatically moves to the concerned
field),
- To validate a MKB entry (the cursor being caged until the entry is validated), either:
o Press the enter buttons on the CCD,
o Use the display switch,
o Use MKB shortcuts,
o Cancel the entry via the CLR / DEL key on the MKB.
If a data field is exited before the entry is validated, the data reverts to the previous value. In
this way, the system is protected against any uncompleted entry.
ACTION
OBJECT FUNCTION
PERFORMED WITH
Allows entry or modification of an MKB keypad

alphanumeric string. CCD data set knob
NON INITIALIZED
OPTIONAL ENTRY
Allows entry modification of an

MKB keypad
alphabetic string.
NON INITIALIZED
MANDATORY ENTRY
Allows entry or modification of a CCD data set knob

numeric string. MKB keypad
NON INITIALIZED
MANDATORY ENTRY

F2000EX EASY 01-15-15
CODDE 1 PAGE 5 / 6
GRAPHICAL OBJECTS
DGT94085 ISSUE 14
ACTION
OBJECT FUNCTION
PERFORMED WITH
The green value in this field is system CCD data set knob
defaulted (and modifiable). MKB keypad
SYSTEM DEFAULT DATA
The white value in this field is pilot CCD data set knob
inserted. MKB keypad
PILOT MODIFIED ENTRY
Amber data represents a pilot modified CCD data set knob

entry which does not correspond to the
VALUE NOT IN data calculated by the system. MKB keypad
ACCORDANCE WITH THE
SYSTEM
The arrow means that the entry is
currently being set with the CCD data
set knob.
CCD data set knob
The cursor is not stuck in the field and
CURRENT ENTRY FIELD no action is required to validate the
USING THE CCD entry.
The entry is currently being set with the

MKB keypad.
The cursor is stuck in the field and MKB keypad
cannot exit the field until the entry has
CURRENT ENTRY FIELD
been validated.
USING THE MKB
The entry is invalid, either because an
invalid data has been set or because a
partially keyed entry has been aborted
due to a cursor jump.
PENDING VALUE The data automatically reverts to its
REJECTED (FLASHING) previous value.

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GRAPHICAL OBJECTS
ISSUE 14 DGT94085

F2000EX EASY 01-15-20
CODDE 1 PAGE 1 / 10
COLOR CODE
DGT94085 ISSUE 4
INTRODUCTION
To facilitate the reading of information in the EASy interface, a color code has been defined.
This color code applies to:
- all displays, readouts and lighted pushbuttons,
- all labelling and placards when located in the flight deck.
The color code aims to alert the crew of conditions requiring either attention or immediate
action. It helps the crew members in their operations, as the color code makes obvious what
input is possible or not, and puts forward information in abnormal situation.
The SYNOPTICS page contains dedicated symbols associated with a specific color code. As
it is specifically used in the synoptics, explanations concerning this color code can be found in
each relevant CODDE 1 / Chapter 02 / ATA sub-sections.

01-15-20 F2000EX EASY
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COLOR CODE
ISSUE 4 DGT94085
WARNING ALERTS
is associated with short term danger or emergency situation. That includes fires, loss
of such basic parameters as attitudes, airspeed and altitude loss of guidance cues. Red is
also used for some events like AutoPilot disconnection. It is also relevant to out of normal
range conditions.
The following table shows some examples of red indications:
INDICATION LOCATION MEANING
Informs the crew of a

Guidance Panel (GP)
MASTER WARNING alert
CAS messages area on each

FIRE ENG 2 Engine 2 on fire
PDU
Attitude Director Indicator
Flight Director miscompare
(ADI)
Synoptics window on (MDU) Battery 1 overheat

BAT1
WARNING
IN THESE CASES, AN IMMEDIATE CREW ACTION IS REQUIRED SINCE THE PHYSICAL
INTEGRITY OF THE AIRPLANE CAN BE JEOPARDIZED IN SHORT TERM.

F2000EX EASY 01-15-20
CODDE 1 PAGE 3 / 10
COLOR CODE
DGT94085 ISSUE 4
CAUTION ALERTS
is associated with abnormal conditions and aims at alerting the crew.

The following table shows some examples of amber indications:
INDICATION LOCATION MEANING
Informs the crew of a

Guidance Panel (GP)
MASTER CAUTION alert
CAS messages area on each Less than 200 lb of fuel

PDU remaining in the tank group 2
Attitude Director Indicator
TCAS fail indication
(ADI)
Synoptics window on MDU Battery 1 failure
WARNING
IN THESE CASES, CREW ATTENTION IS REQUIRED EVEN IF NO IMMEDIATE ACTION IS
EXPECTED. NEVERTHELESS, FLIGHT CONTINUATION MAY BE COMPROMISED.

01-15-20 F2000EX EASY
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COLOR CODE
ISSUE 4 DGT94085
AUTOMATION STATUS
For all automated functions, a specific set of colors has been defined in order to depict the
status of the automated systems:
- represents the active target: what the system is aiming for now,
- corresponds to what is about to happen. As such, it means armed mode,
pending modification: what the system will do next,
- defines an inactive target.
TARGET
COLOR MEANING EXAMPLES
STATUS
- FMS CDI and FMS TO leg

in PDU and MDU when
LNAV mode engaged.
What the system is
Active target
aiming for NOW
- LOC CDI in HSI when LOC

mode armed.
What the system will
follow NEXT (when
Armed target
capture conditions will
be satisfied)
What the FLIGHT - Modified flight plan in

PENDING Flight PLAN will be after I-NAV and WPT LIST while
Plan modification ACCEPTING the in pending mode.
modification
- LOC CDI when LOC is

neither active nor armed:
Ignored by the active
Inactive target
mode

F2000EX EASY 01-15-20
CODDE 1 PAGE 5 / 10
COLOR CODE
DGT94085 ISSUE 4
SYSTEM STATUS
The status of a system or of system-computed data is notified by a green and cyan color
code:
- depicts a normal or active status of a system or system-computed data,
- , like in the automation status color code, corresponds to an armed mode or a
preset target. It depicts the next status of the system or system data.
COLOR MEANING EXAMPLES
- Preset radio frequency

- Armed lateral mode in the FMA and on the GP
Armed / preset
state
- Active radio frequency

- Active lateral mode in the FMA and on the GP
Active / selected
state
BACKGROUNDS
Gray
Gray is a neutral background color. It is used to delimit sectors or areas. When used as
the background color of character strings, gray means that this parameter cannot be
selected or modified, e.g.: labels, units, scales.
On the synoptic pages, gray is used to depict an element which is not active.
Black
Black is the default background color or string color for reverse video. When used as the
background color of a parameter, it means that this parameter can be selected or
modified by the crew member.
BLACK background: GRAY background:

Modifiable non modifiable label
parameter
FIGURE 01-15-20-00 GRAY AND BLACK BACKGROUND COLORS

01-15-20 F2000EX EASY
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COLOR CODE
ISSUE 4 DGT94085
OTHER COLORS
White
is a default color. Every other indication or parameter that does not pertain to
the color code described before is displayed in white. It is used for all labels on controllers
and in windows, as well as for pilot selected inputs or overridden data in order to
differentiate them from system data.
FIGURE 01-15-20-01 WHITE COLOR IN A PAGE
Blue
is the control feedback color code after a normal crew selection in the overhead
panel. It is also used in the flight plan WPT LIST to highlight the row where the CCD
cursor lies.
Brown
depicts the earth in the ADI (as well as on the standby instrument), in the altitude
tape and in the I-NAV regular terrain representation.
Yellow
is used for airplane symbol on the ADI, WX symbology and terrain alerts in the I-
NAV and TRAFFIC windows.
FIGURE 01-15-20-02 YELLOW COLOR FOR TERRAIN ON TRAFFIC PAGE

F2000EX EASY 01-15-20
CODDE 1 PAGE 7 / 10
COLOR CODE
DGT94085 ISSUE 4
ADDITIONAL GRAPHIC FEATURES
The color code does not only include the use of colors but also usage of different
backgrounds, different fonts, videos and flashing:
- the fonts of the flight deck can be of three sizes: large, medium and small,
- a reverse video is also available for alphanumeric strings. The definition of a reverse video
for a string color is:
o in normal video, the string is displayed in a color and the background is black,
o in reverse video, the string is black and the background is displayed in the previous
string color :for example, the modes displayed in the Flight Mode Annunciator (FMA)
appear in normal video when Auto Pilot is off and in reverse video when AP is on,
- flashing alerts the crew members that an action is required.

01-15-20 F2000EX EASY
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COLOR CODE
ISSUE 4 DGT94085
OVERHEAD PANEL
Each overhead panel systems are framed with a different color per system for a better
ergonomy.

F2000EX EASY 01-15-20
CODDE 1 PAGE 9 / 10
COLOR CODE
DGT94085 ISSUE 4
In nominal operation the overhead panel should be dark. This is the dark cockpit philosophy:
by quickly looking at the overhead panel, the crewmembers can figure which command is not
in its nominal position.
Four colors are used:
- red: the fire pushbuttons become red when a fire is detected and stay red until the fire is
extinguished,
FIGURE 01-15-20-04 ENG 1 FIRE INDICATION
- amber: some pushbuttons become amber when the crew decides, during a failure
procedure completion, to put the system into an abnormal status (off for example). It
indicates the pushbutton position but not the feedback of the system status,
FIGURE 01-15-20-05 BOOST 2 PUSHBUTTON

01-15-20 F2000EX EASY
COLOR CODE
ISSUE 4 DGT94085
- blue: some pushbuttons become blue when the crew decides to switch on some particular
systems (anti-ice, wipers, interior/exterior lights). It indicates the pushbutton position but
not the feedback of the system status,
FIGURE 01-15-20-06 ENG 1 ANTI-ICE SYSTEM ON
- green: two pushbuttons (EXT POWER and APU) become green when a nominal
operating of the system is detected. It indicates the feedback of the system status.
FIGURE 01-15-20-07 EXT POWER ON
FIGURE 01-15-20-08 APU NORMAL OPERATION

F2000EX EASY 01-15-25
CODDE 1 PAGE 1 / 10
MENUS AND PAGES ADAPTATION
DGT94085 ISSUE 14
INTRODUCTION
The EASy system is build to adapt the menu list and the pages layout depending on the
availability of the display units, i.e. in case of a display unit failure or advance graphical
module (AGM) failure. The aim of this flexibility is to reach a constant level of functionality at
any time, by keeping the PDU and MDU based functions repartition in case of failure.
At any time, the crew member can display the same page in multiple windows, i.e. he can
display the I-NAV in both Multifunction Display Units depending on the layer he might want to
see. In the same way, multiple SYNOPTICS pages can be displayed at the same time but the
same synoptic cannot be displayed in more than one display unit at once.
In case of restricted display unit’s configurations, some rules have been defined:
- The Pilot Flying (as defined on the Flight Guidance Panel) always has a full and
permanent PDU window with permanent ADI, HSI and ENG-CAS windows,
- The Pilot Non Flying always keeps at least a permanent ADI,
- The Electronic Check-list (ECL) is always available from a direct access,
- The MDU are identical and independent. Therefore, the loss of a MDU does not change
anything in the content of the one remaining, except for the electronic check-list which
remains present in the remaining MDU,
- The menu lists increase as the available display areas decrease.
The normal configuration, available with running engines or APU, is a four display unit’s
configuration.
In case of a display unit failure or advance graphical module failure, after procedure complete
the system reconfigures in order to continue to provide a full functionality. Below are
described the configurations corresponding to one PDU, one MDU failure and one AGM
failure (three operating display units), as well as the failure of two display units or two AGM.
The mini-load configuration corresponds to the two operating displays configuration, except
that some controls are not powered since the mini-load runs on the batteries.
NOTE
In the following figures, some are colored in blue areas as they can be replaced by an other
page and therefore be customized. While some others are fixed and cannot be changed: these
are then displayed in gray background.

01-15-25 F2000EX EASY
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ISSUE 14 DGT94085
MINI-LOAD CONFIGURATION
On ground before running the APU or the engines, or during the flight in case of a total
electrical generation failure, the airplane systems run on mini-load. The mini-load
configuration provides in a reduced configuration all the windows normally available. Only the
Left Hand PDU and the upper MDU are powered.
The mini-load provides electrical supply for two display units, in the same configuration as
with two operating displays; i.e. with a complete Left Hand PDU and an upper MDU fitted with
either an augmented PDU or a regular.
The crew switches from one screen to the other just like in the two displays configuration,
using the pushbutton on the Reversion Panel (RP).
The main characteristics of a mini-load displays configuration are:

- Both CCD are available, but only one channel is powered,
- Since only the Left Hand PDU is available, only the left MKB is operational,
- The Inertial Reference Unit (IRU), the VHF 1, the Guidance Panel (GP), and the Reversion
Panel (RP) are operational (only on one channel for the GP).
The power-up pages are the following:

- On the PDU, the ENG-TRM-BRK page is displayed, for APU parameters monitoring,
- On the MDU, the power-up windows are:
o The AVIONICS page on the INIT tab, in order to check the initialization of the position,
the data base and the software,
o The SYNOPTICS page on the ELEC tab,
o The Electronic CHECKLIST (ECL) page on the pre-start check-list,
o The FLIGHT MGMT page, on the pre-flight Phase Of Flight (POF).

F2000EX EASY 01-15-25
CODDE 1 PAGE 3 / 10
DGT94085 ISSUE 14
FIGURE 01-15-25-00 MINI-LOAD CONFIGURATION

01-15-25 F2000EX EASY
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ISSUE 14 DGT94085
FOUR OPERATING DISPLAY UNITS CONFIGURATION
FOUR DISPLAY UNITS CONFIGURATION
A fully operational normal configuration is a four displays configuration. The crew members
can adjust their own PDU and the MDU according to their needs at different flight phases.
FIGURE 01-15-25-01 FOUR DISPLAYS CONFIGURATION
The main characteristics to be memorized in a four displays configuration are:

- Both PDU offer the same pages and gather the same menus in the lower 1/6 window.
The Pilot Flying side selection only allows the automatic Popup for ENG-TRM-BRK and
TRAFFIC pages, bringing no other change in the PDU management,
- The menu lists in the MDU are identical in all four 1/3 windows,
- Just as for the 1/3 windows, the menu lists are identical in all 1/6 windows of the MDU.
One exception is in the lower MDU: the CHECKLIST is only available in the lower 1/6
window.
The ATC DTLK window may be displayed in any of the dedicated 1/6 area around the
Display Units. The system accepts to display only one ATC DTLK window per display.

F2000EX EASY 01-15-25
CODDE 1 PAGE 5 / 10
DGT94085 ISSUE 14
THREE OPERATING DISPLAY UNITS CONFIGURATION
LOSS OF ONE MDU
After procedure completed if the upper or lower MDU fails, all its functions are dispatched to
the remaining MDU. In the above configuration, the only change is the Electronic Check-List,
now also displayed in the lower 1/6 window of the upper MDU.
FIGURE 01-15-25-02 TWO PDU AND UP MDU CONFIGURATION
NOTE
There are no changes in the content of the PDU and the MDU compared to a four display units
configuration.

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ISSUE 14 DGT94085
LOSS OF ONE PDU
After set to OFF the corresponding display diming knobs on the Reversion Panel, the lower
MDU suffers no change, but the upper MDU now displays the failed PDU. As with a MDU
failure, there are no changes in the contents of the PDU and MDU.
FIGURE 01-15-25-03 TWO MDU AND RH PDU CONFIGURATION
NOTE
configuration.

F2000EX EASY 01-15-25
CODDE 1 PAGE 7 / 10
DGT94085 ISSUE 14
ONE AGM FAILURE
After set the corresponding AGM reversion knobs to REV on the Reversion Panel, all MDU
functions are dispatched to the remaining MDU.
FIGURE 01-15-25-04 TWO PDU AND UP MDU CONFIGURATION WITH ONE AGM FAILURE
NOTE
configuration.
CAUTION
Never turn off a DU which displayed a red cross.

01-15-25 F2000EX EASY
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ISSUE 14 DGT94085
TWO OPERATING DISPLAY UNITS CONFIGURATION
If two display unit’s failure or two AGM failure occurs, after procedure complete, no
capabilities are lost, only the menu lists increase in each available window.
The Pilot Flying PDU has now two additional pages in the 1/6 window, the WPT LIST and
FLIGHT MGMT pages.
The Pilot Non Flying display can be configured using the pushbutton on the Reversion
Panel (RP), allowing the crew to switch between:
- An augmented PDU:
o The ENG-CAS and the HSI are no more fixed, the ENG-CAS window now also
comprises the FLIGHT MGMT and the WPT LIST, while the HSI window can display the
SYNOPTICS and the I-NAV,
o The traditional 1/6 window is enhanced with the FLIGHT MGMT, the WPT LIST and the
electronic CHECKLIST,
o The ADI is permanent; a heading scale is added in its horizon line when the HSI is not
displayed.
- A regular MDU, to which the RADIOS page is added.

F2000EX EASY 01-15-25
CODDE 1 PAGE 9 / 10
DGT94085 ISSUE 14
TWO DU FAILURE
If two displays units failure occurs, after set to OFF the corresponding display diming knobs
on the Reversion Panel, no capabilities are lost.
FIGURE 01-15-25-05 TWO OPERATING DISPLAYS CONFIGURATION

WITH LW MDU AND RH PDU FAILURE

01-15-25 F2000EX EASY
ISSUE 14 DGT94085
TWO AGM FAILURE
If two AGM failures occur, after set the corresponding AGM reversion knobs to REV on the
Reversion Panel, no capabilities are lost.
FIGURE 01-15-25-06 TWO OPERATING DISPLAYS CONFIURATION WITH TWO AGM FAILURE
CAUTION

F2000EX EASY 01-15-30
CODDE 1 PAGE 1 / 2
HORIZONTAL SITUATION INDICATOR (HSI)
DGT94085 ISSUE 14
INTRODUCTION
The Horizontal Situation Indicator (HSI) provides horizontal navigation information, airplane
configuration status and permanent radio information. Reversion flags, miscompare flags and
failure indications are also displayed when conditions are met.
FIGURE 01-15-30-00 EASY I - HSI WINDOW ROSE FORMAT
FIGURE 01-15-30-00A EASY II - HSI WINDOW ROSE FORMAT
Horizontal navigation information is provided on a 120° arc or on a 360° rose format.

Changing from one to another format is done by pressing the pushbutton on the Cursor
Control Device (CCD), and selecting the desired format.

01-15-30 F2000EX EASY
PAGE 2 / 2 CODDE 1
HORIZONTAL SITUATION INDICATOR (HSI)
ISSUE 14 DGT94085
FIGURE 01-15-30-01 EASY I - HSI WINDOW ARC FORMAT
FIGURE 01-15-30-01A EASY II - HSI WINDOW ARC FORMAT

WITH OPTIONAL SYNTHETIC VISION
 For complete information, see CODDE 1 / Chapter 02 / ATA 34 / WINDOWS AND

ASSOCIATED TABS.

F2000EX EASY 01-15-35
CODDE 1 PAGE 1 / 2
ATTITUDE DIRECTOR INDICATOR (ADI)
DGT94085 ISSUE 14
INTRODUCTION
The Attitude Director Indicator (ADI) window provides attitude, airspeed, altitude and vertical
speed information. It also provides Flight Modes Annunciator (FMA). Reversion flags,
miscompare flags and failure indication are also displayed when conditions are met.
FIGURE 01-15-35-00 EASY I - ATTITUDE DIRECTOR INDICATOR WINDOW
FIGURE 01-15-35-00A EASY II - ATTITUDE DIRECTOR INDICATOR WINDOW WITH OPTIONAL

SYNTHETIC VISION
 For more ADI information, refer to CODDE 1 / Chapter 02 / ATA 22 and ATA 34.

01-15-35 F2000EX EASY
PAGE 2 / 2 CODDE 1
ATTITUDE DIRECTOR INDICATOR (ADI)
ISSUE 14 DGT94085
AIRSPEED TAPE AREA
FIGURE 01-15-35-01 AIRSPEED TAPE SYMBOLS
In this example, pilot has selected manual speed mode on the GP, therefore manual speed
bug is displayed, in magenta.
ALTITUDE TAPE AREA
FIGURE 01-15-35-02 ALTITUDE TAPE

F2000EX EASY 01-15-40
CODDE 1 PAGE 1 / 2
ENG-CAS, ENG-TRM-BRK WINDOWS
DGT94085 ISSUE 6
ENG-CAS WINDOW
The ENG-CAS window provides primary engines information and a dedicated Crew Alerting
System (CAS) area. The window is permanently displayed on both PDU (upper 1/6 window)
in 4 and 3 displays configuration. It can be removed on the PNF PDU in only two displays
configuration.
FIGURE 01-15-40-00 ENG-CAS WINDOW
CREW ALERTING SYSTEM (CAS)
Crew Alerting System (CAS) consists in a dedicated area which is able to display 10
messages among the stack of all messages.
¾ For more information, refer to CODDE 1 / Chapter 02 / ATA 31.
PRIMARY ENGINE PARAMETERS
The lower portion the window displays the primary engine parameters.

01-15-40 F2000EX EASY
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ENG-CAS, ENG-TRM-BRK WINDOWS
ISSUE 6 DGT94085
ENG-TRM-BRK (ETB) WINDOW
ENG-TRM-BRK window gathers secondary engine parameters, trim and fuel information as
well as primary APU parameters. This window complements ENG-CAS window for engine
parameters.
ENG-TRM-BRK window can be displayed on pilot request in the lower 1/6 of each PDU.
There is no graphical interaction possible in this window. AFM and check-list require to
display this window on PF PDU for take-off and landing phases due to the presence of trim
indication.
NOTE
ENG-TRM-BRK window will Popup automatically in case of engine parameter excess or when
the crew member use aileron and rudder trim controls and the aileron or rudder trim position
exceeds the neutral range.

F2000EX EASY 01-15-45
CODDE 1 PAGE 1 / 4
RADIOS, TRAFFIC WINDOWS
DGT94085 ISSUE 4
RADIOS WINDOW
The RADIOS window gathers all controls for managing the complete airplane set of radio
device. In addition to the primary tuning controls and modes which can be found in the HSI
Permanent Radio Bar, RADIOS window provides the remaining secondary radio functions.
The RADIOS window can be displayed on pilot request in the lower 1/6 of each PDU, or by
using HF shortcut on the MKB (this would Popup HF page).
FIGURE 01-15-45-00 VHF TAB IN RADIOS WINDOW

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ISSUE 4 DGT94085
TRAFFIC WINDOW
The TRAFFIC window provides a close-up and de-cluttered view of TCAS traffic plots and
TAWS alerting terrain immediately around the airplane.
Both crew members can manually access this window by pressing the TRFC shortcut on their
respective MKB. However, TRAFFIC window can only be closed using the CCD window
menu.
FIGURE 01-15-45-01 TRAFFIC WINDOW
Associated with the TAWS and TCAS aural warnings, this tactical window would Popup on PF
PDU whenever a TCAS RA or a TAWS alert condition occurs to provide immediately traffic or
terrain threat clear view. No graphical interaction is allowed: range is fixed to 5 NM.

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DGT94085 ISSUE 4
SENSORS WINDOW
SENSORS window gathers all controls to manage airplane position sensors. This window can
be displayed on pilot request in the lower 1/6 of each PDU. It provides two main tabs:
- NAVIGATION,
- and WX / LSS / TAWS.
FIGURE 01-15-45-02 PERFORMANCE WINDOW

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F2000EX EASY 01-15-50
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WPT LIST, FLGT MGMT WINDOWS
DGT94085 ISSUE 4
WAYPOINT LIST WINDOW
The WayPoinT List (WPT) window supplements I-NAV by equivalent text-based flight
planning operations and concise view of the active and pending flight plan. All the I-NAV
graphical flight planning modifications can also be done on WayPoinT List using the same
object-task method and the same dialog box.
FIGURE 01-15-50-00 WAYPOINT LIST WINDOW

01-15-50 F2000EX EASY
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WPT LIST, FLGT MGMT WINDOWS
ISSUE 4 DGT94085
FLGT MGMT WINDOW
The Flight Management system Window (FMW) provides:

- FMS performance initialization interface,
- review and performance data,
- procedure selection and review,
- take-off / landing initialization and data.
FIGURE 01-15-50-01 FLIGHT MGMT WINDOW
As the I-NAV and WayPoinT list window provide more tactical flight planning operations, FMW
is aimed at providing strategic mission planning.

F2000EX EASY 01-15-55
CODDE 1 PAGE 1 / 2
SYNOPTICS WINDOW
DGT94085 ISSUE 13
SYSTEM SYNOPTICS TABS
When selecting SYNOPTICS in the display menu, the tabs on top of the window allow the
pilot to access all the airplane systems information. The displayed systems are labeled ENG,
ELEC, FUEL, HYD, ECS, and BLD.
The SYNOPTICS window is a 1/3 screen and can be displayed in each MDU.
 Refer to respective ATA for ENG, ELEC, FUEL, HYD, ECS and BLD synoptics.
STATUS TAB
In addition to the ENG-CAS and ENG-TRM-BRK windows, STAT window shows an

exhaustive and concise status of each airplane system.
Systems overview
List of malfunction Operational

consequences
FIGURE 01-15-55-00 STATUS PAGE
The STATUS page is divided into two areas:

- The top screen giving a summary of the main systems,
- The bottom screen allowing selecting either the list of malfunctions (STATUS tab) or fault
code (FAULT tab).

01-15-55 F2000EX EASY
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SYNOPTICS WINDOW
ISSUE 13 DGT94085
When clicking on the STATUS tab, the pilot can read:

- On the left, the list of malfunctions,
- On the right, for each malfunction, the related operational consequences (increase in
landing distance, loss of capabilities, etc.).
When clicking on the FAULT tab, the pilot can read:
- On the left, the offending computer with the generated fault code(s),
- On the right, for each fault code, the description of the malfunction.
TEST TAB
TEST tab gathers all system testing controls (except the FIRE test switch).
FIGURE 01-15-55-01 TEST PAGE

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CODDE 1 PAGE 1 / 12
ELECTRONIC CHECK-LIST (ECL) WINDOW
DGT94085 ISSUE 14
INTRODUCTION
The CHECK-LIST window is displayed in the lower right quadrant of the lower MDU. It allows
to display and manage the Electronic Check-List (ECL). The full-flight ECL provides normal
procedures and check-lists as well as the complete set of emergency and abnormal
procedures. Emergency and abnormal procedures are identical to the one presented in the
Airplane Flight Manual (AFM). Normal procedures and check-list are adapted from AFM
normal procedures.
When a failure occurs, the ECL presents the corresponding abnormal/emergency procedure
and guides the crew in completing this procedure. The CHECK-LIST window can also be
used to review any procedure, as all procedures are accessible at any time.
The Electronic Check-List (ECL) window provides from top to bottom:
- A header, to display current check-list name or menu name,
- A display area for check-list items,
- A menu for check-list management using the cursor at the bottom.
FIGURE 01-15-65-00 CHECK-LIST PAGE LAYOUT

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CHECK-LIST WINDOWING
There are two ways to manage the ECL:

- Primary, through the dedicated Check-List Controller (CLC) which provides all the
necessary controls to operate normally the ECL,
- Secondary, if necessary, through the Cursor Control Device (CCD).
The CLC operation is strictly independent from CCD and its cursor, and its use is therefore
preferable as it allows the crew members to work at the same time in another window with the
CCD cursor.
CHECK-LIST MANAGEMENT THROUGH THE CHECK-LIST CONTROLLER (CLC)
The Check-List Controller (CLC) provides a convenient and full-time dedicated controller to
manage the ECL. One CLC is available for each crew member but their actions are
combined.
The check-list items are designated by a green arrow-shaped cursor, which is driven by the
CLC. The line item designated by the CLC cursor is called the current item.
FIGURE 01-15-65-01 CURRENT ITEM, DESIGNATED BY THE CLC CURSOR
 For more information, refer to 01-20-35 / CHECK-LIST CONTROLLER.
CHECK-LIST MANAGEMENT USING THE CURSOR CONTROL DEVICE (CCD)
As the CLC provides a dedicated and independent control, the CCD offers more possibilities
to navigate inside the check-list. Using the CCD, the crew members can select functions
from the toolbar, which cannot be accessed with the CLC.
The current check-list item designated by the CCD cursor is preceded by the green arrow-
shaped cursor and framed in cyan.

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DGT94085 ISSUE 14
FIGURE 01-15-65-02 CCD USE INSIDE THE ELECTRONIC CHECK-LIST
Use the trackball of the CCD to move the cursor through the page. To acknowledge an item,
press on the CCD <ENTER> pushbutton.
When scrolling is possible, a cyan arrow is displayed at the top right of the page. To view the
following items, turn the CCD knob.
 For more information, refer to 01-20-15 / CURSOR CONTROL DEVICE.
FUNCTIONS
Show Cklsts
The Show Cklsts menu contains the Electronic Check-List data base. All the procedures
that are listed in the Airplane Flight Manual (emergency, abnormal and normal) can be
viewed by selecting respectively the Emerg, Abnormal, and Normal check-lists.
The crew can consult the check-list data base at any time.
FIGURE 01-15-65-03 SHOW CKLSTS MENU ON THE TOOLBAR

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Cklst Funct
The Cklst Funct menu provides several functions than can be performed within a
procedure or the ECL. It can only be accessed using CCD.
FIGURE 01-15-65-04 CKLST FUNCT MENU CONTENT
■ Undo Action
To undo an action (uncheck an active item or change the answer to a conditional

item), the crew member can make a left movement on the CLC joystick. When
using the CCD cursor, it is still possible do undo an action, by selecting the Undo
Action function.
■ Cklst Override
Instead of checking manually all the items of procedure, crew members can use
this function to acknowledge at once the entire procedure.
■ Cklst Reset
At any moment, instead of undoing each action at a time, selecting this function
allows to clear the entire procedure.
■ Queue Reset
When a CAS message disappears, the corresponding procedure remains displayed

in the Active Abnormal queue until crew members complete the procedure. If a
CAS message disappears, the corresponding procedure will remain; pilots may
delete all associated procedure.
Queue reset is only possible when the Active Abnormal queue is displayed.

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DGT94085 ISSUE 14
■ Reset All
This function allows to clear all the procedures that were displayed in the
Active Abnormal queue, even if they are still associated with a CAS message. It is
only available when the airplane is on the ground.
■ Auto Popup
The Auto Popup function is selected by default. It allows an automatic Popup of the
SYNOPTIC page, at the appropriate tab, whenever an item requires to check a
system status.
Active abnormal
The Active Abnormal queue displays the procedures that are associated with detected
failures, i.e. identified by an amber or a red CAS message. The list of procedures is then
displayed, in the color (red or amber) corresponding to their priority. If there is only ONE
red message or ONE amber message without a red CAS message, the procedure will
automatically pop-up in the ECL window.
The ACTIVE ABNORMAL check-list menu can be rapidly accessed using the C/L
pushbutton either on the CLC panel or on the MKB. The number at the top right of the
page permanently indicates the number of red and amber active abnormal memorized by
the system.
FIGURE 01-15-65-05 ACTIVE ABNORMAL QUEUE

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ITEMS DESCRIPTION
Several items can be found in the ECL pages, displaying information or requiring a crew
action. Most of them require to be checked manually by crew members using the CCD or the
CLC.
OPEN LOOP ACTIVE ITEMS (ACTION ITEMS)
The action items indicate to the crew an action to perform. They are identified by an empty
gray square displayed at the beginning of the item. When an item is completed by the crew
members, the square is filled in with a green check mark and the text will turn from white to
green.
The arrow-shaped cursor stays at the beginning of the line until crew members check it to
declare they performed the action.
FIGURE 01-15-65-06 ACTIVE ITEMS

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DGT94085 ISSUE 14
DEFER ITEM
Some actions of a procedure may have to be performed later on, during another phase of
flight or when airplane enters specific conditions. Such items are separated from the other
procedure item by white dashes above and below the corresponding group of actions. The
ECL always presents the flight crew with the deferred item with the relevant phase of flight
(above the first deferred item).
FIGURE 01-15-65-07 DEFER ITEMS
The pilots can choose to complete or defer these items depending on the phase of flight. If
they prefer delaying these actions, they can use the defer function:
- By moving the CLC joystick backward,
- Using the CCD, in clicking on the Defer Item function in the ECL toolbar.
When an item is deferred, a Recall box is displayed in the upper left corner of page and the
cursor simultaneously jumps to the next Active item.
The last item of the procedure can not be deferred. To reach the deferred item(s), either:
- Click on the Recall box using the CCD cursor, the cursor to the first deferred item,
- Move the CLC joystick upward, to display the last deferred item.

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CONDITIONAL ITEM (QUESTION ITEM)
In some cases the procedure varies according to the status of a system; the crew is then
questioned through a conditional item. This conditional item is answered by YES or NO,
either using the CLC or the CCD.
Upon crew input, the CLC cursor (or current line indicator and the cursor if using CCD)
jumps to the first active item of the selected case. All the items that belong to the non-
selected case are grayed out and not accessible anymore.
The conditional items can not be deferred. When presented to the crew, it needs an
immediate response.
FIGURE 01-15-65-08 CONDITIONAL ITEM

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DGT94085 ISSUE 14
SYNOPTIC LINKED ITEM
When an item requires to check a system synoptic, the corresponding synoptic is

automatically displayed on the 1/3 window beside the check-list window. The synoptic is
removed if it is not required by the next item; it is then replaced by the previously displayed
page.
Crew members may not decide to display the synoptic by deselecting the Auto Popup
function in Cklst Funct menu. The default status is Auto Popup active.
FIGURE 01-15-65-09 ELEC SYNOPTIC AUTO POPUP
INACTIVE ITEM (INFORMATION ITEMS)
Some items are information to the crew, with no linked action. It may be an advice presented
to the crew, or a title which helps in understanding the procedure. It may also introduce a
particular phase of flight for the following items.
The information items do not need any crew action through the CLC or the CCD. Their text
is displayed in white, preceded by a dash, and the cursor will be directly positioned on the
first active item of the list upon procedure opening.
FIGURE 01-15-65-10 INACTIVE (INFORMATION) ITEMS

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ISSUE 14 DGT94085
NOMINAL CHECK-LIST OPERATION AND CHECK-LIST COMPLETE
To complete a check-list, crew members have to check all the active items (including deferred
items) of a procedure. If some items are deferred, the check-list remains uncompleted in the
Abnormal Active queue. As said before, pilots may exit a check-list and perform other
procedures until they want to complete the deferred items of the previous check-list(s).
The Check-list Complete indication is displayed at the bottom of the check-list once
completed. Upon completion of a normal check-list, the Normal Check-list menu is displayed.
The title of the completed check-list turns green and a check mark is displayed. The current
line indicator and the cursor jumps to the next check-list.
LINKS BETWEEN FAILURE AND ELECTRONIC CHECK-LIST
When avionics senses a failure, the latter is declared to crew members through CAS
message in the CAS messages area or by flags in the primary display units, while the
corresponding procedure is memorized in the ECL Active Abnormal queue. In both cases,
crew members can choose which failures they want to deal with first.
Some failures cannot be detected by the system, yet some procedures are available in the
Abnormal check-list menu (Show Cklsts function). They are called UNDETECTED FAILURES
procedures. It falls within the competence of the crew to appreciate whether the procedure is
adapted to the failure or not.
At the beginning of some of these procedures, the possible events linked to the failure
identified by the crew are presented. These possibilities are presented as inactive items.
FIGURE 01-15-65-11 UNDETECTED FAILURE: ABNORMAL AIRSTART

F2000EX EASY 01-15-65
DGT94085 ISSUE 14
SPECIFICITIES EASY II
The Electronic CheckList information is produced by two identical ECL channels, which are
implemented in the Modular Avionics Units (MAU), and use the same checklist database.
The first electrically powered ECL channel takes priority for displaying the CHECKLIST
window; however both channels are active all the time. Therefore, if the priority channel fails,
the other channel takes priority for displaying the CHECKLIST window, with no required pilot's
action.
Each ECL channel is monitored, and the flight crews are alerted in the event of a failure:
- The Graphic Generation Function (GGF) will display the data produced by the priority ECL
channel. If both ECL channels have priority, the GGF ignores the data produced by both
ECLs and displays a “DUAL LINK FAIL”, “SINGLE ECL ONLY” error Message. In this
case, the ECL is no longer operational. Selecting "CONTINUE" (as shown in the below
picture) restores the ECL functionality, but only in single mode. Dual ECL can only be
recovered after cycling the electrical power.
FIGURE 01-15-65-12 DUAL LINK FAILURE
- The Checklist Database name is checked to make sure that both ECLs have selected the
same database. If the selected databases differ, then the ECL displays a “Checklist DB
Mismatch” message.

01-15-65 F2000EX EASY
ISSUE 14 DGT94085
ECL PAPER BACKUP: QUICK REFERENCE HANDBOOK
In case of ECL failure, the Quick Reference Handbook 1 and Quick Reference Handbook 2
are to be used.
The ECL and the QRH1 (DGT94712) contain the same Normal checklist.
The ECL and the QRH2 (DGT94713) contain the same Emergency and Abnormal
procedures.

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FAILURE MANAGEMENT
DGT94085 ISSUE 4
INTRODUCTION
Failure management always follows a single sequence:

- failure,
- CAS message display with its associated master switch and aural warning,
- CAS message and aural warning acknowledgment through the master switch,
- call the electronic check-list window and follow the procedure.
As soon as a red or amber message appears in the CAS window, the corresponding
emergency or abnormal procedure is available on the ECL window.
To display this procedure in the ECL window, the crew must manually press the MKB C/L
shortcut or press the check-list controller MENU button (the ECL window does not
automatically Popup; it is the crew responsibility to check the ECL when needed).
The ECL procedure guides the crew members through the items/actions list to be performed
and automatically checks the items known by the system.
In order to better understand the origin of the failure, the crew may use the systems synoptic
displayed in the synoptic windows.

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FAILURE MANAGEMENT
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F2000EX EASY 01-20-00
FLIGHT DECK – CONTROL
CODDE 1 PAGE 1 / 2
GENERAL
DGT94085 ISSUE 7
INTRODUCTION
The F2000EX EASy / F2000DX / F2000LX cockpit features new displays and a new cockpit
management. The EASy philosophy is based on a graphical interface system through a
modular avionics architecture.
These main new airplane characteristics induce new controls and modified systems.
The overhead panel gathers all airplane system controls and provides a direct pilot action
feedback on that controls. This panel features flush technology pushbutton with electronics
logic (to drive relay) and LED based lighting.
In order to manage the PDU and the MDU, specific EASy controls have been installed:
- One Guidance Panel (GP) comprises the VHF quick tuning knob and all the controls
dedicated to the Automatic Flight Control System (AFCS),
- Two Cursor Control Devices (CCD) drive a cursor and provide buttons and a knob for
acting directly on the displays,
- Two Multifunction KeyBoards (MKB) provide alphanumeric keyboard and dedicated
controls for flight management, TAWS, and Weather radar as well as functions shortcuts,
- One Reversion Panel (RP) gathers all reversion controls and displays dimming knobs,
- Two Audio Control Panels (ACP) gather all communication and audio selection for each
crew member,
- Two Check-List Controllers (CLC) drive the cursor through the Electronic Check-List.

01-20-00 F2000EX EASY
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GENERAL
ISSUE 7 DGT94085
FIGURE 01-20-00-00 DISPLAYS AND CONTROLS

F2000EX EASY 01-20-05
CODDE 1 PAGE 1 / 6
OVERHEAD PANEL
DGT94085 ISSUE 4
INTRODUCTION
Thanks to the electronic technologies, the airplane is able to position all controls upon
airplane power-up (auto set up) whatever the last system state before shutdown. It also allows
to automation for some features: automatic activation of pitot heat at take-off, automatic
activation of booster pump at engine start, …
These automatic functions can be overridden by the crew if necessary.
In the electrical, fuel and bleed air systems, controls are arranged around a synoptic of that
system. The same synoptic drawing is used in the SYSTEMS window displayed on the
instrument panel displays. Refer to respective ATA for system controls details.

01-20-05 F2000EX EASY
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OVERHEAD PANEL
ISSUE 4 DGT94085
DESCRIPTION
The overhead panel gathers different types of controls:

- two status pushbutton:
o 1st push: 1st status (OFF for example),
o 2nd push: 2nd status (On for example),
o 3rd push: 1st status (OFF for example),
FIGURE 01-20-05-01 ANTI-ICE PUSHBUTTON
- First type of multiple status pushbutton: sequence 1 ⇒ 2 ⇒ 3 ⇒ 2 ⇒ 1 …

o 1st push: 1st status (MAX for example),
o 2nd push: 2nd status (Auto for example),
o 3rd push: 3rd status (OFF for example),
o 4th push: 2nd status (Auto for example),
o 5th push: 1st status (MAX for example), …
FIGURE 01-20-05-02 PILOT WINDSHIELD HEATING PUSHBUTTON

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OVERHEAD PANEL
DGT94085 ISSUE 4
- Second type of multiple status pushbutton: sequence 1 ⇒ 2 ⇒ 3 ⇒ 1 ⇒ 2 ⇒ 3, …:

o 1st push: 1st status (ST-BY for example),
o 2nd push: 2nd status (OFF for example),
o 3rd push: 3rd status (Auto for example),
o 4th push: 1st status (ST-BY for example),
o 5th push: 2nd status (OFF for example),…
FIGURE 01-20-05-03 BOOST PUMP 2 PUSHBUTTON
- guarded pushbutton:
FIGURE 01-20-05-04 FIRE 1 GUARDED PUSHBUTTON

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OVERHEAD PANEL
ISSUE 4 DGT94085
- safety guarded pushbutton:
FIGURE 01-20-05-05 DISCHARGE 1 SAFETY GUARDED PUSHBUTTON
- rotary switch:
FIGURE 01-20-05-06 BUS TIED ROTARY SWITCH
- trip magnetic switch:
FIGURE 01-20-05-07 GENERATOR 1 TRIP MAGNETIC SWITCH

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OVERHEAD PANEL
DGT94085 ISSUE 4
- switch:
FIGURE 01-20-05-08 EMERGENCY LIGHTS SWITCH

01-20-05 F2000EX EASY
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OVERHEAD PANEL
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F2000EX EASY 01-20-10
CODDE 1 PAGE 1 / 6
GUIDANCE PANEL (GP)
DGT94085 ISSUE 4
INTRODUCTION
The Guidance Panel provides control and indication for Automatic Flight Control System, baro
setting and a fast access to the on-side VHF COM tuning in the Permanent Radio Bar.
The Guidance Panel (GP) comprises the following functions:
FIGURE 01-20-10-00 GUIDANCE PANEL

01-20-10 F2000EX EASY
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GUIDANCE PANEL (GP)
ISSUE 4 DGT94085
DESCRIPTION
On the Guidance Panel (GP), different kind of controls can be found; in particular:
- the dual position knobs, which allow command of two functions with the same control,
- the pushbuttons, which activate and deactivate a function, are lit up in green when the
function is activated,
- the APP, VNAV and LNAV pushbuttons, are displaying the state of the mode: CYAN when
the mode is armed, GREEN when the mode is active.
PILOT FLYING SIDE, AUTOPILOT AND YAW DAMPER
FIGURE 01-20-10-01 PILOT FLYING SIDE, AP AND YD CONTROLS ON GP
The PILOT SIDE pushbutton designates the Pilot Flying (PF) side. Pressing on this
pushbutton switches between the two sides. The Pilot Flying side determines the source
used by the auto modes: AutoPilot (AP), AutoThrottle (AT), Flight Director (FD) and Thrust
Director (TD). The Pilot Flying side also determines:
- the FMS source driving the two MDU,
- the side where the TCAS, TERRAIN and ENG-TRM-BRK windows pop-up in case of
alert or trim runaway,
- the master PDU in case of a two-display failure,
- the baro set taken into account for ALT mode,
- the radar settings display and management in I-NAV,
- the master FMS when the FMS are switching between single and synchronous state.
The Yaw Damper (YD) provides stabilization in yaw whether the AP is engaged or not, and
helps the AP for turn coordination.
The AP pushbutton allows to engage and disengage the Autopilot function.

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GUIDANCE PANEL (GP)
DGT94085 ISSUE 4
AUTOTHROTTLE SPEED MODES
FIGURE 01-20-10-02 SPEED SELECTION FOR AUTOTHROTTLE MODES ON GP
The AT pushbutton allows the crew to engage and disengage the AutoThrottle function.
Speed command can be given by the FMS or manually, using the dual position knob. The
crew members can choose to enter the speed in MACH or KIAS by pressing on the PUSH
CHG pushbutton of the dual knob. The speed or Mach target can be read in the digital
readout.
LATERAL AUTOPILOT MODES
FIGURE 01-20-10-03 LATERAL AUTOPILOT MODES CONTROLS ON GP
The dual knob allows the crew to choose between the heading (HDG) and the track (TRK)
mode. The heading or track target to be followed can be modified by the inner rotary knob.
The corresponding value is displayed in the associated digital readout. Pressing on the
PUSH SYNC pushbutton of the dual knob synchronizes the heading or track to the current
heading or track.
The HDG / TRK pushbutton allows the crew to engage and disengage the HDG or TRK
mode (selected with the dual knob).
The APP pushbutton allows the crew to engage and disengage the LOC and G/S modes on
a precision approach or the VNAV Glide Path (VGP) mode for a non-precision approach (the
approach type being selected through the FMS).
The LNAV pushbutton allows the crew to engage and disengage the FMS lateral navigation
mode.

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GUIDANCE PANEL (GP)
ISSUE 4 DGT94085
VERTICAL MODES
FIGURE 01-20-10-04 VERTICAL MODES CONTROLS ON GP
The dual knob in the vertical modes zone allows the crew to set the altitude target by
increments of 100 ft or 1,000 ft. The altitude target can be read in the digital readout, in FL
(Flight Level) when the Pilot Flying altimeter is STD, in feet when PF altimeter is set in hPa
or in inches Hg.
The ALT pushbutton allows the crew to engage and disengage the Altitude Hold mode.
The PATH / VS wheel sets the path target when the PATH mode is displayed as selected in
the Flight Mode Annunciator (FMA). When the VS mode is selected, the wheel commands
the vertical speed target.
The Climb mode is engaged and disengaged by pressing the CLB pushbutton.
The VS pushbutton allows the crew to engage and disengage the VS mode.
The VNAV pushbutton allows the crew to engage and disengage the FMS vertical
navigation mode.
BAROMETER SETTING, FLIGHT DIRECTOR AND THRUST DIRECTOR
FIGURE 01-20-10-05 BAROMETER SET, FD AND TD CONTROLS ON GP
The barometer for the altimeter is set using the BARO knob. Each knob is independent for
each PDU, and provides pressure setting in 1 hPa or 0.01 in.Hg increments (selecting In.Hg
or hPa is possible through HSI window-Units tab). The STD pushbutton on the knob directly
sets the corresponding barometer to STD setting (1,013.2 hPa / 29.92 in.Hg).
The FD / TD pushbutton manages the display of the FD and TD in each ADI. When AP is
engaged, they both automatically appear in each ADI. The first push deletes the TD, leaving
only the FD, a second push deletes the FD, and a third push re-displays both TD and FD,
and so on.

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GUIDANCE PANEL (GP)
DGT94085 ISSUE 4
VHF COM QUICK TUNING
FIGURE 01-20-10-06 ON-SIDE VHF COM QUICK TUNING ON GP
The VHF concentric knob provides a direct VHF COM tuning of each on-side VHF (i.e.
VHF1 for LH station and VHF2 for RH station). The outer knob sets the units and the inner
one sets the decimals. The 8.33/25 pushbutton on the knob allows the crew to toggle
between a 8.33 kHz and a 25 kHz frequency spacing (when pressing the button during more
than 2 seconds).
The SWAP pushbutton activates the on-side VHF COM preset frequency.

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GUIDANCE PANEL (GP)
ISSUE 4 DGT94085

F2000EX EASY 01-20-15
CODDE 1 PAGE 1 / 2
CURSOR CONTROL DEVICE (CCD)
DGT94085 ISSUE 4
INTRODUCTION
The CCD is the pilot primary interface. It is the virtual finger of the crew member on the
displays. The CCD has been designed to provide the most comfortable and the most accurate
pointing device, regardless of the flight conditions:
- it is a one-hand operated device, allowing the crew member to rest his outboard hand on
the yoke if it's necessary. Moving the ball only requires fingers movement while the palm
comfortably lays on the palm-rest,
- thanks to the ergonomically modified armrest and the location of the CCD on the pedestal,
operating the CCD is natural and comfortable,
- the tilted palm-rest allows a good grip on the CCD, and allows good operation, accuracy
and comfort even in turbulence conditions,
- friction avoids any cursor movement in case of vibrations or unintentional action,
- identical CCD are installed on both sides.
DESCRIPTION
The CCD integrates many different controls, allowing the pilot to manage most of his flight
without moving his hand:
- the Push-To-Talk button (PTT) is equivalent to the MIC pushbutton on the yoke,
- the trackball, embedded into the palm-rest, drives the cursor on the displays or from one to
another. Each CCD can drive its cursor in the three nearest screens: the on-side PDU and
both MDU,
- the Data Set Knob (DSK) or rotary knob, allows the pilot to modify the object or the
parameter designated by the cursor. This knob is therefore multi-functional and replaces
most other knobs usually scattered among the flight deck,
- the enter pushbuttons (one on each side of the palm-rest) are used to press on virtual
pushbuttons (soft key) on the screens or to terminate/validate an entry,
- the menu pushbutton calls the WINDOW menu of the window in which the cursor is,
- the display switch rapidly allocates the cursor to one of the displays. From a left pilot
station, a left push on the switch brings the cursor to the LH PDU, a down push brings the
cursor to the lower LW MDU, and a right or an up push on the switch brings it in the upper
UP MDU,
- the CCD channel reversion switch allows the crew members to switch between the two
trackball sensors and pushbutton channels. Indeed, for redundancy issues considering its
intensive use, its electronics are dual.

01-20-15 F2000EX EASY
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CURSOR CONTROL DEVICE (CCD)
ISSUE 4 DGT94085
<ENTER>
pushbutton
Trackball
Data SET
rotactor
Reversion switch
Push-To-Talk MENU
pushbutton (MIC) pushbutton
DISPlay
switch
FIGURE 01-20-15-00 CONTROLS ON THE CCD

F2000EX EASY 01-20-20
CODDE 1 PAGE 1 / 6
MULTIFUNCTION KEYBOARD (MKB)
DGT94085 ISSUE 15
INTRODUCTION
The Multifunction KeyBoard (MKB) is a single interface, allowing alphanumeric entries to

EASy avionics. It is no longer dedicated only to FMS. It gathers shortcuts to frequently used
windows, and thus gives the pilot a fast access to many functions.

01-20-20 F2000EX EASY
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ISSUE 15 DGT94085
DESCRIPTION
MKB WITHOUT CPDLC FUNCTION
The MKB integrates:

- An alphanumeric pad which provides characters and numbers input into the system,
- A digital keypad readout window, which provides instant feedback of what the pilot is
typing on the keyboard (16 digits),
- Fast-access shortcuts, instantaneously moving the CCD cursor to the corresponding
page in the displays,
o Radio-communication: VHF, HF and SATCOM setting,
o Radio-navigation: ATC code, ADF and NAV tuning,
- Functions activation and deactivation pushbuttons:
o CRS activates the VOR / LOC Course Direction Indicator (CDI) and moves the cursor
to the CRS entry location,
o FMS SHOW and DIRECT TO functions,
o ATC / TCAS operating mode activation,
o Traffic and Terrain window popup,
o Inhibition of the TERR and G/S modes alerts of the TAWS,
o Electronic Check-List,
- Weather Radar (WX) knob, gathering all primary functions to manage weather radar,
- Dedicated HSI range knob, which allows each crew member to adjust independently his
on-side HSI range when in ARC format and when the WX is selected,
- A Swap pushbutton, for swapping active and preset radiofrequencies,
- IDENT pushbutton, for the Air Traffic Control.

F2000EX EASY 01-20-20
CODDE 1 PAGE 3 / 6
DGT94085 ISSUE 15
FIGURE 01-20-20-00 MKB CONTROLS WITHOUT CPDLC FUNCTION

01-20-20 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 15 DGT94085
MKB WITH CPDLC FUNCTION
The MKB integrates:

- Alphanumeric pad which provides characters and numbers input into the system,
- Digital keypad readout window, which provides instant feedback of what the pilot is
typing on the keyboard (16 digits),
- Fast-access shortcuts, instantaneously moving the CCD cursor to the corresponding
page in the displays,
o Radio-communication: VHF, HF, and SATCOM setting,
o Radio-navigation: XPDR code and NAV tuning,
o ATC DTLK window,
- Backup tuning for VHF and NAV frequencies:
o BKUP/VHF + SHIFT
o BKUP/NAV + SHIFT
- Functions activation and deactivation pushbuttons:
o CRS activates the VOR / LOC Course Direction Indicator (CDI) and moves the cursor
to the CRS entry location,
o FMS SHOW and DIRECT TO functions,
o Traffic and Terrain window popup,
o Inhibition of the TERR and G/S modes alerts of the TAWS,
o Electronic Check-List,
- Weather Radar (WX) knob, gathering all primary functions to manage weather radar,
- Dedicated HSI range knob, which allows each crew member to adjust independently his
on-side HSI range when in ARC format and when the WX is selected,
- Swap pushbutton, for swapping active and preset radiofrequencies,
- IDENT pushbutton, for the Air Traffic Control.

F2000EX EASY 01-20-20
CODDE 1 PAGE 5 / 6
DGT94085 ISSUE 15
FIGURE 01-20-20-01 MKB CONTROLS WITH CPDLC FUNCTION

01-20-20 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 15 DGT94085

F2000EX EASY 01-20-25
CODDE 1 PAGE 1 / 4
REVERSION PANEL (RP)
DGT94085 ISSUE 4
INTRODUCTION
The Reversion Panel (RP) is located in the middle of the pedestal, behind the engine power
levers. It provides common and individual controls to both crew members for the reversion of
various elements.
DESCRIPTION
The Reversion Panel (RP) gathers:

- four concentric dual knobs corresponding to each display: the inner one for the display
dimming control, the outer one for the Advance Graphics Module (symbol generator)
reversion,
- 2 x 5 pushbuttons dedicated to the sensors and FMS reversions (LH and RH),
- two knobs for the Data Acquisition Unit (DAU) channel reversion,
- one MDU / PDU pushbutton (to be used only in a two-display configuration failure).
FIGURE 01-20-25-00 REVERSION PANEL CONTROLS

01-20-25 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 4 DGT94085
DISPLAY DIMMING KNOBS:
The display dimming knobs are presented in a T shape, just like the displays are on the front
panel. The lower knob corresponds to the lower Display unit; the right knob corresponds to
the right Display Unit, and so on.
FIGURE 01-20-25-01 DISPLAY DIMMING CONTROLS
Turning the inner knob counterclockwise dims the corresponding screen and fully CCW
turns it off. Turning off a display reverts the screen, and the content of this display is
automatically displayed on the closest one. All information and windows are still available,
but their access depends on the number of remaining displays.
NOTE
When turning off or failed (or not power supplied) the screen appears (blank) in black.
ADVANCE GRAPHICS MODULE REVERSION
There are four Advance Graphics Module (AGM) installed in the airplane, one for each MAU
channel. One AGM can drive any display but one AGM can only drive one display at a time
In normal configuration:
- the LH DU is driven by the AGM1,
- the RH DU is driven by the AGM4,
- the Upper DU is driven by the AGM2,
- the Lower DU is driven by the AGM3.
In case of AGM failure (AGM .. FAIL or corresponding MAU .X FAIL CAS message), the
aim of AGM reversion is to keep the three upper DU operational and displaying their normal
format (PDU – MDU – PDU).
The AGM can be reverted by setting the corresponding outer knobs on the RP to REV.
The AGM reversion knobs (outer knobs) can be set to two positions, AUTO and REV:
- AUTO position corresponding to normal position with no AGM reversion.
- REV position, the system reconfigures assuming the corresponding AGM is failed or not
be used.

F2000EX EASY 01-20-25
CODDE 1 PAGE 3 / 4
DGT94085 ISSUE 4
The system is reconfigured as follow:

- if one AGM is set to REV then the lower DU displayed red cross and the white SG
(Symbol Generator) reversion caption is displayed in ADI.
- If two AGM are set to REV then two DU displayed red cross and the white SG reversion
caption is displayed in ADI.
All information and windows are still available, but their access depends on the number of
displays operational (without red cross).
¾ For more information, refer to CODDE1 / Chapter 01 / sub-section 15-25.
One AGM reverted
Two AGM reverted
FIGURE 01-20-25-02 AGM REVERSION
When a DU is switch off, the screen is called blank and when the AGM is failed the screen is
red crossed.
FIGURE 01-20-25-03 DU SCREENS
CAUTION

01-20-25 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 4 DGT94085
SENSORS AND FMS REVERSION
DATA ACQUISITION UNIT (DAU) CHANNELS REVERSIONS
This airplane is equipped with two DAU: each one has two channels, A and B.
DAU 1 refers to the generic I/O and custom I/O modules located in MAU 1, and DAU 2
refers to the ones located in MAU 2.
In case of failure, the DAU channels can be reverted by turning the corresponding knobs on
the RP. There are two positions for DAU channel reversion:
- AUTO, for automatic reversion in case of a detected failure,
- REV, for a manual reversion.
When the DAU knob is in AUTO position, the avionics display uses the data coming from
channel A if valid, else system reverts to channel B. In this case, there is no reversion
annunciation on the ADI.
FIGURE 01-20-25-04 DAU 1 AND DAU 2 CHANNEL REVERSIONS
If a channel of DAU 1 / DAU 2 is manually reverted (DAU 1 / DAU 2 knob is set to REV),
DAU 1 / DAU 2 reversion caption appears in amber on the top of the left/right of the ADI. In
this case, the avionics display uses the data coming from channel B.
PDU / MDU PUSHBUTTON
In two operating display units configuration, this pushbutton allows to switch the DU non
flying between PDU format and MDU format.
¾ For more information, refer to CODDE 1 / Chapter 01 / sub-section 15-25

F2000EX EASY 01-20-30
CODDE 1 PAGE 1 / 2
AUDIO PANEL
DGT94085 ISSUE 4
DESCRIPTION
The two AUDIO panels are located on the pedestal and gather all the required controls for the
following primary function:
- selecting radio-communications sets (transmit/receive),
- selecting radio-navigation systems,
- selecting the intercom system for each crew members.
FIGURE 01-20-30-00 AUDIO PANEL

01-20-30 F2000EX EASY
PAGE 2 / 2 CODDE 1
AUDIO PANEL
ISSUE 4 DGT94085

F2000EX EASY 01-20-35
CODDE 1 PAGE 1 / 2
CHECK-LIST CONTROLLER (CLC)
DGT94085 ISSUE 4
INTRODUCTION
The Check-List Controller (CLC) is located on the lower part of the pedestal, behind the CCD.
There is one CLC for each crew member, but their operations are synchronized.
DESCRIPTION
The CLC provides dedicated controls for the complete management of the ECL during normal
and abnormal situations.
It consists of:
- a C/L pushbutton, which is a shortcut to call the ECL window,
- a four-directional joystick, which drives the check-list cursor in the check-list window. The
check-list cursor is represented by a green arrow Ö at the beginning of each sentence of
the ECL.
The following actions can be performed by the CLC joystick:
Moves back to the first

skipped item
Moves Ö up in the menu
PREV
Undo last action in the U
Current item
E
checklist N
D
N acknowledgement
T
O
No effect NEXT
Opens checklist / directory
C/L
Skips current item

Ö is inside a checklist
or procedure
Ö is inside a menu Moves Ö down the menu
FIGURE 01-20-35-00 CHECK-LIST CONTROLLER FUNCTIONS

01-20-35 F2000EX EASY
PAGE 2 / 2 CODDE 1
CHECK-LIST CONTROLLER (CLC)
ISSUE 4 DGT94085
The C/L pushbutton on the CLC base:

- pops up the Check-list window if not yet displayed,
- brings back to the main menu, whichever check-list or procedure is being displayed,
- directly displays the abnormal or emergency check-list menus in case of a failure (CAS
message associated).

F2000EX EASY 02-21-00
ATA 21 – AIR CONDITIONING AND
CODDE 1 PRESSURIZATION PAGE 1 / 2
DGT94085 TABLE OF CONTENTS ISSUE 4
02-21 ATA 21 – AIR CONDITIONING AND PRESSURIZATION
02-21-05 GENERAL
Introduction
Sources
Equipment location
02-21-10 AIR CONDITIONING

Description
Control and indication
System protection
Normal operation
Abnormal operation
CAS messages
02-21-15 PRESSURIZATION
Description
System protection
Normal operation
Abnormal operation
CAS messages

02-21-00 F2000EX EASY
PAGE 2 / 2 PRESSURIZATION CODDE 1
ISSUE 4 TABLE OF CONTENTS DGT94085

F2000EX EASY 02-21-05
DGT94085 GENERAL ISSUE 7
INTRODUCTION
In order to maintain a comfortable area inside the airplane, the airplane is equipped with an
air conditioning and pressurization system.
The air conditioning system regulates the flow and temperature of air into the cockpit, cabin,
toilets, baggage compartment and nose cone for conditioning purpose.
The pressurization system regulates the cabin pressure depends on:
- Airplane altitude,
- Airplane vertical speed,
- The maximum differential pressure supported by the system.
Both systems have an automatic mode and a manual mode, allowing the pilot to control
directly the valves.
They use hot air supplied by the engines and/or the APU.
In case of failure (overpressure, negative pressure, maximum altitude), protections ensure
that limitations are observed.

02-21-05 F2000EX EASY
ISSUE 7 GENERAL DGT94085

F2000EX EASY 02-21-05
SOURCES
The air conditioning system uses air supplied by:

- Engine No 1,
- Engine No 2,
- APU.
The conditioned air is a mixture of:
- Hot air directly supplied by engines HP and LP ports, or the APU,
- Cold air (hot bleed air cooled in the air conditioning unit),
- Recycled cabin air.
The air conditioning heat exchanger is ventilated:
- In flight, with external air supplied through a ram air inlet located on the fin root,
- On ground or in flight at low speed, with air flow created by a venturi effect using hot air
injection into the dual exchanger outlet duct section.
AIR CONDITIONING PRESSURIZATION
Engine 1, engine 2 or APU bleed air Conditioned air
Recycled cabin air
Ram air (for heat exchanger ventilation)

02-21-05 F2000EX EASY
EQUIPMENT LOCATION
FIGURE 02-21-05-01 LOCATION OF MAIN COMPONENTS

F2000EX EASY 02-21-10
DGT94085 AIR CONDITIONING ISSUE 4
DESCRIPTION
GENERAL
The air conditioning system consists of:

- Environmental Control Unit (ECU),
- Temperature Control System (TCS),
- distribution system,
- ventilation system.
The system is supplied with hot air coming from the common feeder duct of the bleed air
system.
The hot air enters the conditioning system via two cockpit temperature control valves and
two cabin temperature control valves.
These valves control the amount of air directed to the ECU, and hot air by-passing the ECU.
Cold air generated by the ECU is mixed with hot bleed air inside the cockpit and cabin ducts
to obtain the desired air temperature. Cold air from the ECU is also supplied to the gaspers
and used for cockpit avionics cooling.
The cockpit and cabin temperature control valves are controlled in automatic or manual
mode from the AIR CONDITIONING overhead panel.

02-21-10 F2000EX EASY
ISSUE 4 AIR CONDITIONING DGT94085
ENVIRONMENTAL CONTROL UNIT (ECU)
The purpose of the environmental control unit is to generate the cold air required for cockpit
and passenger cabin air conditioning.
The ECU is mainly composed of:
- a dual heat exchanger (primary and secondary),
- a heat exchanger jet pump and associated valve,
- a turbocooler,
- a condenser,
- a water separator,
- an atomizer,
- a turbine outlet temperature control valve.
FIGURE 02-21-10-00 ECU SCHEMATIC

F2000EX EASY 02-21-10
Dual Heat exchanger
The dual heat exchanger is a single unit containing two independent heat exchangers: a
primary exchanger and a secondary exchanger. The primary exchanger supplies air to
the compressor of the turbocooler and the secondary exchanger supplies air to the
turbine of the turbocooler. It is located in the forward servicing compartment.
Heat exchanger jet pump
The jet pump is an injector located downstream the heat exchanger cold side. It
increases the ram air flow through the heat exchanger.
Heat exchanger jet pump valve
The normally closed jet pump valve controls the bleed air to the dual heat exchanger jet
pump. It opens automatically when increased ram-air flow is required (e.g. low airplane
speed).
Turbocooler
The turbocooler is a single stage compressor and turbine. The turbocooler operates in
conjunction with the heat exchangers and the water separator. The purpose of the
turbocooler is to cool engine bleed air.
By-pass valve
Only airplanes below serial number 56 are equipped with by-pass valve.
The turbo-compressor is automatically by-passed by air coming from the primary heat
exchanger in order to keep a comfortable air flow entering the cabin at high altitude.
Condenser
Associated with the water separator, the condenser removes moisture from bleed air in
the ECU system.
Water-separator
The water separator separates and collects the water droplets formed in the condenser.
The water is then routed to the atomizer.
Atomizer
The atomizer receives water from the water separator and discharges it as a fine mist.
The mist is directed to the secondary exchanger inlet. The evaporating mist lowers the
ram air temperature and contributes to the cooling process.

02-21-10 F2000EX EASY
Turbine outlet temperature control valve
The turbine outlet temperature control valve regulates air temperature at the turbine outlet
by regulating bleed air flow to the casting of the turbocooler.
Turbine outlet temperature sensors
The two turbine outlet temperature sensors monitor the temperature of air flowing through
the turbine outlet duct. They are used to control the turbine outlet temperature control
valve.
Recirculation valve
The cabin air recirculation duct is equipped with a re-circulation valve located in the aft
toilet compartment. This valve closes automatically when the airplane reaches an altitude
of 15,000 ft, to prevent cabin air from returning to the unpressurized area.
The re-circulation valve is electrically powered for normal operation. In case of failure, it
can be manually closed by a mechanical control lever located on the valve.
Overheat detection system
The overheat detection system consists of a sensor located in the turbocooler

compressor outlet duct.
The ECU OVHT CAS message is displayed when the duct temperature reaches or
exceeds 230 °C (446 °F).

F2000EX EASY 02-21-10
TEMPERATURE CONTROL SYSTEM (TCS)
The cabin and cockpit temperatures are controlled by the air conditioning computer located
in the baggage compartment. They are adjusted by mixing hot bleed air with cold air from
the ECU to obtain the desired temperatures.
The air conditioning computer relies on three independent computers:
- a cockpit computer which ensures automatic cockpit temperature control, temperature
control at the cooling unit outlet, and the indication of compressor overheating.
- a cabin computer which ensures automatic control of the cabin temperature and
indication of compressor overheating,
- a computer which controls the valves respectively for cabin and cockpit systems in
manual mode; temperature regulation at the cooling unit outlet in manual mode, and the
emergency function which controls the conditioning valves.
The TCS can operate in three modes:
- automatic mode (AUTO),
- manual mode (MAN),
- emergency mode (EMERG).
Temperature control valves
The temperature control valves of the cabin and cockpit conditioning system are identical.
They control the air flow and temperature supplied to the cabin and cockpit. Each
assembly consists of a butterfly valve and an actuator. The actuator receives inputs from
either the automatic or manual temperature control system.
The temperature control valves also act as shut-off valves to the air systems when the
overhead panel bleed air CKPT and CABIN pushbuttons are set to OFF.

02-21-10 F2000EX EASY
DISTRIBUTION AND VENTILATION SYSTEM
The air conditioning distribution is divided into four parts:

- a cockpit conditioned air system,
- a cabin conditioned air system,
- an instrument panel cooling system,
- the cold air gaspers.
A manual valve, when open, interconnects the cockpit and cabin conditioned air systems.
The ventilation system uses series of ducts and a fan to ventilate:
- the cockpit ducts: the cockpit conditioning ducts are routed along the right side of the
fuselage and supply conditioned air to the entrance area, the cockpit, the windshields
and the foot warmers. Each pilot selects the direction of the conditioned air supply (to
the windshield for defogging or to the foot warmer) with a control lever on the
instrument panel. An additional control lever located on the left side console enables to
control cold air flow to the glareshield,
- the cabin ducts: air is distributed on the left and right sides at ceiling and floor levels,
- the toilet compartments: the air is picked off from the cabin conditioned air and delivered
at the lower part of the toilet compartment,
- the Multifunction Display Unit (MDU) / Primary Display Unit (PDU): cooling of the
components of the instrument panel is achieved by airflow coming from the crew gasper
system,
- the nose cone: an electric blower ventilates the nose cone during ground operations and
in flight at low altitude (differential pressure < 0.7 psi). In flight, ventilation is also
provided by the cockpit conditioned air through a calibrated orifice. The air is evacuated
through the nose gear well.
An ozone catalyser is installed in each conditioning system to limit the quantity of ozone
concentration in cabin.

F2000EX EASY 02-21-10
FIGURE 02-21-10-01 AIR CONDITIONING COOLING SYSTEM SCHEMATIC
FIGURE 02-21-10-02 AIR CONDITIONING HEATING SYSTEM SCHEMATIC

02-21-10 F2000EX EASY
Cabin ducts
Passenger and crew conditioned air ducts may be manually interconnected to allow
either the cabin or the cockpit distribution system to supply both ducting systems. The
manual interconnection valve is located on the lower right-hand side of the cabin area.
FIGURE 02-21-10-03 CONDITIONING CONTROL LEVER
Two-way ducts
The two-way ducts are routed along the top of the cabin. These two-way ducts have two
functions:
- distribute cold air to the upper part of the cabin when the air conditioning requires a
temperature drop,
- recycle air from the cabin and mix it with conditioned air when conditioning requires a
temperature rise.
Gasper ducts
The duct system providing cold air to the gaspers is a two-branch system:
- the RH branch supplies the RH cabin gaspers, the crew gaspers, cold air for the
MDU / PDU and cold air to the glareshield.
- the LH branch supplies the LH cabin gaspers.
Cold air is directly bled from the turbocooler outlet.
Air supplied to the gaspers and for MDU / PDU cooling is maintained at a constant
pressure through a pressure control valve.
Floor heating
Air is distributed between the floor panels and the fuel tanks by a manifold supplied with
cabin conditioning air. In addition to that air, cockpit air is evacuated underneath the floor
panels to help floor heating.

F2000EX EASY 02-21-10
Air evacuation
Cabin air is evacuated via the toilets and the baggage compartment through the outflow
valves.
Cockpit air is evacuated from the rear of the pilot and copilot consoles, circulates
underneath the cabin floor and is directed to the outflow valves.
FIGURE 02-21-10-04 AIR EVACUATION SYSTEMS
Sensors
Temperature sensors located in the cabin and cockpit ducts provide air temperature
inputs to the air conditioning computer.
Temperature switches are activated when air duct temperature is over 95 °C (203 °F)
with display of the COND: CREW OVHT or COND: PAX OVHT CAS message and of
amber corresponding lines in the Environmental Control System (ECS) synoptic.

02-21-10 F2000EX EASY
MODES
Automatic and manual mode
In automatic mode, the air conditioning computer controls hot and cold temperature
control valves to adjust the temperature to the rotactor position.
In MAN mode, the pilot directly controls the valve positions via rotactors.
Emergency mode
In EMERG mode, warm air is supplied to the cabin and cockpit, even in case of cold air
unit failure. Actuating the EMERG pushbutton closes the two cold temperature control
valves. The two hot temperature control valves can be controlled by the rotactor.

F2000EX EASY 02-21-10
CONTROL AND INDICATION
CONTROL
Overhead panel
Rotactor
Guarded
pushbutton
Pushbutton
Status light
FIGURE 02-21-10-05 AIR CONDITIONING AND BLEED AIR OVERHEAD PANELS
FIGURE 02-21-10-06 ECS SYNOPTIC
In automatic mode, by selecting the REMOTE soft key, the cabin temperature can be
controlled directly from a rotactor located in the cabin (VIP seat).

02-21-10 F2000EX EASY
Synthetic table
TO ACTIVATE
CONTROL FUNCTION SYNOPTIC
TO DE-ACTIVATE
Automatic mode:
the PAX / CREW
rotactor is used to Automatic
select cabin / cockpit mode
temperature
Manual mode:
the PAX / CREW
rotactor is used to
control the position of Push
the cabin / cockpit MAN
temperature control
valves
Guarded
(AUTO
mode)
Closes the two cold
temperature control
valves
Raise the
guard and
push
EMERG

F2000EX EASY 02-21-10
TO ACTIVATE
TO DE-ACTIVATE
Automatic operation of automatic

No synoptic
the recirculation valve mode
ISOL position, closure of

Push ISOL No synoptic
the recirculation valve
INDICATION
Air conditioning indications and system status are displayed on the ECS synoptic.
Command indication includes the cabin temperature selection remote mode and the cabin
and cockpit operating mode. System status items include actual cabin temperature, cabin
duct temperature and ECU status.
FIGURE 02-21-10-07 AIR CONDITIONING INDICATIONS

02-21-10 F2000EX EASY
Cold air unit and air flow line synoptic
T ECU compressor
T cabin duct air T cockpit duct air
outlet air > 230 °C
Normal operation > 95 °C (203 °F) > 95 °C (203 °F)
(446 °F)
COND: PAX OVHT COND: CREW OVHT
ECU OVHT
CAS message CAS message
CAS message
Cockpit temperature control Cabin temperature control valves

valves not closed and cockpit not closed and cabin duct
duct overpressure detected overpressure detected
COND: CKPT OVERPRESS COND: CABIN OVERPRESS
CAS message CAS message

F2000EX EASY 02-21-10
Cabin duct temperature indication
The cabin duct temperature indication is shown on the left of the PAX control mode
display. The indication is based on the cabin duct temperature. When the signal is invalid,
two amber dashes are displayed. In case of passenger conditioning overheat, the
temperature is displayed in black on amber background.
Normal Cabin duct overheat Invalid signal
Cabin temperature indication
The cabin temperature indication is shown on the right of the PAX label. When the signal
is invalid, two amber dashes are displayed.
Normal Invalid signal

02-21-10 F2000EX EASY
SYSTEM PROTECTION
GENERAL
Electrical circuit protection is provided by conventional trip-free circuit breakers located

above the overhead panel.
CIRCUIT BREAKERS
FIGURE 02-21-10-08 AIR CONDITIONING AND PRESSURIZATION CIRCUIT BREAKERS

F2000EX EASY 02-21-10
NORMAL OPERATION
In the following, typical in-flight situation has been selected to help the crew to understand the
symbols provided in the various panels and displays.
FIGURE 02-21-10-10 ECS SYNOPTIC DURING NORMAL OPERATION

02-21-10 F2000EX EASY
ABNORMAL OPERATION
In the following, typical abnormal operations have been selected to help the crew to
understand the symbols provided in the various panels and displays.
AIR CONDITIONING WITH PAX OVERHEAT
Abnormal status
FIGURE 02-21-10-12 ECS SYNOPTIC DURING PAX OVERHEAT
CONTEXT RESULT
COND: PAX OVHT CAS message
Cabin conditioning distribution system

overheat + light on
CABIN air flow line in amber

F2000EX EASY 02-21-10
After procedure complete
FIGURE 02-21-10-13 OVERHEAD PANEL WITH PAX CONTROLLER IN MANUAL MODE

AND FULL COLD
FIGURE 02-21-10-14 ECS SYNOPTIC WITH CABIN IN MANUAL MODE
ACTION RESULT
- CABIN air conditioning in manual mode

- MAN status light in amber
MAN pushed
- PAX rotactor in full cold position
- REMOTE status deselected

02-21-10 F2000EX EASY
AIR CONDITIONING WITH ECU OVERHEAT
Abnormal status
FIGURE 02-21-10-16 ECS SYNOPTIC DURING ECU OVERHEAT
CONTEXT RESULT
ECU OVHT CAS message
Environmental Control Unit overheat + light on
COLD AIR UNIT air flow lines in amber

F2000EX EASY 02-21-10
FIGURE 02-21-10-17 OVERHEAD PANEL WITH EMERG SELECTION
FIGURE 02-21-10-18 ECS SYNOPTIC IN EMERGENCY MODE
ACTION RESULT
- CABIN air conditioning in emergency

mode
- EMERG status light in amber
Raise the guard and push on EMERG
pushbutton - PAX and CREW rotactors are used to
adjust the two hot temperature control
valves
- REMOTE soft key deselected

02-21-10 F2000EX EASY
CAS MESSAGES
CAS MESSAGE DEFINITION

Cabin temperature control valves not closed and
COND: CABIN OVERPRESS
cabin overpressure detected
Cockpit temperature control valves not closed and
COND: CKPT OVERPRESS
cockpit overpressure detected
Parking only, a failure message has been recorded
COND CMPTR FAULT CODE
by the air conditioning computer (TCS)
COND: CREW OVHT Cockpit distribution duct overheat
COND: PAX + CREW AUTO FAIL PAX/CREW automatic temperature computer failed
COND: PAX + CREW MAN FAIL PAX/CREW manual temperature computer failed
COND: PAX OVHT Cabin distribution duct overheat
ECU OVHT ECU overheat [temperature > 230 °C (446 °F)]
NOSE CONE OVHT Nose cone overheat
RECIR ISOL Failure of the recirculation valve
In flight, a failure message has been recorded by the

COND CMPTR FAULT CODE
air conditioning computer (TCS)

F2000EX EASY 02-21-15
DGT94085 PRESSURIZATION ISSUE 6
DESCRIPTION
GENERAL
The purpose of pressurization is to maintain a certain level of pressure inside the fuselage
that is comfortable for the passengers and crew, taking into account structural limits of the
airframe, whatever the flying conditions.
The air conditioning system provides the pressurized areas with air at mild temperature.
The pressurization system can operate in three modes:
- Automatic mode,
- Manual mode,
- Rapid depressurization mode.
The airplane comprises two pressurized areas:

- The cockpit, passenger cabin, toilets and baggage compartment, from frame 0 to frame
26, supplied with air by the air conditioning system,
- The nose cone supplied with cabin conditioning air and slightly pressurized in flight by
an automatic control system.
Frame Frame
Pressurized Pressurized cabin Pressurized baggage

nose cone compartment
FIGURE 02-21-15-00 PRESSURIZED AREAS
Pressurization is achieved by regulating cabin conditioning airflow through two outflow

valves located in the rear bulkhead of the pressurized area: one electro-pneumatic main
valve, and one pneumatic emergency valve.
In normal mode, the Cabin Pressure Controller (CPC) electrically controls the electro-
pneumatic main outflow valve, and the emergency outflow valve is pneumatically slaved to
the first one.

02-21-15 F2000EX EASY
ISSUE 6 PRESSURIZATION DGT94085
In manual mode, the emergency outflow valve is pneumatically controlled by the manual
cabin altitude rate setting knob, the electro-pneumatic valve is closed. Pneumatic operation
is used as a backup mode in case of automatic mode failure.
FIGURE 02-21-15-01 LOCATION OF MAIN PRESSURIZATION COMPONENTS
The pressurization system is connected to the avionics system to:

- Allow the crew to select the different automatic modes (NORM or FL),
- Activate the LOW rate mode,
- Enter the landing field elevation,
- Take into account the barometric setting,
- Provide the CPC with airplane altitude and vertical speed,
- Display the cabin pressurization parameters and CAS messages to the crew.

F2000EX EASY 02-21-15
PRESSURIZATION SYSTEM COMPONENTS
Cabin Pressure Controller (CPC)
The digital Cabin Pressure Controller manages cabin pressurization in automatic mode.
The CPC is composed of:
- A digital Printed Circuit Board (PCB) with a pressure and temperature sensor to
achieve automatic pressure control,
- An analog PCB with a pressure sensor which provides a second indication of cabin
pressure and cabin pressure rate of change. This output is the only available data in
manual mode.
The CPC is located in the LH electrical cabinet behind the pilot seat and is controlled by
the pressurization controls located on the overhead panel.
The CPC digital PCB is electrically energized only in the automatic operation mode. CPC
analog PCB (monitoring indicator module) is always energized.
Electro-pneumatic main outflow valve
The electro-pneumatic main outflow valve is mounted on the rear bulkhead of the
pressurized area. The outflow valve controls cabin pressurization by actuating
atmospheric chambers. A flexible diaphragm connected to the poppet valve separates
each chamber. A spring in the control chamber determines a fail-safe closed position for
the poppet.
The pressure in the control chamber is determined by a torque motor quadrant in
response to output signals received from the CPC. The quadrant alternately opens two
nozzles, one admits cabin pressure into the control chamber (moving the poppet toward
the closed position) and the other nozzle connects the control chamber to the vacuum
pressure line (reducing pressure inside the control chamber and inducing the poppet
towards the open position).
The function of the main outflow valve is, in response to signals from the CPC, to regulate
the airflow exiting the cabin, so as to:
- Maintain the programmed cabin altitude,
- Limit the cabin rate of climb and descent.
The electro-pneumatic main outflow valve control chamber includes:
- A cabin altitude limitation capsule,
- An overpressure limitation capsule,
- A negative pressure relief valve to prevent negative differential pressure.
The cabin altitude limitation capsule detects the absolute pressure in the cabin. When the
set pressure is reached (cabin altitude 14,500 ± 500 ft), a valve linked to this capsule
interconnects the control chamber to the cabin pressure, which tends to close the outflow
valve and pressurize the cabin again.

02-21-15 F2000EX EASY
The overpressure limitation capsule receives the external static pressure and the cabin
pressure. When the difference between the two pressures reaches the calibration value
of 9.3 psi (644 mbar), the capsule opens a valve and connects the control chamber to the
outside, hence opening the outflow valve and causing depressurization of the cabin.
The negative pressure relief valve allows the outflow valve to open when the external
pressure is higher than the cabin internal pressure.
Pneumatic emergency outflow valve
The emergency outflow valve is identical to the electropneumatic valve and comprises:
- A pneumatic relay,
- An overpressure limitation capsule,
- A cabin altitude limitation capsule,
- A quick-closing electric valve to induce rapid closing for take-off,
- A negative pressure relief valve.
The emergency outflow valve is pneumatically operated. Pneumatic operation is based
on pressure difference between controlled and actual cabin pressure as determined by a
pneumatic relay.
The control chambers of the two outflow valves interconnect so that in automatic mode
the pneumatic valve is slaved to the electropneumatic valve, whereas in manual mode
the pneumatic valve operates on its own, with the electropneumatic valve closed.
FIGURE 02-21-15-02 OUTFLOW VALVE IN CLOSED POSITION

F2000EX EASY 02-21-15
FIGURE 02-21-15-03 OUTFLOW VALVE IN OPEN POSITION
FIGURE 02-21-15-04 MAIN AND EMERGENCY OUTFLOW VALVES IN AUTOMATIC MODE
Vacuum jet pump
The vacuum jet pump produces a flow from a line supplied by No 1 and 2 engines LP
bleed air or by the APU bleed air system when the airplane is on ground. The vacuum jet
pump provides negative pressure produced by venturi-effect to operate the main and
emergency outflow valves during automatic operation and during manual control of the
pressurization system.

02-21-15 F2000EX EASY
PRESSURIZATION SYSTEM OPERATION
Automatic pressurization mode
In automatic mode, the CPC automatically controls cabin altitude and pressurization rate
of change according to programmed laws and landing field elevation.
Crew interaction is limited to the selection of the pressurization laws. The landing field
elevation is automatically send to CPC if a flight plan has been entered and validated. In
case of loss of landing field elevation, a CAS message is displayed in order to manually
enter landing field elevation in ECS synoptic page.
FIGURE 02-21-15-05 ARCHITECTURE OF THE AUTOMATIC PRESSURIZATION MODE

F2000EX EASY 02-21-15
The automatic mode has two main laws of operation:

- Normal law (NORM)
This mode provides the most comfortable pressurization mode by limiting the cabin
pressure rate of change during climb and descent based.
- Flight Level law (FL)

This mode is intended to maintain a low cabin altitude of 1,000 ft until the airplane
reaches 22,000 ft (Δp = 9 psi). Climb to 47,000 ft is possible in this mode but cabin
pressure variation is less comfortable above 22,000 ft.
In the both mode, a LOW cabin altitude rate of change option is available.
It also provides on the ground:

- Automatic pressurization during take-off, by pre-pressurizing the cabin at the outside
pressure + 11 hPa, in order to avoid cabin pressure bump during take off rotation,
automatic depressurization sequence after landing, by de-pressurizing cabin at
outside pressure, in order to cancel cabin differential pressure
FIGURE 02-21-15-06 THEORETICAL PRESSURIZATION LAWS

02-21-15 F2000EX EASY
■ Normal law (NORM)
This mode provides the most comfortable pressurization mode by limiting the cabin
pressure rate of change during climb and descent.
The cabin altitude in NORM mode during cruise is calculated by the following logic:
- Scheduled Cabin Altitude (Green curve)
Cabin altitude = MAX - 8,000 ft

- MIN
- Destination landing altitude - 300 ft
Example 1:
A Falcon 2000EX EASy is cruising in NORM mode logic at 40,000 ft to an airport
elevated at 8,200 ft
The cabin altitude during cruise will be :
- 6,100 ft (retrieved from the green curve)

- MIN
- 7,900 ft
Cabin altitude = 7,900 ft
Example 2:
A Falcon 2000EX EASy is cruising in NORM mode logic at 40,000 ft to an airport
elevated at 600 ft
The cabin altitude during cruise will be :
- 6,100 ft (retrieved from the green curve)

- MIN
- 300 ft
Cabin altitude = 6,100 ft

F2000EX EASY 02-21-15
■ Flight Level law (FL)
This mode is particularly adapted for flights at a lower altitude (e.g. medical
evacuations when low cabin altitude is required) and allows in such cases a better
comfort for passengers. It is intended to maintain a low cabin altitude of 1,000 ft until
the airplane reaches 22,000 ft (Δp = 9 psi). Climb to 47,000 ft is possible in this mode
but cabin pressure variation is less comfortable above 22,000 ft.
The cabin altitude in FL mode during cruise is calculated by the following logic:
Cabin Altitude = Scheduled cabin altitude (blue curve)
The cabin altitude in FL mode doesn't depend on the destination landing altitude.
Example 1:
A Falcon 2000EX EASy is cruising in FL mode logic at 40,000 ft to an airport.
The cabin altitude during cruise will be:
Cabin altitude = 6,100 ft (retrieved from the blue curve)
Example 2:
A Falcon 2000EX EASy is cruising in FL mode logic at 20,000 ft to an airport.
The cabin altitude during cruise will be:
Cabin altitude = 1,000 ft (retrieved from the blue curve)
■ LOW cabin rate
LOW cabin altitude rate of change can be activated with either NORM or FL laws to
limit the rate of change to lower values:
+ 400 / - 300 ft/min instead of + 460 / - 400 ft/min.
■ High-altitude landing and take-off
Without any additional crew action, in case of landing or take-off above 8,000 ft, the
nominal excessive cabin altitude 9,700 ft (+/- 250 ft) threshold is automatically
modified, by the pressurization system, during descent or take-off, and set to the
landing field elevation + 1,700 ft (limited to 14,500 ft).

02-21-15 F2000EX EASY
■ Descent sequence
When rate of descent is established at 500 ft/min or steeper, the target cabin
altitude is set to the field altitude entered in the LDG ELEV box of the ECS page
minus 300 ft. The reason for this slight pressurization is to avoid a cabin pressure
bump during touchdown.
At touchdown, the automatic depressurization sequence achieves a fast return to
landing field pressure.
■ Return to base sequence
After take-off the airplane follows a NORMAL or FL law of pressurization.

As far as pressurization is concerned the take-off sequence ends 5 minutes after
take-off or when the aircraft reaches 6,000 ft AAL or higher: after that the return to
base sequence cannot be triggered anymore.
If during the take-off sequence the vertical speed is lower than -500 ft/min during
more than 30 seconds (in case of emergency return for example) then the return to
base sequence is automatically triggered: the scheduled cabin altitude becomes
the airplane's altitude memorized at take-off minus 300 ft, anticipating a descent
and landing on the departure airfield.
MAN pressurization mode
This mode is to be selected in case of failure of the automatic pressurization mode. The
crew directly controls the cabin altitude rate of climb or descent with the MANUAL
PRESSURIZATION control knob.
EMERG pressurization mode
This mode allows an emergency air conditioning supply, in the pressurized areas, by
closing the two cold temperature control valves and setting the two hot temperature
control valves to the full hot position.
DUMP depressurization mode
In case of failure of the pressurization system to achieve the correct cabin pressure at
destination, the cabin pressure can be dumped by forcing the outflow valves to full open
position.
NOSE CONE PRESSURIZATION
The nose cone is ventilated during ground and low altitude flight operations. It is also
pressurized in normal flight conditions and the transition from ventilation to pressurization is
entirely automatic. The function of the pressurization is to ensure a positive differential
pressure of the nose cone in order to achieve sufficient sealing.

F2000EX EASY 02-21-15
CONTROL
Overhead panel
Instrument panel
FIGURE 02-21-15-08 MANUAL PRESSURIZATION CONTROL KNOB
The MANUAL PRESSURIZATION control knob allows to control the rate of climb from
- 1,500 ft/min to + 2,500 ft/min. A constant cabin pressure may be achieved by adjusting
the MANUAL PRESSURIZATION control knob within the white area until the cabin
altitude rate of change indicator stabilizes at zero.
The rest position is in front of the green line in automatic mode.
Prior to the selection of the MAN mode, put the knob into the white area.
In MAN mode, turn the knob until the desired cabin altitude rate of change is achieved.

02-21-15 F2000EX EASY
ECS synoptic
FIGURE 02-21-15-09 ECS SYNOPTIC
Through the ECS synoptic boxes with the Cursor Control Display (CCD), the flight crew
can:
- Activate mode selection of NORM or FL laws,
- Enter the destination landing field elevation through the LDG ELEV box (thus
overriding the flight plan parameter),
- Activate the selection of LOW cabin rate.

F2000EX EASY 02-21-15
Synthetic table
TO ACTIVATE
TO DEACTIVATE
- Allows the selection of

AUTO / MAN mode of Automatic
the pressurization mode
system
- In MAN mode,
use the MANUAL
PRESSURIZATION Push on:
control knob MAN mode
Guarded:
Automatic
mode
- Allows a rapid
depressurization by
forcing the outflow
valves to fully open Raise the
guard and
push on:
DUMP
mode

02-21-15 F2000EX EASY
INDICATION
ECS synoptic
FIGURE 02-21-15-10 ECS SYNOPTIC IN AUTOMATIC MODE
FIGURE 02-21-15-11 ECS SYNOPTIC IN MAN MODE

F2000EX EASY 02-21-15
Symbology
FIGURE 02-21-15-12 CABIN DIFFERENTIAL PRESSURE INDICATIONS
Normal Too high Too high Invalid

operation cabin altitude cabin altitude data
8,200 < Z < 9,700 Z > 9,700
FIGURE 02-21-15-13 CABIN ALTIMETER INDICATIONS WHEN LDG ELEV < 8000 FT

02-21-15 F2000EX EASY
FIGURE 02-21-15-14 CABIN VARIOMETER INDICATIONS
STATUS synoptic
FIGURE 02-21-15-15 STAT SYNOPTIC

F2000EX EASY 02-21-15
SYSTEM PROTECTION
CIRCUIT BREAKERS
The electrical circuit protection is provided by conventional trip-free circuit breakers located
above the overhead panel (refer to Air conditioning).
PRESSURIZATION SYSTEM PROTECTION
Pressurization system protection consists of maximum differential pressure limitation,

negative differential pressure prevention and cabin altitude limitation. Each outflow valve
performs all protections.
Maximum differential pressure limitation
The CPC automatically maintains a normal differential pressure limit of 9 psi (620 mbar).
An overpressure limitation capsule located in each outflow valve controls the maximum
cabin differential pressure at 9.3 psi (644 mbar).
The CABIN PRESSURE TOO HIGH CAS message appears when the cabin differential
pressure is above 9.44 psi (651 mbar).
Maximum cabin altitude limitation
An altitude limitation capsule contained in each outflow valve maintains the cabin
pressure at the altitude of 14,500 ft in case of depressurization due to:
- CPC failure,
- DUMP pushbutton activation,
- Permanent cabin rate of climb in manual mode.
Negative differential pressure prevention
The negative pressure relief valve protects the structure from the effects of negative
differential pressure (outside pressure above cabin pressure). Only the negative pressure
relief valve can override the maximum altitude limitation.
NOSE CONE BULKHEAD PRESSURE RELIEF VALVE
A pressure relief valve in the nose cone bulkhead provides structural protection in case the
calibrated holes provided for airflow evacuation are clogged. The relief valve is intended to
operate when the difference between nose cone pressure and atmospheric pressure
reaches 1.59 psi (110 mbar).

02-21-15 F2000EX EASY
NORMAL OPERATION
In the following, typical in-flight situation has been selected to help the crew to understand the
symbols provided in the various panels and displays.
FIGURE 02-21-15-16 OVERHEAD PANEL DURING NORMAL OPERATION
FIGURE 02-21-15-17 ECS SYNOPTIC DURING NORMAL OPERATION

F2000EX EASY 02-21-15
ABNORMAL OPERATION
In the following, typical abnormal operations have been selected to help the crew to
PRESSURIZATION WITH COMPUTER FAILURE
Abnormal status
FIGURE 02-21-15-19 ECS SYNOPTIC DURING PRESSURIZATION COMPUTER FAILURE
CONTEXT RESULT
PRESSURE CMPTR FAIL CAS message

CABIN Pressure Control System (CPCS)
failure
+ light on

02-21-15 F2000EX EASY
FIGURE 02-21-15-20 MANUAL PRESSURIZATION CONTROL KNOB ADJUSTED
FIGURE 02-21-15-21 PRESSURIZATION OVERHEAD PANEL WITH PRESSU IN MAN MODE
FIGURE 02-21-15-22 ECS SYNOPTIC WITH PRESSURIZATION IN MANUAL MODE

F2000EX EASY 02-21-15
ACTION RESULT
- Pressurization in manual mode

- Manual pressurization control knob set to - Emergency outflow valve becomes the
the white area master valve
- PRESSU pushbutton in MAN mode - MAN status light in amber
- CAS message is removed
Manual pressurization control knob adjusted

- Target altitude is pointed in magenta on
to reach target rate (turned counterclockwise
the left side of the altitude scale
to decrease cabin altitude)

02-21-15 F2000EX EASY
CAS MESSAGES

Cabin altitude above 9,700 ft (or landing field
CABIN ALTITUDE elevation +1,700 ft limited to 14,500 ft in case of
take-off or landing above 8,000 ft).
No landing field elevation selected when starting
CABIN-SELECT LAND ELEV
descent.
CABIN PRESSURE TOO HIGH cabin above 9.44 psi (651 mb).
Cabin altitude above 8,200 ft with landing field
elevation below 8,000 ft.
CHECK CABIN ALTITUDE
In case of take-off or landing above 8,000 ft, the
message is not triggered.
PRESSURE CMPTR FAIL Cabin Pressure Controller failure.
Cabin pressure rate of change lower than
CHECK CABIN RATE
- 1,200 ft/min or above + 1,200 ft/min.

F2000EX EASY 02-22-00
ATA 22 EASY I – AUTO FLIGHT
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 14
02-22 ATA 22 – AUTO FLIGHT
02-22-05 GENERAL
Introduction
Flight director and thrust director
Mach trim function
Automatic flight control system interface
Automatic flight control system operation
Flight director modes
Thrust director modes
Autopilot CAT II approach
02-22-15 SPEED PROTECTION MODE

Introduction
Speed protection warnings
Speed protection devices
02-22-20 SYSTEM PROTECTION

Circuit breakers
02-22-25 ABNORMAL OPERATION

CAS messages

02-22-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 14 DGT94085

F2000EX EASY 02-22-05
CODDE 1 PAGE 1 / 6
GENERAL
DGT94085 ISSUE 14
INTRODUCTION
The Falcon 2000EX EASy Automatic Flight Control System (AFCS) is composed of:
- 2 Flight Director (FD) and 2 AutoPilot (AP) systems,
- 1 Thrust Director (TD) and 1 AutoThrottle (AT) systems,
- 2 Yaw Damper (YD) and 2 Mach Trim (MT) systems.
The AFCS elaborates orders in path and roll axis. These orders are displayed on the Attitude
Director Indicator (ADI), on the Head-up Guidance System (HGS, optional), and identified as
Flight Director (FD) orders.
The AFCS elaborates also a thrust order, displayed on the ADI, on the HGS (optional), and
identified as Thrust Director order.
When AP and AT are engaged, electric servo-motors are connected to:
- the flight controls via a clutch, so that the airplane will follow the FD orders,
- the power levers cables, so that the engines will follow the TD orders.
The Automatic Flight Control System (AFCS) also automatically trims the airplane in pitch and
compensates for pitch variation during deployment of slats, flaps and airbrakes. Whatever
vertical modes selected, when AP is engaged, pitch is automatically limited to +/- 20°.
A Yaw Damper (YD) independent from the AP provides automatic stabilization in yaw during
manual handling of the airplane, and turn coordination during AP operation.
The AFCS functions are hosted in the Modular Avionics (MAU). The EASy installation
contains two AFCS and each AFCS is dual channel. AFCS 1 channel A and channel B are
hosted in MAU2B: AFCS 2 channel A and channel B are hosted in MAU1B:
The standard dual configuration can provide both manual and automatic reversion and
interface capabilities sufficient to maintain full AFCS functionality, despite the absence of the
other AFCS (due to failure). The fail operational design of the AFCS provides automatic
reversion following in-flight failure of an MAU, except for the servo-motor failures: after a
servo-motor failure, there is a transfer in priority AFCS, but the engagement of the 2nd AFCS
is inhibited. The automatic reversion is annunciated to the crew via advisory CAS message
( AP .. FAIL ), but will result in no changes to the mode selection or engage status except for
servo-motor failures.

02-22-05 F2000EX EASY
PAGE 2 / 6 CODDE 1
GENERAL
ISSUE 14 DGT94085
Circuit breakers
Guidance Panel
(GP)
AUDIO
Panel Multifunction
KeyBoard
(MKB)
Curcor Control
Device
(CCD)
Check-List
Reversion Panel Controller
(RP) (CLC)

F2000EX EASY 02-22-05
CODDE 1 PAGE 3 / 6
GENERAL
DGT94085 ISSUE 14
FLIGHT DIRECTOR AND THRUST DIRECTOR
FIGURE 02-22-05-01 THRUST DIRECTOR - FLIGHT DIRECTOR

The Flight Director (FD) provides:
- Lateral guidance modes,
- Vertical guidance modes,
- Specific flight phases modes (multiaxes modes).
Only one lateral and one vertical mode may be active at the same time.
There are two categories for the lateral and vertical modes, basic and superior.
- Lateral mode:
o Basic:
˜ ROL
o Superior:
˜ Lateral NAVigation (LNAV)
˜ Heading / Track (HDG / TRK)
- Vertical mode:
o Basic:
˜ PATH
o Superior :
˜ ALTitude hold (ALT)
˜ Altitude SELection (ASEL)
˜ CLimB (CLB)
˜ Vertical Speed (VS)
˜ Vertical NAVigation (VALT, VCLB, VPTH, VASEL)

02-22-05 F2000EX EASY
PAGE 4 / 6 CODDE 1
GENERAL
ISSUE 14 DGT94085
The following multiaxes modes are dedicated to specific flight phases:

- Instrument Landing System (ILS) approach mode:
o Lateral : LOCalizer (LOC)
o Vertical :
˜ Glide Slope (GS)
˜ Back course (B/C)
- FMS approach mode:
o Lateral : Lateral NAVigation (LNAV)
o Vertical : Vertical NAVigation (VNAV)
- Go-Around (GA) mode:
o Lateral : ROL
o Vertical : GA
- Windshear (WSHR) mode:
o Lateral : ROL
o Vertical : WSHR
Thrust Director (TD) can operate in:
- Speed / Mach mode
- Thrust mode
The TD is associated with the speed bug set through the GP in MAN mode, or by the FMS in
FMS mode.
FD and TD can be selected to be displayed or not on ADI by pressing on the relevant FD/TD
pushbuttons on the Guidance Panel (GP). When they are selected, a green ON symbol is lit
on the pushbutton. When the FD and/or TD commands are invalid, a red flag is displayed on
both ADI, and the FD and TD are dropped from the displays.
NOTE
FD and/or TD orders can also be flown manually (AP and/or AT disengaged, lateral and vertical
modes remain active).

F2000EX EASY 02-22-05
CODDE 1 PAGE 5 / 6
GENERAL
DGT94085 ISSUE 14
MACH TRIM FUNCTION
When AP is not engaged an automatic Mach trim increases the airplane longitudinal stability
at high Mach numbers (above 0.77) by adjusting the horizontal stabilizer position as Mach
number is changing.
Mach trim is automatically engaged at airplane power up and cannot be manually
disengaged. With the Mach trim engaged, the normal trim can be used at any time to adjust
the stabilizer position. Once the normal pitch trim switch is released, the Mach trim resumes
its operation.
When AP is engaged, an auto-trim is provided by the AFCS.

02-22-05 F2000EX EASY
PAGE 6 / 6 CODDE 1
GENERAL
ISSUE 14 DGT94085

F2000EX EASY 02-22-10
CODDE 1 PAGE 1 / 24
DESCRIPTION
DGT94085 ISSUE 14
AUTOMATIC FLIGHT CONTROL SYSTEM INTERFACE
AFCS (AutoPilot and AutoThrottle) is managed:

- On the instrument panel,
o The Guidance Panel (A) gathering all AFCS mode controls and indications,
o The Flight Mode Annunciator (B) providing status of AFCS mode operation.
- On the yoke (D),
o The AutoPilot (AP) quick disconnect pad,
o The Go Around (GA) pushbutton,
o The Touch Control Steering (TCS) pushbutton.
- On both power levers (E),
o The AT quick disconnect pushbuttons.
FIGURE 02-22-10-00 AFCS CONTROLS

02-22-10 F2000EX EASY
PAGE 2 / 24 CODDE 1
DESCRIPTION
ISSUE 14 DGT94085
GUIDANCE PANEL
FLIGHT MODE ANNUNCIATOR
FIGURE 02-22-10-02 FMA AREA
AP and AT modes status (armed, engaged) and their references are displayed on the Flight
Mode Annunciator (FMA) on each ADI, according to the EASy color code. Only one vertical
AP mode and one lateral AP mode may be active at the same time. However, one vertical
armed and one lateral mode can be simultaneously armed: for example when APP
(approach mode) is armed, LOC and GS are armed.

F2000EX EASY 02-22-10
CODDE 1 PAGE 3 / 24
DESCRIPTION
DGT94085 ISSUE 14
AUTOMATIC FLIGHT CONTROL SYSTEM OPERATION
PILOT SIDE SELECTION
FIGURE 02-22-10-03 AP / YD / PF AREA
PILOT SIDE pushbutton is located on the GP. The selected side is indicated by a green light
on the left or right side of the pushbutton, and by a horizontal arrow in the middle of each
Flight Mode Annunciator (FMA) of each ADI.
NOTE
At power on, LH side is selected by default.
The following sensors and equipment selected on the Pilot Flying side are used by the
AFCS for computations:
- Air Data System (ADS),
- Inertial Reference System (IRS),
- Flight Management System (FMS).
When swapping the PILOT SIDE, AP/FD modes are automatically de-selected and they
must be selected again.
NOTE
After a PILOT SIDE change, LNAV and VNAV modes may not automatically re-engage.
In this case, it is recommended to respect a waiting period (about 30 sec) before a new
selection of these modes.

02-22-10 F2000EX EASY
PAGE 4 / 24 CODDE 1
DESCRIPTION
ISSUE 14 DGT94085
AP ENGAGEMENT
FIGURE 02-22-10-04 AP PUSHBUTTON
Pressing AP pushbutton on the GP is the only means to engage the autopilot. When
engaged, the green ON caption comes on in the AP pushbutton, and a green AP symbol is
displayed at the top center of each FMA.
When AP is engaged, the horizontal and vertical modes are displayed in reverse video on
the FMA. With this symbology, the pilots are immediately informed about the status of the
AutoPilot.
AP DISENGAGEMENT
AP disengagement is either manual or automatic.
FIGURE 02-22-10-05 AUTOPILOT DISENGAGEMENT (RH)
Manual AP disengagement
The pilot can manually disengage the autopilot in either using:

- AP pushbutton on the Guidance Panel,
- YD pushbutton on GP,

F2000EX EASY 02-22-10
CODDE 1 PAGE 5 / 24
DESCRIPTION
DGT94085 ISSUE 14
- Quick disconnect pad on the yoke (one push),

- GA pushbutton on the yoke,
- Stab trim switch on the yoke.
When the pilot presses the TCS pushbutton (on the yoke), the autopilot declutches the
servomotors but remains engaged.
In pressing TCS, the pilot hand flies the airplane towards a new attitude without actually
disengaging the AP. At TCS release, the AP servomotors reengage. The AFCS then
synchronizes with the new attitude or reverts to the previous active modes, as below
described:
FD MODES FD MODES
BEFORE TCS ACTIVATION AFTER TCS ACTIVATION
LNAV LNAV
HDG (XXX°) HDG (XXX°)
TRK (XYZ°) TRK (XYZ°)
ROL (X°) ROL at TCS release (*)
LOC LOC
ALT (XXX ft) ALT at TCS release (YYY ft)
VS (XXX ft/min) VS at TCS release (YYY ft/min)
PATH (XX°) PATH at TCS release (YY°)
ASEL ASEL
CLB (XXX kt) manual speed Speed at TCS release (YYY kt)
CLB (XXX kt) FMS speed CLB (XXX kt)
G/S G/S
VGP VGP
VPTH VPTH
(*) refer to basic ROL mode
FIGURE 02-22-10-06 TCS HDG ALT

02-22-10 F2000EX EASY
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DESCRIPTION
ISSUE 14 DGT94085
Automatic AP disengagement
The autopilot automatically disengages when:

- Both computers AP1 and AP2 fail, or
- Excessive force is applied on the control column, or
- Stall warning is triggered.
NOTE
At AP disengagement, continuous “AUTOPILOT” aural warning sounds and AP flashes red on
the FMA unless the pilot presses the quick disconnect pad or reengages the AP
YD ENGAGEMENT / DISENGAGEMENT
The Yaw Damper is automatically engaged on the ground after successful completion of the
AFCS power up test or in-flight upon AP engagement, or by pressing the YD pushbutton
(the ON caption on the pushbutton illuminates in green).
Autopilot engaged, pushing YD makes AP disengage, but pushing AP does not make YD
disengage. If YD fails, the AP remains engaged.
AUTOTHROTTLE CONNECTION / DISCONNECTION
FIGURE 02-22-10-07 AT PUSHBUTTON
Connection of the AT is achieved through depression of the AT pushbutton on the GP, only
when the airplane is flying above 400 ft Radio Altimeter after take off. Engagement of the AT
is not possible above Max Climb.
When AT is connected, the ON symbol on the AT pushbutton illuminates in green and a
green A/T symbol displayed at the top left corner of each FMA. When AT is connected, the
AT modes are displayed in reverse video on the FMA.

F2000EX EASY 02-22-10
CODDE 1 PAGE 7 / 24
DESCRIPTION
DGT94085 ISSUE 14
AT disconnection is either manual or automatic.

The pilot can manually disconnect the autothrottle in pressing either:
- The AT quick disconnect button on either power lever,
- The AT pushbutton on GP.
Upon manual disconnection, A/T flashes amber for 10 seconds on the FMA and
"AUTOTHROTTLE" aural warning sounds once.
The autothrottle automatically disconnects if:
- The pilot overrides it (force disconnection),
- After FADEC malfunction,
- After AT failure.
Upon automatic disconnection, "AUTOTHROTTLE" aural warning sounds and A/T flashes
amber on the FMA. To cancel both warnings, the pilot must push one of both AT quick
disconnect buttons.
When disconnected, the AT generate the appropriate synchronized power settings on the
two engines, with respect of engine and airplane flight envelope limitations (max / min N1,
VMO / MMO) or specific speed references.
NOTE
AP and AT must be disengaged at Minimum Use Height.

02-22-10 F2000EX EASY
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DESCRIPTION
ISSUE 14 DGT94085
FLIGHT DIRECTOR MODES
LATERAL MODES
FIGURE 02-22-10-08 LATERAL MODES CONTROLS
The AFCS lateral modes are:

- Basic Roll mode (ROL),
- Heading or Track modes (HDG / TRK),
- Lateral Navigation mode (LNAV),
- Localizer (LOC),
- Back Course (B/C).
Basic Roll mode
ROL mode is active when no other lateral mode is active.

Depending on the roll condition at the activation of the mode:
- Roll is maintained when the airplane roll attitude exceeds 6°, up to 28° max above
20,000 ft, or up to 35° max below 20,000 ft,
- Roll returns to 0° when the roll attitude is between 6° and 3°,
- Heading is maintained when the roll attitude has remained lower than 3° for 10
seconds.
The FMA displays the green ROL.
In pressing TCS, the pilot can increase the bank angle up to 35° max (below 20,000 ft) or
28° max (above 20,000 ft).

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DESCRIPTION
DGT94085 ISSUE 14
Heading / Track modes
Heading (HDG) or Track (TRK) mode is selected with the outer rotary switch (outer ring)
on the GP. Heading or Track value is set with the inner rotary knob (inner ring), then
mode is engaged by pressing the HDG / TRK pushbutton.
When engaged, a green ON symbol is displayed on the GP. Heading or Track value is
displayed on the FMA and on the HSI.
FIGURE 02-22-10-09 HEADING OR TRACK MODE
When engaged, the HDG / TRK mode captures and maintains the heading or track
corresponding to the bug position.
Turn is initiated in the direction the heading bug was turned to (even for changes of more
than 180° but less than 360°).
The maximum bank angle can be manually selected on the AVIONICS window (AFCS
Tab) or as automatically selected according to current airplane altitude (High bank 28°
below 30,000 ft, Low bank 14° above). Low bank symbol is displayed on the roll scale at
the top of the ADI.
Pressing the PUSH SYNC rotary knob synchronizes selected heading or track bug to the
current heading or track of the airplane.
When activated, HDG or TRK mode can be automatically disengaged by AFCS logic (e.g.
if LOC mode is armed, there is an automatic transition from HDG / TRK mode to LOC
mode) or manually by pressing again on the HDG / TRK pushbutton (return to ROL
mode).

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DESCRIPTION
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Lateral navigation mode
Lateral navigation mode (LNAV) is selected by pressing the LNAV pushbutton, which
displays a cyan dot (LNAV armed) or a green dot (LNAV engaged), and accordingly the
FMA displays a cyan / green LNAV symbol. When LNAV is active, the FD provides lateral
command to capture and hold the active leg of the flight plan. When engaged, the AP
follows this FD lateral command and the roll is automatically limited to 28°.
LNAV can be automatically activated after a DIRECT TO a waypoint selection and after a
transition from ROLL / HDG / TRK to LNAV (for these last cases, the airplane trajectory
must be convergent to the considered flight plan leg).
When active, LNAV mode can be disengaged automatically by AFCS logic (e.g.
commutation from LNAV to LOC if APP was previously armed) or manually by pressing
the LNAV or GA pushbutton or by selection of HDG or TRK mode.
FIGURE 02-22-10-10 LNAV AND ALT MODES
LOC
Approach mode (APP) is selected by pressing the APP pushbutton on the GP. When
engaged, the APP mode allows the airplane to capture and follow a LOC beam. This
mode is similar to the LNAV mode but provides more accurate track monitoring. The LOC
can also be captured from ROL, HDG / TRK, LNAV lateral modes.
A cyan light (APP armed) or a green light (APP engaged) is then displayed on the
pushbutton itself. Accordingly the FMA displays LOC and G/S cyan / green.
FIGURE 02-22-10-11 LOC CAPTURED AND GLIDE ARMED
When active, APP mode can be disengaged automatically by AFCS logic (e.g. loss of
sensors) or manually by pressing the APP pushbutton.
NOTE
If APP mode is selected to capture and follow a LOC beam, and if GS beam is available, the
airplane will capture and follow both LOC and GS.

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DGT94085 ISSUE 14
B/C
If Back Course has been selected on the Flight Management Window for the arrival
phase of flight, the APP mode selection engages the B/C lateral mode. In B/C mode, the
final descent to the runway can be performed in PATH or VS modes.
NOTE
When Back Course has been selected, it remains active until de-selection in FMW window
(ARRIVAL phase, Landing Data tab).
For a Back Course approach, the front course must be selected on the Couse Deviation
Indicator.
VERTICAL MODES
FIGURE 02-22-10-12 VERTICAL MODES CONTROLS
The AFCS vertical modes are:

- Basic Path mode (PATH),
- Altitude mode (ALT),
- Preset Altitude mode (ASEL),
- Climb mode (CLB),
- Vertical Speed mode (VS),
- Vertical Navigation mode (VALT, VCLB, VPTH, VASL, VGP),
- Glide Slope mode (GS).

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Basic Path mode
If no FD modes are displayed on the FMA, engaging the AutoPilot automatically selects
basic modes (ROLL and PATH). The PATH limits when AP is engaged are +/- 17°.
AP engagement outside of these limits will bring back the airplane to a commanded path
at +/- 17°. Within these limits, the path angle can be changed through use of the
PATH / VS thumb wheel, up and down (UP/DN), and also through TCS function.
FIGURE 02-22-10-13 PATH MODE
Altitude hold mode
Altitude hold mode (ALT) is selected either manually by pressing the ALT pushbutton on
the GP or automatically after capture of a Pre-selected Altitude (ASEL).
The ALT mode allows either to capture and hold the present altitude when ALT button is
pressed or to hold the pre-selected altitude.
When ALT mode is active a green ON light is displayed on the GP and the FMA displays
the green ALT indication and the reference altitude along with the corresponding bug on
the altitude tape.
Airplane response in ALT mode is limited to +/- 0.1 g or +/- 20° pitch angle.
FIGURE 02-22-10-14 ALT MODE
When active, ALT mode can be disengaged automatically by AFCS logic (e.g. Glide
Slope capture) or manually by pressing the ALT pushbutton.
Changing ASEL during an ASEL capture leads to the basic mode reversion (PATH) at the
current path if no mode selected (CLB mode for example).
NOTE
Check the vertical mode, and reset if necessary, whenever a new altitude is selected.

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DGT94085 ISSUE 14
Preset Altitude mode
Preset Altitude mode (ASEL) is automatically armed as soon as:

- A pre-selected altitude has been set, either manually (ASEL) or automatically
through the FMS (VASL) using a VNAV mode,
- The airplane is climbing / descending towards the pre-selected altitude.
The reference pre-selected altitude value (or FL value when BARO setting is STD) is
displayed on the readout above the ASEL setting knob (1,000 feet or 100 feet
increments). This reference value and associated bug are also displayed on the FMA, on
top of the altitude tape. Depending on the selection made on the HSI menu, the ASEL
unit can be either ft or m.
When the AP has been engaged in normal conditions (except with active VGP or G/S
modes: in these cases, ASEL is ignored), it will capture and hold the reference with a
minimization overshoot:
- During climb, the capture phase is initiated when the pre-selected altitude is within
2,000 ft (0.8 g max) of current airplane altitude,
- During descent, the capture phase is initiated when the pre-selected altitude is within
10,000 ft (1.2 g max) of current airplane altitude.
The CHECK ASEL excitement is displayed on the FMA if:
- The current flight path is diverging more than 1° from the ASEL reference,
- The selected mode is not compatible with ASEL logic.
FIGURE 02-22-10-15 CHECK ASEL

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Climb mode
Climb mode (CLB) is selected by pressing the CLB pushbutton on the GP, and a green
ON light is displayed on the pushbutton itself. In CLB mode, the AFCS captures and
keeps the speed target, either manually set (SPEED knob) or FMS managed. The FMA
displays the green CLB indication and speed bug (FMS or MAN) along the speed tape.
FIGURE 02-22-10-16 CLB MODE
When active, CLB mode can be disengaged automatically by AFCS logic (e.g. ASEL
capture) or manually by pressing the CLB pushbutton.
Vertical Speed mode
Vertical Speed (VS) mode is selected by pressing the VS pushbutton on the GP and a
green ON light is displayed on the pushbutton itself. In VS mode, the AFCS captures and
flies a reference vertical speed. This reference vertical speed can be adjusted through the
use of the VS / PATH thumb wheel on the GP. Each click on the wheel will change the
vertical speed by +/- 100 ft/min. The maximum vertical speed commands are
- 8,000 ft/min and + 6,000 ft/min. The FMA displays the VS indication in green and the
value of the vertical speed target in magenta.
FIGURE 02-22-10-17 VS MODE
When active, VS mode can be disengaged automatically by AFCS logic or manually by

pressing the VS pushbutton.

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Vertical Navigation mode
Vertical Navigation mode (VNAV) is selected by pressing the VNAV pushbutton on the
GP.
When VNAV is armed a cyan light is lighted on the GP, when the VNAV is active a green
light is lighted on the GP. The FMA displays accordingly the corresponding cyan/green
mode/sub mode indications.
In this mode, the FD guidance is computed by FMS.
FD modes for VNAV are VALT, VCLB, VPTH, VASL, and VGP:
- VALT: transition to VALT automatically occurs upon VNAV mode capture of the FMS
pre-selected altitude or computed altitude (whichever is closer), or if the FMS
requests a direct transition to altitude hold. The reference altitude may also be
manually selected and in such case will have priority over the FMS computed
altitude.
- VCLB: when CLimB mode is operating, VCLB is selected by pressing the VNAV
pushbutton on the GP. It operates like the CLB mode except that guidance
commands are referenced to the FMS altitude and IAS/Mach values. Manually
selected speed reference can also be used in this mode. If a pre-selected altitude
has been manually set, this selection will override the FMS computed altitude if this
selected altitude value is below the FMS constraint.
- VPTH: it is selected by pressing the VNAV pushbutton on the GP. VPTH is only
active during descent and operate like VS mode. It is automatically engaged at the
TOD (Top Of Descent) if the ASEL is lower than the current altitude of the airplane.
To obtain a VPTH mode on a waypoint, it is necessary to have an altitude constraint
attached to this waypoint. If the ASEL is lower than the airplane current altitude, it is
possible to engage VPTH by performing a vertical DIRECT TO this waypoint.
- VASL: this mode is equivalent to altitude capture. It is used to level the airplane at
the VNAV supplied altitude target. The altitude target is either an altitude constraint
or the altitude preselector setting. The FD controls the path of the airplane in order to
capture the altitude. The AT controls the speed command displayed on the GP
(Guidance Panel) or the FMS speed when selected. Moving the throttles changes
the speed. VASL mode operation status is displayed in the FMA only during capture
phases.
- VGP: this mode is similar to VPTH mode but the altitude preselector is ignored. The
FD shall transition to VGP mode based on the set-up of an FMS approach, being in
the terminal area, and the arming of the mode via the APP pushbutton on the GP.
NOTE
Below transition altitude or level, altimeter must be set to QNH for VNAV accuracy.

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Vertical mode
FMS vertical
pointer
FIGURE 02-22-10-18 VPTH MODE
Glide Slope mode
Transition to Glide Slope mode (GS) from a VNAV mode occurs when the airplane gets
within the GS deviation limits with LOC captured. In the FMA the GS caption turns green.
FIGURE 02-22-10-19 LOC CAPTURED AND GLIDE ARMED
APPROACH MODE
Approach mode (APP) is selected by pressing the APP pushbutton on the GP. A cyan light
(APP armed) or a green light (APP engaged) is then displayed on the pushbutton itself.
The type of approach must be selected in the FMW page before pressing the APP
pushbutton (Refer to Chapter 02 / ATA 34 / windows and associated tab - flight
management window).
When VGP approach mode is selected and the system is capable to perform VGP, a VGP
excitement field will be displayed in FMA to indicate to the pilot that this mode can be armed.
Once the pilot presses APP pushbutton, the VGP mode will be armed.
When active, APP mode can be disengaged automatically by AFCS logic (e.g. loss of
sensors) or manually by pressing the APP pushbutton.
Accordingly the FMA displays armed mode in cyan and active mode in green.
FIGURE 02-22-10-20 LOC AND GLIDE CAPTURED

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DGT94085 ISSUE 14
The dual couple mode is activated if the following conditions are met:
- Both PDU display the same ILS frequency, from independent NAV receivers.
- Both NAV sources are valid and active (LOC1 on HSI 1 and LOC2 on HSI 2).
- Radio altimeter reads 1,500 ft, decreasing.
While in dual couple mode, the AFCS:

- Uses average deviation data for FD guidance.
- Reverts to the valid NAV source (LOC1 or LOC2) if a PDU or a radioNAV data is invalid.
- Reverts to the most reliable NAV source if both are valid but not correctly tracking.
- Reverts to the previously PILOT SIDE, in case of loss of the dual couple mode.
FIGURE 02-22-10-21 APP LOC AND GLIDE CAPTURED-DUAL COUPLED

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DESCRIPTION
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GO-AROUND MODE
The Go-Around mode (GA) is available when the airplane is airborne (weight off wheels) or
when airspeed is above 60 kt, by pressing the GA pushbutton on the yoke. This disengages
the AP and displays ROL and GA on the FMA.
FIGURE 02-22-10-22 GA REFERENCE
On the ADI:
- In the lateral axis lateral mode, the FD commands wings level until 140 kt are reached,
and then transition to heading hold,
- In the vertical axis, the FD commands a fixed pitch (11°).
GA mode is de-selected when a new vertical mode is selected.
WINDSHEAR MODE
WindShear (WS) escape mode can be selected, each time a Windshear condition is
detected by the Terrain Awareness and Warning System (TAWS) by pressing the GA
pushbutton on the yoke. If GA is already activated at the moment of the windshear condition
is detected, the windshear mode is automatically activated.
This action disconnects the AutoPilot and changes the FD / TD commands. ROL and WSHR
modes are displayed in the FMA.
FD and TD will thus provide vertical and thrust guidance to achieve the best escape path.
FD command, when followed, will maintain the IAS close to the stall speed. TD command,
when followed, will maintain the maximum take-off power. The escape guidance aims to
minimize altitude loss while maintaining a safe margin to stall.
Windshear mode is de-selected upon selection of any other vertical mode.

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ROTATION SYMBOL
The ROtation Symbol (ROS) is activated at power on by default.

In the vertical axis, the FD holds a fixed pitch (11°). A ROS (ROtation Symbol) displayed in
the ADI and the HUD helps the pilot to set the right pitch after rotation.
Rotation symbol is removed 3 seconds after lift off.
FIGURE 02-22-10-23 ROTATION SYMBOL

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THRUST DIRECTOR MODES
When engaged the AutoThrottle moves the throttle to achieve TD guidance.
NOTE
When AT is engaged and in speed capture phase (target speed is significantly different from
the current speed), TD progressively coincide with acceleration chevrons.
The TD is working in two different modes:

- Speed mode,
- Thrust mode.
SPEED MODE
In this mode, throttle positions will be adjusted to maintain the selected speed / Mach
number.
Associated AP vertical modes are: ALT, ASEL, VALT, VASL, VS, PATH, VPTH, G/S, VGP,
and ASP.
In MAN speed, the reference target speed / Mach number (selected through action on the
PUSH CHG toggle button) will be displayed in the speed digital readout on the GP. On FMS
speed modes, dashes are displayed in the speed digital readout on the GP. The FMA
displays a green A/T SPD indication, the reference speed value and the associated bug.
A speed reference bug can be:
- : MAN,
- : FMS,
- : Tear-drop display when MAN / FMS speed < Low Speed Cue + 5 or MAN / FMS
speed > VMO - 5 kts.
When the speed reference bug is below LSC + 5 kt or above VMO - 5 kts, teardrop appears
and becomes the active speed target (independently of any speed protection).
The TD will provide a thrust command to capture and hold the reference speed / Mach
number. If reaching the reference speed / Mach number takes too long or is impossible, a
LIM amber indication will be displayed on the FMA (in the AT status area): to achieve the
target capture, PF action will be necessary (extend or retract airbrakes, change flaps
configuration, …).
THRUST MODE
This mode is active when the speed is held by the FD or when the throttle positions are
maintained constant.
Associated AP modes are: CLB, VCLB, WS, GA, Pitch Speed Protection (PSP), throttle
retard mode, and thrust reduction mode.

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CLB, VCLB
In these modes, the TD indicates the throttle position to complete the climb.
N1 is displayed in green in the autothrottle FMA.
The maximum possible engine power setting is MAX CLIMB or CRU (cruise).
The CRU is selected on the ENG synoptic.
 For more information, refer to CODDE 1 / ATA 70.
Windshear, GA
The engine power setting is MAX TAKE-OFF power.
Autothrottle Speed Protection (ASP)
This mode provides protection each time the airplane is flying outside of the normal
speed flight envelope (low or high speed).
 For more information, refer to section 02-22-15
Pitch Speed Protection (PSP)
PSP is automatically activated when ASP is not able to make the airplane re-enter within
the limits of the normal speed flight envelope.
 For more information, refer to section 02-22-15
Throttle retard mode
When the AT is engaged and the airplane descends through 20 ft radio altitude, the AT
will retard throttles to IDLE, and then disengage after touch down (WOW).
The FMA displays a green RTR symbol as the active N1 limit, until AT disengagement.
Thrust reduction mode (optional HUD 3)
This mode is initiated by a HGS order entailing automatic throttles reduction during flare
out.
AT displays and operation in this mode is the same as in the throttle retard mode
described above.

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AUTOTHROTTLE LIMITS
N1 limit
The FMA displays a green N1 indication, and just below the active N1 limit:
- CRU, if the N1 upper limit is MAX CRUISE.
Speed limit
The upper speed limit is VMO / MMO and the lower speed limit is low speed cue.
NOTE
Automatic protection is not provided for VFE.
AUTOTHROTTLE AUTHORITY
The AutoThrottle behaviour is not determined by the Thrust Director.

For reasons of comfort, the AT does not directly follow the TD orders, which are intended
and optimized for a hand flying.
Voluntarily, the AT authority has been limited when the flight level change is limited to
5,000 ft altitude difference in low altitude (e.g: when flying at 3,000 ft / 250 Kt and 5,000 ft is
selected on the ASEL in CLB mode, the AT will not engage MAX Climb for passenger
comfort reasons).

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AUTOPILOT CAT II APPROACH
CAT II Approach must be selected in the Arrival Phase Of Flight of the Flight Management
Window (Landing Data tab).
Approach mode (APP) is selected by pressing the APP pushbutton on the GP.
FIGURE 02-22-10-24 GUIDANCE PANEL CONTROL
The following condition must be met to enter in CAT II:

- LOC and G/S active,
- Independant sources for IRS and ADS,
- Same barosetting for LH and RH side,
- One RA is operational,
- Autopilot is engaged.
When the G/S is captured, the AFCS switches to dual couple mode if the following conditions
are met:
- Both PDU display the same ILS frequency, from independent NAV receivers,
- Both NAV sources are valid and active (LOC1 on HSI 1 and LOC2 on HSI 2),
- Uses average deviation data for FD guidance,
- Reverts to the valid NAV source (LOC1 or LOC2) if a PDU or a radionavigation data is
invalid,
- Reverts to the previously "PILOT SIDE" PDU, in case of loss of the dual couple mode.
The AFCS receives and displays radio altitude on both PDU. The AFCS selects the radio
altitude as long as both radio altimeters are valid and tracking (no miscompare flag)
 For more CAT II conditions of operation, refer to AFM (DGT88898) / ANNEX 2 and
CODDE 2 (DGT88899) / Chapter 02 / SPECIAL NORMAL OPERATION / Operations.
Any unfulfilled CAT II requirement is indicated by a relevant CAS message.

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FIGURE 02-22-10-25 CAT II APPROACH SYMBOLS
The CAT 2 annunciation is displayed in the ADI when approach CAT II is selected and the
vertical G/S deviation is captured.
If CAT II conditions are fulfilled, CAT2 shows green.
If CAT II conditions are not fulfilled and if:
- RA > 200 ft, CAT2 shows amber,
- RA < 200 ft, CAT2 shows red.
 For more information on the symbology refer to CODDE1 / ATA 34 / Windows and
associated tabs – ADI.

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SPEED PROTECTION MODE
DGT94085 ISSUE 14
INTRODUCTION
EASy provides speed protection devices and associated warnings, in order to keep the
airplane within the normal flight envelope.
The normal speed flight envelope ranges from VMO/MMO - 4 kt and LSC + 4 kt.
The speed protection warnings consist of indications on the speed tape, referred to as "cues"
and aural alerts.
The speed protection consists of both Autothrottle Speed Protection (ASP) and Pitch Speed
Protection (PSP). Automatic speed protections are only available if the AutoPilot is engaged.
SPEED PROTECTION WARNINGS
Aural alerts and color changes of the speed scale are provided in order to increase the flight
crew awareness in case of overspeed, low speed or excessive AOA.
Aural and visual alerts are available independently of the AutoPilot engagement.
LOW SPEED PROTECTION
At the bottom of the speed scale of the Attitude Director Indicator (ADI), two cues, one
amber and one red, are displayed at low speed. They are also displayed on the Head Up
Display (optional).
FIGURE 02-22-15-00 LOW SPEED CUES ON ADI SPEED SCALE

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ISSUE 14 DGT94085
Low Speed Cue (amber)
The amber Low Speed Cue (LSC) indicates an operational speed limit that includes
preset stall margins. The length of the amber low speed cue will vary when the airplane
configuration changes (SF1, SF2, SF3 and AB1, SF3 and AB2, SF0 and slats out).
LSC is not displayed on ground (Weight On Wheel).
In clean configuration, the LSC is the maximum between LSC "low altitude" (computation
based on AOA) and LSC "high altitude" (computation based on a table using gross
weight from FMS and pressure altitude from the on-side selected ADS).
When the airplane is not in clean configuration, the displayed LSC is the "low altitude"
LSC.
With AutoPilot off, when the load factor increases, the upper edge of the amber cue will
not move up.
A continuous "INCREASE SPEED" aural warning is triggered if the speed is below the
amber zone (when IAS < LSC - 2kts for more than 1 second).
Stall warning cue (red)
The upper edge of the red cue indicates the speed at and below which the stall warning is
activated in any flight phase and airplane configuration. When the load factor is increased
(e.g., during a turn), the upper edge of the red cue will move up. Therefore, at high load
factors, the amber cue may be hidden by the red cue.
A continuous "STALL" aural warning would be triggered below the red zone.

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DGT94085 ISSUE 14
HIGH SPEED PROTECTIONS
As for the Low Speed Cue, indications of overspeed are displayed at the top of the speed
scale of the Attitude Director Indicator (ADI) and the HUD.
VMO / MMO
The VMO / MMO limitation is represented by a red cue with white stripes, displayed at the
top of the speed scale.
A continuous alert (pulsing horn) is triggered slightly above VMO or MMO.
FIGURE 02-22-15-01 VMO / MMO ON THE ADI SPEED SCALE
NOTE 1
With slats, flaps, landing gear extended and/or with certain failures, a red cue (V constraint)
shows at the top of the speed tape. In this case, the V constraint indicates the maximum
allowed speed (VFE, VLE, max IAS with such and such failure).
NOTE 2
This V constraint does not trigger any automatic protection.

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ISSUE 14 DGT94085
SPEED PROTECTION DEVICES
Activation of the speed protection depends on the status of the AutoPilot and Auto-Throttle:
- If the AutoPilot and Auto-Throttle are engaged, the system is configured to stay within the
normal speed flight envelope,
- If the AutoPilot is engaged but the Auto-Throttle is not, the Auto-Throttle will automatically
engage when speed protection is triggered,
- If the AutoPilot and Auto-Throttle are not engaged, they will not automatically engage
when speed protection is triggered. It is the flight crew responsibility to recover the speed.
There is no speed protection:
- When flying above a V Constraint (VFE, PITCH FEEL, AIL FEEL, ...),
- When flaps are extended; only a continuous "FLAPS" voice message is triggered when the
airplane is flying above VFE,
- When Go-Around or Windshear mode are active.
NOTE
Even when speed protection is active (AP ON, AT ON), if speed reaches the red low speed
cue, the continuous "STALL" aural warning sounds and the AutoPilot will automatically
disengages. The flight crew will has to manually recover from the stall onset.
AUTOTHROTTLE SPEED PROTECTION (ASP)
Engagement
With the AutoPilot engaged and the Auto-Throttle not engaged; the Autothrottle Speed
Protection (ASP) mode automatically engages if the airplane flies beyond the normal
speed envelope:
- Low speed ASP engages when speed IAS goes below the top of amber Low Speed
Cue (LSC),
- High speed ASP engages when IAS goes above VMO / MMO.
When ASP is activated, the Auto-Throttle engages and adjusts thrust to keep the active
speed target (MAN / FMS speed bug or tear drop). The power levers initial displacement
is amplified in order to swiftly increase / reduce the airspeed.
ASP is not available when the power levers are beyond MAX CLB detent.
The Auto-Throttle switches to protection mode and a PROT shows on the Flight Mode
Annunciator (FMA).
At low speed, the reference speed is the greater of MAN/FMS selected speed or the
tear-drop speed (top of LSC + 5 kts).

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DGT94085 ISSUE 14
At high speed, the reference bug is the lower of MAN/FMS selected speed or the
tear-drop speed (slightly below VMO - 5 kts).
FIGURE 02-22-15-02 HIGH SPEED ASP MODE ENGAGED
FIGURE 02-22-15-03 LOW SPEED ASP MODE ENGAGED

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ISSUE 14 DGT94085
Disengagement
The ASP disengages when recovering the normal speed range, or when the AT is
disengaged
PITCH SPEED PROTECTION (PSP)
Engagement
The Pitch Speed Protection (PSP) mode can be activated in every vertical mode other
than ASEL, ALT (below 20,000 ft), VALT (below 20,000 ft), G/S, GA, WS and VGP.
It is automatically activated when the ASP cannot bring the airspeed back into the normal
speed envelope.
NOTE
Below 20,000 ft, in ASEL, ALT, VALT, and in G/S or VGP modes, flying the path is considered
more important than managing the airspeed, so PSP is not available in these modes.
The PSP is always activated after ASP engagement. In that case, the AutoPilot vertical
mode automatically swirtches to PROT that shows on the Flight Mode Annunciator. Two
PROT captions are then displayed: the left one relates to AT in ASP mode; the right one
relates to AP in PSP mode.
FIGURE 02-22-15-04 ASP AND PSP MODE ENGAGED
When the PSP is activated, the AutoPilot maintains the tear drop speed. The tear drop is
VMO/MMO minus 5 kts, or LSC plus X kts (X depends of the altitude).
When PSP is activated, the auto throttle adjusts the engines thrust to cancel out the
speed excursion.
PSP mode, pitch-up at low speed and pitch-down at high speed are inhibited.

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DGT94085 ISSUE 14
Disengagement
The PSP disengages when recovering the normal speed range (LCS+4kt; VMO/MMO -
4kt). Then, the AP vertical mode reverts to PATH that synchronizes with the current path
angle.
FIGURE 02-22-15-05 DISENGAGEMENT OF THE PSP MODE

02-22-15 F2000EX EASY
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ISSUE 14 DGT94085

F2000EX EASY 02-22-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 14
CIRCUIT BREAKERS
The Auto Flight System is protected by conventional trip-free circuit breakers located above
the overhead panel.
FIGURE 02-22-20-00 AUTO FLIGHT CIRCUIT BREAKERS
AFCS CH A circuit breaker protects AFCS 1 module A hosted in the MAU 2B and AFCS 2
module A hosted in the MAU 1B.
AFCS CH B circuit breaker protects AFCS 1 module B hosted in the MAU 2B and AFCS 2
module B hosted in the MAU 1B.

02-22-20 F2000EX EASY
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SYSTEM PROTECTION
ISSUE 14 DGT94085

F2000EX EASY 02-22-25
CODDE 1 PAGE 1 / 2
ABNORMAL OPERATION
DGT94085 ISSUE 15
CAS MESSAGES
CAS MESSAGES DEFINITION
AP .. FAIL On ground, indication of AP (1/2) failure
MACH TRIM FAIL Failure of Mach trim function
PITCH MISTRIM Pitch mistrim is detected with AP engaged

AFCS function has detected lateral or direction
ROLL MISTRIM mistrim
YD .. FAIL On ground, YD function is failed
AFCS - ADS ALL MISC All ADS miscompare detected by AFCS
AFCS - IRS ALL MISC All IRS units miscompare detected by AFCS
Miscompare of the IRS unit (1/2/3) with respect the
AFC - IRS ..+.. MISC other IRS units.
AFCS IRS .. FAIL IRS (1/2/3) not available for AFCS
AP .. FAIL In flight, indication of AP (1/2) failure

AP has been disconnected due to pressure on
AP-CONTROL WHEEL OVRD control wheel
AP engagement is inhibited due to airplane being on
AP-ON GROUND INHIBITED ground
AP-SW ACTIVE INHIBITED AP engagement is inhibited due to Stall Warning

AP engagement is inhibited due to AP being Touch
AP-TCS INHIBITED Control Steering (TCS) mode
AP engagement is inhibited due to AP being
AP-TOGA INHIBITED Take-off / Go-Around (TOGA) mode
Inhibition of the auto trim due to pilot overriding the
AP-TRIM INHIBITED control column
Auto-Throttle software has failed or Auto-Throttle is
AT 1 FAIL not available
CAT 2 NOT AVAILABLE Approach CAT 2 not available

Approach CAT 2 is selected and crew must verify
CHECK ADS SOURCE ADS parameters
Approach CAT 2 is selected and crew must verify
CHECK BARO SETTING baro setting value

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ABNORMAL OPERATION
ISSUE 15 DGT94085

Approach CAT 2 is selected and RH NAV source is
CHECK COPILOT NAV not LOC 2
CHECK DUAL COUPLE The FD is not in dual couple mode below 800 ft
Approach CAT 2 is selected and ILS frequencies
CHECK ILS FREQ are different between LH and RH
Approach CAT 2 is selected and the same IRS is
CHECK IRS SOURCE displayed on both PDU
Approach CAT 2 is selected and LH NAV source is
CHECK PILOT NAV not LOC 1
Approach CAT 2 is selected and RADH is set below
ENGAGE AP 200 ft but AP is not engaged
Approach CAT 2 is selected but active vertical mode
G/S NOT CAPTURED is not GS
Approach CAT 2 is selected but one GS deviation
G/S NOT RECEIVED (LH or RH) is invalid
Approach CAT 2 is selected but one LOC deviation
LOC NOT RECEIVED (LH or RH) is invalid
PITCH TRIM FAIL Autopilot pitch trim has failed

Approach CAT 2 is selected and Radio Altimeter is
RA NOT RECEIVED invalid (Second RA is optional)
Approach CAT 2 is selected and one IRS data on
REVERT IRS LH or RH is invalid
Approach CAT 2 is selected and a displayed RA is
REVERT RAD ALT invalid in dual RA configuration
Stabilizer emergency trim has been used, normal
STAB EMERGENCY control circuit breaker is tripped
YD .. FAIL In flight, Yaw Damper function is failed

F2000EX EASY 02-22A-00
ATA 22 EASY II – AUTO FLIGHT
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 18
02-22 ATA 22A EASY II – AUTO FLIGHT
02-22A-00 TABLE OF CONTENTS
02-22A-05 GENERAL
Introduction
Flight director and thrust director
Mach trim function
02-22A-10 DESCRIPTION
Automatic flight control system interface
Automatic flight control system operation
Flight director modes
Thrust director modes
Autopilot CAT II approach
02-22A-15 SPEED PROTECTION MODE

Introduction
Speed warnings
Speed protections
02-22A-20 SYSTEM PROTECTION

Circuit breakers
02-22A-25 ABNORMAL OPERATION

CAS messages

02-22A-00 F2000EX EASY
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TABLE OF CONTENTS
ISSUE 18 DGT94085

F2000EX EASY 02-22A-05
CODDE 1 PAGE 1 / 6
GENERAL
DGT94085 ISSUE 18
INTRODUCTION
The dual Automatic Flight Control System (AFCS1 and AFCS2) is composed of the following
systems:
- 2 Flight Directors (FD) and 2 AutoPilots (AP),
- 1 Thrust Director (TD) and 1 AutoThrottle (AT),
- 2 Yaw Dampers (YD) and 2 Mach Trims (MT).
Each AFCS elaborates orders in path and roll axes that are known as Flight Director (FD)
commands. These commands are displayed on the Attitude Director Indicator (ADI) and
possibly on the Head-Up Display (HUD, optional).
The AutoThrottle elaborates the thrust order, known as Thrust Director command, displayed
on the ADI and on the HGS (optional).
When both AP and AT are engaged, the electric servo-motors are connected to:
- The flight controls via a clutch, so that the airplane will follow the FD commands,
- Each thrust lever, so that the engines will follow the TD commands.
The AutoPilot automatically trims the airplane in pitch and compensates for AOA variation
during deployment of slats, flaps and airbrakes. Regardless of the active vertical mode, the
AutoPilot limits the angle of pitch to ± 20°.
The Yaw Damper (YD) provides the pilot with automatic yaw stabilization when handflying.
When the AutoPilot is engaged, YD provides both yaw stabilzation and turn coordination.
EASy contains two dual-channelled AFCS: AFCS 1 channel A and B are hosted in MAU2B,
while AFCS 2 channel A and B are hosted in MAU1B.
This dual configuration allows manual and automatic switching between AFCS1 and AFCS2.
The AutoPilot fail-safe design allows for automatic reversion following an electronical failure
(MAU for instance) that is indicated by AP .. FAIL in the CAS window.
NOTE
In this section, the illustration may sometimes differ from the displaying on the real airplane.

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GENERAL
ISSUE 18 DGT94085

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GENERAL
DGT94085 ISSUE 18
FLIGHT DIRECTOR AND THRUST DIRECTOR
Flight Director (FD)

Command Bar
Thrust Director (TD)

Flight Path Symbol
(FPS)
FIGURE 02-22-05-01 THRUST DIRECTOR - FLIGHT DIRECTOR
FLIGHT DIRECTOR
The Flight Director (FD) command cue gives Lateral and Vertical guidance. The pilot has just
to make the green FPS coincide with the magenta FD command cue.
The lateral and vertical modes are grouped into basic and superior modes.
LATERAL VERTICAL
BASIC ROL PATH
SUPERIOR HDG ALT

TRK CLB
LNAV VNAV
LOC GS
Etc. Etc.

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GENERAL
ISSUE 18 DGT94085
In details, the FD superior modes are:
LATERAL VERTICAL
HEADING or TRACK HDG or TRK -
(FMS) LNAV LNAV -
ILS APPCH LOC or B/C GS
GPS APPCH LNAV VNAV
LPV APPCH LSBA VSBA
T/O MODE HDG or LNAV or TRK TO
G/A MODE HDG or LNAV or TRK GA
WINDSHEAR MODE ROL WSHR
AUTOMATIC DESCENT MODE ADM ADM
ALTITUDE HOLD - ALT
ALTITUDE SELECTION - ASEL
CLIMB - CLB
VERTICAL SPEED - VS
(FMS) VERTICAL NAVIGATION - VALT, VCLB,

VPTH, VASEL,
VGP
THRUST DIRECTOR
The Thrust Director (TD) works in either:

- SPEED mode: The target speed the pilot sets on the Guidance Panel (MAN SPD) or the
FMS computed one, drives the TD.
- Or THRUST mode: in T/O or GA mode, the takeoff N1 drives the TD.

F2000EX EASY 02-22A-05
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GENERAL
DGT94085 ISSUE 18
MACH TRIM FUNCTION
The Mach Trim improves the longitudinal stability at high Mach number (0.77 ≤ MI ≤ 0.87) by
adjusting the position of the Trimable Horizontal Stabilizer (THS) with the Mach number
increasing.
The Mach Trim automatically engages at airplane power up and cannot be manually
disengaged.
When AutoPilot is Off:
- The Mach Trim operates unless the pilot uses the normal pitch trim. Once the pilot
releases the pitch trim switch, the Mach Trim resumes its operation.
When AutoPilot is ON:
- The Mach Trim does not operate. The Autopilot has an auto-trim function.

02-22A-05 F2000EX EASY
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GENERAL
ISSUE 18 DGT94085

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DESCRIPTION
DGT94085 ISSUE 18
AUTOMATIC FLIGHT CONTROL SYSTEM INTERFACE
The Flight Crew can manage the AFCS (AutoPilot and AutoThrottle) with the use of:
- On the instrument panel,

o The Guidance Panel (A) gathering all AFCS controls,
o The Flight Mode Annunciator (B) displaying the AFCS active/armed modes.
- On both control wheels (D),
o The AutoPilot (AP) quick disconnect pad,
st
o The Go-Around (GA) button for EASY I and EASY II 1 Cert,
nd rd
o the Take-Off and Go-Around (TOGA) button for EASy II 2 Cert and 3 Cert,
o The Touch Control Steering (TCS) button.
- On both thrust levers (E),
o The autothrottle AT quick disconnect buttons.
FIGURE 02-22-10-00 AFCS CONTROLS

02-22A-10 F2000EX EASY
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DESCRIPTION
ISSUE 18 DGT94085
GUIDANCE PANEL (GP)
FLIGHT MODE ANNUNCIATOR (FMA)
FIGURE 02-22-10-02 FLIGHT MODE ANNUNCIATOR
The Flight Mode Annunciator (FMA) on each PDU shows the Pilot Flying (or coupled side),
the armed and active AFCS modes, and AutoThrottle modes.
Only one lateral and one vertical mode can be active at the same time. However, one lateral
and one vertical mode can be simultaneously armed: for example, when APP (approach
mode) is armed, LOC and GS are armed.

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DESCRIPTION
DGT94085 ISSUE 18
The active modes show in green in the FMA, along with the associated references
displayed in magenta, according to the following standard.
ACTIVE LATERAL MODE WITH ACTIVE VERTICAL MODE WITH

REFERENCE REFERENCE
VCLB [XXX kt or M .XX]
VGP [± XX°X ]
LNAV CCCCC [the TO WPT]
VASL [FLXXX or XXXXX or XXXXX M]
ROL
VALT [FLXXX or XXXXX or XXXXX M]
HDG / TRK [XXX°]
VPTH [± XX°X]
LOC RWYXX [from FMW]
PATH [± XX°X]
B/C RWYXX [from FMW]
ASEL [FLXXX or XXXXX or XXXXX M]
LSBA RWYXX [from FMW]
ALT [FLXXX or XXXXX or XXXXX M]
ADM [XXXº]
CLB [XXX kt or M .XX]
PROT
ADM [XXX kt]
VS [↑↓XXXX]
GA
T/O
G/S [± XX°X]
VSBA [± XX°X]
WSHR
The armed modes show in cyan in the FMA, according to the following standard.
ARMED LATERAL MODE ARMED VERTICAL MODE

ANNUNCIATIONS ANNUNCIATIONS
LNAV VNAV various modes
LOC G/S
B/C VGP
LSBA VSBA

02-22A-10 F2000EX EASY
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DESCRIPTION
ISSUE 18 DGT94085
AUTOMATIC FLIGHT CONTROL SYSTEM OPERATION
PILOT SIDE SELECTION
FIGURE 02-22-10-03 PILOT SIDE PUSHBUTTON

PILOT SIDE pushbutton is located on the GP. The AFCS coupled side is indicated by:
- A left or right green arrow on the GP, and
- An arrow in each FMA.
NOTE
At power on, the left side is selected by default.
The AFCS computations use onside coupled/voted sensors and equipment:

- Air Data System (ADS),
- Flight Management System (FMS).
Additionnaly, the PILOT SIDE defines on/from which side:
- the TCAS 1/6 window is displayed when a Resolution Advisory arises,
- the PDU is displayed when in the degraded two-DU configuration,
- the Baro Setting is used by FMS/FMW takeoff and landing tabs,
- ENG-TRM-FUEL pops up upon aileron/rudder input,
- The weather radar image shows on the MDU.
When swapping the PILOT SIDE, the AP/FD automatically reverts to the basic modes. The
superior modes must be selected again.
NOTE
After swapping PILOT SIDE, LNAV and VNAV modes may not engage.
In this case, pause for about 30 sec before selecting these modes again.

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DESCRIPTION
DGT94085 ISSUE 18
AUTOPILOT ENGAGEMENT
FIGURE 02-22-10-04 AP PUSHBUTTON

The AutoPilot engages when the pilot pushes the AP pushbutton on the GP. The green “ON”
caption then comes on, and a green “AP” is displayed in each FMA.
FIGURE 02-22-10-05 AP ENGAGED AND COUPLED TO THE LEFT SIDE
When the AutoPilot is engaged, the active lateral and vertical modes show in reverse video
(black on green) on each FMA.
A logic prevents the AP engagement if Weight On Wheels is detected and Calibrated

Airspeed < 60 kt.
 Refer to AFM or CODDE 2 for Autopilot limitations.

02-22A-10 F2000EX EASY
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DESCRIPTION
ISSUE 18 DGT94085
AUTOPILOT DISENGAGEMENT
FIGURE 02-22-10-06 AUTOPILOT DISENGAGEMENT (IN RH SEAT)

AP disengagement can be manual or automatic.
AutoPilot Manual Disengagement
The pilot can manually disengage the AutoPilot by pushing any of the following controls:
- Quick disconnect pad on the yoke (one push),
- (TO)GA pushbutton on the yoke,
- Pitch trim switch on the yoke,
- AP pushbutton on the Guidance Panel,
- YD pushbutton on the Guidance Panel,
- EMERG TAILPLANE on the pedestal.
AutoPilot Automatic Disengagement
The AutoPilot automatically disengages when:

- Both AP1 and AP2 computers fail, or
- Excessive force is applied on the control column (with a 10-second delay after an AP
engagement or transfer), or
- Stall warning is triggered.
NOTE
At AP disengagement, continuous “AUTOPILOT” aural warning sounds and AP flashes red in
the FMA until the pilot pushes again the quick disconnect pad, or reengages the AP.

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DESCRIPTION
DGT94085 ISSUE 18
Touch Control Steering (TCS)
The Touch Control Steering allows to hand fly the airplane while the AutoPilot remains
engaged. When the pilot pushes the TCS button, the AP servomotors declutch, he/she
then can hand fly the airplane to modify the flight parameters. When the pilot releases the
TCS button, the AP servomotors reengage, the AutoPilot then synchronizes with the new
flight parameters or reverts to the previous ones, as below described:
ACTIVE MODE ACTIVE MODE

BEFORE TCS ACTIVATION AFTER TCS ACTIVATION
LNAV LNAV
HDG (XXX°) HDG (XXX°)
TRK (XYZ°) TRK (XYZ°)
ROL (X°) ROL with new bank angle at TCS release[1]
LOC LOC
ALT (XXX ft) ALT, with new altitude at TCS release
VS (XXX ft/min) VS, with new V/S at TCS release
PATH (XX°) PATH, with new path angle at TCS release
ASEL ASEL
CLB (XXX kt) in MAN SPEED CLB with new IAS at TCS release
VCLB (XXX kt) VCLB (XXX kt)
G/S G/S
VGP VGP
VPTH VPTH
LSBA LSBA
[1] bank angle is limited to 35° below FL200 and to 28° above FL200.
When the pilot uses the Touch Control Steering, TCS (in white reverse video) replaces
AP in the FMA.
FIGURE 02-22-10-07 TCS HDG ALT

02-22A-10 F2000EX EASY
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DESCRIPTION
ISSUE 18 DGT94085
NOTE
Do not push the AP quick-disconnect pad while holding the TCS button: the AutoPilot will
disconnect without both “AUTOPILOT” aural warning and flahing AP in the FMA.
YAW DAMPER ENGAGEMENT / DISENGAGEMENT
On the ground, the AFCS self tests at power up. When the test is ok, the Yaw Damper
automatically engages (ON), but the servomotors are declutched. They remain declutched
during the take-off phase, and progressively engage after lift-off (or at 400 ft Rad Alt on the
initial climb out if the Weight On Wheel system is INOP).
FIGURE 02-22-10-08 GUIDANCE PANEL - YD PUSHBUTTON
In flight,
• If both Yaw Damper and AutoPilot are OFF: pushing the YD or AP pushbutton
makes the YD engage, the green “ON” caption comes on.
• If the Yaw Damper is ON and AutoPilot is OFF: pushing the YD pushbutton makes
the Yaw Damper disengage, the “ON” caption goes off.
• If both Yaw Damper and AutoPilot are ON: pushing the YD pushbutton makes both
Yaw Damper and AutoPilot disengage, both “ON” captions go off. Pushing the AP
pushbutton does not make the Yaw Damper disengage.

F2000EX EASY 02-22A-10
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DESCRIPTION
DGT94085 ISSUE 18
AUTOTHROTTLE CONNECTION / DISCONNECTION

Pushing the AT pushbutton (on the Guidance Panel) makes the AutoThrottle connect,
providing the airplane flies above 400 ft Rad Alt after take off.
The pilot cannot connect the AutoThrottle when at least one thrust lever is beyond
MAX CLB detent.
FIGURE 02-22-10-09 AUTOTHROTTLE PUSHBUTTON
When the AutoThrottle is connected, the green “ON” caption comes on, and A/T is
displayed on the top-left corner of each IPFD, along with the AutoThrottle active mode (see
AutoThrottle Modes in this chapter).
The pilot can disconnect the AutoThrottle by pushing either:
- The quick disconnect pushbutton on any thrust lever, or

- The AT pushbutton on the Guidance Panel.
The AutoThrottle automatically disconnects if:
- The pilot overrides it (force disconnection),

- A malfunction arises in either FADEC,
- The AutoThrottle fails.
Upon manual disconnection, A/T flashes for 10 seconds in the FMA and
"AUTOTHROTTLE" aural warning sounds only once.
Upon automatic disconnection, A/T flashes continuously and "AUTOTHROTTLE" sounds
continuously.
To silence both warnings, the pilot must push either AT quick disconnect pushbutton.

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
FLIGHT DIRECTOR MODES
LATERAL MODES
FIGURE 02-22-10-10 GUIDANCE PANEL - LATERAL MODE CONTROLS
Basic Roll mode (ROL)
ROL mode is active when no other lateral mode is: either when engaging the AP/FD
without any lateral mode selected, or when deselecting the active lateral mode with the
AP/FD engaged.
Depending on the bank angle at ROL activation, ROL mode:
- Maintains the heading when the bank angle was lower than 3° for the last 10 seconds,
- Makes the wings level if the bank angle is between 3° and 6°,
- Maintains the bank angle if between 6° and 35° below FL200 (28° above FL200).
In this case, the FMA shows ROL as the active lateral mode.

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
Heading / Track modes (HDG/TRK)
The Heading/Track mode (HDG/TRK) captures and maintains the heading or track selected
by the pilot on the Guidance Panel.
- The pilot selects Heading (HDG) or Track (TRK) with the outer selector.
- The pilot sets HDG/TRK with the middle knob, or synchronizes HDG/TRK with the present
one by pushing the inner pushbutton (PUSH SYNC).
- The pilot then engages the desired mode by pushing the HDG/TRK pushbutton.
- The green “ON” caption comes on.
- Both FMA and HSI show the selected HDG or TRK.
- The AFCS makes the airplane turn in the same direction the pilot turns the HDG/TRK
knob, even if more than 180°.
FIGURE 02-22-10-11 HDG/TRK MODE
In HDG/TRK mode, the maximum bank angle is 28° below FL300 and 15° above FL300.
The FMW AVIONICS/AFCS page allows selecting Half Bank; the 15° Low Bank Arc then
shows white on the roll scale.

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
Lateral navigation mode (LNAV)
The Lateral Navigation mode (LNAV) is designed to capture and folow the active leg of
the Flight Plan.
To activate the Lateral Navigation mode, the pilot pushes the LNAV pushbutton.
- LNAV can possibly stay armed for a few seconds, which is annunciated by
Blue light in LNAV Pushbutton “LNAV armed” in the FMA
- Then LNAV becomes the active lateral mode, which is annunciated by
Green light in LNAV Pushbutton “LNAV captured” in the FMA
FIGURE 02-22-10-12 LNAV CAPTURE
In LNAV mode, the AFCS limits the bank angle to 30° (from 5° to 30° in Go Around mode
from 0 ft to 250 ft).
The FMS also commands a bank angle limited to:
- 15° during capture,
- 30° in Holding Pattern, Procedure Turn, Orbit, Arc to Fix leg and transition arc,
- 25° in all other situations.
Depending on the phase of flight, the bank angle is adjusted within these limits to keep
the trajectory in its protected airspace. Unless it is necessary to remain in these airspaces
(due to the wind for instance), the bank angle will not exceed the FMS LNAV Bank Factor
(20° by default) except en-route where the Bank Factor from AVIONICS / AFCS tab
applies (7° by default).

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
VERTICAL MODES
FIGURE 02-22-10-13 GUIDANCE PANEL - VERTICAL MODE CONTROLS
With the use of the Guidance Panel, the Flight Crew can control these vertical modes:
- PATH, Path Angle is the basic vertical mode.

- VS, Vertical Speed.
- ALT, Altitude Hold.
- ASEL, Altitude Preselector.
- CLB, Climb.
- VNAV modes: VALT, VCLB, VPTH and VASL.

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
PATH (Path) Mode
The Flight Director always engages in ROL and PATH, so does the AutoPilot if the FD
was not previously in use.
In PATH mode, the AFCS restricts the Flight Path Vector (FPV) to ± 17° angle of path. If
the pilot engages the AP/FD with the FPV beyond these limits, the AFCS brings it back
into the ± 17° normal range.
The pilot can adjust the path angle by means of either the VS/PATH thumb wheel, or the
TCS. The path angle shows in the FMA, right of the PATH annunciator:
FIGURE 02-22-10-14 FMA - PATH MODE
ALT (Altitude Hold) Mode
When the pilot pushes the ALT pushbutton on the Guidance Panel:
- The ALT mode captures and holds the present altitude (in magenta),
- The green “ON” caption comes on,
- ALT shows in the FMA with the reference altitude/Flight Level.
- The altitude bug is displayed on the altitude tape.
ALT mode active, the AFCS maintains the altitude with ± 0.1 g load factor.
FIGURE 02-22-10-15 FMA - ALT MODE
ALT Mode disengages:

• When the pilot pushes the ALT button again,
• Automatically, when the AFCS transitions to a superior mode (G/S, VGP, etc.).

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
ASEL (Altitude Preselector) Mode
This mode is automatically armed when:

- the pilot sets an altitude using the ASEL knob on the Guidance Panel, or
- the VNAV mode sequences to the next altitude constraint (VASL mode), or
- The airplane is climbing/descending towards the pre-selected altitude.
The ASEL readout displays the altitude by 100 or 1,000 foot increment, depending on the
position of the outer knob. When the onside altimeter is set to standard, the readout
displays the Flight Level by 1,000 foot increment. The selected altitude / FL then shows in
ASEL box, on top of the altitude tape.
The AFCS captures and holds the preset altitude / FL in minimizing the overshoot:
- In climb, it starts capturing 2,000 ft below ASEL (0.8 g maximum load factor),
- In descent, it starts capturing 10,000 ft above ASEL (1.2 g maximum load factor).
In the FMA, CHECK ASEL shows in a flashing box, if:

- The current vertical path diverges from the FMS computed one by more than 1°,
- The active vertical mode is not compatible with the ASEL logic.
FIGURE 02-22-10-16 FMA – ”CHECK ASEL” MESSAGE
CHECK ASEL is inhibited in approach (GS, VGP, LPV), go-around and in windshear
mode.
Turning the ASEL knob during the altitude capture makes the AFCS revert to the basic
PATH mode that maintains the present airplane path.
NOTE
Check the vertical mode, and reset it if necessary, whenever a new altitude is selected.

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
CLB (Climb) Mode
Pushing the CLB pushbutton activates the CLIMB mode, and the green ON caption
comes on. In CLB mode, the AFCS captures and keeps the speed target, either pilot
selected (SPEED knob set to MAN) or FMS managed (SPEED knob set to FMS). CLB
shows green in the FMA along with the target speed in magenta. The speed bug shows
along the speed tape.
FIGURE 02-22-10-17 FMA - CLB MODE

The CLIMB mode disengages:
- When the pilot pushes again the CLB pushbutton,
- When the pilot actuates the VS/PATH thumb wheel,
- When the pilot selects another vertical mode,
- Automatically, when the AFCS transitions to another vertical mode (e.g. ASEL).
VS (Vertical Speed) Mode
Pushing the VS pushbutton activates the Vertical Speed mode, and the green ON caption
comes on. The pilot adjusts the vertical speed (V/S) with the use of the VS / PATH thumb
wheel. The V/S digital value shows magenta in FMA (right of VS) while the Vertical
Speed Indicator gives both digital and analog V/S (green pointer).
VS mode restricts the vertical speed between 6,000 ft/min climbing and 8,000 ft/min
descending.
FIGURE 02-22-10-18 IPFD - VERTICAL SPEED MODE

The VS mode disengages:
- When the pilot pushes the VS button again,
- Automatically, when the AFCS transitions to another vertical mode (e.g. ASEL).

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
VNAV (Vertical Navigation) Mode
Pushing the VNAV pushbutton activates the Vertical Navigation mode. In this mode, the
FMS computes the vertical guidance that the AFCS follows.
When VNAV becomes armed, the cyan caption on GP comes on. When VNAV becomes
active, the green caption comes on. Simultaneously, the FMA shows the corresponding
vertical sub mode in cyan, or in green:
FIGURE 02-22-10-19 IPFD - VNAV MODE

- VALT: VNAV automatically transitions to VALT when capturing either the pilot
selected altitude (ASEL) or the FMS altitude constraint, whichever is near. Note that
ASEL has always priority over the FMS altitude constraint.
- VCLB: If CLB is active, pushing the VNAV pushbutton activates the VCLB mode.
The FMS computes the VCLB guidance from the altitude and speed constraints of
the Flight Plan. If the pilot sets ASEL to an altitude / FL, this value overrides the FMS
altitude constraint, provided that ASEL is the lowest.
- VPTH: only available in descent, VPTH automatically engages at Top Of Descent

(TOD) provided that the pilot has previously set ASEL below the present altitude.
Doing a VERTICAL DIRECT TO a downstream waypoint makes VPTH engage,
provided that this waypoint is altitude constrained.
- VASL: only shows in the FMA during altitude capture. VASL is the equivalent of
ASEL when in VNAV mode. The airplane will level of at either the pilot selected
altitude (ASEL) or the next FMS altitude constraint.
The VNAV mode disengages:

- When the pilot pushes the VNAV button again,
- Automatically, when the AFCS transitions to another vertical mode (e.g. Go-Around).

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
SPECIFIC FLIGHT MODES

The AFCS can work in these specific modes:
- APP Approach mode (ILS, B/C ILS, VGP, LPV),
- GA Go-Around mode,
- T/O Take-Off mode,
- WSHR Windshear mode,
- ADM Automatic Descent Mode.
APP - Approach Mode
The pilot must first select the type of approach in the STAR/App tab of the FMW before
activating the Approach Mode (Refer to ATA 34 / Windows and associated tab - Flight
Management Window – Arrival POF).
When the pilot pushes the APP pushbutton, the cyan or green caption comes on to
indicate that the Approach Mode becomes armed or active. Simultaneously, the approach
lateral and vertical guidance modes show in cyan or green in the FMA.
The APP mode disengages:

- When the pilot pushes the APP button again,
- When the pilot pushes the (TO)GA button (on the control wheel),
- Automatically, when the AFCS detects a loss of signal or a sensor failure.

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
■ ILS
The Approach Mode captures and follows the localizer beam. The AFCS can
capture the localizer (LOC) from any lateral mode ROL, HDG / TRK or LNAV.
The FMA shows LOC and GS in cyan when armed, and in green when captured.
FIGURE 02-22-10-20 FMA - LOC AND GLIDE SLOPE CAPTURED
NOTE
In APP mode, AFCS first captures and follows the Localizer (LOC). If a Glide Slope (GS) signal
is available, the AFCS will next capture and follow GS, fully established on the ILS.
Once the Localizer is captured (LOC shows in FMA), the AFCS will transition from
a vertical mode to the Glide Slope mode when the airplane gets within the GS
deviation limits. The FMA will then show GS.
FIGURE 02-22-10-21 FMA - LOC CAPTURED AND GLIDE ARMED
■ Back Course ILS
If the pilot has previously selected B/C in the FMW / Arrival POF / Landing Data
Tab, pushing the APP pushbutton makes the Back Course mode engage. In B/C
mode, the final approach segment can be either flown in PATH or VS modes.
NOTE
On a B/C ILS approach: in HSI, always set Crs to the Localizer front course.
B/C will remain active until the pilot deselects it in FMW / Arrival POF, Landing Data tab.

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
• Dual Couple Mode
After the Glide Slope is captured, the AFCS switches to Dual Couple Mode when all
the following conditions are met:
- Both IPFD display the same ILS frequency, from independent NAV receivers.
- Both NAV sources are valid and active (LOC1 on HSI 1 and LOC2 on HSI 2).
- Radio altimeter reads 1200, decreasing.
While in Dual Couple Mode, the AFCS is fail-operational:
- It averages NAV1 and NAV2 radio data for smoother guidance.

- It allows approach to be continued if one NAV receiver fails.
- If an unflagged miscompare between NAV1 and NAV2 is detected, AFCS
reverts to the most reliable NAV source, and the approach mode continues.
Dual Couple Mode is indicated by a dual arrow in the AP caption.
FIGURE 02-22-10-22 FMA – AUTOPILOT IN DUAL COUPLE MODE

In Dual Couple Mode, the PILOT SIDE button is inhibited.
If Dual Couple Mode is lost, the AFCS reverts to the previous PILOT SIDE.
■ VGP – Vertical Glide Path
VGP beeing selected in FMW / Arrival POF / Landing Data Tab, the AFCS being
set in LNAV / VNAV:
When in the terminal area, and when the system is VGP capable, a vertical
deviation scale and the VGP pointer are displayed on the ADI to inform the pilot that
VGP mode is available for the approach.
Once the pilot presses APP pushbutton, the VGP mode will be armed.

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
■ LPV - Localizer Performance with Vertical Guidance
In order to be LPV capable, the Falcon 2000EX EASy must be equipped with 2
Global Navigation Satellite Sensor Units (GNSSU) that contain Satellite Based
Augmentation System (SBAS) Golbal Positioning Sytem (GPS) sensors. Note that
over the United States, SBAS is called Wide Area Augmentation System (WAAS).
The FMS database contains the approach Final Approach Segment (FAS) Data
Block associated with the LPV minimums. The FAS Data Block consists of the
lateral and vertical definition for the final approach path to be flown during the
RNAV GPS approach. The FAS Data Block is transmitted from the FMS to the
GNSSU and is used to compute the airplane lateral and vertical deviations along
the final approach segment. The GNSSU also monitors the excessive deviations.
LPV guidance becomes available once:
- RNAV GPS approach is selected in FMW / Arrival POF / Landing Data Tab,
- RNAV GPS approach contains a LPV line of minimums,
- The FAS Data Block is loaded into the GNSSU,
- The pilot pushes the APP pushbutton.
• When LPV is armed, the cyan caption comes in the APP pushbutton,
• When LPV is active, the cyan caption turns green.
The GNSSU then transmits angular lateral and vertical deviations to the AFCS that
provides ILS-like guidance, even if the FMS fails. LPV guidance is displayed on the
ADI as Lateral Satellite Based Augmentation (LSBA) and Vertical Satellite Based
Augmentation (VSBA).
During the approach, the FMA shows LSBA and VSBA cyan or green, accordingly.
FIGURE 02-22-10-23 LPV ANNUNCIATIONS AND DEVIATION POINTERS

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
T/O - Take-Off Mode (on airplane equipped with TOGA pushbutton)
Take-Off mode provides both vertical and speed guidance on standard takeoff, and
especially on One Engine Inoperative takeoff.
FIGURE 02-22-10-24 TOGA PUSHBUTTON ON COPILOT’S CONTROL WHEEL
Pushing the TOGA button activates T/O mode, and:
- The reference speed (V2) is displayed in magenta with a triangle, e.g. ,

on top of the Speed Tape,
- While the MAN / FMS speed bug shows in cyan (armed).
- The FMA shows ROL as lateral mode and T/O as vertical mode.
T/O mode uses as a speed target, according to this schedule:

- Until the airspeed (IAS) reaches V2: V2,
- Up to Take-Off Safety Altitude (TOSA): V2 / V2+10 in the range 85 Kt / 150 Kt,
- From TOSA to the change in vertical mode: VFT in the range 125 Kt / 210 Kt.
If takeoff data are invalid or not correctly entered, a push on TOGA button makes
FD TO MODE INHIBITED appear in CAS window.
THE ONLY WAY TO EXIT T/O MODE IS TO SELECT ANOTHER VERTICAL MODE.
In T/O mode, the Flight Director drives either a pitch attitude (via a path angle) or
airspeed, depending on the following phases. The Thust Director drives a reference N1.

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
T/O PHASE FD GUIDANCE TD GUIDANCE
A path angle to fly the AFM

reference pitch angle after
Phase1 rotation[1],
From brakes release to T/O THRUST
LDG Gear retraction Speed command: V2 / V2+10
(with 20° max pitch angle)
Phase 2 Speed command: IAS at gear

From LDG gear retraction (min V2, max V2+10) T/O THRUST
retraction to TOSA (with 20° max pitch angle)
Phase 3
Speed command: VFT MAX CLB THRUST
At Acceleration Altitude
(VFE - 5 max speed) when IAS = VFT - 3
(TOSA)
[1] visual guidance during the rotation is indicated by the ROtation Symbol.
NOTE
Do not engage the Auto-Throttle when T/O mode is the active vertical mode.
N1
MAX TO
FIGURE 02-22-10-25 T/O MODE ANNUNCIATIONS

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
GA – Go-Around Mode
In Go Around mode, the AFCS only provides a vertical guidance.

In the air or on the ground, pushing the (TO)GA button immediately activates the Go-
Around Mode providing that the airspeed is greater than 60 kt. The AutoPilot will
automatically disengage, but the Auto Throttle will not. The Auto-Throttle will
automatically disengage when the thrust levers reach MAX CLB detent.
FIGURE 02-22-10-26 GA / TOGA PUSHBUTTON ON COPILOT’S CONTROL WHEEL
■ GA mode on airplane equipped with GA pushbutton
The Flight Director commands:

- Wings level until reaching 140 kt, then LNAV becomes the active lateral mode.
- A path angle to reach 11° pitch attitude (F2000EX EASy, F2000DX, F2000LX)
or 12° pitch attitude (F2000S, F2000LXS).
■ GA mode on airplane equipped with TOGA pushbutton
The Flight Director drives either a pitch attitude (via a path) or airspeed, depending
on the following phases. The Thust Director drives a reference N1.
GA PHASE FD GUIDANCE TD GUIDANCE

Phase 1 A path angle to reach
first push on TOGA EX/DX/LX: 11° NU pitch attitude T/O THRUST
button LXS/S: 12° NU pitch attitude
Phase 2 Speed command:
Pitch attitude > 10° VREF / VREF + 20 T/O THRUST
and IAS > VREF (with 20° max pitch angle)
Phase 3 Speed command: VFT
MAX CLB THRUST
At Acceleration (VFE - 5 max speed)
when IAS = VFT - 3
Altitude (GASA) (with 20° max pitch angle)
If VREF or VFT is beyond limits or invalid, GA mode is still available but the Flight
Director can only drive an 11° (or 12°) pitch attitude (via a path) and
FD GA DEGRADED MODE appears in CAS window.

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
When the pilot pushes the (TO)GA button:
• If available, LNAV automatically activates. The FMA shows
LNAV AP GA
• If LNAV does not immediately activate but is armed, the FD commands a

path to level wings at 11° (or 12°) pitch attitude. The FMA shows
ROL AP GA
LNAV
• If the pilot selects HDG/TRK, this mode becomes immediately active. As

LNAV is automatically armed at the first push on (TO)GA button, the FMA
shows
HDG AP GA
LNAV
Next, when the conditions for LNAV engagement are met, LNAV
becomes the active lateral mode. The FMA shows
LNAV AP GA
FIGURE 02-22-10-27 FMA – LATERAL NAVIGATION IN GA MODE

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
FIGURE 02-22-10-28 IPFD AT GO-AROUND (PHASE 3)

The target speed is displayed on top of the speed tape with a triangle, as VFT
in the above picture.
MAN / FMS speed bug shows in cyan (armed).
THE ONLY WAY TO EXIT GA MODE IS TO SELECT ANOTHER VERTICAL MODE
At the end of the go-around, final target speed remains VFT. Once another vertical
mode is selected, the FMS will switch to climb if:
- Destination is changed, OR,
- Another approach is activated after a DIRECT-TO or FPL change (if done outside
a 15 NM circle from destination), OR,
- Current altitude is above 18,000 ft.

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
WSHR - Windshear mode (except on F2000LXS/S not equipped with M5023/SB 368)
When it detects windshear conditions, the Terrain Awareness and Warning System
(TAWS) triggers the alarm (audio + red or amber flag on IPFD).
FIGURE 02-22-10-29 IPFD – RED WINDSHEAR ALERT
If the FD is in T/O or GA mode and the TAWS triggers a red WINDSHEAR alarm:
- The Windshear Mode (WSHR) activates without any pilot's action.
If the FD is not in T/O or GA mode and TAWS triggers a red / amber WINDSHEAR alarm:
- Pushing the (TO)GA button activates the Windshear Mode (WSHR).
When the AFCS transitions to WSHR Mode, the AutoPilot automatically disengages,
Flight and Thrust Directors (FD / TD) provide vertical and thrust guidance for a better
escape. The FMA then shows:
FIGURE 02-22-10-30 FMA –WINDSHEAR MODE
Precisely flying the FD helps maintain the airspeed close to stalling speed. The TD
commands maximum takeoff thrust. WSHR escape guidance minimizes the altitude loss
while maintaining a safe stall margin.
THE ONLY WAY TO EXIT WSHR MODE IS TO SELECT ANOTHER VERTICAL MODE

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
ADM - Automatic Descent Mode (Optional)
ADM automatically activates at high altitude when depressurization is detected, if:
- AutoPilot is engaged,
- Aircraft flies above FL300,
- Cabin altitude exceeds 15,000 ft,
- Depressurization is detected (CABIN ALTITUDE in CAS window),
- None of the following modes is active: T/O, GA, WSHR or any Approach Mode.
NOTE
If the Auto Throttle was not previously engaged, ADM automatically activates it.
ADM does not operate the Air Brakes.
When the AFCS transitions to ADM mode, ADM flashes both sides of  AP in the FMA.
As an AutoPilot mode, ADM drives the F2000EX EASy along the following pattern:
- Turn 90° to the left,

- Descend at VMO - 5 kt,
 Auto Throttle commands IDLE Thrust. A/T N1 shows above the Speed Tape,
 Speed protections (PSP & ASP) are inhibited,
 20° ND max pitch angle,
 17° ND max path angle (FPV),
 Half Bank is automatically set,
 ASEL is automatically set to FL150.
- Level off at FL150,
 ALT becomes the active Vertical Mode,
 A/T switches to Speed Mode, A/T SPD shows above the Speed Tape,
 Reduce speed to 250 kt,
 Speed protections (PSP & ASP) become active.
To manually disengage the ADM, push:

- the AP quick-disconnect pad on the yoke, or,
- the TCS pushbutton on the yoke (AP stays engaged when TCS is released), or,
- the AP pushbutton on the Guidance Panel.
In all cases, the FD reverts to HDG/TRK and PATH/ASEL/ALT and the A/T reverts in
SPD MAN or FMS mode.

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
NOTE
The (TO)GA pushbutton does NOT deactivate the ADM.
FIGURE 02-22-10-31 ADM MODE ON IPFD
NOTE
If the pilot disengages the AutoPilot, ADM will not activate again, even if the conditions for
activation still remain.

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
ROTATION SYMBOL
To help the pilot fly the ideal pitch attitude at rotation, the FD activates the ROtation
Symbol (ROS) at power on.
The ROS shows as an inverted T at 11° pitch angle (on F2000EX EASy, F2000LX,
F2000DX) or at 14° pitch angle on F2000S/LXS, and will be removed from view 3
seconds after liftoff.
Figure 02-22-10-32 Rotation Symbol
The HSI moves downward to make the ROS visible during the acceleration phase.
 For more details about the Rotation Symbol, refer to Chapter 3 “TECHNICAL
INFORMATION PAGES”

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
THRUST DIRECTOR MODES
The Thrust Director (TD) displays the thrust guidance on the IPFD, in order to help the pilot
reach and maintain the target airspeed or Mach number.
When engaged, the AutoThrottle adjusts both engines thrust to follow TD guidance (the
acceleration chevron progressively coincides with TD).
 For more details about the Thrust Director and Acceleration Chevron, refer to
Chapter 3 “TECHNICAL INFORMATION PAGES”
SPEED MODE
In Speed Mode, the TD allows to maintain the target speed or Mach number, when the
AFCS works in any of these vertical modes: ALT, ASEL, VALT, VASL, VS, PATH, VPTH,
G/S and VGP.
The display of the TD mode (IPFD top left corner) changes with Autothrottle mode selection:
FD vertical modes Autothrottle Off Autothrottle On
ALT, ASEL, VALT,

VASL, VS, PATH, SPD A/T SPD
VPTH, G/S and VGP
Example:
 TD Speed Mode with AutoThrottle On (A/T SPD).
 The target speed is displayed on top of the Speed Tape.
 The corresponding speed bug is displayed.
FIGURE 02-22-10-33 AUTOTHROTTLE ON – SPEED MODE

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
Speed Bugs
Two different speed bugs are displayed along the Speed Tape, depending on the position
of the inner Speed Knob (MAN or FMS).
MAN SPEED
FMS SPEED
FIGURE 02-22-10-34 SPEED BUGS (MANUAL AND FMS)

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
THRUST MODE
In Thrust Mode, TD displays a fixed thrust setting to follow manually (at takeoff, go-around,
windshear, retard mode) or automatically by the Autothrottle (climb, cruise, descent,
Automatic Descent Mode, and pitch speed protection mode). When Autothrottle is On, the
AFCS controls the speed by pitch.
The TD works in Thrust Mode when the AFCS works in any of these vertical modes: CLB,
VCLB, WSHR, T/O, GA, ADM, Pitch Speed Protection (PSP), Throttle Retard (RTR) Mode
(HUD 3 / Cat III ILS approaches only).
At power On, the TD displays N1 (IPFD top left corner).

Depending on AFCS vertical mode, the FMA can display the following modes:
AFCS Vertical Mode Autothrottle OFF Autothrottle ON
N1 N1
T/O and GA [1] Not applicable
MAX TO [2] MAX CLB [2]
GA [3] N1 Not applicable
A/T N1
ADM Not applicable
_ADM_
CLB, VCLB, PSP N1 A/T N1
N1
RTR Not applicable
RTR
[1] Airplanes equipped with TOGA mode (M3381 or M3688 – SB 322).
[2] Means that N1 upper limit is computed by the FADEC.
[3] Airplanes not equipped with TOGA mode.
AUTOTHROTTLE
When the pilot pushes the AT pushbutton, the AutoThrottle (AT) engages and adjusts both
engines thrust and actuates both thrust levers accordingly. The AutoThrottle can work in
either Speed or Thrust modes in accordance with the TD guidance.
NOTE
IF ONE ENGINE IS SHUT DOWN, THE AUTOTHROTTLE IS INOP.

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
AUTOTHROTTLE LIMITS
If the phase of speed capture takes too long or if it is impossible to reach the target speed,
A/T LIM will show on the top-left corner of the IPFD.
Speed Limit
The upper speed limit is VMO / MMO and the lower speed limit is Low Speed Cue.
 For more details, refer to the next chapter SPEED PROTECTION MODE
NOTE
The Autothrottle does not respect VFE.
When CRUISE box is checked in ENGINE synoptic, thrust is limited to Max Cruise Thrust
(computed by FADEC, whatever the target speed is), indicated by the first inner white
mark on the N1 gauge.
The AutoThrottle cruise setting is displayed on the top-left corner of each IPFD:
AFCS Vertical Mode SYNOP / ENG Autothrottle ON
ALT, ASEL, VALT, A/T SPD

VASL, VS, PATH,
VPTH, G/S and VGP
 CRU _
NOTE
With EASy II, the CRUise limitation mode is a sub mode of A/T SPD.
AUTOTHROTTLE AUTHORITY IN CLIMB

At low altitude, the AutoThrottle authority is limited when the change in altitude is less than
5,000 ft.
For example: while flying level at 3,000 ft / 250 Kt, the pilot sets ASEL to 5,000 ft and
pushes the CLB pushbutton. The AutoThrottle will not command MAX CLB (for passenger
comfort).

F2000EX EASY 02-22A-10
DESCRIPTION
DGT94085 ISSUE 18
AUTOPILOT CAT II APPROACH
CAT II Approach must be selected in the Arrival Phase Of Flight of the Flight Management
Window (Landing Data tab).
Approach mode (APP) is selected by pressing the APP pushbutton on the GP.
FIGURE 02-22-10-29 GUIDANCE PANEL CONTROL

The following conditions must be met to enter in CAT II:
- LOC and G/S active,
- Independant sources for IRS and ADS,
- Same barosetting for LH and RH side,
- One RA is operational,
- Autopilot is engaged.
When the G/S is captured, the AFCS switches to dual couple mode if the following conditions
are met:
- Both PDU display the same ILS frequency, from independent NAV receivers,
- Both NAV sources are valid and active (LOC1 on HSI 1 and LOC2 on HSI 2),

- Uses average deviation data for FD guidance,
- Reverts to the valid NAV source (LOC1 or LOC2) if a PDU or a radionavigation data is
invalid,
- Reverts to the previously "PILOT SIDE" PDU, in case of loss of the dual couple mode.
The AFCS receives and displays radio altitude on both PDU. The AFCS selects the radio
altitude as long as both radio altimeters are valid and tracking (no miscompare flag)
 For more CAT II conditions of operation, refer to AFM (DGT88898) / ANNEX 2 and
CODDE 2 (DGT88899) / Chapter 02 / SPECIAL NORMAL OPERATION / Operations.
Any unfulfilled CAT II requirement is indicated by a relevant CAS message.

02-22A-10 F2000EX EASY
DESCRIPTION
ISSUE 18 DGT94085
FIGURE 02-22-10-30 CAT II APPROACH SYMBOLS

CAT 2 shows on the ADI when established on LOC and G/S, and if CAT II has been selected
in FMW / Arrival page / Ldg data.
If CAT II conditions are fulfilled, CAT2 shows green.
If CAT II conditions are not fulfilled and if:
- RA > 200 ft, CAT2 shows amber,
- RA < 200 ft, CAT2 shows red.
 For more information on the symbology refer to CODDE1 / ATA 34 / Windows and
associated tabs – ADI.

F2000EX EASY 02-22A-15
CODDE 1 PAGE 1 / 8
DGT94085 ISSUE 18
INTRODUCTION
EASy provides Speed Protections and associated warnings, in order to keep the airplane
within the normal flight envelope (Low Speed Cue + 4 kt < IAS < VMO - 4 kt).
Speed Warnings consist of indications on the Speed Tape, referred to as "cues" and related
aural alerts.
Speed Protections consist of both AutoThrottle Speed Protection (ASP) and Pitch Speed
Protection (PSP).
SPEED WARNINGS
Aural alerts and color changes of the Speed Tape warn the pilots about too high / too low
airspeed or excessive Angle Of Attack (AOA).
Aural and visual alerts are available independently of the AutoPilot engagement.
LOW SPEED WARNING

At the bottom of the Speed Tape, amber and red cues are displayed.
FIGURE 02-22-15-00 LOW SPEED CUES ON SPEED TAPE

02-22A-15 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 18 DGT94085
Low Speed Cue (LSC)
In flight only, the amber Low Speed Cue indicates an operational speed limit that includes
preset stall margins. LSC are identical on both PDUs.
SF CLEAN at or above FL200, the LSC computation is based on the gross weight (from
the master FMS) and on the average altitude from both ADS (Air Data System).
SF CLEAN below FL200, or in SF1/2/3, the AFCS computes the LSC based on the
average AOA from both vanes. In this case the LSC depends on the airplane
configuration (Slats / Flaps settings, Airbrakes in or out). It is load factor compensated,
thus it does not stretch when g-load increases.
"INCREASE SPEED" continuously sounds when the ASP / PSP protections become
active (if the AP is engaged) or when IAS reaches LSC-2kt. This function includes static
and dynamic thresholds which depend on predicted airspeed. In explains why the
INCREASE SPEED can sometimes trigger whereas the current IAS has not reached
LSC-2 kt.
Stall Warning Cue (SWC)
In flight only, the top of the red Stall Warning Cue indicates the threshold of activation of
the Stall Warning.
The Stall Warning Cue depends on the airplane configuration (Slats / Flaps settings,
Airbrakes in or out). SWC is not load factor compensated, thus it stretches when g-load
increases and can possibly mask the LSC at high load factor.
"STALL" continuously sounds when the AOA reaches the stalling angle, which is
graphically indicated on the Speed Tape by the speed bug entering the red SWC.

F2000EX EASY 02-22A-15
CODDE 1 PAGE 3 / 8
DGT94085 ISSUE 18
HIGH SPEED WARNING
VMO / MMO
A red barber pole shows on top of the Speed Tape to indicate VMO / MMO.
A pulsing horn continuously sounds to warn the pilot about VMO / MMO exceedance.
VMO / MMO
cue
Vconstraint
cue
FIGURE 02-22-15-01 VMO / MMO AND VCONSTRAINT ON THE SPEED TAPE
NOTE 1
A red cue (V-constraint) also shows on the speed tape to indicate the maximum allowed speed,
depending on the configuration (VFE, VLE) or on any possible failure.
NOTE 2
Such V-constraint does not trigger any Speed Protection.

02-22A-15 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 18 DGT94085
SPEED PROTECTIONS
The activation of the Speed Protections depends on the status of the AutoPilot and
AutoThrottle:
- If both AutoPilot and AutoThrottle are engaged, Speed Protections automatically keep the
airspeed within the normal bounds of operation.
- If only the AutoPilot is engaged, the AutoThrottle will automatically engage when Speed
Protection activates.
- If both AutoPilot and AutoThrottle are not in use, none will automatically engage. When the
High / Low Speed Warning sounds, the pilot must manually recover from the speed
exceedance / decay.
There is no speed protection:

- When flying faster than a V-Constraint (VFE, PITCH FEEL, AIL FEEL, etc.).
- With flaps extended, only "FLAPS" continuously sounds if the airspeed exceeds VFE.
- In Take-Off, Go-Around, ADM or Windshear mode.
NOTE
Even if both AP and AT are ON, when the speed bug enters the red SWC, the AutoPilot
automatically disengages. The pilot must manually recover from the stall onset.
AUTOTHROTTLE SPEED PROTECTION (ASP)

The AutoThrottle adjusts thrust to keep the airspeed within (LSC + 4 / VMO - 4) range.
Engagement
AutoThrottle Speed Protection automatically activates if the airspeed:

- drops below the top of amber LSC, or
- Exceeds VMO.
Simultaneously,
- The speed bug format changes into a magenta teardrop,
- PROT is displayed in an amber box, on the top-left corner of IPFD.
A/T SPD
PROT
The AutoThrottle adjusts thrust to bring the airspeed back into the normal range. One can
observe an amplified displacement of both thrust levers that swiftly increase / reduce the
airspeed.

F2000EX EASY 02-22A-15
CODDE 1 PAGE 5 / 8
DGT94085 ISSUE 18
FIGURE 02-22-15-02 HIGH SPEED ASP
FIGURE 02-22-15-03 LOW SPEED ASP
Disengagement
ASP disengages when speed is back within normal range, or when the pilot disconnects
the AutoThrottle.

02-22A-15 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 18 DGT94085
PITCH SPEED PROTECTION (PSP)
Engagement
Pitch Speed Protection (PSP) automatically activates when ASP cannot keep the
airspeed within the normal bounds of operation.
PSP is available in every AFCS vertical mode other than G/S, VGP, TO, GA, and WSHR.
NOTE
Below FL200, PSP is inhibited when AFCS active vertical mode is ASEL, VASL, ALT or VALT,
because maintaining the altitude is more important than managing the airspeed.
The FMA shows PROT as the AFCS active vertical mode:
FIGURE 02-22-15-04 BOTH ASP AND PSP ACTIVE
The "teardrop speed" is displayed when IAS = VMO - 5, or IAS = LSC + X (where X
depends on the altitude).
The AutoThrottle sets the thrust to MAX CLB (if speed decay) or IDLE (if airspeed
exceedance), then the AutoPilot adjusts the path to maintain the "tear drop speed".
Per design, PSP cannot command a pitch-up at low speed or a pitch-down at high speed.

F2000EX EASY 02-22A-15
CODDE 1 PAGE 7 / 8
DGT94085 ISSUE 18
Disengagement
PSP automatically disengages when IAS is back within the normal (LSC + 4 / VMO - 4)
speed range.Then, PATH becomes the AFCS active vertical mode that synchronizes with
the current path angle.
FIGURE 02-22-15-05 PSP DISENGAGEMENT

02-22A-15 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 18 DGT94085

F2000EX EASY 02-22A-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 18
CIRCUIT BREAKERS
The Auto Flight System is protected by conventional circuit-breakers located on the overhead
circuit-breakers panel.
FIGURE 02-22-20-00 AUTO FLIGHT CIRCUIT BREAKERS
"AFCS CH A" C/B protects:
- AFCS 1/A Processor Module (hosted in the MAU 2B),

- AFCS 2/A Processor Module (hosted in the MAU 1B).
"AFCS CH B" C/B protects:
- AFCS 1/B Processor Module (hosted in the MAU 2B),

- AFCS 2/B Processor Module (hosted in the MAU 1B).

02-22A-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 18 DGT94085

F2000EX EASY 02-22A-25
CODDE 1 PAGE 1 / 2
ABNORMAL OPERATION
DGT94085 ISSUE 18
CAS MESSAGES
 Refer to CODDE 2, Appendix 1, section 08-00-05, MASTER CAS MESSAGES LIST.

02-22A-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
ABNORMAL OPERATION
ISSUE 18 DGT94085

F2000EX EASY 02-23-00
ATA 23 – COMMUNICATION
CODDE 1 PAGE 1 / 4
TABLE OF CONTENTS
DGT94085 ISSUE 20
02-23-05 GENERAL
Introduction
Sources
Communication interface
Interphone plug jacks
Circuit breakers
02-23_1 – VHF RADIOS
02-23_1-00 GENERAL
Introduction
VHF tuning
Receiving
Transmitting
Abnormal operation
02-23_2 – HF RADIO
02-23_2-00 GENERAL
Introduction
Controls and Indications
HF modes
HF transmission
HF reception
SELCAL function

02-23-00 F2000EX EASY
PAGE 2 / 4 CODDE 1
TABLE OF CONTENTS
ISSUE 20 DGT94085
02-23_3 – SATCOM / FONE
02-23_3-05 GENERAL
Introduction
02-23_3-20 CONTROLS AND INDICATIONS

Controls
Indications
02-23_4 – CMF / AFIS
02-23_4-00 GENERAL
Introduction
Status / config tab
Winds tab
Term Wx tab
Sigmets tab
Rx Msg tab
Tx Msg tab

F2000EX EASY 02-23-00
CODDE 1 PAGE 3 / 4
TABLE OF CONTENTS
DGT94085 ISSUE 20
02-23_5 – CPDLC
02-23_5-05 GENERAL
Introduction
Definitions
02-23_5-10 DESCRIPTION
General
CPDLC connection management
Uplink message processing
Downlink message processing
Message log management
ADS-C management (FANS 1/A only)
Emergency (FANS 1/A only)
Data link status
Message printing
Oceanic clearance (FANS 1/A only)
CPDLC failure
02-23_5-15 CONTROL AND INDICATION

General
MKB
ATC DTLK window
Dialog messages
CAS messages
02-23_5-20 FANS 1/A PAGES DESCRIPTION

ATC INDEX page
ATC LOGON/STATUS page
ATC LOG pages
ATC message pages
ATC report pages
ATC request pages
ADS review page
Answer to uplink pages
VERIFY pages

02-23-00 F2000EX EASY
PAGE 4 / 4 CODDE 1
TABLE OF CONTENTS
ISSUE 20 DGT94085
02-23_5-25 ATN B1 PAGES DESCRIPTION

ATC MENU page
ATC center pages
ATC LOG pages
ATC message pages
ATC report pages
ATC request pages
ATC MSG VERIFY page
02-23_5-30 CMF/ATS PAGES DESCRIPTION

SYSTEM MENU page
ATS pages
CMF pages
TIME/DATE page
02-23_6 – COMMUNICATION
02-23_6-00 CAS MESSAGES

CAS messages

F2000EX EASY 02-23-05
CODDE 1 PAGE 1 / 16
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
The present relates to radio-communications (VHF, HF, SATCOM), radio-navigation (NAV,

ADF, DME) and CMF / AFIS (optional).
EASy I:
 For ATC / TCAS, refer to sub-section 02-34-45 – EASY I – NAVIGATION -
SURVEILLANCE.
 For Uplink WX description, refer to sub-section 02-34-33 – EASY I – NAVIGATION -
Windows and associated tabs: I-NAV Uplink WX.
EASy II:
 For XPDR / TCAS, refer to section 02-34_13 NAVIGATION (EASY II) - XPDR / TCAS.
 For Uplink WX description, refer to section 02-34_15 NAVIGATION (EASY II) –
I-NAV GRAPHICAL WEATHER.
The communication system management can be done through controls located on the
Guidance Panel (GP), the Cursor Control Device (CCD), the Multifunction Keyboard (MKB)
and the AUDIO panel.
Radio indications are displayed in both Primary Display Units (PDU) in two dedicated areas,
the Permanent Radio Bar (PRB) in the lower right hand corner of the Horizontal Situation
Indicator (HSI), and the RADIOS page which appears in request in the 1/6 lower of the PDU.
CMF / AFIS is displayed in the either Multifunction Display Unit (MDU) in the 1/3 window. Only
one CMF / AFIS window is allowed in a MDU at a time.
The airplane basically features two independent sets of equipment:
- Set 1 including VHF1, HF1, NAV1, DME1, ADF1, XPDR 1,
- Set 2 including VHF2, VHF3 (option), HF2, NAV2, DME2, ADF2, XPDR 2.
The second ADF and HF are optional on F2000S.

02-23-05 F2000EX EASY
PAGE 2 / 16 CODDE 1
GENERAL
ISSUE 20 DGT94085
FIGURE 02-23-05-00 - FLIGHT DECK OVERVIEW

F2000EX EASY 02-23-05
CODDE 1 PAGE 3 / 16
GENERAL
DGT94085 ISSUE 20
SOURCES
ELECTRICAL SOURCES
The radio system is fed by a 28V / 25A DC source through four buses: set 1 is powered
through buses A1 and A2 and set 2 is powered through buses B1 and B2.
The AUDIO panels are powered through bus A2 for the left hand and the third crew member
AUDIO panels, and through bus B2 for the right hand AUDIO panel.
Operations on mini-load provide full functionality of the entire radio Set 1, VHF2 and HF2.
 For more information, refer to section 02-24.
ANTENNAS
The following figure shows the different antennas used by the radio-communication, radio-
navigation and radio-surveillance systems, and their respective location.
Airplane without SATCOM fin tip fairing

FIGURE 02-23-05-01 - ANTENNAS

02-23-05 F2000EX EASY
PAGE 4 / 16 CODDE 1
GENERAL
ISSUE 20 DGT94085
COMMUNICATION INTERFACE
PERMANENT RADIO BAR
The Permanent Radio Bar (PRB) offers all the primary functions for the radio. Secondary
radio functions can be found in the 1/6 RADIOS window.
A/C fitted with EASy I A/C fitted with EASy II

FIGURE 02-23-05-02 - PERMANENT RADIO BAR
The Permanent Radio Bar is graphically divided into three fields.

The on-side primary VHF COM is permanently displayed at the top field of the PRB:
- Active frequency is displayed in green while preset frequency is displayed in cyan,
- Pull-down menu at the top of this field allows to choose between on-side VHF or VHF3
(if installed),
- SQ, TX and 25 annunciators are displayed when respectively SQ is de-selected, radio is
transmitting and 25 kHz spacing is selected.
The middle field provides a space to display a pilot selected radio among all the installed
radios (NAV, ADF and HF, except VHF).
- Active frequency is displayed in green while preset frequency is displayed in cyan,
except for ADF where only active frequency is displayed,
- When HF is selected, annunciator field displays TX for Transmit Status, Emission
selection of UV, LV, AM, LD or UD, Duplex for duplex mode, and SQ for Squelch
selection.
- When NAV is selected, annunciator field displays either AUTO when FMS auto-tuning is
active or “H” with held frequency,
- When ADF is selected, annunciator field displays either ADF, ANT, BFO or Voice.
The active transponder module and the transponder code are displayed permanently in the
bottom field of the PRB. In addition the transponder and TCAS mode is displayed: ALTOF,
ALTON, STBY, TA RA or TA.

F2000EX EASY 02-23-05
CODDE 1 PAGE 5 / 16
GENERAL
DGT94085 ISSUE 20
RADIOS WINDOW
RADIOS window provides access to:

- Selecting any of the radio tuning (VHF, HF),
- Selecting NAV / ADF frequencies,
- Selecting ATC / TCAS mode (EASy I) or XPDR / TCAS (EASy II),
- Selecting SATCOM (option),
- Selecting FONE (option).
F2000EX EASy, F2000DX, F2000LX fitted with EASy I
F2000S, F2000LXS and F2000EX EASy, F2000DX, F2000LX fitted with EASy II
FIGURE 02-23-05-03 - RADIOS WINDOW TAB SELECTION
EASy I:
 For ATC / TCAS, refer to sub-section 02-34-45 – EASY I – NAVIGATION -
SURVEILLANCE.
EASy II:
 For XPDR / TCAS, refer to section 02-34_13 NAVIGATION (EASY II) - XPDR / TCAS.

02-23-05 F2000EX EASY
PAGE 6 / 16 CODDE 1
GENERAL
ISSUE 20 DGT94085
RADIOS SHORTCUTS ON THE MKB
MKB radios short-cuts provide a very quick and convenient way to access the desired
on-side radios. Pressing one of the MKB radios short-cuts directly pops-up the
corresponding radio in the Radio Bar and positions the cursor in it, except for HF. The HF
short-cut pops up the 1/6 radio window in the HF tab and selects HF1.
Then, with the CCD cursor positioned in the dedicated field, tune the frequency (preset) by
rotating the knob on the CCD base and swap between active and preset frequencies by
clicking the <ENTER> pushbutton of the CCD.
It is also possible to tune by dialing the frequency on the MKB then pressing the ENTER
pushbutton to validate, and to swap between active and preset frequencies by pressing the
SWAP key on the MKB.
NOTE
For primary VHF COM, preset frequency can be directly modified using the dedicated on-side
tuning knob and the SWAP pushbutton located on the GP.
In degraded two displays configuration, if HSI window is not displayed, 1/6 RADIOS window
pops-up and cursor is positioned in the corresponding field when using MKB radios short-
cuts.

F2000EX EASY 02-23-05
CODDE 1 PAGE 7 / 16
GENERAL
DGT94085 ISSUE 20
AUDIO PANEL
Two AUDIO panels are located in the pedestal and gather all the required controls for the
following primary functions:
- Selecting radio-communication sets (for transmitting / receiving),
- Selecting radio-navigation systems,
- Setting the intercom system for each crew member,
- Setting the radio volume.
A third AUDIO panel is available for a third crew member as an option.
FIGURE 02-23-05-04 - AUDIO PANEL
AUDIO panel controls
CORRESPONDING
PUSHBUTTON RADIO DEVICE OR CHARACTERISTICS
FUNCTION
VHF COM 1, 2 Selects transmission (upper pushbutton) and

and 3 (Option) reception (lower pushbutton) of VHF COM
Selects transmission (upper pushbutton) and

HF1 and 2
reception (lower pushbutton) of HF
Selects transmission (upper pushbutton) and

SATCOM reception (lower pushbutton) of SATCOM
(inoperative if option is not installed)

02-23-05 F2000EX EASY
PAGE 8 / 16 CODDE 1
GENERAL
ISSUE 20 DGT94085
CORRESPONDING
FUNCTION
Allows the crew to address the passengers.

PUBLIC ADDRESS Deselects transmission of the currently
selected COM.
NAV1 and 2 Selects reception of NAV1 and NAV2
ADF1 and 2 Selects reception of ADF1 and ADF2
VCE is a filter for VOR and DME, which

VOICE for VOR, ADF lowers the Morse code audio level transmitted
and DME by the ground station. Only voice is audible
(ATIS for example) when VCE is selected
DME1 and 2 Selects reception of DME1 and DME2
Selects MKR listening (MKR). Marker sound

can be muted (MUTE) for a few seconds, after
MARKER
which it will automatically revert to the normal
sound level
FONE: allows the crew member to control the
communication with the ground station.
CONF: Allows the crew member to control
FONE conference calls with the cabin telephones.
XFER: allows the crew member to transfer
calls between the ground station and the cabin
telephones
Selects CVR listening (CVR) or erasing
COCKPIT VOICE (ERS).
RECORDER
For more information, refer to section 02-31
Adjusts micro feedback transmissions to

SIDE TONE
speaker

F2000EX EASY 02-23-05
CODDE 1 PAGE 9 / 16
GENERAL
DGT94085 ISSUE 20
CORRESPONDING
FUNCTION
Selects communications hearing through the

SPEAKER
speakers
Allows the crew member to hear the other

INTERPHONE
crew member transmission in the headsets
Selects communications hearing through the

HEADPHONES
headsets
On the ground, allows the crew member to

GROUND communicate with the ground crew when
plugged to the airplane
VHF1 back-up function.

BACKUP
Refer to sub-section 02-23-10
MICROPHONE See further in this sub-section
Readout Display Displays volume level of the selected audio
Volume SET knob Sets sound level of the selected audio

02-23-05 F2000EX EASY
GENERAL
ISSUE 20 DGT94085
Audio Panel operation
■ Reception
The COM function is selected (through the headsets or speakers) by pressing the
corresponding circular pushbutton (in AUD row of his AUDIO panel). When
selected, the audio button will light up in green and the corresponding audio level
will appear in the readout display. The crew can adjust the reception volume by
rotating the SET knob on the right side of the readout display.
After 30 seconds, the volume is automatically reverted to the headphones
adjustment level (HDPH indication on the AUDIO panel readout display) or to the
speakers adjustement level (SPKR) if headphones (HDPH) are deselected.
FIGURE 02-23-05-05 - VHF 1 AUDIO SELECTION
All the COM devices audio reception can be selected simulltaneously. To deselect
one of them, press again on the associated AUD pushbutton.

F2000EX EASY 02-23-05
GENERAL
DGT94085 ISSUE 20
■ Transmission
To select a specific COM function (VHF, HF, SAT, PA) for transmission, each crew
member has to push on the corresponding rectangular pushbutton (in the MIC row
of his AUDIO panel), and the corresponding audio circular pushbutton will
automatically be activated. When selected, the two buttons are lit up in green.
FIGURE 02-23-05-06 - VHF 1 MIKE SELECTION
Only one COM transmitter set can be selected at a time, selecting another one will
disconnect the previously selected MIC selector. To deselect, press on the MIC
selector again.
To transmit through the selected COM device, the pilot can either use the Push-To-
Talk buttons (MIC) on the yoke or on the Cursor Control Device (CCD) base, or use
the handheld mike (stored on the front area of the yoke):
FIGURE 02-23-05-07 - TRANSMITTING DEVICES
NOTE
Transmitting with handheld mike will automatically activate the speakers if not selected.

02-23-05 F2000EX EASY
GENERAL
ISSUE 20 DGT94085
■ Operation with oxygen mask
This pushbutton (MIC) selects either the boom microphone (BOOM) or the mike
mask (MASK).
In case of use of the oxygen masks, this button must be depressed.
FIGURE 02-23-05-08 - OXYGEN MASK EMISSION ON AUDIO PANEL
NOTE
When active, the transmission through the mask will automatically select the on-side speakers.

F2000EX EASY 02-23-05
GENERAL
DGT94085 ISSUE 20
INTERPHONE PLUG JACKS
The GRND pushbutton is used to select/deselect the ground crew interphone system to the
on-side speaker and/or headset and selected microphone. After pressing the GRND
pushbutton, the volume is adjusted by rotating the knob.
FIGURE 02-23-05-09 - NOSE WHEEL

02-23-05 F2000EX EASY
GENERAL
ISSUE 20 DGT94085
FIGURE 02-23-05-10 - MAINTENANCE SERVICE COMPARTMENT

F2000EX EASY 02-23-05
GENERAL
DGT94085 ISSUE 20
CIRCUIT BREAKERS
FIGURE 02-23-05-11 - COM-NAV CIRCUIT BREAKERS

02-23-05 F2000EX EASY
GENERAL
ISSUE 20 DGT94085

F2000EX EASY 02-23_1-00
ATA 23_1 – VHF RADIOS
CODDE 1 PAGE 1 / 12
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
The VHF1, VHF2 and VHF3 (optional) are set and tuned by using one of the three sets of
controls located in the Guidance Panel (GP), the Cursor Control Device (CCD) and the
Multifunction KeyBoard (MKB).
VHF spacing can be set to 25 kHz or 8.33 kHz.
The VHF3 is a third VHF COM, usable for voice communication and for datalink (optional).
VHF TUNING
TUNING THROUGH THE GUIDANCE PANEL (GP)
The easiest and fastest way of tuning the VHF radios is through the Guidance Panel (GP)
VHF knobs.
FIGURE 02-23_1-00-00 - VHF CONTROLS ON THE GUIDANCE PANEL
The controls are one rotary knob and one swap pushbutton dedicated to the respective VHF
set. Only the onside VHF can be tuned by this knob, VHF1 (and VHF3) on LH side, VHF2
(and VHF3) on RH side. The VHF setting appears in the upper part of the Permanent Radio
Bar of the corresponding crew member's Horizontal Situation Indicator (HSI).

02-23_1-00 F2000EX EASY
PAGE 2 / 12 CODDE 1
GENERAL
ISSUE 20 DGT94085
VHF field
Permanent
radio bar
Custom
field
FIGURE 02-23_1-00-01 - PERMANENT RADIO BAR ON HSI
VHF tuning through the Guidance Panel (GP) is done without positioning the CCD cursor in
the VHF field on the Permanent Radio Bar (PRB):
- Rotating the outer ring of the VHF knob sets the frequency units and the inner ring the
decimals,
FIGURE 02-23_1-00-02 - FREQUENCY CHANGE

- The 8.33 / 25 pushbutton in the VHF knob allows to toggle between a 8.33 and a 25 kHz
frequency spacing (when pressing the button during more than 2 s),
NOTE
Only the preset frequency can be tuned. To become active, it has to be swapped with the
active frequency

F2000EX EASY 02-23_1-00
CODDE 1 PAGE 3 / 12
GENERAL
DGT94085 ISSUE 20
- Pressing the SWAP pushbutton will swap preset and active frequencies of the selected
VHF.
FIGURE 02-23_1-00-03 - FREQUENCY SWAPPING
TUNING WITH THE CCD AND MKB
VHF can also be managed through the CCD, either through the Permanent Radio Bar in
each Horizontal Situation Indicator (HSI), or through the RADIOS window in each Primary
Display Unit (PDU).
Permanent Radio Bar (PRB)
■ VHF field
The VHF field in the Permanent Radio Bar can be customized independently on
each PDU to display VHF1 (only on the left PDU) or VHF2 (only on the right PDU),
or VHF3 (option) active and preset frequencies, by selecting the desired VHF on
the VHF pull down menu.
FIGURE 02-23_1-00-04 - VHF FIELD MENU ON LH PRB
NOTE
At power up, the VHF field on the left hand Permanent Radio Bar will be configured with VHF1
and the one on the right hand PRB with VHF2.

02-23_1-00 F2000EX EASY
PAGE 4 / 12 CODDE 1
GENERAL
ISSUE 20 DGT94085
■ Managing VHF on the VHF field
To set the frequency (preset):

- Place the CCD cursor in the VHF field of the Permanent Radio Bar,
- Tune by rotating the knob in the Cursor Control Device base (outer ring for
units and inner ring for decimals), or
- Tune by dialing the frequency on the Multifunction KeyBoard and pressing
ENTER to activate it,
FIGURE 02-23_1-00-05 - FREQUENCY TUNING ON THE PRB

- Swap on request between preset and active frequencies by clicking <ENTER>
on the CCD or pressing the SWAP key on the MKB.
NOTE 1
When tuning the frequency with CCD or MKB, pressing SWAP on the MKB directly activates
the new frequency.
NOTE 2
Smart tuning of the VHF is also possible through the MKB.
Example: dial 236 press <ENTER> on the CCD or press the SWAP key on the MKB to
activate 123.600; 123.600 has become the active frequency.

F2000EX EASY 02-23_1-00
CODDE 1 PAGE 5 / 12
GENERAL
DGT94085 ISSUE 20
FIGURE 02-23_1-00-06 - FREQUENCY SWAPPING ON THE PRB
Pressing the VHF or BKUP/VHF short-cut pushbutton in the Multifunction

KeyBoard (MKB) positions the CCD cursor on the VHF field of the Permanent
Radio Bar.
MKB without CPDLC function
MKB with CPDLC function

FIGURE 02-23_1-00-07 - VHF SHORT-CUT ON THE MULTIFUNCTION KEYBOARD (MKB)

02-23_1-00 F2000EX EASY
PAGE 6 / 12 CODDE 1
GENERAL
ISSUE 20 DGT94085
TUNING THROUGH THE RADIOS WINDOW
The RADIOS window is displayed in the lower window of each PDU.

The VHF page in the RADIOS window gathers frequency tuning as well as all the
secondary modes controls (squelch, transfer to cabin, ...).
FIGURE 02-23_1-00-08 - VHF ON THE RADIOS WINDOW
To set the frequency (preset):

- Place the CCD cursor on the desired VHF field
- Tune by either rotating the knob on the Cursor Control Device base (outer ring for
units and inner for decimals) or dialing the frequency in the Multifunction KeyBoard
and pressing ENTER to validate:
FIGURE 02-23_1-00-09 - FREQUENCY CHANGE ON THE VHF TAB

F2000EX EASY 02-23_1-00
CODDE 1 PAGE 7 / 12
GENERAL
DGT94085 ISSUE 20
- Swap on request between preset and active frequencies by clicking <ENTER> on

the CCD or pressing the SWAP key in the MKB:
FIGURE 02-23_1-00-10 - FREQUENCY SWAPPING ON THE VHF PAGE
To toggle between 8.33 and 25 kHz frequency spacing, place CCD cursor in the
Spacing field and click <ENTER>. When 25 kHz spacing is selected, 25 appears at the
top of the corresponding VHF field.
FIGURE 02-23_1-00-11 - 25 KHZ FREQUENCY SPACING

02-23_1-00 F2000EX EASY
PAGE 8 / 12 CODDE 1
GENERAL
ISSUE 20 DGT94085
RECEIVING
As for transmission selection, select the desired VHF by pressing the corresponding AUD
pushbuttons on the AUDIO panel.
To select or deselect the squelch (noise suppressor), place CCD cursor on the Squelch field,
and click <ENTER>. When squelch is off, amber SQ letters will appear above the frequency
box of the corresponding VHF in the RADIOS window and on the Permanent Radio Bar.
FIGURE 02-23_1-00-12 - SQUELCH INDICATION
On the VHF page, cabin selection allows the audio of the VHF2 to be heard in the cabin
through a headset.
FIGURE 02-23_1-00-13 - VHF2 CABIN TRANSFER

F2000EX EASY 02-23_1-00
CODDE 1 PAGE 9 / 12
GENERAL
DGT94085 ISSUE 20
TRANSMITTING
The VHF mike selection is done on the AUDIO panel by pushing the corresponding MIC
selectors. To transmit, use the Push-To-Talk (MIC) buttons as described in previous
sub-section 02-23-05.
During transmission, TX is displayed:
- On the AUDIO panel readout display,
- On the Permanent Radio Bar (PRB) at the top of the corresponding VHF field,
- On the VHF page of the RADIOS window, at the top of the corresponding VHF field.
FIGURE 02-23_1-00-14 - TRANSMISSION INDICATION OF VHF1

02-23_1-00 F2000EX EASY
GENERAL
ISSUE 20 DGT94085
ABNORMAL OPERATION
EMERGENCY AUDIO
A backup analog audio connection from the VHF1 to the AUDIO panel is available in case of
failure of the digital audio connection or AUDIO panel amplifier.
Press on the BKUP rotary pushbutton selects the analog connection between the VHF1 and
the AUDIO panel and extend the rotary pushbutton. The reception volume is controlled by
rotating the extended pushbutton. In BKUP mode the speaker is not available.
In the NORM position (pushbutton in) the digital audio connection is used and controls on
the AUDIO panel work normally.
FIGURE 02-23_1-00-15 - VHF1 BACKUP ON AUDIO PANEL
EMERGENCY FREQUENCY
In case of loss of radio controls or radio interface, automatic tuning of VHF1 to 121.5 MHz
will be obtained by pressing a guarded light pushbutton, whether VHF1 is currently selected
or not. This pushbutton called VHF1 EMER is located to the right of the right hand Primary
Display Unit (PDU).
The guarded light pushbutton will turn amber after being pressed:
FIGURE 02-23_1-00-16 - VHF1 EMERGENCY GUARDED LIGHT PUSHBUTTON

F2000EX EASY 02-23_1-00
GENERAL
DGT94085 ISSUE 20
BACKUP TUNING (A/C EQUIPPED WITH MKB WITH CPDLC FUNCTION)
In case of loss of radio controls or radio interface, a backup tuning of the VHF1 (VHF2) is
available using the LH MKB (respectively RH MKB), via a dedicated bus (ARINC-429)
between MKB and VDR module passing through NIM module.
Pressing SHIFT + BKUP/VHF pushbuttons on MKB enables tuning the on-side VHF
frequency.
FIGURE 02-23_1-00-17 - VHF BACKUP TUNING

02-23_1-00 F2000EX EASY
GENERAL
ISSUE 20 DGT94085

F2000EX EASY 02-23_2-00
ATA 23_2 – HF RADIO
CODDE 1 PAGE 1 / 10
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
The F2000EX EASy is fitted with 2 HF systems providing long range voice communication in
the 2,000 KHz to 29,999 KHz range (HF2 is optional on F2000S).
The HF radio system supports Simplex, Duplex, Maritime and Emergency tuning. The HF
transceiver also operates in either Upper Voice, Lower Voice or Amplitude Modulation emission
modes and includes a SELCAL monitoring function.

02-23_2-00 F2000EX EASY
PAGE 2 / 10 CODDE 1
GENERAL
ISSUE 20 DGT94085
Display and tuning of HF frequencies is done through the Cursor Control Device (CCD), or the
Multifunction KeyBoard (MKB), using one of the following display:
- The Permanent Radio Bar (PRB),
- The HF tab of the RADIOS window,
PERMANENT RADIO BAR (PRB)
The Permanent Radio Bar of the HSI enables the control and the display of the HF
frequencies:
- The on side HF radio can be selected through a drop down menu.
- The HF frequencies tuning and swapping is done through the CCD or MKB.
FIGURE 02-23_2-00-00 - SELECTING THE HF ON THE RH PERMANENT RADIO BAR

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GENERAL
DGT94085 ISSUE 20
RADIOS WINDOW
Through the HF tab, the radios window provides the access to HF frequencies and
modes selection.
The HF preset frequencies tuning and swapping is done through the CCD or MKB.
F2000S without second ADF option

FIGURE 02-23_2-00-01 - HF PAGE ON THE RADIOS WINDOW
NOTE
In the PRB or RADIOS window, only the HF preset frequency can be tuned. To activate this
frequency, it must be swapped with the active frequency.
If the frequency is out of range, the field flashes in reverse video cyan for a few seconds
and then reverts back to previous value.

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GENERAL
ISSUE 20 DGT94085
CCD – CURSOR CONTROL DEVICE
To tune and swap the HF preset frequencies with the CCD:

- Click on the HF preset frequency box
- The outer knob sets the first digits of the frequency
- The inner knob sets the last two digits,
- Push the ENTER pushbutton on the CCD to swap the Active frequency with the
preset.
- +
FIGURE 02-23_2-00-02 - FREQUENCY CHANGE ON THE HF PAGE

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GENERAL
DGT94085 ISSUE 20
MKB - MULTI-FUNCTION KEYBOARD
Pushing the HF short-cut on the MKB:

- Opens the on-side RADIOS window
- Move the CCD cursor to the HF1 field.
VHF HF SAT ATC ADF NAV
TERR G/S GAIN ATC TRFC CRS

INHIB INHIB TCAS
AUTO TILT
STBY SEC T SHOW DIRTO

OVRD
ID OFF
WX RADAR PUSH SECT Honeywell
HSI RANGE
MKB without CPDLC function

FIGURE 02-23_2-00-03 - HF SHORT-CUT ON MKB
To tune and swap the HF preset frequency with the MKB:

- Dial the frequency on the keypad
- Push the SWAP button on the MKB to swap the Active frequency with the preset
frequency
E F CLR
1 2 3
DEL
K L SHIFT 4 5 6
Q R E 7 8 9
N
T
E
W X R 0
SPACE SWAP
FIGURE 02-23_2-00-04 - FREQUENCY SWAPPING ON THE HF TAB

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GENERAL
ISSUE 20 DGT94085
HF MODES
The HF tab in RADIO window provides, through drop-down menus, the following HF modes
settings:
FIGURE 02-23_2-00-05 - SQUELCH MENU FOR HF
- Squelch (noise suppressor of the active frequency): OFF, LOW, MED, or HIGH
- Power selection (active frequency): set the emission power to LOW (10W), MED
(50W) or HIGH. MED is the recommended selection (best power/range ratio).
NOTE
When transmitting in the [4,000-5,500 kHz] or [9,900-11,000 kHz] frequency range with "HIGH"
power mode, a permanent HF tone may be heard, indicating a faulty system. Set power mode
to "MED" or "LOW" to resume HF operations.
- Mode :
o SIMP : simplex, transmission and reception on the same frequency
o DUPL : duplex, transmission and reception on different frequencies. A
transmission and a reception frequency must be entered (“R” and “T” label
displayed beside the values). See figure below.
FIGURE 02-23_2-00-06 - HF DUPLEX MODE

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GENERAL
DGT94085 ISSUE 20
o EMER : emergency, transmitting on a preset distress frequency.

 “EMER X” is displayed in cyan in the preset frequency field. The
corresponding frequencies are provided in the list below:
Channel EMER 1 EMER 2 EMER 3 EMER 4 EMER 5 EMER 6
kHz 2182.0 4125.0 6215.0 8291.0 12290.0 16420.0
 Transmission and reception are on the same distress frequency
(simplex);
 The Emiss mode selection is inactive and automatically set to UV
modulation (upper sideband).
o MAR: maritime, transmission and reception on frequencies dedicated to the
maritime traffic.
- Emiss (type of modulation):
o UV (Upper side band for Voice, default mode),
o LV (Lower side band for Voice),
o AM (Amplitude Modulation),
o LD (Lower side band for Data, selectable but inhibited)
o UD (Upper side band and Data, selectable but inhibited).
HF type of modulation mode is displayed in green above the HF frequency field, as
presented in the figure below.
FIGURE 02-23_2-00-07 - MAR AND EMER MODES FOR HF

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GENERAL
ISSUE 20 DGT94085
HF TRANSMISSION
Before transmitting, the antenna must be coupled with the active frequency:
- The MIC button must be pushed and hold for more than 2 sec,
- Then wait for the end of the audio tone which confirms the HF radio is tuned.
To transmit, push and hold the MIC again and speak. During transmission, “TX” flag is
displayed:
- On the AUDIO panel readout display,
- On the Permanent Radio Bar (PRB) at the top of the corresponding HF field,
- On the HF tab of the RADIOS window, at the top of the corresponding HF field.
FIGURE 02-23_2-00-08 - TRANSMISSION INDICATION OF HF1
NOTE
Wait for 5 seconds after having swapped HF frequencies, before pushing the MIC button.

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GENERAL
DGT94085 ISSUE 20
HF RECEPTION
To activate the HF reception, push the HF 1 (or 2 if installed) pushbutton on the AUDIO panel.
 For more information, refer to sub-section 02-23-05 – COMMUNICATION INTERFACE.

02-23_2-00 F2000EX EASY
GENERAL
ISSUE 20 DGT94085
SELCAL FUNCTION
The SELCAL (selective call) function informs the pilots that a ground station wishes to
communicate with the aircraft. When a SELCAL signal is received:
- The HF .. SELCAL advisory CAS message is displayed, and an audio tone sounds.
- The MIC and AUD pushbuttons green light flash on the audio panel, until MIC
pushbutton is pushed.
NOTE
There is one SELCAL channel per VHF/HF equipment installed. For example: if 2 VHF and 2
HF are installed, there are 4 SELCAL channel.

F2000EX EASY 02-23_3-05
ATA 23_3 – SATCOM / FONE
CODDE 1 PAGE 1 / 2
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
SATCOM
The optional SATCOM provides:

- Phone communications between the ground and the airplane,
- Datalink communications between the ground and the airplane,
- Intercommunications on board between the flight deck and the cabin.
FONE
The optional Fone function provides phone communication through the telephone system
which transmits the call between the airplane and the ground via UHF phone or SATCOM
depending on the installation.
The FONE tab is available only if the telephone system is installed on the airplane.
If a telephone system is not installed, the FONE tab is not displayed.

02-23_3-05 F2000EX EASY
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GENERAL
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DGT94085 ISSUE 20
CONTROLS
CONTROLS
The management of the SATCOM and FONE is done through controls located:
- On the Audio panel,
- On the yoke and the Cursor Control Device (CCD) for the selection of Push To Talk
(PTT),
- On the Multifunction Keyboard (MKB). The SAT button on the MKB displays the
RADIOS window SAT tab and moves the cursor to the SATCOM Number field,
- On the RADIOS window in the 1/6 lower window of the PDU.
On A/C with M-OPT258, a HI-SPEED INTERNET ON/OFF hard switch is added in cockpit.
FIGURE 02-23_3-20-00 - HI-SPEED INTERNET SWITCH
ON or OFF is alight according to the state of the switch.

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ISSUE 20 DGT94085
SATCOM ON/OFF CONTROLS XXX
A/C without M-OPT258
The power supply of the SATCOM which is connected to cockpit is controlled through the
SAT ON/OFF button of the RADIOS window/SAT tab/Additional Details page.
The SAT ON/OFF button may also control some SATCOM dedicated to cabin, if installed.
A/C with M-OPT258
The power supply of the SATCOM which is connected to cockpit is controlled through the
SAT ON/OFF button of the RADIOS window/SAT tab/Additional Details page.
A SATCOM system which is dedicated to cabin is controlled through the HI-SPEED
INTERNET ON/OFF hard switch in cockpit.
In the case where more than one SATCOM/ATG is functionally used for cabin, then all of
them are controlled through the same HI-SPEED INTERNET ON/OFF hard switch as seen
on Figure 02-23_3-20-01.
FIGURE 02-23_3-20-01 - SATCOM POWER SUPPLY CONTROLS
The INTERNET ON/OFF hard switch in cockpit may be used to reset the cabin dedicated
SATCOM, as there are no impact on the cockpit SATCOM or External Router.

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DGT94085 ISSUE 20
INDICATIONS
The SATCOM and FONE indications are displayed:

- On the RADIOS window of the PDU,
- On the CMF/AFIS window of the MDU (only for SATCOM).
RADIOS WINDOW SAT TAB
SATCOM not installed
When no SATCOM is installed, the SAT tab is still visible and displays the message "NOT
INSTALLED".
FIGURE 02-23_3-20-02 - SATCOM WINDOW: INSTALLED VS NOT INSTALLED

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ISSUE 20 DGT94085
SATCOM non compatible with EASy
When the SATCOM option installed is non compatible with EASy:

- The SAT page only features the SAT ON / OFF button, to turn the SATCOM unit to the
On or Off state.
- SATCOM defaults to OFF at each power initializing.
FIGURE 02-23_3-20-03 - SATCOM WINDOW: SATCOM NON COMPATIBLE

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DGT94085 ISSUE 20
SATCOM compatible with EASy
When the SATCOM is compatible with EASy, the SAT tab in the RADIOS window displays
the following controls and indications:
- SATCOM Status
- The Name of the phone number (if number is selected from the phone memory)
- The phone number (18 digits)
- Priority setting through a drop-down menu
- Phone management buttons (“CALL”, “END”, “CANCEL”, etc…as mentioned below)
- Phone Memory access button (opens the Phone Memory subpage)
- Additional Info access button (opens the SAT Additional Details subpage)
FIGURE 02-23_3-20-04 - SATCOM WINDOW: SATCOM COMPATIBLE

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ISSUE 20 DGT94085
SATCOM STATUS
The SAT Status displays the current status of the SATCOM Channel in green (the SATCOM
Unit ON/OFF control is part of the Additional Details page).
Following the status displayed, associated action buttons are displayed as mentioned in the
table below:
TABLE SAT STATUS AND ASSOCIATED BUTTONS

STATUS DISPLAYED BUTTONS
OFF
AVAILABLE CALL
NOT AVAILABLE
NO RESOURCE CALL
DIALING Cancel
CONNECTED End
CAMPED ON Cancel Camp, Preempt
DISCONNECT End
Once a SATCOM call is initiated, push the MIC button to speak.

With the Disconnect status, in addition to the End button, a status message may be
displayed in green giving a brief description of the origin of the SATCOM disconnection.
These messages include:
- Call Preempt
- Connect Fail
- Number Invalid
- Number Busy
- Ntwk Congested
PRIORITY
The Priority menu provides the priority status selection for an outgoing call:
- ALL (default)
- EMER
- FLT SFTY
- OTHER SFTY
- NON SFTY
When a selection is made from the Priority menu, only those names / numbers that are
recorded with that priority are displayed.

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DGT94085 ISSUE 20
PHONE MEMORY
The Phone Memory function provides a list of stored phone numbers. This list is part of the
Electronic Phone Book database, and may contain up to 200 SATCOM phone numbers, and
50 FONE numbers.
The ALL priority selection provides the view of all the recorded numbers.
The memory list supports the “smart” scrolling capability. Following the letters entered in the
Name field, the list automatically scrolls.
FIGURE 02-23_3-20-05 - PHONE MEMORY PAGE
In the phone memory list, the name and number entry is displayed on two lines:
- The first line displays the name and priority,
- The second line displays the number.

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ISSUE 20 DGT94085
Once a number is selected in the list:

- The number and name fields are automatically filled and can be modified.
- The ‘Delete’ and ‘Apply’ buttons are then selectable
The following actions are also possible to manage the stored name/numbers:
- Add: Pushing “Add” stores the name/number, previously entered, into the memory’s
database (if no priority is entered, the default priority is ALL). If name/number already
exists the database, a dialog box opens and displays “Overwrite?” with YES or NO
buttons,
- Delete: pushing “Delete” removes the selected number from the database,
- Apply: pushing “Apply” presets the name/number selected on the SAT tab and the
phone memory page is closed.
- Cancel: pushing “Cancel” cancels any actions and closes the page.
NOTE
The entire number must be entered on the MKB (versus editing the number). As soon as the
operator enters the first digit of the number, the number field only displays the digits entered
(the old number is removed from the display).

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DGT94085 ISSUE 20
SATCOM ADDITIONAL DETAILS
The SAT Additional Details page is opened by selecting the SAT Additional Details button in
the SAT page.
FIGURE 02-23_3-20-06 - SATCOM ADDITIONAL DETAILS
The SAT ON / OFF button turns the SATCOM unit to the On or Off state.
The Log On State of the SATCOM is displayed in green. The following buttons are displayed
for the respective state:
TABLE LOG ON SAT STATES AND ASSOCIATED BUTTONS

Displayed State Buttons
LOGGED OFF Auto Log On
LOGGED OFF INOP Auto Log On
LOGGED OFF REJECTED Auto Log On
LOGGING OFF
LOGGING ON AUTO Log Off
LOGGING ON CONSTRAINED Auto Log On, Log Off
LOGGING ON INOP – AUTO Log Off
LOGGING ON INOP –
Auto Log On, Log Off
CONSTRAINED
LOGGED ON AUTO Log Off
LOGGED ON CONSTRAINED Auto Log On, Log Off
CALIBRATING

02-23_3-20 F2000EX EASY
ISSUE 20 DGT94085
The Additional Details page also provides:

- AES Class (Airborne Earth Station),
- ICAO Address,
- Signal Quality,
- Satellite,
- GES (Ground Earth Station).
The “GES Select” button opens a dialog box that displays a scrolling list of all selectable
GES (only when a WSCI Enabled SATCOM is installed). For each GES, the associated
Inmarsat Satellite (and Code) is displayed such as:
- AOR-E = Atlantic Ocean Region - East
- AOR-W = Atlantic Ocean Region - West
- IOR = Indian Ocean Region
- POR = Pacific Ocean Region
FIGURE 02-23_3-20-07 - GES SELECTION
Once a GES is selected, the “Log On” button becomes selectable. Pressing the “Log On”
button forces the log on to the selected GES and removes the dialog box.
Pushing the “Close” button closes the dialog box

F2000EX EASY 02-23_3-20
DGT94085 ISSUE 20
FONE TAB
The FONE function provides the possibility to call through the telephone system via UHF
phone or SATCOM (depending on the installation). The FONE tab function is similar to the
SAT tab without the priority management.
FIGURE 02-23_3-20-08 - FONE TAB
The FONE Status indications and associated action buttons are indicated in the table below:
TABLE FONE STATES AND ASSOCIATED BUTTONS

DISPLAYED STATE BUTTONS
AVAILABLE CALL
IN USE --
TRANSFER --
Calls are initiated via the CALL button on the FONE window or via the FONE button on the
AUDIO panel. It is not required to push the MIC button to speak (hot mic).
The Transfer and Conference capability is available through the AUDIO panel.
 For more information, refer to sub-section 02-23-05

02-23_3-20 F2000EX EASY
ISSUE 20 DGT94085
The Phone Memory pushbutton opens the Phone Book memory page which is similar to the
SATCOM Phone Book, but without the priority button showing:
- - A maximum number of 50 FONE numbers can be entered in the phone book.
- - The Number field enables the entry of an 18-digit phone number.
- - The Name field displays the associated name (18-characters) of the phone number.
- - The FONE phone book provides the same buttons as the SATCOM Phone Book .
- - Only one operator can use the FONE Phone Book at a time.

F2000EX EASY 02-23_4-00
ATA 23_4 – CMF / AFIS
CODDE 1 PAGE 1 / 10
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
The Communication Management Function (CMF) / Airborne Flight Information System

(AFIS) is an option not part of basic certification.
The CMF / AFIS consists of the following airplane components:
- Communication Management Unit (CMU),
- Satellite Data Unit (optional),
- High Power Amplifier (optional),
- Satellite Antenna (optional),
- VHF3 in data mode (optional).
The CMF formats data for sending to the ground from the airplane using the VHF or satellite
network. The CMF incorporates a data quality transceiver. The transceiver is tuned
automatically by the CMF to use the appropriate VHF ground station for the purpose of
transmitting data to and receiving data from the Global Data Center (GDC) while in flight.
The CMF can be interfaced to one printer.
To access to the AFIS function with VHF3, select on PDU via then select
VHF tab and click DATA Mode for VHF3.
When DATA is selected the CMF defaults to the lowest VHF frequency and then automatically
tune an appropriate VHF ground based station.
When VOICE is selected the CMF defaults to the frequency 118.000 MHz. Wait 2 to 3
seconds after the default frequency is displayed before making a frequency input.
FIGURE 02-23_4-00-00 - RADIO TAB VHF3

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PAGE 2 / 10 CODDE 1
GENERAL
ISSUE 20 DGT94085
To access the AFIS function with SATCOM, select CMF / AFIS on MDU via then select
STATUS/CONFIG tab and click Auto in Satellite Links field.
When both VHF3 and SATCOM are installed, VHF3 will be automatically selected, unless
VHF3 cannot receive data anymore or SATCOM is forced.
Only one CMF / AFIS window is allowed in an MDU at a time.
The AFIS window provides six main tabs:
- Status / Config (default tab),
- Winds,
- Term XW,
- SIGMETS,
- Rx Msg,
- Tx Msg.

F2000EX EASY 02-23_4-00
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GENERAL
DGT94085 ISSUE 20
STATUS / CONFIG TAB
A/C fitted with EASy I
A/C fitted with EASy II

FIGURE 02-23_4-00-01 - STATUS / CONFIG TAB
The VHF Comm field item indicates the VHF status with a ground station (Available or No
Comm). If the status remains available for longer than 5 min. after initiating a request data,
the pilot may assume the request has been received by the GDC. Otherwise the pilot should
retransmit the last request.
The VHF Link field indicates the VHF Link status (Voice or Data). Voice is indicated when
VHF3 is used in voice mode (not available for AFIS).

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GENERAL
ISSUE 20 DGT94085
The SATCOM field indicates the SATCOM communications status (Available or No Comm).
This item is only displayed when a SATCOM is configured.
The Last Rqst field indicates Rcvd by GDC when the GDC has received the last
transmission. Upon any transmission this field is blanked until an acknowledgment is
received.
Reset soft key is available only for airplanes fitted with EASy II. This command triggers the
reset of the unique CMF application. This soft key is selectable if the active CMF is valid,
otherwise soft key is not selectable (grayed out).
CVR 1 FAIL CAS message can be displayed during reset.
The Auto Report radio buttons allow Off or On selection of the position automatic reporting
feature.
The Auto Weather radio button allow Off or On selection of the weather automatic update.
The Satellite Links radio buttons allow Off or Auto selection. This item is only displayed when
a SATCOM is configured.
The Print selection modes are Off, Manual and Auto. The default selection is Off. If Manual is
selected then the button is selectable on all tabs. If Auto is selected then the Auto Print
Config item is displayed.
The Auto Print Config checkboxes allow to specify the AFIS data that is to be printed
automatically. All ckeckbox items default to not selected.

F2000EX EASY 02-23_4-00
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GENERAL
DGT94085 ISSUE 20
WINDS TAB
FIGURE 02-23_4-00-02 - WINDS TAB
This tab is used to request and display wind information.

The left area is used to request wind reports. The five fields default to white dashes. Upon the
entry of an identifier waypoint, the soft key becomes selectable (cyan). Deleting an
entry returns the field to dashes.
Selecting Update transmits a request to the GDC for a wind update for all the listed stations.
If the CMF function has failed, the soft key remains unselectable.
NOTE
When has been selected it is necessary to wait a few seconds for the GDC to send
back the data.
Once the wind data is returned “NEW WINDS AVAIL” message is displayed (on I-NAV).
It is possible to request wind reports for the flight plan waypoints by selecting the Include
FPLN WPTS check box. When the winds reports are available, the winds can be inserted into
the waypoint list by selecting Insert Winds soft key.
The View Report column contains a text box listing the available wind reports. Each station
which has an associated wind report is displayed in green (up to five). If there are no available
reports, the text box and the data field on the right are blank.
The first available report in the list is the default. If the available data exceeds the displayable
area, a scroll bar is displayed.
Selecting sends the selected wind information to the printer.

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GENERAL
ISSUE 20 DGT94085
TERM WX TAB
FIGURE 02-23_4-00-03 - TERM WX TAB
This tab is used to request and display Terminal weather information.

The left area is used to request Wx reports, the five fields initially default to white dashes and
the soft key is unselectable.
selection is not available.
Upon the entry of an identifier, the soft key becomes selectable. Deleting an entry
returns the field to dashes.
Selecting transmits a request to the GDC for a weather update for all the field
stations. If the CMF function has failed the soft key remains unselectable.
Once the weather data has been returned NEW WX REPORTS AVAIL message is displayed
(on I-NAV).
The View Report column contains a text box listing the available Wx reports. Each station
which has an associated Wx report is displayed in green (up to five). If there are no available
reports the text box and the data field are blank.
The first available report in the list defaults to selected. The selected station ident and the
date are displayed above the data in green. The weather data is displayed in green.
If the available data exceeds the displayable area, a scroll bar is displayed.
Selecting sends the selected weather information to the printer.

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GENERAL
DGT94085 ISSUE 20
SIGMETS TAB
FIGURE 02-23_4-00-04 - SIGMETS TAB
This tab is used to request and display SIGMETS information.

The From box is defaulted to the origin and the To box is defaulted to the destination.
If the origin or destination is not available the fields default to white dashes. Deleting an entry
returns the field to dashes.
When the From and To boxes have been filled, the soft key becomes selectable. If
the CMF is failed, the soft key remains unselectable.
Selecting Update transmits a request to the GDC for the specified SIGMETS. Once the
SIGMETS data is return, “NEW SIGMETS AVAILABLE” is displayed (on I-NAV).
If the available data exceeds the displayable area, a scroll bar is displayed.
Selecting sends the SIGMET information to the printer.

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GENERAL
ISSUE 20 DGT94085
RX MSG TAB
FIGURE 02-23_4-00-05 - RX MSG TAB
This tab allows the managing of received messages.

When a message is received, NEW MESSAGE AVAILABLE is displayed (on I-NAV). The
received message, current message and the total number of messages are displayed in
green.
The Prev and Next soft keys are used to navigate through all messages.
If a message contains more text than displayable, a scroll bar is displayed.
Selecting removes the currently displayed message and displays the next available
message if existing.
Selecting sends the currently displayed message to the printer.

F2000EX EASY 02-23_4-00
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GENERAL
DGT94085 ISSUE 20
TX MSG TAB
FIGURE 02-23_4-00-06 - TX MSG TAB
This tab is used to compose and transmit text messages.

The From field is a sixteen character field for the name of the message originator.
The To field is a sixteen character field for the name of the intended receiver.
The Address field is a seventeen character field for the Aeronautical Radio INC. (ARINC)
address or airplane registration number of the intended receiver.
All fields default to white dashes. Deleting any entry returns the field to dashes.
The message to be sent is written in the right text box. Initially, there is one blank line
available for text entry. Text is written through the MKB.
Each line can contain up to 32 characters. Once a line has been filled, the cursor scrolls to a
new line to continue text entry on the new line.
Messages can contain up to 320 characters maximum. If the message is larger than the
displayable area, a scroll bar is displayed.
Once there is data in the text box, the Delete Msg soft key becomes selectable. The
soft key deletes the entire message, but not the From, To and Address fields.
Selecting Transmit sends the message to the GDC and clears all the entries. If the CMF is
failed, the Transmit soft key remains unselectable.
Selecting sends the entire message including From, To and Address to the printer.

02-23_4-00 F2000EX EASY
GENERAL
ISSUE 20 DGT94085

F2000EX EASY 02-23_5-05
ATA 23_5 – CPDLC
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
The Controller Pilot Data Link Communication (CPDLC) function intent is to provide an
alternate means of communication to voice Air Traffic Control (ATC) communication based on
preformatted message exchange.
CPDLC covers non-time-critical en route control in specific airspace. CPDLC communications
are defined by two complementary technical standards:
- Future Air Navigation System (FANS 1/A) has been introduced on Aircraft
Communications Addressing and Reporting System (ACARS) networks for control on
oceanic and remote regions. Therefore, it is based on mid range data link (VHF) and long
range data link (SATCOM). FANS 1/A includes both CPDLC messages and automated
position report for surveillance (ADS-C).
FIGURE 02-23_5-05-00 - ACARS NETWORK

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GENERAL
ISSUE 20 DGT94085
- Aeronautical Telecommunication Network Baseline 1 (ATN B1) has been introduced on

ATN network for control over continental region. ATN B1 communications are mandated
by European Commission Mandate 29/2009 for En Route control over FL 285 in Europe.
ATN Baseline 1 standard includes only CPLDC messages. It is based on VHF data link.
FIGURE 02-23_5-05-01 - ATN NETWORK
FANS 1/A operational procedures over North Atlantic Airspace require that the Oceanic
Clearances (OCL) for either eastbound or westbound are requested accordingly to ARINC
623-3 Air Traffic Services technical standard.
FANS 1/A and ATN B1 CPDLC functions are options available only for airplanes fitted with
EASy II.
They are enabled or disabled independently by avionics Aircraft Personality Module (APM)
parameters which allow to get an airplane with four different configurations:
- FANS 1/A only,
- ATN B1 only,
- FANS 1/A and ATN B1,
- No CPDLC.

F2000EX EASY 02-23_5-05
ATA 23_5 – CPDLC
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 20
Use of FANS 1/A function - including CPDLC/FANS1/A and ADS-C/FANS1/A applications -

and ATN B1 function is exclusive. Flight crew can activate only one function at a time.

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ATA 23_5 – CPDLC
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GENERAL
ISSUE 20 DGT94085
DEFINITIONS
Dialog message: CPDLC annunciation displayed into specific box at the middle of the ATC
DTLK window
Downlink Message: CPDLC message sent by the flight crew to the ATC controller
Function: complete end-to-end group of applications and equipment providing a service to
flight crew
Message log: list of the most recent uplink and downlink CPDLC messages in the sequence
of their transmission / reception
Subnetwork: air/ground communications mean enabling to establish a connection to a
ground network
Uplink Message: CPDLC message sent by the ATC controller to the flight crew

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DESCRIPTION
DGT94085 ISSUE 20
GENERAL
CPDLC installation requires data link capabilities depending on which CPDLC function is
activated:
- FANS 1/A requires both a VHF Data Link Mode A / Mode 2 capable (VHF 3), and a
SATCOM capable of data link services approved for FANS 1/A operations (e.g.
INMARSAT Classic Aero service).
- ATN B1 requires a VHF Data Link Mode 2 capable (VHF 3).
CPDLC function implements a set of services to provide CPDLC services defined in
regulatory materials:
- For FANS 1/A:
o CPDLC connection management, allowing to establish, to monitor, and to terminate
CPDLC communications,
o Uplink message processing, allowing to read and to respond to uplink message,
o Downlink message processing, allowing to edit, to verify, and to send downlink
messages,
o Message log allowing to retrieve uplink and downlink messages and to consult their
associated status,
o Emergency,
o Automated Dependant Surveillance - Contracts (ADS-C) contract management allowing
to review the current active contracts,
o Data link status, allowing to check VHF 3 and/or SATCOM availability,
o Message printing,
o Oceanic CLearance (OCL) request, allowing to request, verify and acknowledge Oceanic
Clearance to enter North Atlantic FANS 1/A airspace.
- For ATN B1:
o CPDLC connection management, allowing to establish, to monitor, and to terminate
CPDLC communications,
o Uplink message processing, allowing to read and to respond to uplink message,
o Downlink message processing, allowing to edit, to verify, and to send downlink
messages,
o Message log allowing to retrieve uplink and downlink messages and to consult their
associated status,
o Data link status, allowing to check VHF 3 availability,
o Message printing.
Through the ATC DTLK window, the crew may monitor and manage the connection, send and
receive ATC messages.

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DESCRIPTION
ISSUE 20 DGT94085
Data link resources are shared between FANS 1/A, ATN B1, OCL, AFIS, Uplink Weather and
maintenance data broadcast. OCL function is bundled with FANS 1/A function.
CPDLC function is projected on several MAU software components:
- ATN B1 application is hosted in ATC partition. ATC contains Context Management
(CM/ATN B1) application, CPDLC/ATN B1 application, and ATC Database.
- FANS 1/A is hosted in FMS application. FANS 1/A contains AFN/FANS1/A,
CPDLC/FANS1/A, and ADS-C/FANS1/A applications. As FMS instances are
synchronized, FANS applications are synchronized. In case of one FMS failure, FANS 1/A
function context is kept.
 Refer to 01-10-00 for MAU description: hardware modules and software projection.

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DESCRIPTION
DGT94085 ISSUE 20
CPDLC CONNECTION MANAGEMENT
Initial notification to ATC center is under flight crew responsibility and enables exchange of
necessary information to establish CPDLC and / or ADS-C (FANS 1/A only) connections.
Primary output of the notification is to allow the ATC center to match transmitting airplane,
identified by airplane tail number, with a filed flight plan.
After notification success, ATC center initiates CPDLC connection.
FANS 1/A FUNCTION
FANS 1/A function requires a set of parameters to be valid for initiation of CPDLC
connection:
- Airplane position,
- Airplane Tail Number. Tail Number is automatically populated from APM.
- Airplane Flight Identification. Flight Identification is automatically populated if a valid
flight identification is defined on AVIONICS window (field FLT ID).
If there is an invalid definition of Flight ID in FANS 1/A function compared to Flight ID
displayed in AVIONICS window, CHECK FLIGHT ID dialog message is displayed.
In case of a deletion of Airplane Flight Identification field, INVALID DELETE dialog message
is displayed.
If ACARS network coverage is available, a command to initiate a notification procedure is
available. CPDLC connection is established after successful notification and initiation of
CPDLC connection by the ATC center. CPDLC function provides feedback to flight crew on
notification progress and CPDLC connection establishment.
Upon CPDLC connection establishment, ATC COMM ESTABLISHED dialog message is
displayed.
In case of initial notification failure, RE-LOGON TO ATC CENTER dialog message is
displayed.
CPDLC connection termination may be resulting from different causes:
- ATC center has the capability to terminate the active CPDLC connection by
transmission a specific message.
- Flight crew has the capability to terminate CPDLC connection.
- Flight arrival at gate.
- ACARS connection loss.
- Change of flight or aircraft identification parameters.
CPDLC connection termination is indicated by dialog message: ATC COMM TERMINATED.

ATC Center handoff procedure is initiated by the active ATC center.
ATC center handoff relies on the exchange of several AFN/CM and CPDLC messages
between the current active ATC center and the airplane, and between the next ATC center
and the airplane.

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DESCRIPTION
ISSUE 20 DGT94085
The sequence is described as following and does not require flight crew action:
- Declaration of the next ATC center by the current ATC center,
- Notification by the airplane of the next ATC center, if required by current ATC center,
- CPDLC connection establishment by the next ATC center,
- Termination of CPDLC connection by the active ATC center and handoff to the next
ATC center.
CPDLC function provides the flight crew with the identity of the next ATC center.
FANS 1/A function populates message log upon declaration by the current center of the
identity of to the next ATC center.
ATC center handoff does not require any crew action. However, system messages defined
for initial CPDLC communication establishment are applicable to handoff of control to the
next ATC Center as detailed below:
- ATC COMM ESTABLISHED dialog message is displayed upon handoff of control to the
next ATC center.
- If there are uplink or downlink messages in a pending state at the time of handoff of
control to the next ATC center, these messages are closed in an abort state.
ATN B1 FUNCTION
ATN B1 function requires a set of parameters to be valid for initiation of CPDLC connection:
- Airplane position,
- Airplanet Flight ID, which is automatically populated if a valid Flight Identification is
defined on EASy AVIONICS window (field FLT ID),
- Departure Airport. Departure Airport is automatically populated if a valid Departure
Airport is defined on FMW (field ORIGIN),
- Destination Airport. Destination Airport is automatically populated if a valid Destination
Airport is defined on FMW (field DESTINATION).
The ATC center must be defined in the ATC database. Flight crew selects the ATC center
from a list. ATC database defines for each ATC center an ATN protocol address. When a
direct flight crew entry is unknown from ATC Database, ATC CENTER NOT SUPPORTED
dialog message is displayed.
If ATN network coverage is available, a command to initiate a notification procedure is
available. CPDLC connection is established after successful notification and initiation of
CPDLC connection by the ATC center. CPDLC function provides feedback to flight crew on
notification progress and CPDLC connection establishment.
Upon CPDLC connection establishment, ATN B1 function sends automatically CPDLC
message (DM99 - CURRENT DATA AUTHORITY) to the ATC Center and adds the
downlink message DM99 to message log.
In case of initial notification failure, ATC CENTER NOTIFY FAILED dialog message is
displayed.
Invalid flight crew actions during notification process are indicated by dialog message.

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DESCRIPTION
DGT94085 ISSUE 20
CPDLC connection termination may be resulting from different causes:

- ATC center has the capability to terminate the active CPDLC connection by
transmission a specific message.
- Flight crew has the capability to terminate CPDLC connection.
- Flight arrival at gate.
- ATN connection loss.
- Change of flight or aircraft identification parameters.
CPDLC connection termination is indicated by dialog message: ATC COMM TERMINATED.

ATC Center handoff procedure is initiated by the active ATC center.
ATC center handoff relies on the exchange of several AFN/CM and CPDLC messages
between the current active ATC center and the airplane, and between the next ATC center
and the airplane.
The sequence is described as following and does not require flight crew action:
- Declaration of the next ATC center by the current ATC center,
- Notification by the airplane of the next ATC center, if required by current ATC center,
- CPDLC connection establishment by the next ATC center,
- Termination of CPDLC connection by the active ATC center and handoff of control to
the next ATC center.
CPDLC function provides the flight crew with the identity of the next ATC center.
ATC center handoff does not require any crew action. However, system messages defined
for initial CPDLC communication establishment are applicable to handoff of control to the
next ATC Center as detailed below:
- Upon handoff of control to the next ATC Center, ATN B1 function sends a downlink
message (DM99 - CURRENT DATA AUTHORITY) to the new active center. The
downlink message is added to ATN B1 message log.
- If there are uplink or downlink messages in a pending state at the time of handoff of
control to the next ATC center, these messages are closed in an expire state.

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DESCRIPTION
ISSUE 20 DGT94085
UPLINK MESSAGE PROCESSING
On reception of a new uplink CPDLC message, ATC DTLK MESSAGE CAS message
and a dedicated aural (Ding Dong tone) are triggered.
CAS message is displayed as long as there is at least one uplink messages not read by flight
crew (NEW state). The CAS message reminds the crew that it shall look at the ATC DTLK
window (dialog boxes and message log).
If CPDLC CAS message is displayed upon reception of a new CPDLC uplink message,
CPDLC CAS message display is re-triggered and aural annunciation is played again.
CAS message and aural annunciations are inhibited during take-off and landing phases.
Upon reception of an uplink message, message status is set in a pending state and is added
to message log.
The ATC DTLK shortcut on the MKB allows flight crew to open a pending message.
If an uplink message does not require any response, reading the message sets its status to a
closed state (OLD in FANS 1/A and CLOSED in ATN B1).
After flight crew has reviewed the content of an uplink message, CPDLC function proposes to
the flight crew only the valid closure response according as defined by ED-122 (FANS 1/A)
and ED-120 including change 1&2 (ATN B1).
An uplink message is closed by transmission by the flight crew of a valid closure response.
Flight crew positive closure responses are WILCO, AFFIRMATIVE, and ROGER and negative
closure responses are UNABLE and NEGATIVE.
After transmission of flight crew response, CPDLC function creates a link between the flight
crew downlink response and the original ATC uplink message. Flight crew is able to retrieve
their response to an uplink message (when applicable).
Both FANS 1/A and ATN B1 functions do not load any uplink ATC clearance in flight
management plans. Flight crew is required to enter manually clearances in FMS.
In a report / confirmation dialog, ATC center requests a report or a confirmation of flight
parameters. The flight crew responds by the transmission of requested flight parameters in a
predefined message. For each uplink report / confirmation request, only a specific downlink
message is considered as a valid response.
Upon reception of a negotiation uplink message, CPDLC proposes the valid response to the
flight crew.
In case of CPDLC connection termination, all uplink open messages are closed and tagged
as aborted / expired message.

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DESCRIPTION
DGT94085 ISSUE 20
FANS 1/A UPLINK MESSAGES
The different uplink message status states are defined in the following table:
UPLINK
DISPLAYED
STATUS DESCRIPTION MESSAGE
STATUS
STATUS
NEW Message not reviewed by pilot Pending
Message reviewed by pilot, message requires a

response, closure response not sent or closure
OPEN Pending
response sent, and network acknowledgement for
that closure response not received
Message reviewed by pilot and message does not

OLD require a response (applicable to closure message Closed
only)

response, positive closure response sent, and
ACCEPTED Closed
network acknowledgement to that closure response
received

response, negative closure response sent, and
REJECTED Closed
network acknowledgement to that closure response
received
Message was pending at the handoff of control

ABORTED from current to next ATC center, or on CPDLC Closed
disconnection.
FANS 1/A function does not close uplink messages in case of lack of flight crew response.
For uplink message, it is flight crew responsibility to close all messages.

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DESCRIPTION
ISSUE 20 DGT94085
The table below defines possible closure response of uplink messages:
UPLINK VALID CLOSURE TYPE RESPONSE MEANING TYPE

RESPONSE
TYPE
Response type is requested for uplink ATC
W/U WILCO, UNABLE instructions or clearances message (eg.
CLIMB TO [FL300])
Response type is requested for ATC

AFFIRMATIVE,
A/N negotiation uplink message (eg CAN YOU
NEGATIVE
ACCEPT [FL300] at [RATSU])

information message (eg. EXPECT [FL300])
R ROGER, UNABLE
or for ATC report request (eg. REPORT
LEVEL [FL300])
WILCO, UNABLE, Response type are used for ATC closure

ROGER, AFFIRMATIVE, response (eg. UNABLE, ROGER). These
N/E
and NEGATIVE are not messages do not require a flight crew
enabled response.
Uplink report / confirmation request correlation with downlink report / confirmation response
is defined in the following table:
UPLINK MESSAGE ELEMENT DOWNLINK MESSAGE ELEMENT

REPORT BACK ON
127 41 BACK ON ROUTE
ROUTE
REPORT LEAVING
128 28 LEAVING [altitude]
[altitude]
REPORT LEVEL
129 37 LEVEL [altitude]
[altitude]
REPORT PASSING
130 31 PASSING [position]
[position]
REPORT REMAINING [remaining fuel] OF FUEL

131 FUEL AND SOUL ON 57 REMAINING AND [remaining
BOARD souls] SOULS ON BOARD
132 CONFIRM POSITION 33 PRESENT POSITION [position]
133 CONFIRM ALTITUDE 32 PRESENT ALTITUDE [altitude]
134 CONFIRM SPEED 34 PRESENT SPEED [speed]

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DESCRIPTION
DGT94085 ISSUE 20

ASSIGNED ALTITUDE [altitude]
CONFIRM ASSIGNED 38
135 ASSIGNED BLOCK [altitude]
ALTITUDE 77
TO [altitude]
CONFIRM ASSIGNED
136 39 ASSIGNED SPEED [speed]
SPEED
CONFIRM ASSIGNED ASSIGNED ROUTE

137 40
ROUTE [routeclearance]
CONFIRM TIME OVER

138 46 REPORTED WAYPOINT [time]
REPORTED WPT
CONFIRM REPORTED REPORTED WAYPOINT

139 45
WAYPOINT [position]
CONFIRM NEXT
140 42 NEXT WAYPOINT [position]
WAYPOINT
CONFIRM NEXT
141 43 NEXT WAYPOINT ETA [time]
WAYPOINT ETA
CONFIRM ENSUING
142 44 ENSUING WAYPOINT [position]
WAYPOINT
143 CONFIRM REQUEST 67 FREE TEXT
144 CONFIRM SQUAWK 47 SQUAWKING [beaconcode]
145 CONFIRM HEADING 35 PRESENT HEADING [degrees]
CONFIRM GROUND PRESENT GROUND TRACK

146 36
TRACK [degrees]
REQUEST POSITION POSITION REPORT [position

147 48
REPORT report]
REPORT REACHING
175 72 REACHING [altitude]
[altitude]
REPORT REACHING
REACHING BLOCK ALT
180 BLOCK ALT [altitude] TO 76
[altitude] TO [altitude]
[altitude]
REPORT DISTANCE AT [time] [distance] [to from]

181 78
[tofrom] [position] [position]
182 CONFIRM ATIS CODE 79 ATIS [ATIS code]

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DESCRIPTION
ISSUE 20 DGT94085
Upon positive response by flight crew to an uplink report / confirmation request message,
FANS1/A function adds the correlated downlink report/confirmation response to the ATC
report list. If no response is required to an uplink report / confirmation request message, the
correlated downlink report/confirmation response is added upon message reception.
ATC report list can hold up to nine report/confirmation dialog. In the case where the ATC
report list is full, ATC REPORT LIST FULL dialog message is displayed.
Negotiation uplink message only accepts preformatted Free Text downlink message as a
valid response. Upon reception of a negotiation uplink message, FANS 1/A function
proposes the valid free text downlink message response to the flight crew as described in
the following table:

67 WE CANNOT ACCEPT [altitude]
WHEN CAN YOU ACCEPT
148 WE CAN ACCEPT [altitude] AT
[ALTITUDE] 67
[time or fix name]
WE CANNOT ACCEPT SPD

67
WHEN CAN YOU ACCEPT [speed]
151
[SPEED] WE CAN ACCEPT SPD [speed]
67
AT [time or fixn ame]
WE CANNOT ACCEPT
WHEN CAN YOU ACCEPT 67 OFFSET [direction] [distance
[DIRECTION] offset]
152
[DISTANCEOFFSET] WE CAN ACCEPT OFFSET
OFFSET 67 [direction] 2 [distanceoffset] AT
[time or fix name]

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ATA 23_5 – CPDLC
DESCRIPTION
DGT94085 ISSUE 20
ATN B1 UPLINK MESSAGES
The different uplink message status states are defined in the following table:
UPLINK
DISPLAYED
STATUS
STATUS
NEW Message not reviewed by pilot Pending

response, closure response not sent or closure
OPEN Pending
response sent, and acknowledgement for that
closure response not received

response, closure response sent, and network
CLOSED Closed
acknowledgement to that closure response
received
Message was pending on ATC center handoff or

on CPDLC disconnection, OR
EXPIRED Closed
flight crew did not respond in allocated time to an
uplink message
Report needs to be sent in response uplink

REPORT Pending
message UM120. This is only used for UM120.
UM120 uplink message content is MONITOR [unit name] [frequency]. This message is an
instruction to monitor the given ATC center on the given frequency.
ATN B1 function requires that the flight crew responds with a closure response to an ATC
Center uplink message in 100 seconds.
In case, flight crew cannot process the uplink message and send a closure response in the
allocated time, flight crew should respond STAND BY. This message resets the response
timer and gives an additional 100 seconds to the flight crew.
If flight crew does not response in the allocated time, the uplink message is closed in
expired state. An error message is sent back to the ATC center. The error message is
added to the message log.

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DESCRIPTION
ISSUE 20 DGT94085
The table below defines possible closure response of uplink messages:
UPLINK
RESPONSE VALID CLOSURE TYPE RESPONSE MEANING TYPE
TYPE
Response type is requested for uplink ATC
W/U WILCO, UNABLE instructions or clearances message (eg.
CLIMB TO [FL300])

AFFIRMATIVE,
A/N negotiation uplink message (eg CAN YOU
NEGATIVE
ACCEPT [FL300] at [RATSU])

R ROGER, UNABLE
information message (eg. EXPECT [FL300])
Response type is used for ATC confirmation

Any CPDLC downlink request (eg. CONFIRM ASSIGNED LEVEL)
Y
msg or for ATC report request (eg. REPORT
PRESENT LEVEL)
Response type is used for ATC closure

response (eg. UNABLE, ROGER). This
N No response required
message does not require a flight crew
response
Uplink report / confirmation request correlation with downlink report / confirmation response
is defined in the following table:

133 REPORT PRESENT LEVEL 32 PRESENT LEVEL [level]
CONFIRM ASSIGNED
135 38 ASSIGNED LEVEL [level]
LEVEL
STATE PREFERRED
231 106 PREFERRED LEVEL [level]
LEVEL
232 STATE TOP OF DESCENT 109 TOP OF DESCENT [time]

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ATA 23_5 – CPDLC
DESCRIPTION
DGT94085 ISSUE 20
Negotiation uplink message only accepts specific downlink response message as a valid
response. Upon reception of a negotiation uplink message, ATN B1 function proposes the
valid response messages to the flight crew as described in the following table:

WE CAN ACCEPT [level] AT
WHEN CAN YOU 81
148 [time]
ACCEPT [level]
82 WE CANNOT ACCEPT [level]

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ATA 23_5 – CPDLC
DESCRIPTION
ISSUE 20 DGT94085
DOWNLINK MESSAGE PROCESSING
Flight crew has the capability to edit and send downlink request.
The ATC center responds to flight crew request either by an acknowledgement response or
by an instruction or clearance.
The set of downlink messages editable by flight crew is compliant with mandated data link
services for ATN B1 defined in ED-120 including change 1&2 and with ED-122 for FANS 1/A.
Upon selection of a downlink request message, CPDLC function presents applicable
parameters for edition by the flight crew. CPDLC function interprets data (numerical key
words) entered by flight crew and associate relevant unit.
In case of invalid data format entry for a given field, INVALID ENTRY dialog message is
displayed.
After downlink message edition and before transmission over the network, message is
presented to flight crew review. In case of error, flight crew can modify downlink message
content before transmission on the network.
After transmission flight crew can monitor transmission progress with message status.
Downlink messages requiring an ATC center response remain in open state until reception of
a closure response from ATC center.
For ATN B1, If ATC center does not respond in 300 seconds, a sidelink message ERROR:
RESPONSE FROM ATC CENTER [facility] NOT RECEIVED: [message text] (where [facility]
is the ICAO code of the active center and [message text] the content of the initial downlink
message) is added to ATN message log. If the ATC center responds STANDBY an extra 300
seconds is allowed to the ATC center to process the request.
For FANS 1/A, for downlink request message it is ATC center responsibility to close all
messages.
If no response is required, message is closed.
For each downlink message, a message status summarizes the open dialog with the current
ATC center.

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ATA 23_5 – CPDLC
DESCRIPTION
DGT94085 ISSUE 20
FANS 1/A DOWNLINK MESSAGES
For FANS 1/A, the different downlink message statuses are defined in the following table:
DOWNLINK
DISPLAYED
STATUS
STATUS
SEND or RESEND prompt has been selected, network

acknowledgement for corresponding message not
SENDING Pending
received and network acknowledgement timer or
corresponding message has not expired

SENT acknowledgement for corresponding message received, Closed
and message does not require a response

acknowledgement for corresponding message received,
OPEN Pending
message requires a response, and response not
received or STANDBY response received

DEFERRED Pending
message requires a response, and REQUEST
DEFERRED response received

RESPONSE acknowledgement for corresponding message received,
Closed
RCVD message requires a response, and response other than
REQUEST DEFERRED or STANDBY received
Message was pending at the handoff of control from

ABORTED Closed
current to next ATC center) or on CPDLC disconnection.
SEND or RESEND prompt has been selected, and

network acknowledgement for corresponding message
NO ACK Closed
not received prior to expiration of corresponding network
acknowledgement timer

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DESCRIPTION
ISSUE 20 DGT94085
ATN B1 DOWN LINK MESSAGE
For ATN B1, the different downlink message statuses are defined in the following table:
DOWNLINK
DISPLAYED
STATUS
STATUS

acknowledgement for corresponding message not
SENDING Pending
received and network acknowledgement timer or
corresponding message has not expired

SENT acknowledgement for corresponding message received, Closed
and message does not require a response

OPEN Pending
message requires a response, and response not
received or STANDBY response received

CLOSED Closed
message requires a response and network response
received
Message was pending at the handoff of control from

current to next ATC Center or on CPDLC disconnection
EXPIRED Closed
or ATC center did not respond in allocated time to a
downlink message
If CPDLC connection is in HOLD mode, all composed

QUEUED CPDLC downlinks are queued until they are transmitted Pending
or expired.

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ATA 23_5 – CPDLC
DESCRIPTION
DGT94085 ISSUE 20
MESSAGE LOG MANAGEMENT
The message log lists the most recent uplink and downlink CPDLC messages in the
sequence of their transmission/reception.
FANS 1/A
Message log does not add an entry in the log for downlink closure response. Indeed, uplink
message status indicates what the flight crew response is:
- Accepted means that the flight crew has responded WILCO, ROGER, or AFFIRMATIVE
- Rejected means that the flight crew has responded UNABLE or NEGATIVE.
Message log contains at least the five most recent uplinks and the five most recent
downlinks. In case of uplink memory shortage the RESPOND TO ATC UPLINKS dialog
message is displayed.
For all messages in log, the following information is available to the crew:
- Uplink or downlink characteristic,
- Time of reception/transmission,
- Message status (see downlink/uplink message status),
- Beginning of message content.
From the message log, the flight crew can retrieve CPDLC messages and access their
content.
- Message content contains all message parameters:
- Time of transmission or reception,
- Message content,
- Flight crew response if applicable,
- Initial flight crew request if applicable.
If FANS1A function detects an error in an uplink message, the ERROR (DM62) message
with the appropriate error code is sent back to ATC center, the uplink message is discarded
and INVALID ATC UPLINK dialog message is displayed.
Both the invalid uplink message and the error response message are not added to message
log.

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DESCRIPTION
ISSUE 20 DGT94085
ATN B1
ATN B1 message log contains downlink closure message response.

ATN B1 message log has a capacity of 100 downlink and uplink messages.
In case of log storage saturation, the oldest closed messages are deleted to free storage for
incoming messages.
For all messages in log, the following information is available to the crew:
- Uplink or downlink characteristic,
- Time of reception/transmission,
- ICAO code of originator of message,
- Beginning of message content.
From the message log, the flight crew can retrieve CPDLC messages and access their
content.
- Message content contains all message parameters:
- Time of transmission or reception,
- ICAO code of originator of message,
- Message content,
- Message status(see downlink/uplink message status),
- Flight crew response if applicable,
- Initial flight crew request if applicable.
For ATN B1, sidelink messages are system-generated messages added to the message log.
Upon addition of a sidelink message to message log, ATC DTLK MESSAGE CAS
message and dedicated aural annunciation (Ding Dong tone) are triggered. Sidelink
messages are closed upon flight crew review. CAS is deleted upon sidelink closure.
Only one sidelink is defined ERROR: RESPONSE FROM ATC CENTER [facility] NOT
RECEIVED: [message text] (where [facility] is the ICAO code of the active center and
[message text] the content of the initial downlink message).
If an uplink message is identified by CPDLC as invalid, the uplink message is discarded and
the ERROR (DM62) message is sent back to ATC center. Both the invalid uplink message
and the error response message are not added to message log.

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ATA 23_5 – CPDLC
DESCRIPTION
DGT94085 ISSUE 20
ADS-C MANAGEMENT (FANS 1/A ONLY)
ADS-C application intent is to replace periodic position report over voice in remote and
oceanic regions where no ground-based surveillance system is available.
ADS-C contracts are ground-initiated. ADS-C application supports ADS-C contracts with up to
five different ground ADS-C users (either ATC center or AOC center).
There are three contracts modes: periodic contract mode, event contract mode, and demand
contract mode. ADS-C application can maintain simultaneously one periodic contract and one
event contract for each ground ADS-C users.
- For periodic contract mode, ADS-C reports at a specified reporting interval a set of
navigational and meteorological parameters specified in ADS-C contracts. Each group of
parameters may be reported with a different period. Each ADS-C report contains at least a
set of basic navigational parameters.
- For event contract mode, ADS-C reports a set of parameters upon the occurrence of a
specified event. The set of parameters to be reported is depending on the event.
- For demand contract mode, ADS-C sends a single report with the specified set of
parameters. Demand contract is deleted after transmission of the requested report.
Flight crew has the capability to enable or deactivate ADS-C application. When the maximum
number of contract with different ATC Center is reached, new ADS-C contract requests are
rejected. When ADS-C is deactivated by flight crew, all active ADS-C contracts are terminated
and ADS-C application no longer accepts ADS-C contracts.
Upon establishment of the first ADS-C contracts (periodic and event mode) and termination of
the last ADS-C contract, FANS 1/A function triggers dialog messages:
MESSAGE TEXT TRIGGER CONDITION
Enabled when an ADS contract is established and an active

ADS ESTABLISHED
ADS contract did not exist at the time of the establishment.
Enabled when all ADS connections are terminated for

ADS TERMINATED
circumstances other than an FMS failure.
The flight crew is able to review all active ADS-C contracts. For each contract, the mode
(periodic or event), the ACARS address of ground ADS-C users and the set of parameters
requested are available. Demand mode contracts are not reviewable by flight crew and do not
trigger any dialog message.

02-23_5-10 F2000EX EASY
ATA 23_5 – CPDLC
DESCRIPTION
ISSUE 20 DGT94085
EMERGENCY (FANS 1/A ONLY)
Flight crew has the capability to set the system in emergency mode either by activating
ADS-C emergency mode or by transmission of a MAYDAY emergency message.
In emergency mode, ADS-C application sets all existing ADS-C periodic contracts to ADS-C
emergency mode contracts. If no ADS-C contract exists with current ATC Center, ADS-C
application will set up a default emergency mode contract with current ATC Center.
Emergency mode may be cancelled either by deactivation of ADS-C Emergency mode, or by
transmission of a specific cancellation message, or by reception of an ADS-C Cancel
Emergency request. In all cases, ADS-C application reverts to normal mode. Established
emergency ADS-C contracts revert to normal periodic mode.

F2000EX EASY 02-23_5-10
ATA 23_5 – CPDLC
DESCRIPTION
DGT94085 ISSUE 20
DATA LINK STATUS
Flight crew can monitor the availability of the ACARS / ATN data link.
FANS 1/A
If either VHF VDL (mode 2 or A) or SATCOM is available then ACARS data link status is
READY.
In case of lack of both subnetworks coverage, ACARS data link availability is tagged as NO
COMM.
Table below summarizes possible states of ACARS data link status:
DISPLAYED
DATA LINK STATUS
STATUS
NOCOMM Both VHF and SATCOM ACARS data link are not available.
FAILED Technical dialog between the FMS and CMF is failed.
SATCOM data link is not available and VHF3 is currently in voice

VOICE
mode.
READY VHF or SATCOM ACARS data link are available
When flight crew is preparing the transmission of a message and if the ACARS data link is
available, the transmission command or the transmission progress status is displayed
instead ACARS data link status.

02-23_5-10 F2000EX EASY
ATA 23_5 – CPDLC
DESCRIPTION
ISSUE 20 DGT94085
The table below summarizes the transmission commands and progress status:
DISPLAYED DOWNLINK NOTIFICATION

DOWNLINK CPDLC STATUS
STATUS STATUS
Notification status displayed is
not SENT, SENDING or Downlink message is valid for
RESEND; the Flight Id and transmission, the message is not
SEND>
Tail Number are valid; and the previously/successfully sent, and an
ACARS data link status is active ATC connection is open
READY.
SEND> has been selected for

the entered LOGON TO center SEND> has been selected for a
and a network CPDLC downlink message and a
acknowledgement to the network acknowledgement to the
SENDING connection request downlink downlink message has not been
has not been received; and received; and the network
the network acknowledge acknowledge timer has not expired;
timer has not expired; and the and the data link status is READY
data link status is READY
Transmission of the LOGON

TO CENTER has received a
Transmission of the CPDLC
network acknowledgement;
downlink message has received a
and the acknowledgement
network acknowledgement; and the
SENT timer did not expire; and the
acknowledgement timer did not
data link status is READY and
expire; and the data link status is
the initial notification
READY
acknowledgement from ATC
Center is not yet received.
Transmission of the LOGON

Transmission of the CPDLC
TO center did not receive a
downlink message did not receive a
network acknowledgement;
network acknowledgement; the
the network acknowledgement
RESEND> network acknowledgement timer
timer has expired; the Flight Id
has expired, the ACARS data link
and Tail Number are valid; and
status is READY, and an active
the ACARS data link status is
ATC connection is open.
READY.
The downlink message remains in a SENDING status, pending a response from ground
network during 10 maximum minutes (network acknowledgement timer). Upon timer
expiration, downlink message is:
- Aborted and set to a NO ACK status, if it is a flight crew request, or
- Discarded if it is a flight crew response. The flight crew has to re-send his/her response.
In both cases, the dialog message UNABLE TO SEND DOWNLINK is displayed.

F2000EX EASY 02-23_5-10
ATA 23_5 – CPDLC
DESCRIPTION
DGT94085 ISSUE 20
A data link reset command is available in CMF/AFIS window. Usage of this command implies
a temporary loss of data link communication until ACARS link re-establishment. FANS 1/A
CPDLC and ADS-C current connections will be maintained during this timeframe.
If a CPDLC or an ADS-C downlink message is in transmission (i.e. in sending state and no
network acknowledgement has been received) when data link reset command is used, this
message must abort (i.e. 10 minute timer must expire) and dialog message UNABLE TO
SEND DONWLINK must be displayed for a new downlink message of same type to be
transmitted.
If an AFIS downlink message transmission fails when the ATC DTLK window / FANS 1/A
page is displayed, the dialog message UNABLE TO SEND DOWNLINK is presented.
ATN B1
Flight crew can monitor the availability of the ATN data link.
ATN data link is based on VDL Mode 2 only. In case of temporary unavailability of VDL
Mode 2, ATN B1 function sets the CPDLC connection on hold during at most 6 minutes. If
CPDLC connection is in HOLD mode, all composed CPDLC downlinks are QUEUED until
they are transmitted or expired.
For example, VDL Mode 2 may be unavailable because of use of VHF3 for voice
communications. Upon expiration of hold timer (6 minutes), CPDLC connection is
terminated.
Table below summarizes possible states of ACARS data link status:

DISPLAYED
DATA LINK STATUS
STATUS
ATC COMM NOT
ATN communication stack is not available
AVAIL
ATC COMM ON Communication link between aircraft and ATC center over ATN
HOLD network is not available
When flight crew is preparing the transmission of a message and if the ATN data link is
available, the transmission command or the transmission progress status is displayed.
The table below summarizes the transmission commands and progress status:
DISPLAYED DOWNLINK DISPLAYE DOWNLINK CPDLC STATUS

STATUS NOTIFICATION STATUS D STATUS
ATN communication ATN communication stack is
stack is operational and operational and aircraft is
ATC CENTER ready for CM/ATN B1 connected with ATC center
SEND*
NOTIFY* notification (status (status displayed only for
displayed only for CPDLC message
notification) transmission)

02-23_5-10 F2000EX EASY
ATA 23_5 – CPDLC
DESCRIPTION
ISSUE 20 DGT94085
DISPLAYED DOWNLINK DISPLAYE DOWNLINK CPDLC STATUS

STATUS NOTIFICATION STATUS D STATUS
ATN communication ATN communication stack is
stack is operational and operational and technical
ATC CENTER ATC Center response to acknowledgment from the
SENDING
NOTIFYING aircraft CM/ATN B1 ATC Center to a downlink
notification has not been message has not been
received yet. received yet.
ATN communication stack is

ATN communication
operational and technical
ATC CENTER stack is operational and
SENT acknowledgment from the
NOTIFIED CM/ATN B1 notification
ATC Center to a downlink
is successful
message has been received.
The downlink message remains in a SENDING status, pending a response from ATC Center
during 305 maximum seconds. Upon timer expiration, downlink message is set in EXPIRED
status. The sidelink message ERROR: RESPONSE FROM ATC CENTER [facility] NOT
RECEIVED: [message text] is added to the log.
Downlink message needs to be transmitted again.
Special case: CURRENT DAYA AUTORITY (DM99), sent automatically by the system at
CPDLC connection establishment (initial connection or ATC center transfer) expires after 40
seconds in SENDING status.
Upon expiration, the message is set in EXPIRED state, sidelink message ERROR:
RESPONSE FROM ATC CENTER [facility] NOT RECEIVED: [message text], and the
message is re-sent automatically and added to the log.
After 3 unsuccessful transmission attempt, CPDLC connection is terminated and ATC
COMM TERMINATED dialog message is triggered.
A data link reset command is available in CMF/AFIS window. Usage of this command
implies the termination of current ATN B1 CPDLC connection.
ATC COMM TERMINATED dialog message is displayed

F2000EX EASY 02-23_5-10
ATA 23_5 – CPDLC
DESCRIPTION
DGT94085 ISSUE 20
MESSAGE PRINTING
For airplanes equipped with a printer, a command is available to print either the full content of
log or individual CPDLC message.
Printer availability status is directly available on the printer.
NOTE
If no printer is installed, the print command remains available and its use has no effect.

02-23_5-10 F2000EX EASY
ATA 23_5 – CPDLC
DESCRIPTION
ISSUE 20 DGT94085
OCEANIC CLEARANCE (FANS 1/A ONLY)
FANS 1/A operations over North Atlantic Airspace require the request of oceanic clearance to
OACC (Oceanic Area Control Center) using ORCA system (defined by ARINC 623).
It is flight crew responsibility to request an oceanic clearance to OACC. The flight crew can
send an Oceanic CLearance (OCL) through a dedicated function. There is no functional link
between OCL function and FMS, therefore downlink message parameters are not
automatically populated, and the uplinked oceanic clearance cannot be loaded in FMS.
The process of requesting an oceanic clearance is as following:
- 1) Flight crew request the clearance by providing the required parameters (oceanic
clearance request).
- 2) OACC acknowledges the reception of OCL request (ATC status message).
- 3) OACC center transmits the oceanic clearance (oceanic clearance).
- 4) Flight crew is then required to acknowledge the clearance (oceanic clearance
acknowledgement).
- 5) Finally, the OACC closes the dialog by confirming the reception of flight crew
acknowledgment (ATC status message).
Upon reception of an OCL message, COM: ATS CLEARANCE MSG CAS message and a
dedicated aural is triggered (Ding Dong tone).
Flight crew must open OCL message page manually. No MKB shortcut is provided.

F2000EX EASY 02-23_5-10
ATA 23_5 – CPDLC
DESCRIPTION
DGT94085 ISSUE 20
A status is associated with each OCL message. The statuses are described in the table
below:
MESSAGE OCL DISPLAYED CPDLC STATUS

DIRECTION MESSAGE STATUS
Downlink message is valid for
SEND* transmission, the message is not
previously/successfully sent.
SEND> has been selected for RCL

downlink message and a network
Oceanic acknowledgement to the downlink
SENDING
Downlink Clearance message has not been received; and the
Request network acknowledge timer has not
expired.
Transmission of the RCL downlink

message has received a network
SENT
acknowledgement; and the
acknowledgement timer did not expire.
ATC Uplink message not read. Pending

NEW
Uplink status status.
message DISPLAYED Uplink message read. Closed status.
Clearance message not read. Pending

NEW
status.
Oceanic Clearance message read. Pending

Uplink OPEN
clearance status.
Clearance acknowledged by flight crew.

ACCEPTED
Closed status.
Oceanic clearance cannot be loaded automatically in FMS flight plan. Flight crew is required
to key in the clearance manually.
An OCL message log allows to retrieve the most recent OCL messages. Message status and
time of reception/transmission is available for each entry of message log. Messages are
added sequentially in order of reception/transmission. In case of log saturation, older
messages are removed.
Flight crew has the capability to print OCL messages.

02-23_5-10 F2000EX EASY
ATA 23_5 – CPDLC
DESCRIPTION
ISSUE 20 DGT94085
CPDLC FAILURE
Unavaibility of FANS 1/A function can occur in the following cases:

- SATCOM failure,
- MAU2B failure or CMF instance failure,
- All FMS instances failures,
- MAU1A and MAU2A failures,
- Control I/O 1 or Control I/O 2 failure.
In oceanic and remote operations, the loss of long range datalink, i.e SATCOM, is considered
as a failure of FANS 1/A function, although the function is still available via the VHF Data Link.
Unavaibility of OCL function can occur in the following cases:

- SATCOM failure and VHF3 failure,
- MAU2B failure or CMF instance failure,
- Control I/O 2 failure.
Unavaibility of ATN B1 function can occur in the following cases:

- VHF3 failure,
- MAU2B failure or CMF instance failure or ATC instance failure,
- Control I/O 2 failure.

F2000EX EASY 02-23_5-15
ATA 23_5 – CPDLC
CODDE 1 PAGE 1 / 12
DGT94085 ISSUE 20
GENERAL
CPDLC requires flight crew actions to manage connection to ATC center, to send downlink
messages, and to respond to uplink messages.
Control and indication are based on:
- A 1/6 window for CPDLC pages display (ATC DTLK window),
- MKB for data entry,
- A dedicated ATC DTLK shortcut on MKB,
- A specific CPDLC annunciation for new incoming messages composed of a dedicated
white CAS and specific aural.
FIGURE 02-23_5-15-00 - FLIGHT DECK OVERVIEW
The ATC DTLK window may be displayed on 1/6 lower window on PDUs and any 1/6
window allocation on MDUs. But all windows are synchronized and their contents are
identical: changing the page on one window will affect all the displayed instances.
The system accepts to display only one ATC DTLK window per display.

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ATA 23_5 – CPDLC
PAGE 2 / 12 CODDE 1
ISSUE 20 DGT94085
MKB
FIGURE 02-23_5-15-01 - MKB WITH CPDLC FUNCTION
Pressing the ATC DTLK shortcut pushbutton on the MKB displays the ATC DTLK window on
the on-side PDU. If the on-side PDU is not available (only degraded 2 DU configuration), it
automatically displays the ATC DTLK window on the lower 1/6 of the MDU.
When the ATC DTLK window is accessed through the dedicated MKB shortcut, the page
automatically switches to (by order of priority):
- The message itself if there is a single pending FANS 1/A or ATN B1 uplink message,
- The message log if several pending FANS 1/A or ATN B1 uplink messages exist,
- The main page otherwise.

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ATA 23_5 – CPDLC
CODDE 1 PAGE 3 / 12
DGT94085 ISSUE 20
ATC DTLK WINDOW
GENERAL
Page title Paging
Emulated side keys

(numbering:
1L to 6L and 1R to 6R) Page content
Data-entry-field
Network selector
FIGURE 02-23_5-15-02 - GENERAL LAYAOUT OF ATC DTLK WINDOW
The CPDLC window is divided into several areas as seen on Figure 02-23_1-15-02:
- The page title,
- The paging and associated CCD knob icon,
- The emulated side keys: selects a parameter, links to another page, activates a
function, ... The action depends on the content of the line next to the key,
- The content of the page,
- The data-entry-field: displays the data being entered,
- The network selector: selects the network (FANS 1/A or ATN B1) or the type of pages
(CMF/ATS).

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PAGE 4 / 12 CODDE 1
ISSUE 20 DGT94085
Specific characters
Specific characters rules are used in the page content:

- When a side key is a link to another page, next to it, a small triangle (under FANS
1/A) or an arrow (under ATN B1) is displayed
FANS 1/A ATN B1
- When a side key is set a 2 states parameter (ACTIVE/OFF for instance), next to it, a
small triangle (under FANS 1/A) or an arrow (under ATN B1) is displayed
FANS 1/A ATN B1
- If activating a side key would send a message on the datalink, it is displayed as a '*'
under ATN B1 or as a ‘Send >’ label under FANS 1/A
FANS 1/A ATN
The ATC DTLK window has a total of 12 button soft keys (side keys). There are 6 side
keys on the left side and 6 other side keys on the right side. Each two soft key along the
vertical has a light grey shape in order to improve the legibility of the window content. The
line being empty or not, any of the 12 side key may be outlined in cyan when the active
cursor is pointing:
- Within the interactive region of the button,
- Or the middle side part of the line corresponding to the button.

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ATA 23_5 – CPDLC
CODDE 1 PAGE 5 / 12
DGT94085 ISSUE 20
As long as a side key is outlined, it is possible to activate it by clicking on it, or by

depressing the ENTER button on MKB. It is also possible to set the corresponding
parameter by using the MKB.
Page layout
Each page is divided in 12 main lines, associated to a left and a right line select key.
Each main line is composed by a header line and a data line, which may contain 24
characters.
FIGURE 02-23_5-15-03 - PAGE LAYOUT WITH DIFFERENT KINDS OF FIELD

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PAGE 6 / 12 CODDE 1
ISSUE 20 DGT94085
Header lines can contain:

- Labels for text display,
- Or display fields for data display.
Data lines can contain:
- Labels for text display,
- Or display fields for data display,
- Or entry fields for data entry by crew,
- Or select fields, to select prompts for example, to access to another page or to
enable / disable modes / options.
Each entry field and each select field are associated to a left or right side key.

F2000EX EASY 02-23_5-15
ATA 23_5 – CPDLC
CODDE 1 PAGE 7 / 12
DGT94085 ISSUE 20
DIALOG MESSAGES
The annunciation system for the CPDLC function is based on several dialog messages in
ATC DTLK window.
Dialog messages are displayed into specific dialog boxes at the middle of the ATC DTLK
window.
All dialog boxes have the same shape and are superimposed.
FIGURE 02-23_5-15-04 - DIALOG MESSAGE
Dialog box generates two classes of dialog messages:

- Alerting system messages
- Advisory system messages
The crew member can acknowledge the dialog message by depressing on OK soft key. It
closes the dialog box.
The dialog boxes containing alerting system messages are displayed over the dialog boxes
containing advisory system messages. Otherwise they are sorted with the newest message
on top of the stack. If the same condition triggers several time the same dialog message
(several uplink messages for instance), it opens as many dialog boxes. Hence, the crew will
have to select OK several times.

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PAGE 8 / 12 CODDE 1
ISSUE 20 DGT94085
FANS 1/A DIALOG MESSAGES
DIALOG MESSAGE LEVEL DEFINITION

Enabled when an ADS contract is established and an
ADS ESTABLISHED Alerting active ADS contract did not exist at the time of the
establishment
Enabled when all ADS connections are terminated for
ADS TERMINATED Alerting
circumstances other than an FMS failure
ATC CENTER NOT Enabled when flight crew enters an ATC Center ICAO
Advisory
SUPPORTED code unknown of ATC Database
ATC COMM
Alerting Enabled when a CPDLC connection is established.
ESTABLISHED
ATC COMM Enabled when the connection with the current CPDLC
Alerting
TERMINATED connection with the active center is terminated.
Enabled when an uplink is received that contains a
ATC REPORT LIST
Advisory request for report and nine reports already exist in the
FULL
report list.
Enabled when one crew member attempts to create a
BUSY-SENDING downlink element and another crew member has
Advisory
PREV MSG selected a downlink of the same type and it is in the
SENDING state.
Enabled when FANS 1/A Flight ID field entry
CHECK FLIGHT ID Advisory
mismatches with AVIONICS flight ID
Enabled when an ATC uplink is received that cannot be
validated to be included in the message log. This
INVALID ATC
Alerting message is not provided due to an uplink CRC failure
UPLINK
as it is unknown what type of ATS message was
attempting to be sent.
This message indicates that the entry is not in the
INVALID DELETE Advisory
correct format and/or range.
This message indicates that the delete operation is not
INVALID ENTRY Advisory
valid for the selectetd item.
Enabled when the current selection or entry would
cause more than five downlink message elements to be
selected for inclusion in the downlink message. This
MSG LIMIT message is applicable to entries and selections on the
Advisory
EXCEEDED following pages: EMERGENCY REPORT, WHEN CAN
WE EXPECT, ATC REQUEST pages, and VERIFY
REQUEST. Note that the element that causes the
exceedance is not included in the downlink message.

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ATA 23_5 – CPDLC
CODDE 1 PAGE 9 / 12
DGT94085 ISSUE 20

This message indicates that the entry is formatted
NOT IN DATA BASE Advisory
properly but is not in the database.
Indicates to the crew that either an initial notification
RE-LOGON TO ATC was not accepted or all established CPDLC
Alerting
CENTER connections have been terminated and the crew needs
to send a new logon.
Enabled when an uplink message cannot be retained
RESPOND TO ATC and presented due to exceeding the defined available
Alerting
UPLINKS storage buffer corresponding to the received uplink
message
Enabled in accordance with normal ACARS processing
UNABLE TO SEND
Advisory when an acknowledge is not received within the timeout
DOWNLINK
period
NOTE
INVALID ATC UPLINK may be displayed inadvertently upon reception of the same message
over different sub-networks.

02-23_5-15 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
ATN B1 DIALOG MESSAGES:
Enabled when flight crew tries to select or enter an ATC

ATC CENTER center which is maintaining a connection with the
Advisory
CONNECTED airplane or that ATN B1 is already performing a
notification with
ATC CENTER NOT Enabled when flight crew enters an ATC Center ICAO
Advisory
SUPPORTED code unknown of ATC Database.
Enabled when ATN B1 does not receive a positive
ATC CENTER NOTIFY
Advisory response to its attempt to perform a Context
FAILED
Management logon.
ATC COMM Enabled when the connection with the current CPDLC
Alerting
TERMINATED connection with the active center is terminated.
ATC NOTIFY IN Enabled if the pilot tries to edit any of the notification-
Advisory
PROGRESS related data while a notification is in progress.
This message indicates that the entry is not in the
INVALID ENTRY Advisory
correct format and/or range.
If the uplink message requires a closure response and
the closure response has not been sent, then rotating
the CCD knob counterclockwise when page 1 is
REVIEW MESSAGE Advisory
displayed will cause page 1 to continue to be displayed
and the dialog message “REVIEW MESSAGE” to be
displayed.

F2000EX EASY 02-23_5-15
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
CAS MESSAGES
WHITE CAS MESSAGES
The behavior of the CPDLC advisory CAS message complies with the existing CAS rules.
Nevertheless, if a new event triggers the CAS when already displayed, it switches to reverse
video for 10 seconds again, and it is moved back on top of the white CAS list.
In addition, CPDLC advisory CAS message is systematically associated to a single aural:
Ding Dong tone.
Two advisory CAS messages are dedicated to CPDLC function:
- ATC DTLK MESSAGE : uplink message is received or associated to some
specific dialog system (*) and sidelink messages.
- ATS CLEARANCE MSG : a new ATS message is received and no other ATS
message is pending.
*: Dialog messages triggering CAS message:
• For FANS 1/A: “RESPOND TO ATC UPLINKS” and “INVALID ATC UPLINK”.
• For ATN B1: “ATC CENTER NOTIFY FAILED”.
AMBER CAS MESSAGE
CAS message specific to CPDLC:

- ATN B1 FAIL : ATN B1 is failed due to ATC instance failure hosted in
MAU2B.
CAS messages not specific to CPDLC:

- DATALINK FAIL : Datalink function failure (CMF instance failure) involves
ATN B1 and FANS 1/A unavailability.
- SATCOM FAIL : SATCOM failure involves FANS 1/A unavaibility if VHF
Data is not available.
- VHF COM 3 FAIL : VHF3 failure involves ATN B1 unavailability. VHF3
failure involves FANS 1/A unavailability if SATCOM is not available.
These CAS messages are described in section 02-23-35.

02-23_5-15 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
CODDE 1 PAGE 1 / 38
FANS 1/A PAGES DESCRIPTION
DGT94085 ISSUE 20
ATC INDEX PAGE
ATC INDEX page is the FANS root page and provides access to FANS datalink related
pages.
FIGURE 02-23_5-20-00 - FANS 1/A - ATC INDEX PAGE
◄EMERGENCY: access to the EMERGENCY REPORT page.

POS REPORT►: provides access to the POSITION REPORT page.
◄ATC REQUEST: provides access to the ATC REQUEST page.
REPORT►: provides access to the ATC REPORT page, in order to send and arm ATC
reports.
◄WHEN CAN WE: provides access to the WHEN CAN WE EXPECT page.
VOICE ►: provides access to the VERIFY REQUEST (VOICE) Page.
◄FREE TEXT: provides access to the VERIFY REPORT page, where free text can be
entered.
CLEARANCE►: provides access to the VERIFY REQUEST (CLEARANCE) Page.
◄ADS REVIEW: provides access to the ADS REVIEW subpage 1, in order to review current
ADS contracts. This prompt is displayed only if at least one ADS contract exists.
PRINT LOG►: allows printing the ATC LOG.
◄LOGON/STATUS: provides access to the ATC LOGON/STATUS subpage 1, in order to
establish a CPDLC connection and to access to Facilities Notification (AFN) information and
to information regarding the active and next centers.
LOG►: provides access to the ATC LOG subpage 1, in order access to a listing of all uplink
and downlink messages.

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PAGE 2 / 38 CODDE 1
ISSUE 20 DGT94085
ATC LOGON/STATUS PAGE
ATC LOGON/STATUS 1/2 subpage allows to establish and monitor CPDLC connections with
ATC centers and to access to ATS Facilities Notification (AFN) information as well as
information regarding the active and next center.
This subpage allows also to ADS settings.
Without an active ATC center With an active ATC center
With an active ATC center and a next ATC center

FIGURE 02-23_5-20-01 - FANS 1/A - ATC LOGON/STATUS 1/2
LOGON TO: allows to enter a ATC center identifier for an AFN Initial Notification (AFN
LOGON) to the entered ATC center. When initial notification is accepted, the LOGON TO field
changes to four dashes. Default value is four dashes. When initial notification is accepted,
the LOGON TO field changes to four dashes. Default value is four dashes.

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CODDE 1 PAGE 3 / 38
DGT94085 ISSUE 20
LOGON: displays logon status associated to the ATC center identifier entered in LOGON TO
field. If no ATC center identifier display, the fields are blank.
FLT ID: allows to verify / enter the flight ID to be used for ATS datalink purposes. It is intended
that this flight ID will match the flight ID from the AVIONICS window. Default value is 8
dashes.
ACT CTR: displays the current active ATC center for CPDLC (ATC Comm). When there is no
CPDLC connection to an active ATC center, the field is blank.
TAIL NO is fulfilled with data defined in the APM. No entry is permitted.
NEXT CTR: displays the next ATC center, in case of ATC center handoff. If a valid next ATC
center is not identified, the field is blank.
ADS:
- Left line select key: displays the status of the ADS function (ACTIVE, OFF, or ARMED).
- Right line selct key: allows to turn off or arm ADS. Selection of OFF► turns off the ADS
function. Selection of ARM► enables the ADS function.
ADS EMERGENCY:
- Left line select key: displays the status of the ADS EMERGENCY mode (ON or OFF).
- Right line selct key: allows to turn on or off the ADS emergency mode. If emergency mode
is off, then ON► is selectable. If emergency mode is on, then OFF► is selectable.
If ADS status is off, data line 5 is blank.
If an emergency message is sent, while ADS status is off, ADS will be armed automatically
and ADS emergency mode will be turned on automatically.
◄ATC INDEX: provides access to the ATC INDEX page.
DATALINK: displays the datalink status, the transmission command, or the transmission
progress status (NO COMM, FAILED, VOICE, READY, SEND, SENDING, SENT, RESEND).
If an action is associated (e.g. SEND), a prompt character ► is displayed.

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ISSUE 20 DGT94085
ATC LOGON/STATUS 2/2 subpage allows to enable / disable control of CPDLC and to set
uplink delay time.
EASy II 3rd cert EASy II 4th cert
FIGURE 02-23_5-20-02 - FANS 1/A - ATC LOGON/STATUS 2/2
ATC COMM:
- Left line field: displays the status of the CPDLC (or ATC Comm) connection.
- Right line select field: allows to enable / disable CPDLC function. When the status field is
ACTIVE or ARMED, then OFF► is selectable. When the status field is OFF, then ARM►
is selectable.
UPLINK DELAY TIME: allows to modify the ATC uplink max delay time. This parameter is an
operational time limit to consider a message still relevant. Its default value is 16 minutes (960
seconds).
- EASY II 3rd cert: ATC uplink max delay time is set in minutes.
- EASY II 4th cert: ATC uplink max delay time is set in seconds.
◄ATC INDEX: results in the display of ATC INDEX page.

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DGT94085 ISSUE 20
ATC LOG PAGES
The ATC LOG page provides a listing of all uplinks / downlinks messages stored in the ATC
Log and provides access to the ATC UPLINK, ATC REQUEST, ATC REPORT, and
EMERGENCY pages corresponding to each logged uplink and downlink.
FIGURE 02-23_5-20-03 - FANS 1/A - ATC LOG PAGE
Log entries are displayed such that the most recently received or transmitted message is
displayed in line 1. Correspondingly, the oldest entry in the log is displayed as the last log
entry.
The log begins display in the header line of line 1. Each message is displayed on one header
line and one data line, as follows:
- Header line:
The time of message receipt or transmission is displayed in HHMMZ format on the left side
of the page.
The message status is displayed on the right side of the page. The possible message
statuses are: NEW, OPEN, OLD, ACCEPTED, REJECTED, and ABORTED, for uplink
messages; SENDING, SENT, OPEN, DEFERRED, RESPONSE RCVD, ABORTED, and
NO ACK, for downlink messages. NEW and OPEN uplink messages have their statuses
displayed in reverse video.
- Data line:
If the message is an uplink, the first character of the line is an up arrow. If the message is
a downlink, the first character of the line is a down arrow. Immediately following the arrow,
the message data text is displayed.
If the message text exceeds 22 characters, only the first 20 characters will be displayed
followed by two periods. A right facing prompt symbol ► is displayed.

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Selection of left line select key or right line select key when message data is displayed results
in the display of ATC UPLINK, ATC REPORT, ATC REQUEST, or EMERGENCY page that
corresponds to the message displayed on the line selected.
◄ATC INDEX: results in the display of ATC INDEX page.
CLEAR LOG►: allows the flight crew to clear messages (see below corresponding logic).
This prompt is displayed when the following conditions are all satisfied:
- The ATC LOG contains non-pending messages and
- The ATC LOG is not being printed from the ATC INDEX page and
- The CLEAR LOG is not armed, that is, the prompt has not been selected since the page
was accessed or a ◄NO-----CONFIRM has been selected.
◄NO<----CONFIRM---->YES► is displayed when all of the following conditions are satisfied:
- The ATC LOG contains non-pending messages and
- The ATC LOG is not being printed from the ATC INDEX page and
- The CLEAR LOG prompt has been selected since the page was accessed and
- The CONFIRM prompt has not been selected since the page was accessed.
Selection of CLEAR LOG► arms deletion of all non-pending messages in the ATC LOG.
Selection of CONFIRM---->YES► results in the deletion of all non-pending messages in the
ATC LOG. Selection of ◄NO-----CONFIRM disarms the clear log. Leaving the page while
CONFIRM is displayed results in the disarming of the clear log.

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DGT94085 ISSUE 20
ATC MESSAGE PAGES
ATC UPLINK PAGE
ATC UPLINK page displays the decoded elements of uplink messages and message status.
This page also allows to respond to pending messages or to initiate a print of the current
message.
FIGURE 02-23_5-20-04 - FANS 1/A - ATC UPLINK PAGE
Page description when one page is required for the display of message element data or
message response data.
UPLINK DELAY EXCEEDED (left line 1 header):
- If the difference between the timestamp within the uplink message and the current FMS
time is greater than the ATC uplink max delay time and the uplink status is OPEN, then
the UPLINK DELAY EXCEEDED header is displayed in the line 1 header.
- If the difference is less than or equal to the max delay time; or the corresponding ATC
center connection is no longer the current data authority; or the message is not open,
the UPLINK DELAY EXCEEDED is not be displayed.
◄REQUEST (left line 1 select field): if the uplink message is displayed in response to a
crew initiated request, the REQUEST page prompt is displayed. Selection of the REQUEST
prompt results in the display of the request downlink (ATC REQUEST page) associated with
the response uplink.
The current status of the uplink message is displayed in right line. If the UPLINK DELAY
EXCEEDED is displayed, the status is displayed in the data line 1 field; otherwise, the status
is displayed in the line 1 header field. The possible displays for message status are: NEW,
OPEN, OLD, ACCEPTED, REJECTED, ABORTED.
Lines 2 through 4: message data

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The elements of the ATC uplink are displayed in lines 2 header through the line 4 data line.
The first element begins display in the line 2 header followed by subsequent message
elements in the order they appeared in the uplink message. Each new element is started in
the next available header line with a “/” character in the first column followed by the fixed text
for the specific element. Each new element begins in a new line on the display field. Variable
data associated with the fixed text are displayed in the line immediately following the fixed
text. The fixed text is not separated from its associated variable data across subpages. If
both the fixed text and its associated variable data do not fit on the subpage, both are
displayed starting on the next subpage.
If a message element is armable, and that message element has not been armed, the last
line of that data element displays ARM► right justified in the data line. If that element has
been armed, ARMED is displayed right justified in the data line. Once an ARM has been
satisfied and the corresponding report has a status of SENT, the last line of that element
displays REPORT► right justified in the data line.
If the uplink message corresponds for a request for report and the report is not armable, the
last line of that data element displays REPORT►.
Selection of REPORT► prompt, when a corresponding report is not in the sent status,
transitions to ATC REPORT page.
Selection of REPORT►, when a corresponding report has been sent, transitions the page to
the ATC REPORT page associated with the corresponding report.
Deletion of ARMED results in the display for the corresponding report returning to the
ARM► prompt display and the disarming of the trigger condition.
If a message element may be reviewed, a REVIEW► prompt is displayed in the last line of
the data element right justified in the data line.
Response data if it exists begin in the line immediately following the uplink element data.
The first response line displays >>>> RESPONSE XXXXz <<<< indicating the timestamp of
the response. Response data follow fixed and variable data formatting as described for the
element data.
A message element or response data with multiple fixed text/variable data segments is
allowed to be separated between two subpages as long as associated fixed and variable
data within a segment are not separated.
PRINT► (5 line select field): provides the capability to print the ATC UPLINK elements and
response information as displayed on the ATC UPLINK page. If the subpage displayed is
the last subpage for the ATC UP the PRINT► is displayed else the 5 line select field is
blank.
LOG►: provides access to LOG subpage 1/X.

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DGT94085 ISSUE 20
Page when more than one page is required for the display of message element data or
message response data:
FIGURE 02-23_5-20-05 - FANS 1/A - ATC UPLINK 1/X SUBPAGE
FIGURE 02-23_5-20-06 - FANS 1/A - ATC UPLINK LAST SUBPAGE

02-23_5-20 F2000EX EASY
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ISSUE 20 DGT94085
CPDLC “PUSH TO LOAD” (OPTION M-OPT296 OR SB F2000EX-453)
On A/C with EASY II 4th cert (M3942 or SB F2000EX-451 or M3943 or SB F2000EX-450),

the FANS 1/A+ application provides the ability to load an ATC route clearance received
through an uplink message directly into the FMS flight plan.
The loadable uplink messages are:
- PREDEPARTURE CLEARANCE (received by CPDLC)
- AT POSITION PROCEED DIRECT TO
- CLEARED TO POSITION VIA RTE CLEARANCE
- CLEARED RTE CLEARANCE
- AT POSITION CLEARED ROUTE CLEARANCE
- OFFSET DISTANCE DIRECTION OF ROUTE
- PROCEED DIRECT TO
INSERT►: when no pending flight plan already exists, transfers CPDLC route clearances
into the FMS waypoint list.
FIGURE 02-23_5-20-07 - FANS 1/A - ATC UPLINK - INSERT

F2000EX EASY 02-23_5-20
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DGT94085 ISSUE 20
Once inserted, the clearance is displayed as a pending flight plan modification. The crew is
able to review it using the WPT LIST or the INAV.
FIGURE 02-23_5-20-08 - FANS 1/A - ATC UPLINK - INSERTED CLEARANCE PENDING
NOTE
When an OFFSET DISTANCE DIRECTION OF ROUTE clearance is inserted into the FMS
using the PUSH TO LOAD functionality, the offset can’t be previewed in the INAV.
Should the crew select ACCEPT before INSERTing the clearance, the INSERT soft key will
remain available in the UPLINK page.
If the clearance cannot be loaded properly in FMS flight plan, a pop-up message is
displayed in ATC DTLK window:
FUNCTION MESSAGE TEXT TRIGGER CONDITION CAS AURAL

Clearance is found to be invalid for
loading at the point of basic
UNABLE
validation when a potentially
FANS 1/A TO LOAD No No
loadable uplink is processed.
CLEARANCE
The crew is expected to reject the
clearance.
A portion of a route clearance

PARTIAL (UM79, 80 or 83) is loadable
FANS 1/A CLEARANCE whereas another portion of the No No
LOADED clearance contains errors. The crew
is expected to reject the clearance.

02-23_5-20 F2000EX EASY
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ISSUE 20 DGT94085
ATC REPORT PAGE
ATC REPORT page displays the complete data for an ATC report that was previously sent.
Multiple pages are used to accommodate all of the element text associated with the ATC
report.
FIGURE 02-23_5-20-09 - FANS 1/A - ATC REPORT PAGE
XXXXz is the zulu time the downlink was sent in HHMMz format.
Right line 1: if subpage 1 is displayed, the send status of the ATC report is displayed in the
line header field in accordance with the message status. The possible displays for a report
message status are: SENDING, SENT, ABORTED, NO ACK.
Lines 1 through 5: if the subpage displayed is subpage 1, header line 2 through header line
5 displays the ATC REPORT message element text. If the subpage displayed is not
subpage 1, header line 1 through header line 5 displays the ATC REPORT message
element text.
The element text is in accordance with the displays format for downlink elements. Each
element begins on a new header line and begins with a “/” followed by the element text.
Associated variable data are displayed on data lines. The fixed text is not separated from its
associated variable data across subpages. If both the fixed text and its associated variable
data do not fit on the subpage, both are displayed starting on the next subpage. Free text
begins with “/FREE TEXT” in the next available header line followed by the free text in the
subsequent lines. The free text lines are displayed as entered on the VERIFY REQUEST
page.
-- CONTINUED -- (Left line 5): inform that additional message is displayed on the next
subpage.

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PRINT►: if the subpage displayed is the last subpage for the ATC report and if FMS printing
is available, right line 5 provides the capability to print the XXXXz ATC report elements and
response information as displayed on the ATC REPORT page via selection of the displayed
PRINT► prompt. If the subpage displayed is not the last subpage for the ATC report, right
line 5 select field is blank.
◄ATC INDEX: provides access the to the ATC INDEX page.
LOG►: results in the display of ATC LOG subpage 1/x.
EMERGENCY PAGE
EMERGENCY page displays detailed information about the XXXXz emergency report. This
page is normally accessed through the log page.
Multiple pages are used to accommodate all of the element text associated with
EMERGENCY report.
FIGURE 02-23_5-20-10 - FANS 1/A - EMERGENCY PAGE
XXXXz is the zulu time the downlink was initiated in HHMMz format
Right Line 1 STATUS: if the subpage displayed is subpage 1, the send status of the
emergency report is displayed in the line header. The possible displays for an emergency
report status are : SENDING, SENT, ABORTED, NO ACK.
Lines 1 through 5: Message Element Text.
If the subpage displayed is subpage 1, header line 2 through header line 5 displays the
EMERGENCY message element text. If the subpage displayed is not subpage 1, header
line 1 through header line 5 displays the EMERGENCY message element text.

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ISSUE 20 DGT94085
The element text is in accordance with the displays format for downlink elements. Each
element begins on a new header line and begins with a “/” followed by the element text.
Associated variable data are displayed on data lines.The fixed text is not separated from its
associated variable data across subpages. If both the fixed text and its associated variable
data do not fit on the subpage, both are displayed starting on the next subpage. Free text
begins with “/FREE TEXT” in the next available header line followed by the free text in the
subsequent lines. The free text lines are displayed as entered on the VERIFY REQUEST
page.
If the position report (element 48) was included in the corresponding emergency report, the
element is not displayed on the EMERGENCY page.
-- CONTINUED -- (Left line 5): inform that additional data is displayed on the next subpage.
PRINT►: if the subpage displayed is the last subpage for the EMERGENCY report and if
FMS printing is available, right line 5 provides the capability to print the EMERGENCY report
elements and response information as displayed on the EMERGENCY page via selection of
the displayed PRINT► prompt. If the subpage displayed is not the last subpage for the
EMERGENCY report, right line 5 select field is blank.
ATC REQUEST PAGE
The ATC REQUEST page displays the complete data for an ATC request that was
previously sent.
Multiple pages are used to accommodate all of the element text associated with the ATC
request.
FIGURE 02-23_5-20-11 - FANS 1/A - ATC REQUEST PAGE
XXXXz is the zulu time the downlink was initiated in HHMMz format.

F2000EX EASY 02-23_5-20
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DGT94085 ISSUE 20
◄UPLINK: when ATC REQUEST subpage 1 is displayed and the uplink response to the
message displayed on the ATC REQUEST page is contained in the ATC log, an ◄UPLINK
prompt is displayed in left line 1 select field. Selection of 1L when the ◄UPLINK prompt is
displayed results in the display of subpage 1 of the ATC UPLINK page that corresponds to
the uplink response message.
Right line 1 (Status): if the subpage displayed is subpage 1, the send status of the ATC
request is displayed. The possible displays for a request message status are: SENDING,
SENT, OPEN, DEFERRED, RESPONSE RCVD, ABORTED, NO ACK.
Lines 1 through 5 (Message Element Text): if the subpage displayed is subpage 1, header
line 2 through header line 5 displays the ATC REQUEST message element text. If the
subpage displayed is not subpage 1, header line 1 through header line 5 displays the ATC
REQUEST message element text.
The element text is in accordance with the displays format for downlink elements. A route
clearance request indicates /REQUEST ROUTE CLEARANCE without the individual route
parameters. Each element begins in the next available header line and begins with a /
followed by the element text. Associated variable data are displayed on data lines. The fixed
text is not separated from its associated variable data across subpages. If both the fixed text
and its associated variable data do not fit on the subpage, both are displayed starting on the
next subpage. Free text begins with /FREE TEXT in the next available header line followed
by the free text in the subsequent lines. The free text lines are displayed as entered on the
VERIFY REQUEST page.
When an uplink response to the message displayed on the ATC REQUEST page has been
received, the first line following the last downlink message element displays:
>>>> RESPONSE XXXXz <<<<, where XXXXz is the time of the receipt of the uplink
response message, followed by the response.
-- CONTINUED -- (Left line 5): inform that additional data is displayed on the next subpage.
PRINT►: if the subpage displayed is the last subpage for the EMERGENCY report and if
FMS printing is available, right line 5 provides the capability to print the EMERGENCY report
elements and response information as displayed on the EMERGENCY page via selection of
the displayed PRINT► prompt. If the subpage displayed is not the last subpage for the
EMERGENCY report, right line 5 select field is blank.

02-23_5-20 F2000EX EASY
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ISSUE 20 DGT94085
ATC REPORT PAGES
ATC POSITION REPORT PAGE
The ATC POSITION REPORT 1/2 and 2/2 subpages display data elements to be included in
the downlink position report (element 48).
FIGURE 02-23_5-20-12 - FANS 1/A - ATC POSITION REPORT PAGE
ATC POSITION REPORT 1/2 subpage
LAST WPT: allows the display of the identifier of the last previously sequenced flight plan
waypoint. If no flight plan waypoints have been sequenced for this flight, the field is blank.
ATA: allows the display of the time of the sequence of the LAST WPT, in HHMMZ format.
If LAST WPT field is blank or the ATA is invalid for the LAST WPT, the field is blank.
TO WPT: allows the display of the identifier of the TO WPT. If no TO WPT exists for an
active flight plan, the field is blank.
ETA: allows the display of the ETA of the TO WPT, in HHMMZ format. If no TO WPT
exists for an active flight plan or the TO WPT ETA is invalid, the field is blank.
NEXT WPT: allows the display of the identifier of the next waypoint. The next waypoint is
the waypoint following the TO WPT in the active flight plan. If no next waypoint exists for
an active flight plan, the field is blank.
DEST ETA: allows the display of the ETA of the DEST WP, in HHMMZ format. If the ETA
is invalid, the field is blank.

F2000EX EASY 02-23_5-20
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DGT94085 ISSUE 20

Right line 6 (datalink status): displays the datalink status, the message transmission
command, or the message transmission command status:
- The possible displays for datalink status are: NOCOMM, FAILED, VOICE, READY.
- The possible displays for the message transmission command are: SEND►,
RESEND►.
- The possible displays for the message transmission command status are:
SENDING, SENT.
ATC REPORT POSITION page transitions to the ATC REPORT page, upon receipt of
the network acknowledgement.
ATC POSITION REPORT 2/2 subpage
SPEED: if the current target is valid, the target speed is displayed in CAS or mach format
as appropriate. If there is no valid target speed, the field is blank.
FLT ID: if the FLT ID on the ATC LOGON/STATUS page is valid displays the FLT ID.
ALTITUDE: if the current airplane altitude is valid displays the altitude in feet.
TEMP: if the current static air temperature is valid displays the temperature in degrees C.
WIND: If the FMS computed wind is valid, displays the current wind in degrees true with
the bearing representing the direction the wind is coming from and the magnitude in
knots.
FUEL: if the current fuel quantity is valid, displays the current fuel quantity in thousands of
pounds or thousands of kilograms based on system configuration. If the value is
displayed in thousands of pounds, the value is suffixed by LB. If the value is displayed in
thousands of kilograms, the value is suffixed by KG.
Right line 6 field: displays the datalink status, the message transmission command, or the
message transmission command status:
- The possible displays for datalink status are: NOCOMM, FAILED, VOICE, READY.
- The possible displays for the message transmission command are: SEND►,
RESEND►.
- The possible displays for the message transmission command status are:
SENDING, SENT.
ATC REPORT POSITION page transitions to the ATC REPORT page, upon receipt of
the network acknowledgement.
ATC REPORT PAGE
The ATC REPORT page displays the messages in the report list and provides the ability to
generate an assigned route report (FPL Report) and free text downlink message.

02-23_5-20 F2000EX EASY
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ISSUE 20 DGT94085
FIGURE 02-23_5-20-13 - FANS 1/A - ATC REPORT PAGE
◄FPL REPORT (left line 1): if current subpage displayed is subpage 1 and if an active flight
plan exists, left lline 1 select key field displays the ◄FPL REPORT prompt. Selection of this
prompt results in the selection of downlink element ASSIGNED ROUTE and display of the
VERIFY REPORT page for the ASSIGNED RTE. If the airplane is flying an offset path when
◄FPL REPORT is selected, downlink element DEVIATING OF ROUTE is also selected for
inclusion in the report downlink.
FREE TEXT►: if current subpage displayed is subpage 1, FREE TEXT► prompt is
displayed in right line 1 select key field. Selection of this prompt provides access to the
VERIFY REPORT page.
Line 1 through Line 5 (Report List): The ATC report list contains entries which are
automatically placed in the ATC report list when the uplink message contains an element
whose response is a report or confirmation downlink and a closure response is not required
for the uplink message. Entries are also placed in the ATC report list when the uplink
message contains an element whose response is a report or confirmation downlink, a
positive closure response required for the message was sent, and the network
acknowledgement has been received.
Lines 2 through 5 on subpage 1, and 1 through 5 on subpage 2 are used to display the ATC
report list. The ATC report list is displayed with the oldest report first, based upon receipt of
the request/confirmation that required the report, with the oldest report list entry in data line
2 of subpage 1, and each succeeding report list entry in the next available data line.
Each main line displays a single pending report request, an ARMED report, or an armable
report.
The report text is in accordance with downlink element display text; report texts are
displayed, in one line only, on data lines.

F2000EX EASY 02-23_5-20
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If the report displayed is pending report request (not including an armable report that is not
armed), a prompt character ◄ is displayed in column 1 preceding the report request text. If
the message text is greater than 23 characters, the first 21 characters are displayed
followed by two periods indicating more data is included in the message text.
If the report displayed is an armable report that is not armed, ARM► is displayed right
justified in the line displaying the report request text. If ARM► is displayed and the report
request text exceeds 19 characters, the first 17 characters are displayed followed by two
periods.
If the report displayed is ARMED, ARMED is displayed in header line above the displayed
report. A report is armed by crew selection as described in ATC UPLINK subpage 1 section.
Deletion of an ARMED report removes the armed status of the report.
Selection of a left line side key when a corresponding report is not in the sent status and no
manually selected report is in the sending state results in the selection of the corresponding
downlink message elements and transitions the page to the VERIFY REPORT page for the
corresponding report, or transitions to the ATC POSITION REPORT page if the report
request was for a position report. If a report corresponding to another manually selected
report is in the SENDING state the page display remains unchanged and the BUSY-
SENDING PREV MSG message is displayed.
EMERGENCY REPORT PAGE
The EMERGENCY REPORT page provides the ability for the flight crew to create and send
an emergency report.
FIGURE 02-23_5-20-14 - FANS 1/A - EMERGENCY REPORT PAGE

02-23_5-20 F2000EX EASY
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Left line 1: displays ◄MAYDAY prompt, if MAYDAY has not been selected. If MAYDAY has
been selected, the field displays MAYDAY without prompt character “◄”.
Selection of ◄MAYDAY prompt results in:
- The page display changing to the VERIFY EMERGENCY page.
- The deselection of PAN in right line 1, if selected.
When the AFCS Automatic Descent Mode (ADM) becomes active, ◄MAYDAY is
automatically selected. ADM is an option.
Deletion of MAYDAY, if selected, causes deselection of MAYDAY and the display of
◄MAYDAY prompt.
Right line 1: displays PAN► prompt, if PAN has not been selected. If PAN has been
selected, the field displays PAN without prompt character “►”.
Selection of PAN► results in:
- The page display changing to the VERIFY EMERGENCY page.
- Deselection of MAYDAY in left line 1, if selected.
Deletion of PAN, if selected, causes deselection of PAN and the display of PAN► prompt.
DIVERT TO: support DIVERT TO downlink message. If a waypoint has been entered, the
identifier of the waypoint is displayed. If a waypoint has not been entered, the field displays
the destination of the active route if it exists. The destination is preceded by a prompt
character ◄.
If a crew entry does not exist and an active flight plan destination does not exist, four dashes
are displayed.
Selection when a prompt character ◄ is displayed results in waypoint to be included in the
downlink message.
Deletion when the DIVERT TO is selected results in the deselection of DIVERT TO
message and the display of line field reverts to dashes or to prompt character ◄ followed by
active flight plan destination, if it exists.
DESCEND TO: supports DESCENT TO message. An altitude can be entered in feet or in
FL. If an altitude entry does not exist and the altitude preselector is valid, the altitude
preselector is displayed. If the altitude preselector is displayed and MAYDAY is not selected,
a prompt ◄ precedes the altitude preselector display. Default value is five dashes.
Selection when the prompt is displayed results in DESCENDING TO message to be
included in the downlink message with the altitude preselector as the altitude variable data.
When the EDM mode becomes active, 15000 is automatically entered into field.
Deletion when an altitude is displayed and a prompt is not displayed, result in deselection of
DESCEND TO message.
OFFSET: supports OFFSETTING OF ROUTE message. Default values are dashes.
Deletion when a valid offset exists results in deselection OFFSETTING OF ROUTE
message and the OFFSET field returns to dashes.
SOB: allows entry of souls on board to be included in downlink message. Default value is
dashes. When the ADM mode becomes active, the SOB field is automatically set to a value
of: 2 (pilot and copilot) plus the number of passengers entered in FMS. Deletion results in
deselection of SOB in downlink message and the field returns to dashes.
FUEL REMAINING (right line 4): allows entry of remaining fuel to be included in downlink
message. Header and data lines are blank if an SOB entry does not exist. If a SOB exists,
FUEL REMAINING is displayed in the header.

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
The remaining fuel value, if valid, is displayed expressed in terms of thousands of pounds or
thousands of kilograms followed by LB or KG to identify the units. If fuel remaining is invalid,
this field is blank.
The fuel time value, if valid, is displayed right justified in the field in HH+MM format. If the
remaining fuel time value is invalid, dashes are displayed as --+-- prompting a proper format
entry. Fuel time entries are allowed over data or dashes.
Deletion results in deselection of FUEL REMAINING in downlink message and the field
returns to dashes.
Left line 5: if no valid selection or entry has been made into any data field on EMERGENCY
REPORT page and there has not been a successful transmission of an emergency
downlink, line is blank.
If a valid selection or entry has been made resulting in creation of a downlink message
element and a successful SEND of an emergency downlink has not occurred, ◄CLEAR ALL
prompt is displayed.
If a successful SEND of an emergency downlink has occurred and no valid data selections
or entries have occurred since the transmission of the emergency downlink, then ◄CANCEL
EMERGENCY prompt is displayed
Selection of ◄CLEAR ALL prompt results in the deselection of all downlink message
elements that were previously selected on the EMERGENCY REPORT page and clears all
EMERGENCY REPORT page entries.
Selection of ◄CANCEL EMERGENCY prompt results in:
- The removal of prompt character ◄ (“CANCEL EMERGENCY” displayed).
- CANCEL EMERGENCY message to be included in the downlink message.
- The display of the VERIFY EMERGENCY page.
Deletion with CANCEL EMERGENCY displayed results in deselection of CANCEL
EMERGENCY message.
VERIFY►: provides access to the VERIFY EMERGENCY page corresponding to the
EMERGENCY REPORT page displayed.
When the ADM mode becomes active and fields 1L, 2R, and 3R have been automatically
entered, the VERIFY EMERGENCY page is automatically selected.

02-23_5-20 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
ATC REQUEST PAGES
WHEN CAN WE EXPECT PAGE
WHEN CAN WE EXPECT page administers the negotiation request downlink messages
FIGURE 02-23_5-20-15 - FANS 1/A - WHEN CAN WE EXPECT PAGE
CRZ CLB TO: support the WHEN CAN WE EXPECT CRUISE CLIMB TO ALTITUDE
request. Default altitude value is five dashes.
Entry of an altitude results in:
- CRUISE CLIMB TO ALTITUDE element with altitude to be included in the downlink
message.
- The deselection of any existing selection of CLIMB TO HIGHER ALT in right line 1 or
DESCENT TO LOWER ALT in right line 2.
Deletion when an altitude is displayed results in the deselection of WHEN CAN WE
EXPECT CRUISE CLIMB TO ALTITUDE request.
HIGHER ALT or HIGHER ALT► (right line 1): supports the WHEN CAN WE EXPECT
HIGHER ALTITUDE request.
- Selection of HIGHER ALT► prompt results in:
- HIGHER ALT element to be included in the downlink message.
- The removal of the ► prompt (“HIGHER ALT” displayed).
- The deselection of any existing selection of CRUISE CLIMB TO in left line 1 or LOWER
ALT in right line 2.
Deletion when HIGHER ALT is displayed results in the deselection of WHEN CAN WE
EXPECT HIGHER ALTITUDE request.

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
SPEED: supports the WHEN CAN WE EXPECT SPEED request. Default speed value is
three dashes. Entry of a single speed (CAS or mach) results in the selection of the WHEN
CAN WE EXPECT SPEED request to be included in the downlink message with the entered
speed parameter. Deletion while a speed is displayed results in the deselection of WHEN
CAN WE EXPECT SPEED request.
LOWER ALT or LOWER ALT►: supports the WHEN CAN WE EXPECT LOWER
ALTITUDE request.
Selection of LOWER ALT► prompt results in:
- LOWER ALT element to be included in the downlink message.
- The removal of the ► prompt (“LOWER ALT” displayed).
- The deselection of any existing selection of CRUISE CLIMB TO in left line 1 or HIGHER
ALT in right line 1.
Deletion when LOWER ALT is selected results in the deselection of WHEN CAN WE
EXPECT LOWER ALTITUDE request.
BACK ON ROUTE or ◄BACK ON ROUTE: supports the WHEN CAN WE EXPECT BACK
ON ROUTE request.
Selection of ◄BACK ON ROUTE prompt results in:
- BACK ON ROUTE element to be included in the downlink message.
- The removal of the ◄ prompt (‘BACK ON ROUTE” displayed).
Deletion when BACK ON ROUTE is selected results in the deselection of WHEN CAN WE
EXPECT BACK ON ROUTE request.
CLEAR ALL► (right line 5): prompt is displayed when one or more parameters have been
entered or selected on the WHEN CAN WE EXPECT page. Selection when CLEAR ALL►
prompt is displayed results in the deselection of all selected parameters on the page.
VERIFY►: provides access to the VERIFY REQUEST subpage 1 corresponding to the
displayed WHEN CAN WE EXPECT page.
ATC REQUEST PAGE
The ATC REQUEST page is the initial page that provides access to the detailed request
pages. Entry of a value to a request altitude, speed or offset causes the display of the
detailed altitude, speed or offset request pages. Selection of the FPL prompt takes the user
to the ATC FPL REQUEST page.

02-23_5-20 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
FIGURE 02-23_5-20-16 - FANS 1/A - ATC REQUEST PAGE
ALTITUDE: supports and provides access to ATC altitude clearance requests. Default
altitude value is five dashes. Valid entries are a single altitude or a block altitude in the
format altitude/altitude. Valid entry provides access to the ATC ALT REQUEST page.
Deletion while an altitude is displayed results in the deselection of the altitude request.
Selection with dashes or with an altitude entered provides access to ATC ALT REQUEST.
OFFSET: provides support for ATC lateral offset requests. Default offset value is three
dashes followed by “NM” label. Valid entries result in the display of the ATC OFFSET
REQUEST page with the entered offset value.
Deletion results in the deselection of offset request.
Selection with dashes or with an offset entered provides access to ATC OFFSET
REQUEST.
SPEED: provides support for ATC speed requests. Default value is three dashes. Entry of a
single speed (CAS or mach) results in the display of the ATC SPEED REQUEST page with
the entered speed value.
Deletion results in the deselection of speed request.
Selection with dashes or with an altitude entered provides access to ATC SPEED
REQUEST.
FPL REQUEST►: selection results in the display of the ATC FPL REQUEST page.
CLEAR ALL► (right line 5): prompt is displayed when any of the request elements
associated with the ATC REQUEST page has had data selected and not sent (pending). If
no pending ATC REQUEST elements associated with the ATC REQUEST page exist, the
field is blank. Selection of CLEAR ALL► prompt results in the deselection and clearing of all
pending ATC request data and elements.
VERIFY►: provides access to the VERIFY REQUEST subpage 1 corresponding to the
displayed ATC REQUEST page.

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
ATC ALT REQUEST PAGE
The ATC ALT REQUEST page provides access to detailed settings for an ATC altitude
request downlink message.
FIGURE 02-23_5-20-17 - FANS 1/A - ATC ALT REQUEST PAGE
ALTITUDE: displays the altitude or block altitude entered on either the ATC REQUEST page
or on the ATC ALT REQUEST page. Default value is dashes.
STEP AT (right line 1): If a single altitude is displayed in left line 1, a position or a time can
be entered in, in order to be included in downlink message. Default value is dashes.
If a block altitude is displayed in left line 1 or a request to fly at the specified level is currently
selected, header and data lines are blank.
◄REQUEST CRZ CLB (left line 2): if a single altitude is displayed left line 1 and if the
displayed altitude is more than 150ft above airplane altitude, the ◄REQUEST CRZ CLB
prompt is displayed. Selection of this prompt results in a request cruise climb to be included
in downlink message. When selected, the prompt character ► is removed from the display.
Deletion results in deselection of REQUEST CRZ/CLB.
DUE TO WEATHER► (right line 2): selection results in DUE TO WEATHER to be included
in the downlink request message, as reasons. When selected, the prompt character ► is
removed from the display. Deletion results in deselection of DUE TO WEATHER.
DUE TO PERFORMANCE► (right line 3): selection results in DUE TO PERFORMANCE to
be included in the downlink request message, as reasons. When selected, the prompt
character ► is removed from the display. Deletion results in deselection of DUE TO
PERFORMANCE.
AT PILOTS DISCRETION► (right line 4): Selection results in AT PILOTS DISCRETION to
be included in the downlink request message, as additional information. When selected, the
prompt character ► is removed from the display. Deletion results in the deselection of AT
PILOTS DISCRETION.

02-23_5-20 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
MAINTAIN OWN SEPARATION/VMC► (right line 4): selection results in MAINTAIN OWN
SEPARATION AND VMC to be included in the downlink request message, as additional
information. When selected, the prompt character ► is removed from the display. Deletion
results in the deselection of MAINTAIN OWN SEPARATION AND VMC.
◄ATC REQUEST: results in the display returning to the ATC REQUEST page.
VERIFY►: provides access to the VERIFY REQUEST page associated with the current
pending ATC request elements.
ATC SPEED REQUEST PAGE
ATC SPEED REQUEST page provides access to detailed settings for an ATC speed
FIGURE 02-23_5-20-18 - FANS 1/A - ATC SPEED REQUEST PAGE
SPEED: displays the speed entered on either the ATC REQUEST page or on the ATC
SPEED REQUEST page. Default value is dashes. An IAS or a mach speed can be entered.
DUE TO WEATHER►: selection results in DUE TO WEATHER to be included in the
downlink request message as reason. When selected, the prompt character ► is removed
from the display. Deletion results in the deselection of DUE TO WEATHER.
DUE TO PERFORMANCE►: selection results in DUE TO PERFORMANCE to be included
in the downlink request message as reason. When selected, the prompt character ► is
removed from the display. Deletion results in the deselection of DUE TO PERFORMANCE.

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
ATC OFFSET REQUEST PAGE
ATC OFFSET REQUEST page provides access to detailed settings for an ATC offset
FIGURE 02-23_5-20-19 - FANS 1/A - ATC OFFSET REQUEST PAGE
OFFSET: displays the offset entered on either the ATC REQUEST page or on the ATC
OFFSET REQUEST page. Default value is dashes.
OFFSET AT: allows entry of an offset request time or an offset request position. Default
value is dashes. If no offset request value is entered data lines are blank. OFFSET AT entry
can be removed.
DUE TO WEATHER: selection of DUE TO WEATHER► prompt allows the flight crew to
request a weather deviation. When selected, the prompt character ► is removed from the
display. DUE TO WEATHER can be deselected.

02-23_5-20 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
ATC FPL REQUEST PAGE
ATC FPL REQUEST page provides the capability to build route modifications downlink
request messages.
FIGURE 02-23_5-20-20 - FANS 1/A - ATC FPL REQUEST PAGE
DIRECT TO: displays the direct to position entered on the ATC FPL REQUEST page.
Default value is dashes.
HEADING: displays the heading entered on the ATC FPL REQUEST page. Default value is
dashes.
ARRIVAL: allows entry arrival procedure identifier. Default value is dashes.
GND TRACK: displays the ground track entered on the ATC FPL REQUEST page. Default
value is dashes.
RUNWAY: displays the runway entered on the ATC FPL REQUEST page. Default value is
dashes.
ROUTE CLEARANCE: allows the flight crew to enable a route clearance request:
- If there is a pending graphical flight plan, the prompt ◄PENDING ROUTE is displayed.
- If there is not a pending graphical flight plan and there is an active flight plan, the prompt
◄ACTIVE ROUTE is displayed.
- If there is not a pending graphical flight plan or an active flight plan, the promp
◄ROUTE CLEARANCE is displayed.
If prompt is selected, REQUEST ROUTE CLEARANCE is displayed. Deletion resets prompt.
◄ATC REQUEST: selection results in the display returning to the ATC REQUEST page.

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
ADS REVIEW PAGE
Upon selection of ◄ADS REVIEW prompt on ATC INDEX page, the ADS REVIEW subpages
are displayed. Three types of ADS contracts are possible: Periodic, Emergency Periodic,
Event. The information displayed on each page is dependent upon the ADS content
requested by the ground. The subpages are ordered with the newest contract first and the
oldest contract last.
FIGURE 02-23_5-20-21 - FANS 1/A – ADS REVIEW PAGE
CONTRACT: displays the type of contract (PERIODIC for normal periodic / EMERG for
emergency periodic / EVENT for event), followed by periodicity if applicable.
ADDRESS: displays the address of the ground contract center.
3 MSG CONTENT or EVENT DATA (line 2 and 3)

02-23_5-20 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
If the contract is normal periodic, the groups specified to be included in the ADS report are
displayed under the header MSG CONTENT in lines 2 and 3. The groups and associated
display texts are:
ADS REPORT GROUP DISPLAY TEXT

Flight ID Group FLIGHT ID
Earth Ref Group EARTH REF
Meteorological Group METEOROLOG
Predicted Route Group PRED ROUTE
Air Reference Group AIR REF
Aircraft Intent Group A/C INTENT
If the contract is emergency periodic, the following groups are displayed in lines 2 through 3
under the header MSG CONTENT: FLIGHT ID and EARTH REF.
If the contract is an event contract, the requested event triggers are displayed in lines 2 and 3.
Event contract types and associated display are:
EVENT CONTRACT DISPLAY IN FIELD HEADER FORMAT OF EVENT

TYPE FIELD DISPLAY DISPLAY
Vertical Rate 2L VERT RATE XXXXFT/MIN
Change
Lateral Deviation 2R LAT DEV XXX.XXXNM

Change
Altitude Range 3L ALT RANGE XXXXX/XXXXXFT

Change
Waypoint Change 3R WPT CHG YES
◄ATC INDEX: selection prompt results in the display of the ATC INDEX page.

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
ANSWER TO UPLINK PAGES
REJECT DUE TO PAGE
REJECT DUE TO page allows the flight crew to provide reasons for selection of reject of an
uplink message. Pre-formatted reasons for airplane performance or weather may be
selected. Free text is also provided for the flight crew to provide additional information.
FIGURE 02-23_5-20-22 - FANS 1/A - REJECT DUE TO PAGE
◄DUE TO PERFORMANCE: adds the DUE TO PERFORMANCE to the selected elements

for the response downlink. Deletion deselects DUE TO PERFORMANCE.
DUE TO WEATHER►: adds the DUE TO WEATHER to the selected elements for the
response downlink. Deletion deselects DUE TO WEATHER.
FREE TEXT (lines 2 through 5): free text entered by the flight crew is displayed from data
Line 2 to data Line 5.
◄UPLINK: selection results in the display of the ATC UPLINK page corresponding to the
REJECT DUE TO response.
VERIFY►: provides access RESPONSE page corresponding to the REJECT DUE TO
response.
Subpage 2 through X:
- FREE TEXT CONTINUED – (line 1): free text entered by the flight crew is displayed from
data Line 1 to data Line 5.

02-23_5-20 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
ATC FPL REVIEW PAGE
ATC FPL REVIEW page provides a readable view of a flight plan clearance prior to a
modification of the active flight plan. This page is available following selection of the
REVIEW► prompt on the ATC UPLINK page.
FIGURE 02-23_5-20-23 - FANS 1/A – ATC FPL REQUEST PAGE
ATC CLEARANCE►: provides access to the ATC CLEARANCE page.

Lines 2 through 5 subpage 1 and lines 1 through 5 on subsequent subpages.
Lines 1 through 5 on each ATC FPL REVIEW page display the route clearance as a flight
plan. The header of each line displays the procedural description of the flight plan waypoint
data displayed on the data line.
◄ATC UPLINK: allows to return to the ATC UPLINK page where REVIEW► was selected
for the flight plan being reviewed.

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
ATC CLEARANCE PAGE
ATC CLEARANCE page provides a readable view of a flight plan clearance as received
from ATC in the ATC uplink message. This page is available following selection of the ATC
CLEARANCE► prompt on the ATC FPL REVIEW page.
FIGURE 02-23_5-20-24 - FANS 1/A - ATC CLEARANCE PAGE
Lines 1 through 5: displays the route clearance as received from ATC in the uplink message
from Line 1 to Line 5.
◄ATC UPLINK: allows to return to the ATC UPLINK page where REVIEW► was selected
for the flight plan being reviewed.
FPL REVIEW►: allows to return to the ATC FPL REVIEW page where ATC CLEARANCE►
was selected for the flight plan being reviewed.

02-23_5-20 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
VERIFY PAGES
VERIFY RESPONSE PAGE
VERIFY RESONSE page displays the elements selected for inclusion in a response
downlink message. This page is accessed from the REJECT DUE TO page.
FIGURE 02-23_5-20-25 - FANS 1/A - VERIFY RESPONSE PAGE
Lines 1 through 5: the elements associated with the response downlink message and free
text are displayed from line 1 to line 5.
◄REJECT DUE TO or ◄UPLINK (left line 6):
- ◄REJECT DUE TO prompt is displayed if the VERIFY RESPONSE page was
accessed from the REJECT DUE TO page and the send status is not SENDING.
Selection of this prompt result in the display of the REJECT DUE TO page applicable to
this VERIFY RESPONSE page.
- ◄UPLINK prompt is displayed if the VERIFY RESPONSE page was accessed from the
ATC UPLINK page and the send status is not SENDING. Selection of this prompt result
in the display of the ATC UPLINK page applicable to this VERIFY RESPONSE page.
Right line 6 (datalink status): line of the last subpage of VERIFY RESPONSE page
sequence displays the datalink status, the message transmission command, or the message
transmission command status. This field is blank if not the last subpage.
The possible displays for datalink status are: NOCOMM, FAILED, VOICE, READY.
The possible displays for the message transmission command are: SEND►, RESEND►.
The possible displays for the message transmission command status are: SENDING, SENT.

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
VERIFY RESPONSE page transitions to the ATC LOG page, upon receipt of the network
acknowledgement.
VERIFY REPORT PAGE
VERIFY REPORT page provides the complete display of the information to be included in a
report downlink message and provides for the ability to include free text in the message. The
VERIFY REPORT page allows the flight crew to send the report message.
FIGURE 02-23_5-20-26 - FANS 1/A - VERIFY REPORT PAGE
Lines 1 through 5: the elements associated with the report downlink message and free text
are displayed from line 1 to line 5.
◄REPORT: selection results in the display of the ATC REPORT page corresponding to the
VERIFY REPORT page displayed.
command, or the message transmission command status.
VERIFY REPORT page transitions to the ATC REPORT page, upon receipt of the network
acknowledgement.

02-23_5-20 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
VERIFY EMERGENCY PAGE
VERIFY EMERGENCY page displays the elements selected for inclusion in an emergency
report downlink message and allows for the addition of free text. This page also provides the
flight crew the capability to send the EMERGENCY report.
FIGURE 02-23_5-20-27 - FANS 1/A - VERIFY EMERGENCY PAGE
Lines 1 through 5: the elements associated with the emergency downlink message and free
text are displayed from line 1 to line 5.
◄EMERGENCY: selection results in the display of the EMERGENCY REPORT page
corresponding to the VERIFY EMERGENCY page displayed.
When no emergency data is entered, but all other conditions for sending message are valid,
right line 6 is blank.
When the ADM mode has been active for 30 seconds without pilot selection of
◄EMERGENCY prompt, transmission of the emergency report message is automatically
initiated (as if the SEND► prompt had been selected). Pilot selection of ◄EMERGENCY
prompt within 30 seconds of the ADM mode becoming active cancels the automatic
transmission of the emergency message.
VERIFY EMERGENCY page transitions to the EMERGENCY page, upon receipt of the
network acknowledgement.

F2000EX EASY 02-23_5-20
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
VERIFY REQUEST PAGE
VERIFY REQUEST page provides the capability to confirm selected downlink request
elements and add free text prior to sending the downlink. This page also provides for the
capability to send the message following review.
FIGURE 02-23_5-20-28 - FANS 1/A - VERIFY REQUEST PAGE
Lines 1 through 5: the elements associated with the request downlink message and free text
are displayed from line 1 to line 5.
◄REQUEST or ◄WHEN CAN WE or ◄ATC INDEX (left line 6):
- If VERIFY REQUEST page were accessed from WHEN CAN WE page, the line select
field displays ◄WHEN CAN WE prompt and selection results in returning to the origin
WHEN CAN WE page.
- If VERIFY REQUEST page were accessed from ATC REQUEST page, the line select
field displays ◄REQUEST prompt and selection results in returning to the origin ATC
REQUEST page.
- If VERIFY REQUEST page were accessed from ATC INDEX page (via VOICE► or
CLEARANCE►), the line select field displays ◄ATC INDEX prompt and selection
results in the display returning to ATC INDEX page
When no request data is entered, but all other conditions for sending message are valid, 6R
line select field is blank.

02-23_5-20 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
VERIFY REQUEST page transitions to the ATC REQUEST page, upon receipt of the
network acknowledgement.

F2000EX EASY 02-23_5-25
ATA 23_5 – CPDLC
CODDE 1 PAGE 1 / 30
ATN B1 PAGES DESCRIPTION
DGT94085 ISSUE 20
ATC MENU PAGE
ATC MENU page is the ATN root page and provides access to ATN datalink pages.
FIGURE 02-23_5-25-00 - ATN B1 - ATC MENU
REQUEST: provides access to ATC request pages, in order to set and send downlink ATC
requests (altitude changes, speed changes and route changes). When a CPDLC connection
is established, REQUEST prompt is enabled and displays <REQUEST; otherwise, REQUEST
prompt is disabled and displays REQUEST.
REPORT: provides access to ATC report pages, in order to construct and send ATC reports.
When a CPDLC connection is established, REPORT prompt is enabled and displays
REPORT>; otherwise, REPORT prompt is disabled and displays REPORT.
<NOTIFY: provides an access to ATC NOTIFY/STATUS page, which allows to perform an
ATC logon.
ATC LOG>: provides access to ATC MSG LOG page, which contains the message logs for
messages received, messages sent and status/sidelink messages.

02-23_5-25 F2000EX EASY
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PAGE 2 / 30 CODDE 1
ISSUE 20 DGT94085
ATC CENTER PAGES
ATC NOTIFY/STATUS PAGE
ATC NOTIFY/STATUS page provides the flight crew with the mechanism to log on to the
ATC center via the CM Logon function, to monitor CPDLC connection and also to terminate
all CDPLC operations.
At page access ATC center ID entered
Notifying Notified

F2000EX EASY 02-23_5-25
ATA 23_5 – CPDLC
CODDE 1 PAGE 3 / 30
DGT94085 ISSUE 20
CPDLC connection established Failed
ATC COMM not available ATC COMM on hold
FIGURE 02-23_5-25-01 - ATN B1 - ATC NOTIFY/STATUS
ATC CENTER: allows entry of ATC center identifier or navigation to the ATC CENTER
MENU page. Default display is a prompt character “<” with 8 white boxes. The data is frozen
while a pilot-initiated logon is in progress. This is indicated by blanking the “<” character.
CURRENT: provides the ATC center identifier for the current center. Default value is 4
dashes. This field is not modifiable.
FLT ID: allows display of the flight ID. The data is automatically populated from FMS flight
plan value. Default value is 8 dashes. This field is not modifiable.
NEXT: provides the ATC center identifier for the next center. Default value is 4 dashes. This
field is not modifiable.

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ISSUE 20 DGT94085
ORIG/DEST: provides for entry of the ICAO codes for the flight plan origin and destination
airports. The origin and destination should exactly match the value on the filed flight plan.
Default values are white boxes. If only one ICAO code is entered with or without a trailing “/”,
then the entry is accepted as the origin airport. If only one ICAO code is entered with a
preceding “/”, then the entry is accepted as the destination. If either or both of the FMS flight
plan origin and destination values are available, then the data is automatically populated in
the appropriate field.
LOG OFF or TERMINATE (right line 3): by default, this field is blank. During notifying or
when notification is completed, but no CPDLC connection exists, LOG OFF* prompt is
displayed. Once a CPDLC session exists, TEMINATE* prompt is displayed. Selection of
LOG OFF* or TERMINATE* prompt will transition to a new page (ATC MSG VERIFY page)
which will prompt the flight crew for confirmation.
<ATCMENU: selection allows access to the ATC MENU page
Right line 6: displays availability of the system or the current logon state.
Possible displays are: ATC COMM NOT AVAIL, ATC COMM ON HOLD, ATC CENTER
NOTIFY, ATC CENTER NOTIFY*, ATC CENTER NOTIFYING, ATC CENTER NOTIFIED,
NOTIFY FAILED or ATC CENTER BUSY.
Selection of ATC CENTER NOTIFY* prompt initiates the logon to the selected ATC center.

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CODDE 1 PAGE 5 / 30
DGT94085 ISSUE 20
ATC CENTER MENU PAGE
To assist the crew to select which ATC center to log on, the ATC CENTER MENU page,
selectable via the ATC CENTER prompt on the ATC NOTIFY/STATUS page, display all
ATC centers that are defined in the ATC database.
FIGURE 02-23_5-25-02 - ATN B1 - ATC CENTER MENU
Line 1 to Line 5: ATC centers names are displayed on header lines. ATC centers identifiers
are displayed on data lines. On the left side of the page, displays of selectable ATC centers
identifiers are preceded by a prompt character “<”. On the right side of the page, displays of
selectable ATC centers identifiers are followed by a prompt character “>”. ATC centers are
gathered by country.
<RETURN (left line 6): selection of prompt returns to ATC NOTIFY/STATUS page from
which this page was accessed.

02-23_5-25 F2000EX EASY
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PAGE 6 / 30 CODDE 1
ISSUE 20 DGT94085
ATC LOG PAGES
ATC MSG LOG PAGE
ATC MSG LOG page displays the messages that have been received, sent, as well as the
status messages that ATC function generated.
FIGURE 02-23_5-25-03 - ATN B1 - ATC MSG LOG
Line 1 to Line 5: display uplink and downlink messages.

Log entries are displayed such that the most recently received or transmitted message is
displayed in line 1. Correspondingly, the oldest entry in the log is displayed as the last log
entry.
The log begins display in the header line of line 1. Each message takes two lines (header
and data lines) of the display:
- On the header line: The time of message receipt or transmission is displayed in HHMMZ
format on the left side of the page (with HH corresponding to hours and MM to
minutes). The ATC center Identifier, with which the message has been exchanged, is
displayed in the middle of the page. The message status is displayed on the right side
of the page. Possible displays for message status are: NEW, OPEN, CLOSED,
EXPIRED, and REPORT for uplink messages; SENDING, SENT, OPEN, CLOSED,
EXPIRED, QUEUED for downlink messages. See corresponding paragraphs. NEW,
OPEN and REPORT uplink messages have their statuses displayed in reverse video.
- On the data line: The first character is a “<”. If the message is an uplink, the second
character of the line is an up arrow. If the message is a downlink, the second character
of the line is a down arrow. Immediately following the arrow, the message data text is
displayed. If the message is longer than 22 characters, the first 21 characters of the
message are displayed and a “+” character is displayed in column 24.

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DGT94085 ISSUE 20
The selection of a message (through 1L to 5L or through 1R to 5R) provides access to the

uplink or downlink message page (resp. ATC UPLINK MSG and TC DOWNLINK MSG) for
the message logged.
Line 6:
- <ATC MENU: selection returns to the ATC MENU page from which this page was
accessed.
- The current UTC time is displayed in HHMMZ format, in the middle of the line.
- CONTROL>: selection provides access to ATC MSG LOG CONTROL page.
ATC MSG LOG CONTROL PAGE
ATC MSG LOG CONTROL page allows for printing of log page(s) and log messages as well
as deletion of messages.
FIGURE 02-23_5-25-04 - ATN B1 - ATC MSG LOG CONTROL
→PRINT ALL LOG PAGES selection:

- Displays a CANCEL* prompt in right line 5 and a CONFIRM* prompt in right line 6,
- Removes right arrow of PRINT ALL LOG PAGES prompt,
- Removes lines 2 to 4.
→PRINT ONE LOG PAGE selection:

- Displays a CANCEL* prompt in right line 5 and a CONFIRM* prompt in right line 6,
- Removes right arrow of PRINT ONE LOG PAGE prompt,
- Removes line 1, line 3 and line 4.
→PRINT ALL MSGS selection:

- Displays a CANCEL* prompt right line 5 and a CONFIRM* prompt in right line 6,
- Removes right arrow of PRINT ALL MSGS prompt,

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ISSUE 20 DGT94085
→DELETE ALL MSGS selection:

- Displays a CANCEL* prompt in right line 5 and a CONFIRM* in right line 6,
- Removes right arrow of DELETE ALL MSGS prompt,
Deletion of messages is only enabled, when airplane is on ground.
<RETURN: allows return to the ATC MSG LOG page from which this page was accessed.
<ATC MENU: allows return to the ATC MENU page.

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DGT94085 ISSUE 20
ATC MESSAGE PAGES
ATC UPLINK MSG PAGE
ATC UPLINK MSG page is invoked by selecting the specific uplink message in the ATC
MSG LOG page.
FIGURE 02-23_5-25-05 - ATN B1 - ATC UPLINK MSG PAGE

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Line 1: the UTC time of receipt of the message is displayed in HHMMZ format on the left
side of the line; the identifier of the ATC center sending the uplink in the middle of the line;
message status, which can have the following values NEW, OPEN, REPORT, CLOSED
EXPIRED, on the right side of the line.
From line 1 to line 4: uplink message text is displayed on header and data lines.
Line 5:
- If the current subpage displayed is the last subpage of uplink message, the possible
responses are displayed depending on uplink message type:
o At left: *UNABLE or *NEGATIVE;
o At right: WILCO*, AFFIRMATIVE*, ROGER*, or REPORT>
If the uplink message is a UM120, then selection of WILCO* prompt replaces that
option with a REPORT> prompt. Selection of REPORT> prompt provides access to
the appropriate ATC Report page for assembling a downlink response message.
- If the current subpage displayed is not the last subpage of uplink message, line 5 is
blank.
Line 6:
- <ATC LOG: selection returns to the ATC MSG LOG page from which this page was
accessed.
- The current UTC time is displayed in HHMMZ format in the middle of the data line 6.
- NEXT> or STANDBY* or PRINT*:
o If the current subpage displayed is the last subpage of uplink message:
 STANDBY* is displayed, if uplink message requires a response.
 PRINT* is displayed, if uplink message doesn’t require a response or if a response
has been already selected or if STANDBY* has been already selected.
o If the current subpage displayed is not the last subpage of uplink message, NEXT>

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ATC DOWNLINK MSG PAGE
When an ATC downlink message is selected from the ATC MSG LOG then it is displayed on
the ATC DOWNLINK MSG page.
FIGURE 02-23_5-25-06 - ATN B1 - ATC DOWNLINK MSG PAGE
Line 1: the UTC time of transmission of the message is displayed in HHMMZ format on the
left side of the line; the identifier of the ATC center, to which the message has been sent, in
the middle of the line; message status on the right side of the line. The possible downlink
message statuses are: SENDING, SENT, OPEN, CLOSED, QUEUED, and EXPIRED.
Line 1 to line 5: downlink message text is displayed on header and data lines.
Line 6:
- <ATC LOG: selection returns to the ATC MSG LOG page from which this page was
accessed.
- The current UTC time is displayed in HHMMZ format in the middle of the line.
- NEXT> or STANDBY* or PRINT*:
o If the current subpage displayed is the last subpage of downlink message:
 STANDBY* prompt is displayed, if uplink message requires a response.
 PRINT* prompt is displayed, if uplink message doesn’t require a response or if a
response has been already selected or if STANDBY* has been already selected.
o If the current subpage displayed is not the last subpage of downlink message, NEXT>

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ATC REPORT PAGES
ATC REPORT PAGE
ATC REPORT page allows the flight crew to access to ATC report pages, in order to send
reports to the ATC center.
FIGURE 02-23_5-25-07 - ATN B1 - ATC REPORT PAGE
<PRESENT: provides access to ATC REPORT PRESENT page (altitude). This prompt is
enabled and the character prompt “<” is displayed, if no corresponding message is being
processed.
<PREFERRED: provides access to ATC REPORT PREFERRED page (altitude). This
prompt is enabled and the character prompt “<” is displayed, if no corresponding message is
being processed.
ASSIGNED>: provides access to ATC REPORT ASSIGNED page (altitude). This prompt is
enabled and the character prompt “>” is displayed, if no corresponding message is being
processed.
<WE CAN ACCEPT: provides access to ATC REPORT WE CAN ACCEPT page (altitude).
This prompt is enabled and the character prompt “<” is displayed, if no corresponding
message is being processed.
TOP OF DESC>: provides access to ATC REPORT TOP OF DESCENT page (estimated
time). This prompt is enabled and the character prompt “>” is displayed, if no corresponding
message is being processed.
ON HOLD: displayed when communication link between airplane and ATC center over ATC
network is not available.
<ATC MENU: selection returns to the ATC MENU page.

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MONITORING>: provides access to ATC REPORT MONITORING page (to monitor the
specified ATC center on the specified voice frequency). This prompt is enabled and the
character prompt “>” is displayed, if no corresponding message is being processed.
ATC REPORT PAGE: PRESENT (ALTITUDE)
ATC REPORT page: PRESENT provides the capability to generate a downlink message to
report the present airplane altitude.
FIGURE 02-23_5-25-08 - ATN B1 - ATC REPORT PAGE: PRESENT
ALTITUDE: allows entry of a valid airplane altitude in feet or Flight Level (FL). If the altitude
is entered in feet, the value is followed by “FT” label. The default value display is 5 white
boxes. The crew may overwrite a value automatically provided by the system.
<RETURN: selection returns to the previous page (ATC REPORT page or an ATC Uplink
message page)
VERIFY>: provides access to ATC VERIFY page, in order to allow the flight crew to view the
composed message. The prompt will be available and the selection enabled (i.e. display of
“>”), once valid data has been entered or automatically populated.

02-23_5-25 F2000EX EASY
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ATC REPORT PAGE: PREFERRED (ALTITUDE)
ATC REPORT page: PREFERRED provides the capability to generate a downlink message
to report the preferred airplane altitude.
FIGURE 02-23_5-25-09 - ATN B1 - ATC REPORT PAGE: PREFERRED
boxes; there is no automated value provided by the system.
<RETURN: selection returns to the previous page from which this page was accessed; this
may be the ATC REPORT page or an ATC Uplink message page.
“>”), once valid data has been entered.

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ATC REPORT PAGE: WE CAN ACCEPT (ALTITUDE)
ATC REPORT page: WE CAN ACCEPT provides the capability to generate a downlink
message to report the time at which a specific airplane altitude can be accepted.
FIGURE 02-23_5-25-10 - ATN B1 - ATC REPORT PAGE: WE CAN ACCEPT
TIME: allows entry of a valid UTC time in HHMMZ format. The default value display is 4
white boxes followed by a “z” without a valid value; there is no automated value provided by
the system.
message page).

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ATC REPORT PAGE: ASSIGNED (ALTITUDE)
ATC REPORT page: ASSIGNED provides the capability to generate a downlink message to
report the currently assigned airplane altitude.
FIGURE 02-23_5-25-11 - ATN B1 - ATC REPORT PAGE: ASSIGNED
message page).
VERIFY> prompt provides access to ATC VERIFY page, in order to allow the flight crew to
view the composed message. The prompt will be available and the selection enabled (i.e.
display of “>”), once valid data has been entered.

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DGT94085 ISSUE 20
ATC REPORT PAGE: TOP OF DESCENT (ESTIMATED TIME)
ATC REPORT page: TOP OF DESCENT provides the capability to generate a downlink
message to report the UTC time at which the top of descent point will be reached.
FIGURE 02-23_5-25-12 - ATN B1 - ATC REPORT PAGE: TOP OF DESCENT
ESTIMATED TIME: allows entry of a valid UTC time predicted for the airplane Top of
Descent point, in HHMMZ format. The default value display is 4 white boxes followed by a
“Z”, without a valid value; there is no automated value provided by the system.
message page).

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ISSUE 20 DGT94085
ATC REPORT PAGE: MONITORING
ATC REPORT page: MONITORING provides the capability to generate a downlink message
to report the ATC center currently monitored by the airplane.
FIGURE 02-23_5-25-13 - ATN B1 - ATC PAGE: MONITORING
When accessed via the REPORT prompt for an Uplink message 120 (MONITOR
[ID][FUNCTION] ON [FREQUENCY]), the following fields are automatically populated with
the values contained in and displayed for the uplink message.
ATC CENTER: allows entry of an ATC center identifier. If selected with the data entry field
empty, then the ATC CENTER MENU page is accessed for selection of the ATC center
facility identifier and name. The default value display is a “<” followed by 8 white boxes.
FREQUENCY: allows entry of an ATC center frequency in XXX.XXX format. The default
value display is 3 white boxes, a “.” and 3 white boxes.
NAME: allows entry of an ATC center name. Field may be filled by selection of an ATC
center on ATC CENTER MENU page (see hereabove 2nd line LH field ATC CENTER). The
default display is 18 white boxes.
FUNCTION: allows entry of a center function. This field is enabled once an ATC CENTER
entry is made in 2nd line LH field. If selected with the data entry field empty, then this will
access the ATC CENTER FUNCTION page for selection of the center function. The default
value display is a “<” followed by 12 white boxes.
<RETURN: selection returns to the previous page from which this page was accessed. This
may be the ATC REPORT page or an ATC Uplink message page.
VERIFY>: selection provides access to ATC VERIFY page, in order to allow the flight crew
to view the composed message. The prompt will be available and the selection enabled (i.e.
display of “>”), once valid data has been entered.

F2000EX EASY 02-23_5-25
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DGT94085 ISSUE 20
ATC CENTER FUNCTION PAGE
ATC CENTER FUNCTION page provides the capability to select an entry of the ATC center
function for the ATC REPORT MONITORING page.
FIGURE 02-23_5-25-14 - ATN B1 - ATC CENTER FUNCTION PAGE
ATC center function options available are:

- CENTER
- CONTROL
- APPROACH
- GND CONTROL (Ground center)
- TOWER
- CLR DELIVERY (Clearance delivery)
- Field FINAL
- Field DEPARTURE
- RADIO
Selection of any of the above listed prompts updates the ATC FUNCTION value with option
selected and return to the page from which this page was accessed.
<RETURN: selection returns to the page from which this page was accessed without any
data update.

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ISSUE 20 DGT94085
ATC REQUEST PAGES
ATC REQUEST PAGE
ATC REQUEST page is the top level page that contains a list of supported ATC requests
(altitude, speed and route modification).
FIGURE 02-23_5-25-15 - ATN B1 - ATC REQUEST PAGE
<ALTITUDE: provides access to ATC ALTITUDE REQUEST page. This prompt is disabled
(the character prompt “<” is removed), if an altitude request is pending.
<SPEED: provides access to ATC SPEED REQUEST page. This prompt is disabled (the
character prompt “<” is removed), if a speed request is pending.
<ROUTE MOD: provides access to MOD.ATC ROUTE MOD REQUEST page. This prompt
is disabled (the character prompt “<” is removed), if a route mod request is pending.
<ATC MENU: selection returns to the ATC MENU page.

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DGT94085 ISSUE 20
ATC ALTITUDE REQUEST PAGE
ATC ALTITUDE REQUEST page allows the flight crew to set specific ATC request for
altitude modification.
FIGURE 02-23_5-25-16 - ATN B1 - ATC ALTITUDE REQUEST PAGE
DUE TO: selection of WX← prompt provides for the addition of “Due to Weather” to the
altitude request message. If a selection has been made, a “<SEL>” will appear to the left of
the currently selection option and left arrow “←” will be removed from display. This selection
is mutually exclusive with the A/C PERF option.
A/C PERF←: provides the addition of “Due to Aircraft Performance” to the altitude request
message. If a selection has been made, a “<SEL>” will appear to the left of the currently
selection option and left arrow “←” will be removed from display. This selection is mutually
exclusive with the WX option.
OPTIONS>: provides access to ATC ALTITUDE REQUEST OPTIONS page, which allows
the addition of “Climb To” or “Descent To” to the altitude request message.
<ATC REQ: selection returns to the ATC REQUEST page from which this page was
accessed.

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ISSUE 20 DGT94085
ATC ALTITUDE REQUEST PAGE: OPTIONS
ATC ALTITUDE REQUEST page: OPTIONS allows the addition of “Climb To” or “Descent
To” to the altitude request message.
ATN B1 ATN B1
FIGURE 02-23_5-25-17 - ATN B1 - ATC ALTITUDE REQUEST OPTIONS PAGE
CLIMB TO←: provides for the addition of “Climb To” to the altitude request message. If a
selection has been made, a “<SEL> ” will appear to the left of the currently selection option
and left arrow “←” will be removed from display. This selection is mutually exclusive with the
DESCENT TO option.
CLIMB TO←: provides for the addition of “Descent To” to the altitude request message. If a
CLIMB TO option.
<ALT REQ: selection returns to the ATC ALTITUDE REQUEST page from which this page
was accessed.

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DGT94085 ISSUE 20
ATC SPEED REQUEST PAGE
ATC SPEED REQUEST page allows the flight crew to set specific ATC request for speed
modification.
ATN B1 ATN B1
FIGURE 02-23_5-25-18 - ATN B1 - ATC SPEED REQUEST
SPEED: allows entry of a valid airplane speed in knots or mach. If the speed is entered in
knot, the value is followed by “KT” label. The default display is 5 white boxes; there is no
automated value provided by the system.
speed request message. If a selection has been made, a “<SEL>” will appear to the left of
A/C PERF←: provides the addition of “Due to Aircraft Performance” to the speed request
message. If a selection has been made, a “<SEL>” will appear to the left of the currently
accessed.

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ISSUE 20 DGT94085
ATC ROUTE MOD REQUEST PAGE
ATC ROUTE MOD REQUEST page allows the flight crew to set specific ATC request for
route modification, by providing access to DIRECT TO and WX DEVIATION pages
FIGURE 02-23_5-25-19 - ATN B1 - ATC ROUTE MOD REQUEST
<DIRECT TO: provides access to ATC ROUTE MOD REQUEST - DIRECT TO page.
<WX DEVIATION: provides access to ATC ROUTE MOD REQUEST – WX DEVIATION
page.
accessed.

F2000EX EASY 02-23_5-25
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DGT94085 ISSUE 20
ATC ROUTE MOD REQUEST PAGE: DIRECT TO (MENU)
ATC ROUTE MOD REQ page: DIRECT TO (menu) page provides selection of WAYPOINT,
NAV AID, or AIRPORT, to compose a DIRECT TO route modification message.
FIGURE 02-23_5-25-20 - ATN B1 - ATC ROUTE MOD REQUEST PAGE: DIRECT TO
<WAYPOINT: allows to select waypoint type to compose route modification.

AIRPORT>: allows to select waypoint type to compose route modification.
<NAV AID: allows to select waypoint type to compose route modification.
accessed.

02-23_5-25 F2000EX EASY
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ISSUE 20 DGT94085
ATC ROUTE MOD REQUEST PAGE: DIRECT TO WAYPOINT/AIRPORT/NAV AID
ATC ROUTE MOD REQ page: DIRECT TO WAYPOINT/AIRPORT/NAV AID allows the
flight crew to compose a DIRECT TO route modification message.
ATN B1 ATN B1
DIRECT TO WAYPOINT DIRECT TO AIRPORT
ATN B1
DIRECT TO NAV AID
FIGURE 02-23_5-25-21 - ATN B1 - ATC ROUTE MOD REQUEST: DIRECT TO
WAYPOINT/AIRPORT/NAV AID

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DGT94085 ISSUE 20
WAYPOINT or AIRPORT or NAV AID (left line 2):

- WAYPOINT: allows entry of a valid waypoint identifier (with no check against navigation
or pilot custom database values performed). The default value display is 5 white boxes.
- AIRPORT: allows entry of a valid airport identifier, with no check against navigation
database values performed. The default value display is 4 white boxes.
- NAV AID: allows entry of a valid navaid identifier, with no check against navigation
database values performed. The default value display is 4 white boxes.
direct to request message. If a selection has been made, a “<SEL>” will appear to the left of
A/C PERF←: provides the addition of “Due to Aircraft Performance” to the direct to request
message. If a selection has been made, a “<SEL> ” will appear to the left of the currently
accessed.

02-23_5-25 F2000EX EASY
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ISSUE 20 DGT94085
ATC ROUTE MOD REQUEST PAGE: WX DEVIATION

ATC ROUTE MOD REQ page: WX DEVIATION allows the flight crew to set ATC request for
route modification due to weather.
FIGURE 02-23_5-25-22 - ATN B1 - ATC ROUTE MOD REQUEST PAGE: WX DEVIATION

OFFSET: allows entry of a valid offset distance. The default display is 3 white boxes.
DIRECTION: selection of LEFT← prompt provides for the addition of direction to the
deviation request message. If a selection has been made, a “<SEL>” will appear to the left
of the currently selection option and left arrow “←” will be removed from display. This
selection is mutually exclusive with the RIGHT and EITHER options.
LEFT←: provides for the addition of direction to the deviation request message. If a
selection has been made, a “<SEL>” will appear to the left of the currently selection option
RIGHT and EITHER options.
RIGHT←: provides for the addition of direction to the deviation request message. If a
selection has been made, a “<SEL>” will appear to the left of the currently selection option
LEFT and EITHER options.
EITHER←: provides for the addition of direction to the deviation request message. If a
LEFT and RIGHT options. Among the 3 options LEFT, RIGHT and EITHER, EITHER option
is selected by default.
accessed.

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DGT94085 ISSUE 20
ATC MSG VERIFY PAGE
ATC MSG VERIFY page allows the flight crew to verify downlink message text before
sending.
ATN B1 ATN B1
ATN - ATC MESSAGE VERIFY page ATN - ATC MESSAGE VERIFY page
(TERMINATE case)
FIGURE 02-23_5-25-23 - ATN B1 - ATC MSG VERIFY
From Line 1 to line 5: downlink message text is displayed on header and data lines.
EDIT or CANCEL (left line 6):
- When ATC MSG VERIFY page is not accessed from ATC NOTIFY/STATUS, an <EDIT
prompt is displayed. Selection of this prompt returns to the downlink page from which
this page was accessed via the VERIFY> prompt.
- When ATC MSG VERIFY page is accessed from ATC NOTIFY/STATUS via
TERMINATE command, a <CANCEL prompt is displayed. Selection of this prompt
returns to ATC NOTIFY/STATUS page.
SEND*: selection initiates the transmission of the composed downlink message to the
current ATC center. Once this prompt selected, the transmission status is displayed:
SENDING or SENT. Then, there is a page reversion to ATC MSG LOG page.

02-23_5-25 F2000EX EASY
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CMF/ATS PAGES DESCRIPTION
DGT94085 ISSUE 20
SYSTEM MENU PAGE
SYSTEM MENU page is the main page of CMF /ATS pages.
A/C fitted with FANS 1/A and ATN B1 A/C fitted with ATN B1 only
FIGURE 02-23_5-30-00 - CMF/ATS - SYSTEM MENU
<DATALINK MGR: selection results in the display of the DATALINK MANAGER page.
NEW MSGS>: selection results in the display of the NEW MESSAGES page. In ATN B1
configuration only, this prompt is not displayed (ATS pages are not available).
<TIME/DATE: selection results in the display of the TIME/DATE page.
ATS LOG>: selection results in the display of the ATS LOG page. In ATN B1 configuration
only, this prompt is not displayed (ATS pages are not available).
MAINTENANCE>: selection results in the display of the MAINTENANCE MENU page.
ATS MENU>: selection results in the display of the ATS MENU page. In ATN B1
configuration only, this prompt is not displayed (ATS pages are not available).

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ATS PAGES
ATS pages are not available for airplane fitted with only ATN B1.
ATS MENU PAGE
ATS MENU page is the main page for ATS pages.
FIGURE 02-23_5-30-01 - CMF/ATS - ATS MENU PAGE
NEW MSGS>: selection results in the display of the NEW MESSAGES page, for the new
incoming OCL messages.
ATS LOG>: selection prompt results in the display of the ATS LOG page.
<OCEANIC REQ: selection results in the display of the OCEANIC CLX REQ page.
SYS MENU>: selection results in the display of the SYSTEM MENU page, the top menu
page for the system displays.

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DGT94085 ISSUE 20
ATS LOG PAGE
ATS LOG page is the messages log for downlinked oceanic clearance requests, and
uplinked oceanic clearances and uplinked status messages, except pending ones (logged in
NEW MESSAGES page). This page is only for Oceanic Clearance messages and does not
apply to FANS and ATN.
The uplinked oceanic clearances (resp. uplinked status messages) will move to the ATS
LOG page after they have been acknowledged (resp. viewed) on the NEW MESSAGES
page.
FIGURE 02-23_5-30-02 - CMF/ATS - ATS LOG PAGE
Line 1 to line 5:
- In the header lines, the time stamp of when the message was received or sent is
displayed on the left side; the status of the associated message is displayed on the right
side. The possible values for message status are: ACCEPTED and DISPLAYED for
uplink messages, and SENT for downlink messages.
- In data lines, the following is displayed:
o The first column one of each entry in the ATS LOG page contains the direction
indicator (up arrow for an uplink message and down arrow for a downlink message).
o The message title.
o A character prompt > is displayed in the last column.
- Left or right side key selection of a message entry results in the display of the message.
- To delete a message from the ATS LOG, the cursor is placed over the left side key
adjacent to a message and then the CLR/DEL pushbutton on the MKB is pressed.
<RETURN: selection results in the display of the page that originally caused the ATS LOG
page to be accessed.

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ISSUE 20 DGT94085
PRINT (right line 6): when PRINT ATS LOG* prompt is displayed, its selection results in all
messages listed in the ATS LOG with a print definition being sent to the printer.
OCEANIC CLX REQ PAGE
This page has two purposes:

- When the OCEANIC CLX REQ page is accessed from the ATS MENU page, it is used
to generate and send a downlink message.
- When the OCEANIC CLX REQ page is accessed from the ATS LOG page, it is used to
review downlink message already sent.
FIGURE 02-23_5-30-03 - CMF/ATS - OCEANIC CLX REQ PAGE
ENTRY FIX: when this page is accessed to generate and send a downlink message, entry
to this field is the latitude and longitude of the entry fix for the Oceanic Clearance Request
downlink message. Default value is white boxes.
ETA:
- When this page is accessed to generate and send a downlink message, entry to this
field is the requested time of arrival at the entry fix for the Oceanic Clearance Request
downlink. The entry format is HHMM. Default value is white boxes.
- When this page is accessed to review a downlink message already sent, this field is
only for data display purpose.
MACH:
field is the mach speed at the entry fix for the Oceanic Clearance Request downlink
message. Default value is a dot followed by white boxes.

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CODDE 1 PAGE 5 / 14
DGT94085 ISSUE 20
FLT LEVEL:
field is a 1 to 3-digit flight level at the entry fix for the Oceanic Clearance Request
downlink. Default value is “FL” label followed by white boxes.
ATC FACILITY:
field is a ATC Facility identifier to which the Departure Clearance Request downlink is
intended. Default value is white boxes.
FLT ID.
field is the Flight ID. The default value is the FMS Flight Identifier.
REMARKS
field is the first line of optional free text to be included in the Oceanic Clearance
Request downlink. Default display is 24 dashes.
<RETURN: selection results in the display of the page that originally caused the OCEANIC
CLX REQ page to be accessed.
DATALINK REQUEST:
- When this page is accessed to generate and send a downlink message: An asterisk
prompt character is displayed after all required data has been entered. Selection after
the asterisk is displayed results in an Oceanic Clearance Request downlink
transmission.
- When this page is accessed to review a downlink message already sent, no asterisk
prompt character is displayed.

02-23_5-30 F2000EX EASY
ATA 23_5 – CPDLC
PAGE 6 / 14 CODDE 1
ISSUE 20 DGT94085
NEW MESSAGES PAGE
Uplinked oceanic clearance messages and uplinked status messages are first displayed on
the NEW MESSAGES page. The user can select any message listed in the log to view the
message. Upon acknowledgement for uplinked oceanic clearance messages or upon return
from viewing the message for uplinked status messages, the message will be moved to the
ATS LOG and no longer be on the NEW MESSAGES page.
NEW MESSAGES is only for the uplink messages of Oceanic Clearance function and does
not apply to FANS and ATN functions.
FIGURE 02-23_5-30-04 - CMF/ATS - NEW MESSAGES PAGE
Line 1 to line 5:
- In the header lines, the time stamp of when the message was received is displayed on
the left side; the status of the associated message is displayed on the right side. The
possible values for message status are: NEW and OPEN.
- In data lines, the following is displayed:
o The first column one of each entry in the NEW MESSAGES page contains the
direction indicator (up arrow for an uplink message).
o The message title.
o A character prompt > is displayed in the last column.
o Left or right side selection of a message entry results in the display of the message.
- To delete a message from the NEW MESSAGES Log, the cursor is placed over the left
side key adjacent to a message and then the CLR/DEL pushbutton on the MKB is
pressed.
<RETURN: selection results in the display of the page that originally caused the NEW
MESSAGES page to be accessed.

F2000EX EASY 02-23_5-30
ATA 23_5 – CPDLC
CODDE 1 PAGE 7 / 14
DGT94085 ISSUE 20
PRINT (right line 6): its selection results in all messages listed in the NEW MESSAGES
being sent to the printer.
XXXX CLRNCE PAGE
XXXX CLRNCE page displays the message received in response to the Oceanic Clearance
Request. This page allows the flight crew to view the message and to acknowledge receipt
of the message by sending the Oceanic Clearance Readback downlink message. Multiple
pages are used as necessary to display the message based upon the size of the uplink
message.
FIGURE 02-23_5-30-05 - CMF/ATS - XXXX CLRNCE PAGE
Lines 1 to 4: display of the text of the Oceanic Clearance uplink message.

DATALINK ACKNOWLEDGE*: selection results in the sending of the Oceanic Clearance
Readback downlink message.
<RETURN: selection results in the display of the page that originally caused the OCEANIC
CLX uplink page to be accessed.
PRINT (right line 6): selection results in the displayed message being sent to the printer.

02-23_5-30 F2000EX EASY
ATA 23_5 – CPDLC
PAGE 8 / 14 CODDE 1
ISSUE 20 DGT94085
CMF PAGES
DATALINK MANAGER PAGE
The main purpose of the Datalink Manager page is:

- To display subnetworks status,
- To enable/disable the subnetworks,
- To test the subnetworks.
DATALINK MANAGER 1/2 subpage
FIGURE 02-23_5-30-06 - CMF/ATS - DATALINK MGR 1/2 SUBPAGE
Left line 1: fields are only displayed when a VHF datalink (VHF 3 mode 2 capable) radio is
installed and the VHF radio is in Data Mode.
- The header line displays the VHF subnetwork status or VHF test status. The possible
values are: FAILED, AVAILABLE, NO COMM, SENDING, and SENT.
- *VHF TEST: selection when the asterisk is displayed causes a link test to be performed
on the VHF subnetwork.
Right line 1: this field indicates ACARS mode of operation:
- “VDL Mode A” for POA (Plain Old ACARS),
- “VDL Mode 2” for AOA (ACARS over AVLC),
- “VDL Mode X” when switching from between POA and AOA.
Left line 2: fields are only displayed when a SATCOM system is installed.
- The header line displays the SATCOM subnetwork status or SATCOM test status. The
possible values are: FAILED, AVAILABLE, NO COMM, SENDING, and SENT.

F2000EX EASY 02-23_5-30
ATA 23_5 – CPDLC
CODDE 1 PAGE 9 / 14
DGT94085 ISSUE 20
- The select field displays a *SATCOM TEST prompt. Selection when the asterisk is
displayed causes a link test to be performed on the SATCOM subnetwork.
AOA VHF: fields are only displayed when AOA operation is enabled in the APM and the AMI
allows the user to manually enable/disable AOA (toggle button). The text toggles between
ENABLED* and DISABLED* when the button is selected.
If it is desired that the crew cannot force POA (which would in effect also cause the ATN to
go into NO COMM because it requires VDL Mode 2), then the AMI option should be set to
disallow using this prompt. Further, the regions defined in the AMI where ATN operation is
required should specify AOA as the preferred VHF subnetwork.
MSG RESET*: selection results in the display of the CONFIRM* prompt. Selection of the
CONFIRM* prompt results in the resetting of all crew entered data on the OCEANIC CLX
REQ page to their default values; deletion of all Oceanic Clearance Request and Oceanic
Clearance Readback downlink messages yet to be sent; and all messages to be deleted
from the ATS LOG and NEW MESSAGES pages.
VHF FREQ SEL>: field is only displayed when the VHF 3 is in Data Mode. Selection when
the VHF FREQ SEL> prompt is displayed results in the display of the VHF FREQ SEL page.
<SYS MENU: selection results in the display of the SYSTEM MENU page.
DATA REGIONS >: selection results in the display of the DATA REGIONS page.
DATALINK MANAGER 2/2 subpage
FIGURE 02-23_5-30-07 - CMF/ATS - DATALINK MGR 2/2 SUBPAGE
VHF RADIO MODE: this field is only displayed when a VDR is installed. This field displays
the current voice or data mode of the VHF radio in the middle of the line.
SATCOM: allows the flight crew to enable/disable SATCOM (if allowed via APM). Possible
values are: ENABLED*, DISABLED*, DISABLE NOT ALLOWED.

02-23_5-30 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
VHF FREQ SEL>: this field is only displayed when the VHF radio is in Data Mode. Selection
when the VHF FREQ SEL> prompt is displayed results in the display of the VHF FREQ SEL
page.
DATA REGIONS>: selection results in the display of the DATA REGIONS page.
DATA REGIONS PAGE
DATA REGIONS page allows the flight crew to force frequencies specific to an area to be
scanned.
FIGURE 02-23_5-30-08 - CMF/ATS - DATA REGIONS PAGE
Left line 1 through left line 5 and right line 1 through right line 4 fields (on as many
subpages as required):
It can be displayed the up to twenty user-defined Regions. The Current Region is
annunciated by the <*> indicator. When the AMI Attribute: Region Selection Enabled is
enabled, an asterisk is displayed in the outermost column of each field indicating that
selection is allowed. Selection of a prompt causes that region to become the Current
Region, and manually overrides the automatic selection of regions. The manual override of
the automatic selection of regions also causes 5R field to be displayed.
The Regions are defined in the AMI and are based upon geographic areas. The Other
Region is used when position inputs are valid but the current position does not fall within any
of the defined Regions. The Default Region is used when the position inputs are invalid.
Regions apply to FANS, ATN, and ATS as they all use the same subnetworks managed by
the CMF.
When the AMI Attribute Region Selection Enabled is not enabled, selection of the region
prompts is nonoperational.

F2000EX EASY 02-23_5-30
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
RETURN TO AUTO*: prompt is only displayed when the automatic selection of regions has
been overridden by manual selection. When the prompt is displayed, its selection results in
the automatic region determination logic to be executed.
<RETURN: selection results in the display of the page that originally caused the DATA
REGIONS page to be accessed.
VHF FREQUENCY SELECT PAGE (POA)
VHF FREQUENCY SELECT page (POA) allows the flight crew to set current frequency of
operations of VHF 3.
When there are more than eight candidate frequencies in the current Region, a second
subpage of the VHF FREQ SEL page will be used.
FIGURE 02-23_5-30-09 - CMF/ATS - VHF FREQUENCY SELECT PAGE (POA ACQUIRED)
The name of the current region is displayed centered in the header of line 1.
General rule:
- The <SEL> indication is displayed adjacent to the frequency that is currently being used
by the CMF for VHF data link communications whether it is being used because of
automatic tuning, an auto tune request from the ground, crew entry, or crew selection.
- Left line 1 to left line 4 and right line 1 to right line 4: these fields display the candidate
frequencies for the current region, in order from fields left line 1 through left line 4 and
from right line 1 through right line 4 of subpage 1, and if necessary the same ordering
for subpage 2.

02-23_5-30 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
- When the AMI Attribute Frequency Selection Enabled is enabled, an asterisk is

displayed in the outermost column, indicating that selection of a Candidate Frequency
is allowable. Upon valid selection of a candidate frequency, the VHF Radio is
commanded to tune the selected frequency, and permission to send is assumed for the
selected frequency. This means that the CMF can immediately transmit a downlink on
this frequency, even when uplink traffic on the frequency has not been detected.
The CMF attempts to tune to frequencies based upon the priority defined for each
region in the AMI. Crew selection of a frequency overrides that priority. The selected
frequency will remain in use until the VHF subnetwork goes into NO COMM. At that
point, the CMF will start scanning for uplink traffic based upon the priority order of
frequencies for the current region.
- When the AMI Attribute Frequency Selection Enabled is not enabled, an asterisk is not
displayed in the outermost column and selection of a candidate frequency is
nonoperational.
Lines 5 and 6 are the same on each VHF FREQ SEL page.
AUTOTUNE: this field is only displayed when the CMF is currently tuned to a data frequency
as a result of an uplink message that contained a POA autotune frequency request.
When the POA autotuned frequency is selected, it can be overridden by selection of a
frequency or entry of a secondary frequency.
SECONDARY: this field is only displayed when the AMI Attribute Manual Frequency Entry
Enabled is Enabled and POA is active. When displayed, entry into this field must be a valid
25 Khz frequency. Upon valid entry, the VHF Radio is commanded to tune the entered
frequency and permission to send is assumed for the entered frequency.
<RETURN: selection results in the display of the page that originally caused the VHF FREQ
SEL page to be accessed.

F2000EX EASY 02-23_5-30
ATA 23_5 – CPDLC
DGT94085 ISSUE 20
VHF FREQUENCY SELECT PAGE (AOA)
When in AOA operation, the frequencies are for display only; only POA operation allows the
flight crew the option to change the frequency (see previous paragraph).
FIGURE 02-23_5-30-10 - CMF/ATS - VHF FREQ SELECT PAGE (AOA ACQUIRED)
The name of the current region is displayed centered in the header line 1.
AOA FREQ: displays the AOA frequency currently being used for VHF communication.
DSP ID: displays the Datalink service provider identifier currently being used for VHF
communication.
<RETURN: selection results in the display of the page that originally caused the VHF FREQ
SEL page to be accessed.

02-23_5-30 F2000EX EASY
ATA 23_5 – CPDLC
ISSUE 20 DGT94085
TIME/DATE PAGE
UTC clock time is displayed here.
FIGURE 02-23_5-30-11 - CMF/ATS - TIME/DATE PAGE
TIME: displays the current system time.

DATE: displays the current date.

F2000EX EASY 02-23_6-00
ATA 23_6 – COMMUNICATION
CODDE 1 PAGE 1 / 2
CAS MESSAGES
DGT94085 ISSUE 20
CAS MESSAGES

On ground, indication of ADF (1/2) receiver failure.
ADF .. FAIL
ADF 2 is optional on F2000S
AUDIO .. FAIL Failure of audio (1/2) control panel
Applicable to airplane fitted with EASy II:
DATALINK FAIL
Failure of datalink function (option)
DME .. FAIL On ground indication of a DME (1/2) failure.
On ground, HF (1/2) failure
HF .. FAIL
HF 2 is optional on F2000S
NAV .. FAIL On ground, failure of NAV (1/2) receiver.
Failure of radio cabinet (1/2) and all its functions
RADIO CABINET .. FAIL
(COM VHF/NAV/ADF/DME/ATC) are lost
Two fans on the indicated radio cabinet (1/2) are
RADIO CABINET .. FAN FAIL
failed
Overheating of radio cabinet (1/2) and all its functions
RADIO CABINET .. OVHT
(COM VHF/NAV/ADF/DME/ATC) are lost
VHF COM .. OVHT Overheating of VHF (1/2/3), (Third VHF is optional)
VHF COM .. FAIL Failure of VHF COM (1,2 or 3) (Third VHF is optional)
Applicable to airplane fitted with EASy II:
SATCOM FAIL
SATCOM is failed or unavailable (option)
In-flight, indication of ADF (1/2) receiver failure.
ADF .. FAIL
ADF 2 is optional on F2000S
AUDIO 3 FAIL Optional AUDIO panel is failed
CABIN CALL A call from the cabin (option)

Applicable to airplane fitted with EASy I:
DATA COM FAIL Failure of datalink function of the digital VHF 3
(option)
DME .. FAIL In-flight indication of a DME (1/2) failure.
In flight, failure of HF (1/2)
HF .. FAIL
HF 2 is optional on F2000S
HF .. SELCAL HF SELCAL (1/2)
Indicates a satellite communication phone call is
INCOMING CALL
being received (option)
INCOMING FAX Indicates a fax transmission is being received (option)

02-23_6-00 F2000EX EASY
ATA 23_6 – COMMUNICATION
PAGE 2 / 2 CODDE 1
CAS MESSAGES
ISSUE 20 DGT94085
NAV .. FAIL In-flight, indication of NAV (1/2) failure.

Applicable to airplane fitted with EASy I:
SATCOM FAIL
SATCOM is failed or unavailable (option)
VHF .. SELCAL VHF SELCAL (1/2/3) (Third audio is optional)

F2000EX EASY 02-24-00
ATA 24 – ELECTRICAL POWER
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 21
02-24 ATA 24 – ELECTRICAL POWER
02-24-05 GENERAL
General
Electrical system architecture
Electrical system components
Equipment location
02-24-15 CONTROL AND INDICATION

Introduction
DC SUPPLY Panel
ELEC Synoptic
STATUS Synoptic
TEST Synoptic

Introduction
Switches and contactors
Automatic load-shedding
Circuit breaker
02-24-25 NORMAL OPERATION

Introduction
Ground operation
Normal flight operation

Introduction
Battery 1 overheat
GEN 2 failure then GEN 1 failure : 2 GEN'S FAIL
CAS messages

02-24-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 21 DGT94085

F2000EX EASY 02-24-05
CODDE 1 PAGE 1 / 2
GENERAL
DGT94085 ISSUE 21
GENERAL
The aircraft electrical power supply consists of a 28V DC generating system. The systems
which require 115V/400Hz or 26V/400Hz are powered by inverters fed with the 28V DC power
supply.
The aircraft electrical system can be powered by:
- 2 engine-driven generators (12kW),
- 1 APU (Auxiliary Power Unit) generator (9kW / 300A),
- 2 Batteries (24V),
- 1 external power 28 VDC GPU (Ground Power Unit).
Additional batteries are installed and dedicated to specific equipment for abnormal or
emergency situations:
- 1 battery (4 Ah) in the Secondary Flight Display (SFD),
- 3 batteries for the emergency lighting system,
- Buffer batteries:
o 4 Batteries (4 Ah NiCad) protecting the LH DU, UP DU, MAU1A and MAU2B against
voltage drop,
o Only 1 buffer battery for A/C equipped with SB F2000EX-340 / M3336 (Removal of
3 buffer batteries),
- 4 internal MAU batteries dedicated to NIC, one battery per NIC/PROC module of each
MAU.

02-24-05 F2000EX EASY
PAGE 2 / 2 CODDE 1
GENERAL
ISSUE 21 DGT94085

F2000EX EASY 02-24-10
CODDE 1 PAGE 1 / 8
DESCRIPTION
DGT94085 ISSUE 21
ELECTRICAL SYSTEM ARCHITECTURE
The DC electrical system energizes three main bus bars:

- The Essential bus (ESS BUS),
- The Left Hand bus (LH BUS),
- The Right Hand bus (RH BUS).
The electrical system also uses two additional bus bars:
- Battery bus (BAT BUS): connecting the BAT 1 to the ESS BUS,
- Median bus (MD BUS): connecting the BAT 2 to RH BUS and ESS BUS.
The Avionics systems are supplied by three different sub-bus bars:
- MINI LOAD bus bar (supplied by ESS BUS),
- LH AV bus (supplied by LH BUS),
- RH AV bus (supplied by RH BUS).
FIGURE 02-24-10-00 - ELECTRICAL SYSTEM DIAGRAM

02-24-10 F2000EX EASY
PAGE 2 / 8 CODDE 1
DESCRIPTION
ISSUE 21 DGT94085
BAT BUS
A number of services are needed on ground for maintenance (fueling, lighting…), or after a
crash for safety (shut-off valves, extinguishers...). Those services are directly connected to
the battery bus so as to be available even when the aircraft is not powered.
The battery bus (BAT BUS) is a hot bus bar and directly supplies (regardless of the BAT 1
switch position):
- Secondary discharge of the engine fire extinguishers,
- Discharge of APU fire extinguisher,
- APU door closing,
- Fuel shut-off valves,
- Fueling panel,
- Normal and Emergency Slats control unit,
- Water system fill level/Door (*),
- Water leak detection (*),
- Cockpit dome lights,
- Airstair lights,
- Servicing lights that include:
- Nose cone light (*),
- Baggage compartment lighting (*),
- Baggage compartment exterior lighting (*),
- Forward servicing compartment lighting (*),
- Aft servicing compartment lighting (*),
- Refueling area lighting (*),
- PAX Door lift motor (*).
The amber “BATT IN USE” switch/light illuminates on ground if at least one lighting circuit
supplied by the battery (cockpit dome, airstair or servicing) remains energized. The “BATT IN
USE” switch/light will not be lighted if any of the other direct battery bus services are still
powered (such as the slat handle out of clean position).
(*) These services need at least one GEN switch to be On to be powered by the BAT BUS. If all
the 5 red switches GEN 1/2/APU and BAT 1/2 are set to Off position, the services are no longer
powered. This logic is sometimes called "crash logic" meaning that, if the pilots set the all 5
switches to Off (according to procedures Forced Landing, Ditching, Emergency Evacuation),
these equipment are not powered by the BAT 1, saving power for a potential use of the fire
extinguishers if needed.

F2000EX EASY 02-24-10
CODDE 1 PAGE 3 / 8
DESCRIPTION
DGT94085 ISSUE 21
MINI LOAD PUSHBUTTON

This button is used to energize the following equipment from the ESS Bus:
- LH & UP DU,
- LH GP,
- LH CCD
- LH MKB,
- RH CCD,
- MAU 2B,
- XPDR / ATC 1,
- VOR 1, DME 1, ADF 1.
LH AV MASTER" PUSHBUTTON
This button is used to energize the following equipment from the Bus A2:
- TCAS,
- Weather Radar,
- LSS (A/C with option M2513),
- RAD ALT 1,
- Third audio panel (ICS 3 on CB panel),
- DATA LOADER,
RH AV MASTER PUSHBUTTON
This button is used to energize following equipment from the Bus B1 and B2:
- RH & LW DU,
- LH & RH CCD,
- RH MKB,
- RH GP,
- MAU 1B & MAU 2A,
- VHF 3,
- XPDR / ATC 2,
- ADM 2,
- VOR 2, DME 2, ADF 2,
- RAD ALT 2,
- AFCS A & AFCS B,
- AP SVO,
- YD.

02-24-10 F2000EX EASY
PAGE 4 / 8 CODDE 1
DESCRIPTION
ISSUE 21 DGT94085
ELECTRICAL SYSTEM COMPONENTS
MAIN BATTERIES
The F2000EX EASy is fitted with 2 main batteries located in the forward service
compartment, providing the primary source of DC power to the airplane electrical distribution
system:
- F2000EX EASy S/N < 118: 24 V /36 Ah NiCad,
- F2000EX EASy S/N ≥ 118, F2000DX, F2000LX: 40 Ah Ultra Low Maintenance
NiCad. Optional replacement batteries include 40 Ah ULM NiCad or 42 Ah Lead
Acid batteries.
Both batteries are ventilated on the ground by a battery-powered blower when the BAT 1
switch is on. Aerodynamic air flow cools the batteries in flight.
NOTE
The battery must supply at least 18 VDC to enable the BAT BUS connection.
The BAT 1 supplies electrical power for starting the APU.

If aircraft is equipped with “Charging batteries” option (F2000EX-66 / M2518), it enables the
batteries to recharge once a generator is connected to the distribution system. This option
acts as electrical surge dampers against voltage or amperage spikes.
In case of total electrical failure (all engines/generators out), both batteries have a lifespan of
77 min provided that electrical load is shed as much as possible.
OTHER BATTERIES
- 3 EMERG batteries supply the emergency lighting system. Emergency light
batteries can be checked by the three-position OFF-ON-ARM EMERG LIGHTS
switch on the overhead panel.
- 1 HORIZ BAT battery supplies the Secondary Flight Display (SFD) for approximately
160 minutes provided the SFD cannot be powered by its normal source (A1 bus).
HORIZ BAT battery voltages are monitored and indicated on the TEST synoptic
page.
- Buffer batteries:
- F2000EX EASy S/N < 222: 4 MAU-DU BAT buffer batteries supply the LH DU,
UP DU, MAU1 channel A and MAU2 channel B. These batteries prevent DU
dimming when system voltage drops during APU start. One of these batteries
powers the Centralized Maintenance Computer (CMC) during shutdown. MAU
battery voltages are monitored and indicated on the TEST synoptic page.
- F2000EX EASy S/N ≥ 222: Only 1 buffer battery (on MAU1) is installed on the
A/C with SB F2000EX-340 / M3336 (Removal of 3 buffer batteries).
- 4 NIC internal MAU batteries supply the NIC / PROC module of each MAU channel.

F2000EX EASY 02-24-10
CODDE 1 PAGE 5 / 8
DESCRIPTION
DGT94085 ISSUE 21
ENGINE-DRIVEN GENERATORS
Each engine has a rectifier alternator driven by the accessory gear box. DC power output is
rated at 12 kW, and regulated at 28.5 V by the Generator Control Unit (GCU).
The generator shaft has a damper to prevent vibration, and a shear point to protect the
accessory gearbox from damage in case of generator seizure.
ENGINE GCU
Each generator is managed by a Generator Control Unit (GCU) that:

- Controls and monitors the output voltage and current,
- Maintains a common voltage when both generators are connected to the same bus
bar,
- Disconnects the generator if the voltage exceeds 31 V.
NOTE
Overcurrent protection is provided by the overcurrent limitor of each respective generator.
When an overcurrent is detected, the respective generator switch trips off. See the AFM for
overcurrent limits.
APU GENERATOR
The APU generator is rated at 9 kW and regulated at 28.5 V by a GCU. It is a starter-

generator which is capable of powering the entire DC electrical system and recharging the
main batteries. The APU can be operated on ground and in flight below FL350.
APU GCU
The APU GCU provides control and protection for its generator:
- Controls the APU start sequence,
- Controls the output voltage (28,5V),
- Limits output current to 300 A (max 450 A for 40 seconds and/or 375 A for 3
minutes),
- Maintains a common voltage when both generators are connected to the same bus
bar,
- Disconnects the generator when the over current or an overvoltage occurs.

02-24-10 F2000EX EASY
PAGE 6 / 8 CODDE 1
DESCRIPTION
ISSUE 21 DGT94085
GPU
An approved 28 VDC Ground Power Unit (GPU) may be used for prolonged periods to power
the aircraft electrical system during flight preparation, maintenance and servicing.
The GPU may also be used for APU starting. Recommended GPU amperage is 1,000 A for
APU starting.
When the GPU is connected and powering the electrical distribution system, generators and
batteries are automatically disconnected from their buses. If the optional battery charging
using the GPU system is installed, it is possible to connect batteries to their respective
buses while the GPU is operating.
FIGURE 02-24-10-01 - GPU RECEPTACLE LOCATION

F2000EX EASY 02-24-10
CODDE 1 PAGE 7 / 8
DESCRIPTION
DGT94085 ISSUE 21
EQUIPMENT LOCATION
FIGURE 02-24-10-02 - EQUIPMENT LOCATION

02-24-10 F2000EX EASY
PAGE 8 / 8 CODDE 1
DESCRIPTION
ISSUE 21 DGT94085

F2000EX EASY 02-24-15
CODDE 1 PAGE 1 / 12
DGT94085 ISSUE 21
INTRODUCTION
Electrical system controls and indications are located on:

- The overhead panel in the DC supply section,
- ELEC synoptic page for the charging batteries option,
- STATus synoptic page,
- TEST synoptic page for the test of MAU/DU and SFD batteries.
FIGURE 02-24-15-00 - ELEC SYSTEMS CONTROLS

02-24-15 F2000EX EASY
PAGE 2 / 12 CODDE 1
ISSUE 21 DGT94085
DC SUPPLY PANEL
CONTROL DESCRIPTION
GEN 1 & 2 switches (two-positions magnetic trip switch):
- GEN 1 connects generator 1 to the LH bus,
- GEN 2 connects generator 2 to the RH bus,
- Trips automatically if GCU detects over voltage or over
Connected Disconnected current.
APU switch (two-positions magnetic trip switch):

- Connects the APU generator to the ESS bus,
- Trips if GCU detects over voltage or over current.
Connected Disconnected
BAT 1 & 2 switches (two-positions magnetic trip switch):
- BAT 1 switch connects battery 1 bus to the ESS bus,
- BAT 2 switch connects battery 2 to the MD bus,
- The switch trips if the system detects an anomaly (high
Connected Disconnected reverse current).
EXT POWER switch (lighted pushbutton), when On:

- Allows GPU to tie and supply all buses (regardless of BUS
TIED rotary switch position),
- Opens all the generators contactors, disconnecting them
from their respective bus,
- Without “Charging batteries” option: disconnects the
On Off batteries from their respective bus bar, independently from
BAT magnetic switch position,
- With “Charging batteries” option: batteries can be connected
to their respectives buses.
BUS TIED indication: when lighted, indicates that the ESS and
MD bus are tied, whatever the rotary switch position.
BUS TIED rotary switch: manually ties up ESS bus and MD
bus (left and right side).
Horizontal Vertical
- LH ISOL pushbutton (On): isolates LH bus from ESS bus,
- RH ISOL pushbutton (On): isolates RH bus from MD bus.
On Off

F2000EX EASY 02-24-15
CODDE 1 PAGE 3 / 12
DGT94085 ISSUE 21
CONTROL DESCRIPTION
CABIN MASTER pushbutton (2 positions):
- Off (shed): default position at power-up
- On: energizes cabin equipment connected to LH bus.
On Off
LH AV MASTER pushbutton (2 positions):
- On: energizes avionics equipment connected to LH bus (A2).
Refer to CODDE 1 02-24-10
On Off
MINI LOAD MASTER pushbutton (2 positions):
- On: energizes avionics equipment connected to ESS bus.
Refer to CODDE 1 02-24-10
On Off
RH AV MASTER pushbutton (2 positions):
- On: energizes avionics equipment connected to RH bus
(B1/B2).
On Off Refer to CODDE 1 02-24-10
GALLEY MASTER pushbutton (2 positions):
- On: energizes galley equipment connected to RH bus .
On Off
RH CONSOLE
115/230 VAC (two positions guarded pushbutton), when On:
- Supplies 115 / 230 VAC power to cabin passengers system,
- Must be off for takeoff and landing phases.
On Off For more information, refer to CODDE1 - ATA 25.

02-24-15 F2000EX EASY
PAGE 4 / 12 CODDE 1
ISSUE 21 DGT94085
ELEC SYNOPTIC
LH BUS ESS BUS MD BUS RH BUS

Voltmeter Voltmeter Voltmeter Voltmeter
Generators
& batteries
status
Ammeters
Batteries
Temperature
Charging batteries FIGURE 02-24-15-01 - ELECTRICAL SYNOPTIC

softkey (option)
LH / ESS / MD / RH bus voltmeter
LH and RH buses voltmeter are permanently displayed above the respective bus.
The ESS bus voltmeter is displayed (above the ESS bus) when ESS and LH bus are
untied.
The MD bus voltmeter is displayed (above the MD bus) when MD bus and BAT2 are
isolated from both ESS and RH buses.
Normal - green value Abnormal – Amber Invalid - dashed

[25-30V]
FIGURE 02-24-15-02 - BUS VOLTMETER
When a generator supplies the bus, the voltmeter value and pointer is displayed amber
between [25 V - 30V]. This range follows specific conditions according electrical
configuration (batteries only, APU starting, etc.).
The bus line representation is also displayed in green or amber, following the same
conditions as the voltmeter value.

F2000EX EASY 02-24-15
CODDE 1 PAGE 5 / 12
DGT94085 ISSUE 21
GEN 1 / GEN 2 / APU GEN Ammeter
Normal - green Abnormal - Amber Invalid - dashed
FIGURE 02-24-15-03 - DC GENERATOR AMMETER
The engine-driven generator current value and pointer are displayed amber if:
- Above 300 A on ground,
- Above 400 A in flight.
The APU generator current value and pointer are displayed amber if:
- Above 300 A up to 10,000 ft,
- Above 250 A between 10,000 ft and 25,000 ft,
- Above 200 A above 25,000 ft.
The APU ammeter:
- Is not displayed when the APU MASTER is off,
- Is displayed in gray when the APU MASTER pushbutton is ON,
- Is displayed (as described above) when the APU is running.
BAT1 / BAT2 Ammeter
Normal - green Abnormal - Amber Invalid - dashed
FIGURE 02-24-15-04 - BATTERY AMMETER
The batterie current value and pointer is displayed in amber if below - 300 A, and above +
45 A.
NOTE
A negative current means the batterie is charging. 0 A is displayed for any generator or battery
ammeters when the current is between -10 A and +10 A.

02-24-15 F2000EX EASY
PAGE 6 / 12 CODDE 1
ISSUE 21 DGT94085
BAT 1 & BAT 2 temperature
Normal display - Abnormal display - Emergency display - Invalid - dashed

below 49°C [49°C – 71°C] Above 71°C
FIGURE 02-24-15-05 - BATTERY TEMPERATURE INDICATION
When the optional lead acid battery modification is applied, there is no temperature
indication.
BAT 1 & BAT 2 Symbol & contactors
Offline Online Abnormal Abnormal Emergency

Contactor open Contactor Closed Battery Overheat
FIGURE 02-24-15-06 - BATTERY SYMBOLOGY
APU GEN symbology
At start, a white START indication is placed under the APU ammeter until approximately
50% N1. It is replaced by an amber START indication in case of an abnormal power
supply.
APU APU APU APU Gen Above Abnormal Invalid

MASTER MASTER START Online 35,000 ft – data
Off ON phase Contactor
closed
FIGURE 02-24-15-07 - APU GEN SYNOPTIC

F2000EX EASY 02-24-15
CODDE 1 PAGE 7 / 12
DGT94085 ISSUE 21
GPU status & ammeter
GPU GPU not Normal Abnormal Invalid

connection available
Green Amber Dashed
invalid
EXT POWER EXT POWER EXT POWER
Pushed on Pushed on Pushed on
FIGURE 02-24-15-08 - GPU STATUS & AMMETER
The GPU current value is displayed amber if above 300 A, except during GPU-powered
APU starting (thresholds are modified with GPU batteries charging option).
ESS / MD Bus bar contactor
Normal - Normal - Abnormal - Abnormal -

Contactor closed Contactor open Contactor open Contactor closed
Bus tied Bus untied
Switch Horizontal or Switch Vertical or Switch Horizontal Switch vertical
GPU ON Horizontal (if
contactor protection
active i.e current >
350A for 10s)
FIGURE 02-24-15-09 - ESS-MD BUS CONTACTOR SYMBOLOGY
LH / RH ISOL contactor
Normal Normal Abnormal Abnormal

Contactor closed Contactor open Contactor open Contactor closed
FIGURE 02-24-15-10 - LH & RH ISOL CONTACTORS SYMBOLOGY

02-24-15 F2000EX EASY
PAGE 8 / 12 CODDE 1
ISSUE 21 DGT94085
“Charging batteries” by GPU (OPTION SB F2000EX-66 / M2518)
FIGURE 02-24-15-11 - ELEC SYNOPTIC WITH OPTIONAL BATTERIES CHARGE
If the optional “charging batteries by GPU” modification is installed on the airplane, the
CHRG BAT soft key is displayed in the lower left corner of the ELEC synoptic page.
- When the “CHRG BAT” soft key is selected, green CHARGING BATTERIES indication
is displayed.
- In case of battery charging interruption, amber CHARGING BATTERIES indication is
displayed. The interruption is automatically activated if:
- The aircraft in flight configuration,
- The charging current of at least one battery is higher than 250 A, for at least 2
sec,
- DC voltage supplied by the ground power unit is < 27 V DC during more than
240 sec, or > 29 V DC during more than 10 sec,
- The temperature of at least one battery is higher than 60°C (140°F),
- "EXT POWER" switch/light disengaged (off position, light extinguished),
disconnection of external power receptacle.
- If GPU voltage is between 27 and 28 V DC during more than 2 min, amber CHARGING
BATTERIES indication is displayed, BAT 1 & BAT 2 are still in green and BAT contactors
are closed and green. The charging is not interrupted.

F2000EX EASY 02-24-15
CODDE 1 PAGE 9 / 12
DGT94085 ISSUE 21
STATUS SYNOPTIC
Bus voltages, generators and batteries loads are also displayed in the upper section of the
STAT synoptic page.
FIGURE 02-24-15-12 - STATUS SYNOPTIC

02-24-15 F2000EX EASY
ISSUE 21 DGT94085
TEST SYNOPTIC
MAU/DU BAT
The voltage of MAU/DU battery, Secondary Flight Display battery (HORIZ BAT) can be
displayed on the TEST synoptic, by clicking on the corresponding soft key (click and
hold).
Normal values appear in green while abnormal values (too high or low) appear in amber.
- A/C without (SB F2000EX-340/M3336 “Removal of 3 buffer batteries”)

The 4 buffer batteries voltage, installed on MAU1A, MAU2B, LH DU (DU1) and UP DU
(DU2) are checked by clicking on MAU/DU BAT soft key.
FIGURE 02-24-15-13 - MAU/DU TEST ON TEST SYNOPTIC
- A/C with (SB F2000EX-340/M3336 “Removal of 3 buffer batteries”)

The voltage on the remaining buffer battery (on MAU1A) is checked by clicking on
MAU/DU BAT softkey. All the displayed voltages correspond to the same battery, so the
same value is displayed four times.
FIGURE 02-24-15-14 - MAU/DU TEST ON TEST SYNOPTIC

F2000EX EASY 02-24-15
DGT94085 ISSUE 21
HORIZ BAT
The Secondary Flight Display (SFD) battery voltage is checked by clicking on the
HORIZ BAT soft key.
FIGURE 02-24-15-15 - TEST SYNOPTIC - HORIZ BAT
Note: the AUX BAT option is not applicable the F2000EX EASy A/C.

02-24-15 F2000EX EASY
ISSUE 21 DGT94085

F2000EX EASY 02-24-20
CODDE 1 PAGE 1 / 8
SYSTEM PROTECTION
DGT94085 ISSUE 21
INTRODUCTION
The electrical system is protected through various components and logics. The main
protections are given by:
- Switches: the DC POWER section of the cockpit overhead panel contains five magnetic
trip switches for the batteries and generators, a BUS TIED rotary switch, two ISOL relay
switches, five "Master" pushbuttons, and the EXT POWER pushbutton.
-
- Contactors/relays: batteries, generators and GPU are connected to the main system buses
through contactor relays. Each of them has a switch that controls its respective contactor
to connect or isolate it from its designated main bus. Sub-bus feeder cables are protected
by current limiting fuses. LH, ESS, MD and RH bus bar are independent as they are
separated by specific contactors.
-
- Electrical Load shed: when an engine-driven generator fails, LH and RH lateral window
heating, some cabin and galley appliances are automatically shed.
-
- Circuit breakers: the cockpit C/B panel is divided into different sections. Each section is
delineated by different colored frames and corresponds to airplane major systems.
Component circuit protection is provided by conventional trip-free circuit breakers.
In addition, static dischargers divert the electrostatic loads (or the static electricity) and
provide airplane protection from lightning strikes:
- 18 static dischargers are installed on F2000EX EASy / F2000DX,
- 16 static dischargers are installed on F2000LX / F2000LXS / F2000S.

02-24-20 F2000EX EASY
PAGE 2 / 8 CODDE 1
SYSTEM PROTECTION
ISSUE 21 DGT94085
SWITCHES & CONTACTORS
BUS TIED ROTARY SWITCH
The BUS TIED rotary switch enables separations of both side of the electrical system. When
the contactor is open, it protects one side against the opposite side overvoltage or
overcurrent.
NOTE
The “BUS TIED” contactor automatically opens and untied the ESS bus from MD bus, if the
current is above 350A for 10s.
It remains open until the next power on cycle whatever the rotary switch position.
BATTERIES
The batteries are protected against excessive load and high temperature as following:
- Overload: when battery charging (reverse) current exceeds 330 A for more than 3 sec, the
respective BAT magnetic trip switch trips, disconnecting the battery and triggering the
BAT .. CAS message.
NOTE
Only two reset attempts are permitted.
- Overheat: both batteries are air-cooled on the ground and in flight.

o On ground: ventilation by a fan blowing the air from the forward servicing
compartment. The fan is operating when the BAT 1 trip magnetic switch is up and the
position of the EXT POWER pushbutton is off.
o In flight: as the fan is off, the batteries ventilation is ensured by the in-flight air
dynamic created by a duct outlet, shaped like a venturi.

F2000EX EASY 02-24-20
CODDE 1 PAGE 3 / 8
SYSTEM PROTECTION
DGT94085 ISSUE 21
GENERATORS AND APU
Each of the three generators (APU and engines) is permanently monitored by their
respective GCU and is manually controlled by magnetic trip switches. Each GCU regulates
the DC ouput voltage at 28.5V and protects the generator from overvoltage and overload:
- If the GCU detects overvoltage or overload, the magnetic switch trips and generates a
GEN .. or APU GEN CAS message.
- If the GCU detects a generator failure or reverse current (> 30 A), the magnetic switch
does not trip but the contactor opens and the corresponding GEN .. or APU GEN CAS
message is displayed.

02-24-20 F2000EX EASY
PAGE 4 / 8 CODDE 1
SYSTEM PROTECTION
ISSUE 21 DGT94085
AUTOMATIC LOAD-SHEDDING
WINDOW ANTI-ICING
In flight, LH and RH lateral window heating is automatically shed when GEN 2 fails.
CABIN AND GALLEY DEVICES
On the ground, there is no automatic load-shedding.

In flight, if a GEN fails, some cabin and galley appliances are automatically shed.
FIGURE 02-24-20-00 - LOAD-SHEDDING FOR CABIN DEVICES

F2000EX EASY 02-24-20
CODDE 1 PAGE 5 / 8
SYSTEM PROTECTION
DGT94085 ISSUE 21
CIRCUIT BREAKER
The main circuit breaker panel is located in the cockpit overhead above and aft of the
overhead panel.
FIGURE 02-24-20-01 - CIRCUIT BREAKERS PANEL
CIRCUIT BREAKER COLOR CODE
All cockpit circuit breakers have color-coded collars that adhere to the following convention:
A1/ A2 BUS ESS BUS B1 / B2 BUS EMERG LIGHTS To be pulled if all

WARNING RH ESS / B generators fail
WARNING LH ESS / B
NOTE
Red breakers indicate backup power provided by another bus

02-24-20 F2000EX EASY
PAGE 6 / 8 CODDE 1
SYSTEM PROTECTION
ISSUE 21 DGT94085
CIRCUIT BREAKERS DISTRIBUTION:

F2000EX EASY 02-24-20
CODDE 1 PAGE 7 / 8
SYSTEM PROTECTION
DGT94085 ISSUE 21
(*) backup powered breakers (red extension on circuit breakers panel)
Direct connections protected by fuses:
LH BUS ESS BUS RH BUS

A3 A4 A5 B3 B4
CABIN
WINDSHIELD ACCOMMODATION WINDSHIELD
ST-BY PUMP GALLEY
HEATERS (LH) HEATERS (RH)
(option)
No breakers are connected to MD bus.

02-24-20 F2000EX EASY
PAGE 8 / 8 CODDE 1
SYSTEM PROTECTION
ISSUE 21 DGT94085

F2000EX EASY 02-24-25
CODDE 1 PAGE 1 / 10
NORMAL OPERATION
DGT94085 ISSUE 21
INTRODUCTION
In the following examples, typical ground and in flight situations have been illustrated to aid
the crew understanding of indications and symbols provided in the various panels and
displays.

02-24-25 F2000EX EASY
PAGE 2 / 10 CODDE 1
NORMAL OPERATION
ISSUE 21 DGT94085
GROUND OPERATION
POWER OFF:
The DC SUPPLY panel is in the following configuration:
FIGURE 02-24-25-00 - OVERHEAD DC SUPPLY PANEL (BATTERIES OFF)
- GEN 1, APU & GEN 2 switches ON,

- BAT 1 & 2 switches OFF,
- BUS TIED rotary switch vertical (untied position),
- LH & RH bus isolated,
- CABIN MASTER, LH AV MASTER, MINI LOAD, RH AV MASTER & GALLEY MASTER
off,
- EXT POWER flush and unlighted.
POWER ON:
BAT 1 & 2 ON:
- The LH and RH main bus ties automatically close, connecting the LH bus to the ESS and
the RH bus to the MD. LH ISOL and RH ISOL indications remain dark.
- The BUS TIED rotary switch remains vertical, its contactor is open and BUS TIED
indication remains dark.
MINI LOAD MASTER ON:

- LH PDU and Upper MDU turn on. Synoptics available on Upper MDU to check individual
battery voltages.
- BAT symbols in green in ELEC synoptic.

F2000EX EASY 02-24-25
CODDE 1 PAGE 3 / 10
NORMAL OPERATION
DGT94085 ISSUE 21
- The BUS TIED rotary switch remains vertical to allow individual checks of both battery
voltages.
- Once battery checks are completed, the BUS TIED switch is rotated to the horizontal
position (tied) and the BUS TIED annunciator illuminates. At this time, either the APU
generator or a GPU can be used to minimize battery depletion.
BUS TIED rotary switch to Horizontal:

- BUS TIED light illuminates (OVHD). ESS and MD buses are tied,
- “BUS TIED” indication appears above the symbol on the ELEC Synoptic,
- The DC SUPPLY panel is in the following configuration:
FIGURE 02-24-25-01 - OVERHEAD PANEL WITH MINI LOAD ON
FIGURE 02-24-25-02 - ELECTRICAL SYNOPTIC WITH MINI LOAD

02-24-25 F2000EX EASY
PAGE 4 / 10 CODDE 1
NORMAL OPERATION
ISSUE 21 DGT94085
GPU POWER supply:

- In the GPU receptacle: the GPU must be plugged in, and the GPU magnetic switch must
be set to On position,
- The EXT PWR pushbutton on the overhead panel must be set to On (button green
lighted) to allow the GPU to power the electrical system,
- This automatically closes the main bus tie contactor (regardless of BUS TIED rotary
switch position), ties all of the main buses (LH, ESS, MD and RH) and opens the battery
contactors. LH and RH buses can be individually untied by selecting their respective LH
ISOL or RH ISOL pushbutton,
- The batteries can be reconnected to the system if the “charging batteries” option is
installed and CHRG BAT soft key selected,
- GPU ON: BUS TIED CAS message and BUS TIED indication are displayed
- The DC POWER panel is in the following configuration:
FIGURE 02-24-25-03 - OVERHEAD PANEL DURING GPU OPERATION
FIGURE 02-24-25-04 - ELECTRICAL SYNOPTIC DURING GPU OPERATION

F2000EX EASY 02-24-25
CODDE 1 PAGE 5 / 10
NORMAL OPERATION
DGT94085 ISSUE 21
GPU “Charging Batteries” option (SB F2000EX-66 / M2518)

The main batteries may be charged from the GPU if the optional GPU “charging
batteries” system is installed. In that case, the CHRG BAT soft key is displayed in the
lower left corner of the ELEC synoptic.
The recharging of the batteries is activated when selecting:
- GPU output voltage to 28.5 V ± 0.2 V (recommended) (verified on ELEC synoptic),
- EXT PWR pushbutton on the overhead panel,
- CHRG BAT soft key (closes the battery contactors allowing the GPU to charge the
batteries).
Normal synoptic indications during battery charging include two green battery, green and
closed contactor symbols, and green CHARGING BATTERIES text displayed to the right
of the soft key.
During recharge, if GPU voltage drops below 28 V for more than 120 seconds, the battery
contactors remain closed, the CHARGING BATTERIES text will change from green to
amber – indicating that GPU voltage is slightly low.
Automatic protection is provided if any of the following conditions occur:
- GPU voltage on ELEC synoptic < 27 V for more than 240 seconds,
- GPU voltage on ELEC synoptic > 29 V for more than 10 seconds,
- One battery charge / discharge rate exceeds ± 250 A,
- One battery temperature > 60°C (140°F).
This protection activation causes battery contactors to open and turning amber, and
amber CHARGING BATTERIES text displayed.
FIGURE 02-24-25-05 - ELECTRICAL SYNOPTIC WITH “CHARGING BATTERIES” OPTION

02-24-25 F2000EX EASY
PAGE 6 / 10 CODDE 1
NORMAL OPERATION
ISSUE 21 DGT94085
APU START phase (APU MASTER ON):
[No GPU] or [GPU ON + CHRG BAT ] [GPU ON without CHRG BAT]
FIGURE 02-24-25-06 - ELECTRICAL SYNOPTIC BEFORE APU START
APU START phase (APU START/STOP RUN):

Airplane without SB F2000EX-188/M3147 (Voltage drop suppression)
During the APU starting phase, the BAT 1 starts the APU and supplies the all electrical
bus bar whereas the BAT 2 is disconnected from the bus bar and displayed in amber.
This may generates a voltage drop that can lead to CAS messages (TCAS FAIL, NAV 1
FAIL) or EVS cut-off.
[No GPU] or [GPU ON + CHRG BAT ] [GPU ON without CHRG BAT]
FIGURE 02-24-25-07 - ELECTRICAL SYNOPTIC DURING APU START

F2000EX EASY 02-24-25
CODDE 1 PAGE 7 / 10
NORMAL OPERATION
DGT94085 ISSUE 21
Airplane with SB F2000EX-188/M3147 (Voltage drop suppression)

During the APU starting phase, the BAT 1 only starts the APU whereas the BAT 2
supplies the bus bar:
[No GPU] or [GPU + CHRG BAT ] [GPU without CHRG BAT]
FIGURE 02-24-25-08 - ELECTRICAL SYNOPTIC DURING APU START (WITH SB 188)
After APU START phase (with GPU disconnected):

APU GEN, BAT 1 and BAT 2 are connected to the bus bar.
FIGURE 02-24-25-09 - ELECTRICAL SYNOPTIC AFTER APU START (NO GPU)

02-24-25 F2000EX EASY
PAGE 8 / 10 CODDE 1
NORMAL OPERATION
ISSUE 21 DGT94085
CABIN, LH AV, RH AV, GALLEY MASTER ON

- LH & RH AV MASTER: OFF light dark,
- RH PDU and Lower MDU turn on,
- The DC POWER panel is in the following configuration (with APU power supply):
FIGURE 02-24-25-10 - OVERHEAD PANEL DURING APU OPERATION

F2000EX EASY 02-24-25
CODDE 1 PAGE 9 / 10
NORMAL OPERATION
DGT94085 ISSUE 21
NORMAL FLIGHT OPERATION
The following DC SUPPLY panel and ELEC synoptic depict normal flight condition:
FIGURE 02-24-25-11 - OVERHEAD PANEL DURING NORMAL FLIGHT OPERATION
FIGURE 02-24-25-12 - ELECTRICAL SYNOPTIC DURING NORMAL FLIGHT OPERATION

- GEN 1 and BAT 1 supply LH and ESS coupled buses (LH Bus Tie is tied),
- GEN 2 and BAT 2 supply RH and MD coupled buses (RH Bus Tie is tied),
- Rotary bus switch is untied (vertical). Left and right sides of electrical system are
isolated from each other.

02-24-25 F2000EX EASY
NORMAL OPERATION
ISSUE 21 DGT94085

F2000EX EASY 02-24-30
CODDE 1 PAGE 1 / 8
ABNORMAL OPERATION
DGT94085 ISSUE 21
INTRODUCTION
This sub-chapter describes few abnormal situations to help the crew understand the
symbology displayed on the various panels and screens.

02-24-30 F2000EX EASY
PAGE 2 / 8 CODDE 1
ABNORMAL OPERATION
ISSUE 21 DGT94085
BATTERY 1 OVERHEAT
INITIAL ABNORMAL STATUS
FIGURE 02-24-30-00 - OVERHEAD PANEL DURING BAT 1 OVERHEAT
FIGURE 02-24-30-01 - ELECTRICAL SYNOPTIC DURING BAT 1 OVERHEAT
BATTERY 1 OVERHEAT (T°>71.1°C or 160°F):
- HOT BAT 1 CAS message +

+ MASTER
WARNING
light on,
- BAT 1 switch position remains unchanged,

- ELEC synoptic: BAT 1 symbol in red + BAT 1 temperature indication in red.

F2000EX EASY 02-24-30
CODDE 1 PAGE 3 / 8
ABNORMAL OPERATION
DGT94085 ISSUE 21
AFTER PROCEDURE COMPLETE
Battery 1 starts to cool once it is switched off.
ACTION RESULT
- BAT 1 contactor open,

- BAT 1 CAS message +,
BAT 1 overhead
panel trip magnetic -  light on,
switch set to down
position - BAT 1 Temperature should start decreasing.
Wait until
- HOT BAT 1 CAS message extinguishes (battery temperature < 71
°C). Once the CAS disappears, the BAT 1 symbol and temperature
indication turns amber (digital temperature continues to decrease)
- WARM BAT 1 CAS message +
-  light on
FIGURE 02-24-30-02 - ELECTRICAL SYNOPTIC AFTER BAT 1 SWITCHED OFF

02-24-30 F2000EX EASY
PAGE 4 / 8 CODDE 1
ABNORMAL OPERATION
ISSUE 21 DGT94085
GEN 2 FAILURE THEN GEN 1 FAILURE: 2 GEN’S FAIL
GEN 2 FAILURE:
- GEN 2 FAIL CAS message +  “GONG” + light,
- ELEC synoptic: GEN 2 symbol in amber.
FIGURE 02-24-30-03 - ELECTRICAL SYNOPTIC DURING GEN 2 FAILURE
FIGURE 02-24-30-04 - OVERHEAD PANEL DURING GEN 2 FAILURE

F2000EX EASY 02-24-30
CODDE 1 PAGE 5 / 8
ABNORMAL OPERATION
DGT94085 ISSUE 21
AFTER GEN 2 FAIL PROCEDURE COMPLETE
- Corresponding GEN switch set to OFF (no reset attempt),

- Bus Tied rotary switch set to Horizontal: BUS TIED on overhead panel and ELEC Synoptic
+ BUS RH TIED CAS message appears.
CAUTION
In case of low battery voltage, the “BUS TIED” protection may automatically open the
contactor and unty the ESS and MD bus until the next A/C power on. This protection is
activated if the current is above 350A for 10s.
FIGURE 02-24-30-05 - ELECTRICAL SYNOPTIC WITH GEN 2 SWITCH TRIPPED OFF

AND BUS TIED ON
FIGURE 02-24-30-06 - OVERHEAD PANEL WITH GEN 2 SWITCHED OFF AND BUS TIED

02-24-30 F2000EX EASY
PAGE 6 / 8 CODDE 1
ABNORMAL OPERATION
ISSUE 21 DGT94085
GEN 2 + 1 FAILURE:

MASTER
- + WARNING + 2 GEN ‘S FAIL CAS message,
- ELEC synoptic: GEN 1 and GEN 2 symbols in amber with voltmeters with no voltage
- LH & RH ISOL.
FIGURE 02-24-30-07 - SECOND GENERATOR FAILURE
FIGURE 02-24-30-08 - SECOND GENERATOR FAILURE
Upon subsequent second generator failure:

- LH bus is automatically isolated from ESS bus: LH status light displayed,
- RH bus is automatically isolated from MD bus: RH status light displayed,
- Both LW MDU & RH PDU are red crossed.

F2000EX EASY 02-24-30
CODDE 1 PAGE 7 / 8
ABNORMAL OPERATION
DGT94085 ISSUE 21
CAS MESSAGES

The two electrical generator connections have failed
2 GEN’S FAIL and at least one engine is running
HOT BAT .. Temperature of one battery above 71 °C (160 °F)
APU GEN APU generator not connected with APU running

Battery (1 / 2) contactor open (except during
BAT .. APU starting or with GPU power supply selected)
On ground, battery (1 / 2) temperature
BAT .. TEMP INOP measurement invalid
BUS ESSENTIAL LOW VOLTAGE ESS bus low voltage (< 24 V)
BUS ESSENTIAL OVERVOLTAGE ESS bus overvoltage (> 32 V)

BUS TIED contactor is tied while rotary switch is
BUS RH TIED vertical (untied), without GPU, RH ISOL is not
pushed to ISOL
BUS XX ISOL Bus (LH / RH) ISOL contactor is open
Bus (LH / RH) voltage < 24 V with one generator
BUS XX LOW VOLTAGE connected
BUS XX OVERVOLTAGE Bus (LH / RH) voltage > 32 V
Applicable to airplane fitted with EASy II.

ELECTRICAL GEN OVERLOAD Following a generator failure, the remaining
generator is in overload condition.
One generator contactor open although its engine is

GEN .. running (and if GPU available, GPU not connected)
On ground, overhead panel (LH / RH) backup power
OVHD BACKUP PWR XX FAIL supply not operative
STARTER APU APU running and its starter still powered
Battery (1 / 2) temperature between 49 °C (120 °F)
WARM BAT .. and 71 °C (160°F)
APU GEN FAIL On ground, APU contactor failed to open
In flight, battery (1 / 2) temperature measurement
BAT .. TEMP INOP invalid
BUS TIED contactor is tied with rotary switch
BUS RH TIED horizontal (tied), without GPU, RH ISOL is not
pushed to ISOL

02-24-30 F2000EX EASY
PAGE 8 / 8 CODDE 1
ABNORMAL OPERATION
ISSUE 21 DGT94085

On ground, GEN (1 / 2) contactor failed to open
GEN .. FAIL without engine running or with GPU on
Airplane powered by GPU and bus tie relay is
GPU ON: BUS TIED automatically tied.
In flight, overhead panel (LH / RH) backup power
OVHD BACKUP PWR XX FAIL supply not operative

F2000EX EASY 02-25-00
ATA 25 – EQUIPMENT
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 6
02-25 ATA 25 – EQUIPMENT
02-25-05 GENERAL
Introduction
Equipment placards
Fire extinguisher
Crash axe
First aid kit
Life rafts
Life jackets
Flash lights
Ditching life line
Emergency Locator Transmitter (ELT)
AC electrical distribution (option)
Pilot seats
Emergency Vision Assurance System (option)

02-25-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 6 DGT94085

F2000EX EASY 02-25-05
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 13
INTRODUCTION
This section includes safety equipment and interior accommodation.

The Falcon 2000EX EASy includes the following standard safety equipment on board the
airplane:
FIXED EQUIPMENT PORTABLE EQUIPMENT

- Therapeutic oxygen (first aid) (optional) - One crash axe
- Overwing exit ditching life line - Two flashlights
- Emergency Locator Transmitter (ELT) - Two smoke goggles
- Emergency Vision Assurance System - One smoke hood (Protective Breathing
(EVAS) (optional) Equipment)
- One safety demonstrative kit
- One oxygen bottle + two individual masks
- One first aid kit
- Two halon fire extinguishers (a third is
optional for public transport operation)
- Safety briefing cards (optional)
- Crew and passengers life jackets
- Two life rafts
Depending on customer requirements and airplane configuration, the amount, type and
locations of the above safety equipment may be changed to suit the customer operational
environment. Any changes to the standard equipment in amount, type and locations,
requested by the customer(s), may result in weight and balance change.
Interior accommodations described in this section include seats and AC electrical distribution.
The cockpit is laid out for a LH pilot, RH pilot and third crew member. It is organized
identically for the LH pilot and RH pilot.
The pilot seats slide forward and backward and contain an electrical height adjustment. Other
features include separate backrest and armrest tilt angle adjustments and a headrest.
An optional third crew member seat can be installed. Two kinds of optional seats are
available: a fold-away jump seat and the right stow jump seat.

02-25-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 13 DGT94085
EQUIPMENT PLACARDS
All emergency equipment locations are indicated with placards. The following symbols are
used for location purposes on the diagram.
FIGURE 02-25-05-00 SYMBOLS

F2000EX EASY 02-25-05
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 13
FIGURE 02-25-05-01 EQUIPMENT LOCATION – TYPICAL INSTALLATION

02-25-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 13 DGT94085

F2000EX EASY 02-25-10
CODDE 1 PAGE 1 / 24
DESCRIPTION
DGT94085 ISSUE 6
FIRE EXTINGUISHER
The airplane is equipped with 2 HALON fire extinguishers (one more optional for public
transport operation) mounted on:
- The aft side of the LH crew closet,
- The RH forward side of the aft cabin partition,
- The optional one is located on the aft face of LH forward galley bulkhead.
This model of extinguisher is to be used on flames of electrical origin and dry fires. It is
composed of:
- A cylinder,
- A trigger handle,
- A pressure gauge provided with a green sector which is used to check the charging level,
- A safety pin,
- A lever.
Instructions of use:
- Remove extinguisher from its support,
- Remove the safety pin,
- Press the lever while lifting the trigger handle,
- Direct spray toward the flame base,
- Release the lever to stop spraying,
- Make sure the fire is totally extinguished.
NOTE
A full discharge of the extinguisher lasts around 25 seconds.
CAUTION
Extinguisher should not be discharged in an unventilated enclosed area without
breathing equipment. When fighting fires, keep away from the fire's fuel source and
avoid breathing vapors, fumes and heated smoke as much as possible.

02-25-10 F2000EX EASY
PAGE 2 / 24 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
FIGURE 02-25-10-00 FIRE EXTINGUISHER
FIGURE 02-25-10-01 SAFETY PIN

F2000EX EASY 02-25-10
CODDE 1 PAGE 3 / 24
DESCRIPTION
DGT94085 ISSUE 6
CRASH AXE
The crash axe is made of steel. It is usually located in the LH crew closet and used to:
- Open up an exit,
- Break through a wall,
- Strip carpet or interior panels in the cabin to stop fire spreading,
- Achieve complete fire extinction by eliminating the smallest flames.
FIGURE 02-25-10-02 CRASH AXE

02-25-10 F2000EX EASY
PAGE 4 / 24 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
FIRST AID KIT
There is one first aid kit usually located in the LH crew closet. It is composed of medications,
bandages, and check-up equipment. A first aid handbook contains instructions for use and
describes other miscellaneous equipment.
This kit must be checked periodically to ensure that its content is still valid for use. It must also
be renewed at regular intervals in compliance with the expiry date labels, and whenever
required by circumstances.
FIGURE 02-25-10-03 FIRST AID KIT

F2000EX EASY 02-25-10
CODDE 1 PAGE 5 / 24
DESCRIPTION
DGT94085 ISSUE 6
LIFE RAFTS
There are basically two life rafts located in the cabin.

Life rafts are contained in a package with a coiled rope. It is used for fastening the raft to the
airplane and for striking the compressed inert gas cylinder. Raft inflation is automatic.
Each life raft includes an emergency locator transmitter (121.5 MHz and 243 MHz, plus
406.025 MHz for transport public operation), basic survival equipment, one first aid kit, and
food.
The capacity of the rafts is in accordance with the number of persons on board.
In case of loss of one raft, the other(s) raft(s) is (are) rated to accommodate all the persons on
board using its (their) overloading capacity (usually 50% more):
FIGURE 02-25-10-04 LIFE RAFT (STOWED AND INFLATED)

02-25-10 F2000EX EASY
PAGE 6 / 24 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
Instructions for use:

- Attach the tether line to the seat belt (1),
- Throw the raft through the emergency exit (2),
- Lift the flap and pull the handle to inflate the raft (3-4),
- Cut the tether line (5).
FIGURE 02-25-10-05 INSTRUCTIONS FOR RAFT USE
WARNING
DO NOT INFLATE RAFT INSIDE THE AIRPLANE.

F2000EX EASY 02-25-10
CODDE 1 PAGE 7 / 24
DESCRIPTION
DGT94085 ISSUE 6
LIFE JACKETS
A life jacket is stored under each crew seat and in a compartment located within each cabin
seat and sofa.
Life jackets feature the following accessories:
- An automatic inflation system using a gas cartridge (CO2),
- A mouthpiece to inflate the jacket by blowing into the hose,
- A flashlight operating when in contact with water (24-hour duration)
- A whistle (not present in infant jackets).
In addition, crew life jackets feature signaling equipment.
Life jackets are designed to allow users to float on the water surface with the back of their
head above water level.
FIGURE 02-25-10-06 CREW LIFE JACKET

02-25-10 F2000EX EASY
PAGE 8 / 24 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
FIGURE 02-25-10-07 PASSENGER LIFE JACKET
Instructions for use:

- Put on the life jacket overhead around the neck,
- Bring the straps around the waist and fasten the clips,
- After exiting the airplane, pull the percussion handles or blow into the mouthpiece to inflate
the life jacket.

F2000EX EASY 02-25-10
CODDE 1 PAGE 9 / 24
DESCRIPTION
DGT94085 ISSUE 6
FIGURE 02-25-10-08 MODE OF OPERATION (ADULT)

02-25-10 F2000EX EASY
DESCRIPTION
ISSUE 6 DGT94085
FIGURE 02-25-10-09 MODE OF OPERATION (CHILDREN)
FLASH LIGHTS
Two flashlights are provided and mounted within the cockpit area. They can be rechargeable
in option.

F2000EX EASY 02-25-10
DESCRIPTION
DGT94085 ISSUE 6
DITCHING LIFE LINE
The life line is used to secure passengers and facilitate their exit off the airplane when after
ditching evacuation is performed over the wing.
A ditching life line is installed at the emergency exit window and is attached to the airplane
structure.
The life line will be unwound up to the RH wing leading edge and attached to its anchor point
indicated by the marking LIFE LINE surrounded by a red circle.
FIGURE 02-25-10-10 DITCHING LIFE LINE

02-25-10 F2000EX EASY
DESCRIPTION
ISSUE 6 DGT94085
EMERGENCY LOCATOR TRANSMITTER (ELT)
The Emergency Locator Transmitter (ELT) is a distress and localization radio beacon
transmitter (121.5, 243 and 406.025 MHz). It is activated either by a strong impact or
manually by the pilot from the instrument panel (MAN).
When active, the radio transmitter transmits an omnidirectional distress signal and helps the
rescue units localizing the airplane after a crash or forced landing.
FIGURE 02-25-10-11 ELT CONTROL PANEL
CONTROL FUNCTION
MAN / AUTO switch: AUTO Normal position
Buzzer and XMT ALERT red light activated
AUTO TEST pushbutton depressed NOTE

No ELT transmission
Buzzer and XMT ALERT red light activated
MAN / AUTO switch: MAN NOTE

ELT transmission
NOTE
In case of inadvertent depress of the AUTO TEST pushbutton, do not activate MAN / AUTO
switch to MAN (to avoid ELT transmission). Just wait the end of the automatic test.

F2000EX EASY 02-25-10
DESCRIPTION
DGT94085 ISSUE 6
AC ELECTRICAL DISTRIBUTION (OPTION)
A 115 / 230 VAC pushbutton , located on the RH side console, commands an AC

electrical distribution (115 or 230 VAC) to the passengers.
On the cabin, a sketch indicates the location of all the outlets.
NOTE
The pushbutton must be switched OFF during TAKE-OFF and LANDING flight phases.
OFF is the default position
Electrical passengers distribution activated
1 push

02-25-10 F2000EX EASY
DESCRIPTION
ISSUE 6 DGT94085
PILOT SEATS
LEFT SEAT AND RIGHT SEAT
The left and right seats can be adjusted longitudinally, vertically, and their backrest tilted,
using the following controls:
- A handle on the guide track at the front on the console side, for longitudinal adjustment
travel of 255 mm (10 in.) in 15 mm (0.6 in.) steps,
- A pushbutton controlling the electrical motor is located under the seat on the console
side and is used to adjust the seat up to a maximum height of 150 mm (6 in.),
- A mechanical locking control pushbutton for adjusting the backrest tilt angle from 0 to
30°.
The both armrest can be adjusted vertically and the inboard armrest can be adjusted in
longitudinally. These armrests allow comfortable work position on CCD by supporting the
elbow in an ergonomic position. Farther backward stowage of the armrests improves access
to the seat.
Each seat is fitted with a 5 points harness including an abdominal strap, a crotch strap and
two shoulder straps which are fastened to the abdominal buckle.
The abdominal strap is fitted with a built-in adjustment buckle.
The different elements are linked by metal attachment devices. When the straps are not
used, they are stowed between the seat and the pedestal, and between the seat and the
console, and in front of the seat. The upper straps are mounted on inertia reels which give
the pilots the greatest freedom of movement.

F2000EX EASY 02-25-10
DESCRIPTION
DGT94085 ISSUE 6
FIGURE 02-25-10-12 PILOT AND COPILOT SEATS
For the LH pilot (respectively RH pilot), the correct height and longitudinal position are
obtained when the white ball on the instrument panel is visually in line with the red ball
located on the RH windshield post (on the LH windshield for the RH pilot), this is achieved
through aft/forward-up/down seat adjustment combination.
After adjustment of pilot seat, adjust the control pedals position so as to obtain a full rudder
deflection and a full braking travel.
It is critical to assure that the flight controls remain free throughout their full range after seat
adjustment prior to taxi or take off. If the seat is adjusted in flight, the pilot must assure the
seat is readjusted as described above to a position that will not allow control interference for
approach and landing maneuvers.

02-25-10 F2000EX EASY
DESCRIPTION
ISSUE 6 DGT94085
OPTIONAL FOLD-AWAY JUMP SEAT
The cockpit can comprise a fold-away jump seat between frames 4 and 5 which, when
folded away, acts as the cockpit entrance step. Unfolded, it provides a seat for a third crew
member in the cockpit behind the left and right seats, in line with the pedestal.
Two kinds of harness can be installed on the airplane:
- A 3 points harness, including an abdominal strap and one shoulder strap,
- A 4 points harness, including an abdominal strap and two shoulders strap.
FIGURE 02-25-10-13 FOLD AWAY JUMP SEAT

F2000EX EASY 02-25-10
DESCRIPTION
DGT94085 ISSUE 6
Opening the Jump Seat
The jump seat is unlocked from the stowed position by pulling up the handle recessed in
the false floor at the front.
The jump seat can then be deployed by pulling the false floor and then the seat pan until
the mechanism rods lock into position.
Stowing the Jump Seat
The seat is unlocked from the deployed position by means of the handle at the front
under the seat pan, once the backrest has been folded down.
The jump seat then falls under its own weight into the intermediate position. Stowage is
completed by pressing the false floor down until it locks.
FIGURE 02-25-10-14 SEAT MECHANISM

02-25-10 F2000EX EASY
DESCRIPTION
ISSUE 6 DGT94085
OPTIONAL RIGHT STOW JUMP SEAT
The cockpit can be equipped with an optional right stow jump seat between frames 4 and 5.
This seat is stowed behind the right pilot seat.
The seat is moved on the slide rail seat and it can rotate of 180°.
It can be manually adjusted longitudinally and laterally on its base. The backrest tilt angle
can be adjusted.
A pushbutton on the lower right hand side of the backrest allows releasing the backrest for
an emergency evacuation.
The seat is equipped with a 5 points adjustable harness similar the pilot seat one.
CAUTION
For take-off and landing the seat must be moved in the aisle centerline and facing
forward, just behind the pedestal.
FIGURE 02-25-10-15 RIGHT STOW JUMP SEAT

F2000EX EASY 02-25-10
DESCRIPTION
DGT94085 ISSUE 6
EMERGENCY VISION ASSURANCE SYSTEM (OPTION)
The Emergency Vision Assurance System (EVAS) is an option.

EVAS is a self contained system that includes a battery powered blower which draws smoky
air in through a filter, filtering out the visible particles, and out to a flexible air duct, which is
connected to an inflatable transparent envelope, called the Inflatable Vision Unit (IVU).
The entire EVAS system is contained in an aluminum container that is approximately the size
of a Jeppesen manual and weighs approximately 5 pounds. EVAS is located on LH and/or RH
side console.
FIGURE 02-25-10-16 EVAS LOCATION

02-25-10 F2000EX EASY
DESCRIPTION
ISSUE 6 DGT94085
While in use, the EVAS will inflate the IVU with filtered clear air at a pressure slightly above
that of ambient air. Thus completely displacing all smoke by the volume of the IVU. EVAS unit
is designed to run for 2.5 hours.
FIGURE 02-25-10-17 EVAS DEPLOYED
As the IVU is transparent, EVAS system is intended to:

- Ensures pilot vision during emergencies when smoke in the cockpit cannot be stopped,
regardless of density,
- Works with oxygen system and smoke goggles (not in place of them),
- Provides view of Primary Display Unit (PDU) and flight path ,
- Be shifted right or left to view adjacent instruments.
A separately powered small light is provided to illuminate instruments, if needed.
EVAS system is no intended to:

- Cover Multi Display Unit (MDU) including Electronic Check-List (ECL), pedestal controls,
overhead or console installations,
- Contemplate “normal” or prolonged flight.
EVAS must not be used in case of fire in close proximity because IVU is made of flammable
plastic material.

F2000EX EASY 02-25-10
DESCRIPTION
DGT94085 ISSUE 6
EVAS unit is fitted with an “ON / OFF” power switch.

Two test holes allow to test that the blower and the battery are operative (maintenance
operation):
- While pressing the “BLOWER” pushbutton, the blower motor runs,
- While pressing the “BATTERY” pushbutton, the LED indicator, giving the condition of the
battery:
o GOOD means that the unit is fully usable,
o REPLACE means that the unit is presently usable, but the EVAS should be replaced
within 10 days,
o INOP means that the unit is not usable.
FIGURE 02-25-10-18 EVAS UNIT

02-25-10 F2000EX EASY
DESCRIPTION
ISSUE 6 DGT94085
INSTRUCTIONS OF USE:
Remove the cover from the EVAS container.
FIGURE 02-25-10-19 EVAS UNIT
Remove the Inflatable Vision Unit (IVU), complete with the IVU fabric restraining strap, from
the EVAS container by inserting the hand into the EVAS container and grasping the IVU
package.
FIGURE 02-25-10-20 REMOVE IVU
Removal of the IVU package from the container pulls a lanyard, closing the lanyard switch,
thereby automatically starting the blower and switching the internal light ON. If the blower
does not start, the blower must be started manually by pushing firmly on the power switch.
When the blower is started, the IVU is kept compressed by the fabric restraining strap.
Place the IVU package on the glareshield so that the Velcro® on the bottom of the IVU
fabric restraining strap mates with the previously installed Velcro® on the glareshield.

F2000EX EASY 02-25-10
DESCRIPTION
DGT94085 ISSUE 6
FIGURE 02-25-10-21 VELCRO® ON THE BOTTOM OF THE IVU
The IVU position on the glareshield will be approximately correct if the base of the hand
holding the IVU package is placed on the rear edge of the glareshield directly forward of the
center of the control column. The flexible air duct must be positioned on the same side of the
IVU as the EVAS storage box. Route the air duct to avoid any interference with airplane
controls.
Hold the IVU in place on the glareshield with one hand and release the IVU for inflation by
firmly pulling on the tab of the restraining strap with your other hand.
FIGURE 02-25-10-22 IVU IN PLACE FOR INFLATION

02-25-10 F2000EX EASY
DESCRIPTION
ISSUE 6 DGT94085
As the IVU inflates, assist inflation by gently unfolding the IVU envelope and positioning the
windshield portion and the instrument panel portion for optimum vision. Be sure to assist the
instrument portion of the IVU so it inflates between the control wheel and the instruments.
FIGURE 02-25-10-23 IVU INFLATE
When EVAS is no longer needed, actuate the power switch to OFF and deflate the IVU by
manual pressure. Remove the IVU to a convenient temporary storage place.
Later, report the use so EVAS will be removed for return to the manufacturer for servicing.

F2000EX EASY 02-26-00
ATA 26 – FIRE PROTECTION
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 4
02-26 ATA 26 – FIRE PROTECTION
02-26-05 GENERAL
Introduction
Sources
Introduction
Fire detection
Fire extinguishing
Portable fire extinguishers

Control
Indication

Introduction
Circuit breakers
Cylinder overpressure protection

Introduction
Engine and apu fire extinguishing
Wheel well / forward comp / bag comp / smoke in toilet
Fire test operation

CAS messages

02-26-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 4 DGT94085

F2000EX EASY 02-26-05
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 7
INTRODUCTION
The airplane is equipped with fire warning and protection systems.

The fire warning system alerts the flight crew of fire, smoke or overheating within the
described sections of the airplane.
Fire protection is provided for the engines and APU by shutting off fuel to the engine / APU*
and by discharging a fire extinguishing agent into the concerned area (engine or APU). These
fire protection system controls, test button and circuit protection interfaces are located within
the flight deck.
Two portable fire extinguishers are located in the cabin (a third is optional).
* corresponding hydraulic system shut-offs are simultaneously activated when an engine fuel
shut-off switch is activated.

02-26-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 7 DGT94085
WARNING - FIRE
circuit breakers
FIRE control panel
CAS windows
FIRE lights in throttles

F2000EX EASY 02-26-05
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 7
SOURCES
Overheat detection is provided in the main wheel wells and forward servicing compartment.
Smoke detection is provided in the baggage compartment.
Engine fire detection is provided in their respective nacelle.
APU fire detection is provided in the APU compartment.
Engine/APU fire extinguishing is provided by a total of three fire extinguisher cylinders located
in the aft servicing compartment.
Two (or three) portable fire extinguishers are available to the crew. The optional third
extinguisher is required for public transport operations.
AFT SERVICING COMPARTMENT CABIN AREA
Two extinguisher cylinders are allocated to Two or three portable 2.5 lb. halon
the engines. extinguishers are allocated to the flight
One is allocated to the APU. deck, cabin and baggage compartment.
Portable Fire Optional Portable Portable Fire

Extinguisher Fire Extinguisher Extinguisher
FIGURE 02-26-05-01 - FIRE EXTINGUISHER CYLINDERS LOCATION

02-26-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 7 DGT94085

F2000EX EASY 02-26-10
CODDE 1 PAGE 1 / 6
DESCRIPTION
DGT94085 ISSUE 6
INTRODUCTION
The airplane is equipped with a fire protection system which provides the flight crew with
detection, warning, fuel and hydraulic shut-off and fire extinguishing capability. Fire detection
is provided for both engines, the APU, the baggage compartment, the forward servicing
compartment and the main wheel wells. The rear and forward toilets can also be equipped
with (optional) smoke detectors that will activate a message within the CAS window displays.
Remote controlled fire extinguishing is provided for both engines and the APU.
The overhead control panel and CAS windows provide the fire protection system interfaces
and controls for the flight crew. The throttle handles contain warning lights that illuminate
indicating an engine fire.

02-26-10 F2000EX EASY
PAGE 2 / 6 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
FIRE DETECTION
Overheat detection in each wheel well is provided by a thermal switch.

The forward servicing compartment contains the two main aircraft batteries and main
electrical boxes and uses another overheat probe to monitor and detect an overheat (or a fire)
condition.
Additionally, one optical smoke detector is located in the baggage compartment.
Overheat Engine No 2
sensors
Capillary
lines
Baggage
Aft servicing APU
compartment
Wheel Forward compartment
wells servicing
compartment
Smoke detector
Capillary line Engine No 1
FIGURE 02-26-10-00 FIRE DETECTION SYSTEM
Each engine and APU has a sealed box (detector) that contains a warning pressure switch, a
system integrity pressure switch and temperature sensitive capillary tubing which provides fire
detection. The temperature sensitive capillary tubes contain a gas under pressure and a core
that generates expanding gas when exposed to high temperature.
When this tube is subjected to a very local but relavitively high heat source or flame, the
expanding gas generated from the core increases internal capillary pressure thus triggering
the pressure switch which activates the appropriate fire warning.
Additionally, if the tube is subjected to a widespread but relatively low temperature increase,
the general gas expansion is enough to increase internal capilary pressure and trigger the
switch.
Both of these processes are reversible therefore when the fire is extinguished, the switches
resume to normal position and warning stops.
In case of gas leak from the capillary tube, pressure within the tube decreases and the system
integrity pressure switch triggers a failure within the detection system. It activates an
ENG.. FIRE DETECT FAIL or APU FIRE DETECT FAIL CAS message.

F2000EX EASY 02-26-10
CODDE 1 PAGE 3 / 6
DESCRIPTION
DGT94085 ISSUE 6
NOTE
The appropriate emergency procedure must be applied even when an
ENG .. FIRE DETECT FAIL or APU FIRE DETECT FAIL message is displayed.
APU FIRE DETECT FAIL

or
ENG .. FIRE DETECT FAIL
FIGURE 02-26-10-01 FIRE DETECTION CAPILLARY LINE DIAGRAM
Detection of an APU fire will automatically shut down the APU and close its fuel shut-off valve.

02-26-10 F2000EX EASY
PAGE 4 / 6 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
FIRE EXTINGUISHING
Remote controlled fire extinguishing is available from three fire extinguisher cylinders located
in the aft servicing compartment. They provide fire extinguishing for both engines and the
APU.
The engine fire extinguishing system is designed to enable up to two successive discharges
as the engines share their two cylinders:
- Cylinder 1: Discharge 1 Engine 2 or Discharge 2 Engine 1,
- Cylinder 2: Discharge 1 Engine 1 or Discharge 2 Engine 2,
- Cylinder 3: Discharge for APU (only one discharge is available for the APU).
The second discharge is available in case the engine fire persists after the first discharge.
Each cylinder is equipped with a pressure gauge and a correction table to check proper
charging level adjusted for ambient temperature. Visual inspection of that pressure gauge is
the only way to check whether a fire extinguisher cylinder percussion has accidentally
occurred during ground operation.
Fire extinguisher
cylinders
Engine No 2
Aft servicing
compartment
Forward APU
Extinguishing agent
servicing
spray nozzles
compartment
Engine No 1
FIGURE 02-26-10-02 FIRE EXTINGUISHING SYSTEM DIAGRAM

F2000EX EASY 02-26-10
CODDE 1 PAGE 5 / 6
DESCRIPTION
DGT94085 ISSUE 6
PORTABLE FIRE EXTINGUISHERS
Additionally, two (or three) 2.5 lb (1.13 kg) Halon portable extinguishers, located in the
forward crew closet and cabin area (the third is located on the aft face of LH forward galley
bulkhead), are available in the event the crew has to extinguish a fire in the cabin or baggage
compartment.
¾ For more information, refer to CODDE 1 / ATA 25.

02-26-10 F2000EX EASY
PAGE 6 / 6 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085

F2000EX EASY 02-26-15
CODDE 1 PAGE 1 / 6
DGT94085 ISSUE 6
CONTROL
Interfaces and controls of the fire protection system are located in the upper (aft) portion of
the overhead control panel. They include controls of engine and APU fuel and hydraulic
shut-off valves (FIRE 1, 2 and APU), and engine and APU cylinder discharge pushbuttons
(DISCH 1, 2). The baggage compartment fire warning annunciator (FIRE BAG COMP), and a
FIRE TEST pushbutton are also located on this panel.
Engine 1 fuel FIRE TEST APU Baggage compartment Engine 2 first extinguisher
shut-off valve pushbutton fuel shut-off valve fire warning cylinder discharge
CLOSED indication CLOSED indication annunciator safetied pushbutton light
Engine 1 fuel and APU

hydraulic shut-off APU single extinguisher Engine 2 second extinguisher
guarded fuel shut-off cylinder discharge cylinder discharge
pushbutton light guarded pushbutton light safetied pushbutton light safetied pushbutton light
FIGURE 02-26-15-00 FIRE CONTROL OVERHEAD PANEL

02-26-15 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 6 DGT94085
SYNTHETIC TABLE
TO ACTIVATE
CONTROL FUNCTION
TO DE-ACTIVATE
Activates closure of:
- Corresponding engine or APU fuel
shut-off valve to stop fuel flow to it.
- Corresponding hydraulic system
shut-off valve(s) (engines only).
The CLOSED indication flashes during
shut-off valve operation.
Fuel shut-off valve is closed when
CLOSED indication is illuminated fixed.
Guarded
If a discrepancy between pushbutton
and fuel shut-off valve is detected, the
CLOSED indication flashes.
NOTE 1
FIRE light goes out when fire is
extinguished.
NOTE 2
These pushbuttons are used to re-
open the valves.

F2000EX EASY 02-26-15
CODDE 1 PAGE 3 / 6
DGT94085 ISSUE 6
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
FIRE
pushbutton not
pushed yet
FIRE
pushbutton
pushed on
Discharges extinguishing agent

1 illuminates
from fire extinguisher cylinder to the
corresponding engine or APU. steady white
Raise the guard

and push to
discharge
Cylinder
percussion
DISCH
illuminates
steady amber

02-26-15 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 6 DGT94085
INDICATION
The engine and APU fire warnings are provided through illuminated pushbuttons on the fire
control panel, the throttle hand grips warning light and through CAS messages. No fire
detection indications are provided through synoptic windows.
The baggage compartment smoke detector triggers a CAS message and a warning
annunciator on the fire control panel:
.
The wheel wells and forward servicing compartment overheat thermal switches trigger only
CAS messages.
An audio warning is activated when an engine, APU or baggage compartment fire is detected
or when the fire test is performed.

F2000EX EASY 02-26-15
CODDE 1 PAGE 5 / 6
DGT94085 ISSUE 6
FIRE EXTINGUISHERS
Fixed extinguishers are equipped with a pressure gauge indicating the pressure inside the
bottle and an ambient temperature correction table.
FIGURE 02-26-15-01 PRESSURE GAUGE LOCATION

02-26-15 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 6 DGT94085

F2000EX EASY 02-26-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 6
INTRODUCTION
The fire control panel is physically and electrically segregated from the other systems located
on the overhead control panel (except for the illuminated white markings on the front panel).
CIRCUIT BREAKERS
The Fire Protection System is protected by conventional trip-free circuit breakers located
FIGURE 02-26-20-00 - WARNINGS-FIRE CIRCUIT BREAKERS
Engine fire extinguisher discharge control is electrically supplied by:

- 1st discharge:
o Engine 1: B1 bus,
o Engine 2: A2 bus,
- 2nd discharge:
o Both engines: BAT bus
APU fire extinguisher discharge is electrically supplied by ESS and BAT buses.

02-26-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 6 DGT94085
The fuel and hydraulic shut-off valves are powered by B2 and BAT buses for engine 1, and
A1 and BAT buses for engine 2. The APU fuel shut-off valve is powered by B2 and BAT
buses.
FIGURE 02-26-20-01 - FUEL SHUT-OFF VALVE CIRCUIT BREAKERS
CYLINDER OVERPRESSURE PROTECTION
A pressure relief valve on each cylinder provides protection against a rupture due to
overpressure. In case of overpressure, the relief valve frangible disk bursts and discharges all
of the extinguishing agent through the aft servicing compartment drainage system.

F2000EX EASY 02-26-25
CODDE 1 PAGE 1 / 6
NORMAL OPERATION
DGT94085 ISSUE 6
INTRODUCTION
In the following examples, typical ground and in-flight situations have been selected to aid
crew understanding of symbology and logic of the fire control panel and displays.

02-26-25 F2000EX EASY
PAGE 2 / 6 CODDE 1
NORMAL OPERATION
ISSUE 6 DGT94085
ENGINE AND APU FIRE EXTINGUISHING
ACTION RESULT
indication on + audio warning + light in throttle

hand grip (if engine fire) + following message in CAS
CONTEXT:
window:
Fire detected on one engine or APU
FIRE ENG .. or FIRE APU
(if APU, APU stops and fuel shut-off valve closes
automatically).
- Fuel shut-off valve closes,
- Hydraulic shut-off valve

closes (if engine),
Push pushbutton
- CLOSED status indication
flashes briefly then steady,
- 1 and 2
pushbuttons illuminates white.
- First cylinder discharges,
Raise the guard and push

- First DISCH pushbutton
pushbutton illuminates amber.
If fire persists, - Second cylinder discharges

(if engine fire),
raise the guard and push - Second DISCH pushbutton

pushbutton (if engine fire) illuminates amber.
When fire is extinguished lights extinguishes
Failure of the fire detection system is indicated by ENG .. FIRE DETECT FAIL or
APU FIRE DETECT FAIL CAS message.

F2000EX EASY 02-26-25
CODDE 1 PAGE 3 / 6
NORMAL OPERATION
DGT94085 ISSUE 6
WHEEL WELL / FORWARD COMP / BAG COMP / SMOKE IN TOILET
CONTEXT RESULT
Overheat detected by either the LH or RH

WHEEL XX OVHT CAS message.
wheel well sensor.
Overheat detected by sensor in forward

AFT COMP OVHT CAS message.
servicing compartment.
FIRE BAG COMP CAS message,

Smoke detected in baggage compartment. illuminated on fire panel and
audio warning sounds.
Smoke detected in aft or forward

SMOKE IN AFT TOILET or
toilet compartment
SMOKE IN FWD TOILET CAS message.
(if optional smoke detector installed).
Failure of the fire detection system is indicated by AFT COMP OVHT DETECT FAIL CAS
message.

02-26-25 F2000EX EASY
PAGE 4 / 6 CODDE 1
NORMAL OPERATION
ISSUE 6 DGT94085
FIRE TEST OPERATION
FIRE TEST PUSHBUTTON
The following example gives the indications displayed during normal ground operation of the
fire test.
FIGURE 02-26-25-00 - FIRE CONTROL PANEL TEST BUTTON
Pressing the fire test button activates the warning horn, illuminates all pushbuttons and
lights on the fire panel, and the lights in the throttle hand grips.
The FIRE ENG 1+2 , FIRE APU and FIRE BAG COMP CAS
messages associated with illumination should be displayed in the CAS window.
The test is passed when all above mentioned warnings are activated.
CHECKS ON TEST SYNOPTIC PAGE
Integrity of any CAS messages is performed during the light test and especially the fire
detection system CAS messages.
This test is performed by selecting the LIGHTS soft key in the TEST synoptic.
The test is passed when “OK” is displayed in the center area of the TEST page.
If a failure is detected in the engine fire detection system, the following message is displayed
to left of the LIGHTS soft key in the TEST synoptic page:
- ENG .. FIRE DETECT FAIL .
If a failure is detected in the APU fire detection system, the following messages is displayed
to left of the LIGHTS soft key in the TEST synoptic page:
- APU FIRE DETECT FAIL .
If a failure is detected in the wheel overheat detection system, the corresponding CAS
message is displayed to left of the LIGHTS soft key in the TEST synoptic page:
- WHEEL XX OVHT .

F2000EX EASY 02-26-25
CODDE 1 PAGE 5 / 6
NORMAL OPERATION
DGT94085 ISSUE 6
FIGURE 02-26-25-01 - TEST PAGE

02-26-25 F2000EX EASY
PAGE 6 / 6 CODDE 1
NORMAL OPERATION
ISSUE 6 DGT94085

F2000EX EASY 02-26-30
CODDE 1 PAGE 1 / 2
ABNORMAL OPERATION
DGT94085 ISSUE 4
CAS MESSAGES

FIRE APU Fire detected in APU compartment
FIRE BAG COMP Fire detected in baggage compartment
FIRE ENG .. Fire detected on engine 1 or 2
SMOKE IN AFT TOILET Smoke detected in aft toilet compartment (option)
SMOKE IN FWD TOILET Smoke detected in forward toilet compartment (option)
Excessive temperature in (LH / RH) wheel
WHEEL XX OVHT
compartment
Excessive temperature (≥ 80°C) in forward servicing
AFT COMP OVHT
compartment
Failure of forward servicing compartment
AFT COMP OVHT DETECT FAIL
overheat detection system
APU FIRE DETECT FAIL Failure of APU fire detection system
ENG .. FIRE DETECT FAIL Failure of engine 1 or 2 fire detection system

02-26-30 F2000EX EASY
PAGE 2 / 2 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085

F2000EX EASY 02-27-00
ATA 27 – FLIGHT CONTROLS
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 4
02-27 ATA 27 – FLIGHT CONTROLS
02-27-05 GENERAL
Introduction
Flight control sources
Primary and secondary flight controls
Introduction
Primary flight controls
Ailerons
Pitch control
Rudder
Secondary flight controls

Control
Indication

Introduction
Circuit breakers
Placard markings

Introduction
On ground
In flight

Introduction
Slat abnormal operation
No 1 hydraulic system failure
No 2 hydraulic system failure
No 1 and 2 hydraulic system failure
Jamming
CAS messages

02-27-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 4 DGT94085

F2000EX EASY 02-27-05
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 14
INTRODUCTION
The airplane is controlled in flight by the primary flight controls:

- Two ailerons for roll control,
- Two mechanically-linked elevators assisted by one horizontal stabilizer, for pitch control,
- One rudder for yaw control.
Primary flight controls are hydraulically actuated and non-reversible (they do not transmit gust
loads back to the cockpit controls).
They are activated by both pilots and controlled from the cockpit by means of control columns,
yokes, and rudder pedals.
These primary flight controls are assisted by 4-axis electrically-driven trims (aileron trim,
emergency aileron trim, rudder trim, horizontal stabilizer trim) and a yaw damper. Trim
indications are displayed on the ENG-TRM-BRK page of the PDU.
Secondary flight controls include:
- Leading edge slats,
- Trailing edge flaps,
- Airbrakes.
They are hydraulically actuated and controlled manually by control handles located in the
flight deck pedestal or automatically when specific flight conditions are met for slats or
airbrakes operation.
Slat, flap, airbrake, and pitch trim indications are displayed in the upper corners of the HSI
section of the PDU.

02-27-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 14 DGT94085
FLT CONTROL
circuit breakers
ENG-TRM-BRK window Airbrakes

indicating auto extension
trim configuration disarm pushbutton
HSI window indicating

slats, flaps, airbrakes
SPEED LIMITATIONS
and pitch trim
placard marking
configurations
Pitch trim
on yoke
Aileron and rudder normal

trim controls, Slats / Flaps
emergency HS control, roll control and
emergency trim control, emergency slats
and airbrakes controls switch

F2000EX EASY 02-27-05
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 14
FLIGHT CONTROL SOURCES
PRIMARY FLIGHT CONTROLS

AILERON CONTROL RUDDER CONTROL ELEVATOR CONTROL
SYSTEM SYSTEM SYSTEM
- Hydraulic No 1 - Hydraulic No 1 - Hydraulic No 1
- Hydraulic No 2 - Hydraulic No 2 - Hydraulic No 2
- A1 bus for aileron trim - ESS bus for rudder trim - B1 bus for normal pitch trim
- B2 bus for emergency - Autopilot for yaw damper - ESS bus for emergency
aileron trim trim
- B1 bus for aileron Arthur - ESS bus for pitch Arthur
variable unit variable unit
- ADS 2 data via ARINC bus - Position of stabilizer and
for aileron Arthur variable slats control for pitch Arthur
unit variable unit
SECONDARY FLIGHT CONTROLS
LEADING EDGE SLATS FLAPS AIRBRAKES
- Hydraulic No 1 for normal - Hydraulic No 2 - Hydraulic No 2

slat operation - ESS bus for flap control - ESS bus for A/B control
- Hydraulic No 2 for - Angle of attack sensors for
emergency slat extension automatic retraction
- A2 and BAT buses for
normal slat operation
- BAT bus for emergency
extension
- Angle of attack sensors for
automatic extension and
retraction

02-27-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 14 DGT94085
PRIMARY AND SECONDARY FLIGHT CONTROLS
Rudder
Flaps Elevator
Slat
Horizontal
stabilizer
Airbrakes
Aileron
FIGURE 02-27-05-01 F2000EX EASY / F2000DX / F2000LX - PRIMARY AND SECONDARY FLIGHT
CONTROLS
Rudder
Flaps Elevator
Horizontal
stabilizer
Airbrakes
Aileron
Slats
FIGURE 02-27-05-02 F2000S / F2000LXS - PRIMARY AND SECONDARY FLIGHT CONTROLS

F2000EX EASY 02-27-10
CODDE 1 PAGE 1 / 20
DESCRIPTION
DGT94085 ISSUE 19
INTRODUCTION
The primary flight control system is hydraulically actuated and mechanically linked to the flight
deck controls and pedals. Control inputs from the flight deck are transferred from the dual
control yokes, control columns, and pedals through a system of push-pull rods and bellcranks,
which provide mechanical inputs to dual hydraulic servo-actuators connected to the
appropriate primary flight control surface.
In case of total hydraulic failure, all primary flight controls can be operated manually.
The horizontal stabilizer, aileron, and rudder trims are electrically actuated. The horizontal
stabilizer is controlled by two electrical motors, one dedicated to normal operations and the
other for emergency situations. The ailerons have both a normal and an emergency electrical
trim system.
The secondary flight control surfaces are electrically controlled and hydraulically actuated.

02-27-10 F2000EX EASY
PAGE 2 / 20 CODDE 1
DESCRIPTION
ISSUE 19 DGT94085
PRIMARY FLIGHT CONTROLS
The connecting link between the pilot or copilot flight deck controls (i.e control column, yoke,
and pedals) and a flight control surface consists of:
- A series of push-pull rods acting as the mechanical link between the flight deck controls
and the servo-actuator,
- A main Artificial Feel Unit (AFU),
- A variable bellcrank, also known as an Arthur, for roll and pitch feel control,
- A trim unit,
- A servo-actuator, and
- An auxiliary AFU connected to the servo-actuator.
SERVO-ACTUATOR
Each primary flight control surface is actuated by its respective hydraulic servo-actuator. The
servo-actuators consist of two independent barrel and piston assemblies operating in
unison. Hydraulic No 1 and 2 systems independently supply one barrel of each servo-
actuator.
FIGURE 02-27-10-00 SERVO-ACTUATOR SCHEMATIC (ONE BARREL REPRESENTED)

F2000EX EASY 02-27-10
CODDE 1 PAGE 3 / 20
DESCRIPTION
DGT94085 ISSUE 19
The actuator pistons are connected to the airframe. The servo-actuator unit is attached to
the control surface.
Movement of a control-input linkage (push-

pull rod) controls the servo-actuators by
directing hydraulic fluid to displace the dual
barrel.
Movement of the servo-actuator assembly
provides force to deflect the control
surface.
Should one hydraulic system fail, a bypass

valve within the corresponding barrel
interconnects the two chambers and
depressurizes the barrel of the affected
hydraulic system. This allows movement of
the inert barrel to be actuated by the active
one.
Should both hydraulic systems fail, pilot
inputs mechanically move the entire servo-
actuator assembly and deflect the control
surface by bringing the control input lever
to the stop. The by-pass valve is restricted
in order to avoid flutter.
An accumulator maintains pressure to
compensate possible hydraulic fluid
leakage and thermal variations of the
servo-actuator volume.
FIGURE 02-27-10-01 SERVO-ACTUATOR OPERATION

02-27-10 F2000EX EASY
PAGE 4 / 20 CODDE 1
DESCRIPTION
ISSUE 19 DGT94085
ARTIFICIAL FEEL UNIT
Each primary flight control incorporates a main spring-loaded Artificial Feel Unit (AFU)
upstream from its servo-actuator. The main AFU provides an artificial load feel to the pilot
controls that is directly proportional to the input movement.
The elevator main AFU is electrically heated.
FIGURE 02-27-10-02 FLIGHT CONTROL SCHEMATIC (TYPICAL)
An auxiliary AFU is connected to the airframe and to the auxiliary arm of each servo-
actuator. In the unlikely event of control linkage disconnection, the auxiliary AFU causes the
slide valves to move the servo-actuator to the neutral position.

F2000EX EASY 02-27-10
CODDE 1 PAGE 5 / 20
DESCRIPTION
DGT94085 ISSUE 19
ARTHUR VARIABLE BELLCRANK
A variable bellcrank, or Arthur, is incorporated within both the aileron and elevator control
systems to vary the artificial feel (load) of the flight controls. The law governing the Arthur
unit positioning is based upon specific parameters (speed or stabilizer deflection). As these
parameters change, the pivot-point of the Arthur variable bellcrank effectively increases or
decreases the AFU input arm length, thus artificially decreasing or increasing control yoke
load (feel). To obtain the same control surface deflection, greater effort must be applied to
the yoke when the airplane speed is high versus when it is low.
FIGURE 02-27-10-03 ARTHUR OPERATION SCHEMATIC (TYPICAL)

02-27-10 F2000EX EASY
PAGE 6 / 20 CODDE 1
DESCRIPTION
ISSUE 19 DGT94085
AILERONS
Moving the pilot or copilot control yoke causes aileron deflection through a series of push-pull
rods, bellcranks and servo-actuators. The aileron flight control system includes a spring-
loaded main AFU, an auxiliary AFU, a variable bellcrank and trim units.
In the event of aileron control linkage jamming, an electrically powered aileron actuator can
drive the left aileron servo-actuator. When this emergency aileron trim actuator is out of the
neutral position, an amber AIL ZERO CAS message appears in the CAS message window.
FIGURE 02-27-10-04 AILERON CONTROL SYSTEM

F2000EX EASY 02-27-10
CODDE 1 PAGE 7 / 20
DESCRIPTION
DGT94085 ISSUE 19
AILERON ARTHUR VARIABLE BELLCRANK
The aileron Arthur variable bellcrank adjusts feel (artificial control load) of the aileron with
respect to the airplane airspeed.
The Arthur unit position is compared to the theoretical position computed using ADS1
airspeed. If the difference exceeds an airspeed dependant threshold, the AIL FEEL CAS
message appears. An Arthur unit failure may cause higher or lower control forces than
normal depending on whether the unit has failed in the high or low speed position.
AILERON TRIM UNITS
The aileron system has both normal and emergency trim systems. Both trim unit actuators
use electrically-driven jack screws.
The normal trim actuator moves the AFU zero reference to obtain a zero reaction force (in-
trim condition), as determined by the pilot. It is controlled by a dual rocker switch located on
the flight deck center pedestal. Both halves of the rocker switch must be pressed
simultaneously to close the electrical circuit to actuate the trim.
The emergency trim acts as a backup system in the event of normal trim failure or aileron
control linkage jamming. It allows the control of the RH or LH servo-actuator (depending on
the jamming location) through two red pushbuttons located on the center pedestal, close to
the normal aileron trim switches.
Aileron trim range is displayed within the ENG-TRM-FUEL windows within both pilots’ PDUs.
When the trim is used, the ENG-TRM-FUEL window pops up on the Pilot Flying side.
FIGURE 02-27-10-05 AILERON TRIM SCHEMATIC

02-27-10 F2000EX EASY
PAGE 8 / 20 CODDE 1
DESCRIPTION
ISSUE 19 DGT94085
PITCH CONTROL
Pitch control inputs are transmitted from the control columns through a series of push-pull
rods, bellcranks and a hydraulic servo-actuator to the elevator. This elevator flight control
system includes both a spring-loaded main AFU and an auxiliary AFU, an Arthur variable unit
and a horizontal stabilizer trim unit
FIGURE 02-27-10-06 PITCH CONTROL SYSTEM
ELEVATOR ARTHUR VARIABLE BELLCRANK
The elevator Arthur is positioned to the low speed point whenever the slat handle is
“extended” (SF1, SF2, SF3 or emergency slats selected), or whenever the horizontal
stabilizer is trimmed to a low speed position (less than -4o). It is positioned to the high speed
point whenever the stabilizer is in a high speed position (greater than +0.3o). When the
stabilizer is between these two positions, Arthur unit position varies directly with the
horizontal stabilizer position.
Low airspeed correlates to low control forces and, conversely, high airspeed correlates to
high control forces.
Elevator Arthur internal electronics continuously monitor the Arthur unit with respect to
horizontal stabilizer position, slat control handle position and the emergency slats switch. If
the comparison exceeds a threshold, the PITCH FEEL CAS message appears and a low
speed Arthur position is commanded. Therefore, an Arthur unit failure may cause lower or
higher control forces than normal.
CAUTION
In flight, an Arthur unit failure induces speed limitations.

F2000EX EASY 02-27-10
CODDE 1 PAGE 9 / 20
DESCRIPTION
DGT94085 ISSUE 19
HORIZONTAL STABILIZER TRIM UNIT
The horizontal stabilizer trim system provides pitch trim by varying the setting angle of the
horizontal stabilizer:
- For F2000EX EASy, DX and LX: between +2° nose-down and -10° nose-up,
- For F2000LXS and S: +1° nose-down and -11° nose-up.

The horizontal stabilizer is actuated by one jack screw that is driven by two electric 28 V DC
motors (normal or emergency mode). Normal pitch trim is controlled by a dual rocker switch
located on both control yokes. Both halves of the rocker switch must be pressed
simultaneously to close the circuit for trim actuation. This order is cancelled with a
simultaneous but opposite order from the other pilot.
A clacker alert sounds when the stabilizer in moving during trimming.
FIGURE 02-27-10-07 ELEVATOR TRIM SYSTEM
The emergency pitch trim rocker switch is located on the flight deck center pedestal. In the
event of a failure of the horizontal stabilizer normal trim unit, the emergency pitch trim switch
can then actuate the stabilizer. The switch is spring-loaded to the center (off) position.
Moving the switch to either operating position (up/down) automatically disengages the
normal circuit breaker located near the switch. This deactivates the normal pitch trim circuit.
Pitch trim range is displayed permanently in the HSI window and within the ENG-TRM-FUEL
windows in both pilots PDUs. When the trim is used, the ENG-TRM-FUEL window pops up
on the pilot flying side.
When in take-off configuration on the ground (with a high power setting), if the stabilizer trim
is not set within the green range, a “ NO TAKE-OFF “ aural warning sounds and the
NO TAKE-OFF CAS message appears. The STAB tick mark (STAB synoptic) turns red.

02-27-10 F2000EX EASY
DESCRIPTION
ISSUE 19 DGT94085
CAUTION
The pitch trim indication must be located in the green area for take-off.
Paint marks are provided on the vertical stabilizer indicating take-off range and extreme
positions of the stabilizer for on-ground visual inspection.
FIGURE 02-27-10-08 PAINT MARKS FOR VISUAL TRIM POSITION INSPECTION
A clacker alert sounds when the stabilizer is moving, regardless of where the command is
initiated (pilot, copilot or autopilot).
The emergency pitch trim allows for actuation of the stabilizer following normal stabilizer trim
failure.
Horizontal stabilizer operations are commanded by:
- Switches located on pilot/copilot yoke for normal operation,
- A lever located on the flight deck center pedestal for emergency operations.
NOTE
Acting on the emergency trim lever automatically disengages the normal trim circuit breaker
located near the emergency trim lever. This renders the normal operating circuit inoperative.

F2000EX EASY 02-27-10
DESCRIPTION
DGT94085 ISSUE 19
HORIZONTAL STABILIZER / MACH TRIM OPERATION
As a function of the autopilot, the Mach trim controls the stabilizer setting when the Mach
number varies between 0.77 Mach and 0.87 Mach.
A clacker alert sounds when the stabilizer is moving as a function of trim.
With the Mach trim system engaged, normal trim can be used to adjust stabilizer position
any time. Once the normal pitch trim switch is released, the Mach trim system resumes
automatic operation.
NOTE
Mach trim is overridden by normal trim and autopilot activation.

02-27-10 F2000EX EASY
DESCRIPTION
ISSUE 19 DGT94085
RUDDER
Pilot or copilot rudder pedals movement commands rudder deflection through a series of
push-pull rods, bellcranks and servo-actuator.
The rudder control system also includes spring-loaded main and auxiliary AFUs, a rudder trim
unit, and a yaw damper system.
FIGURE 02-27-10-09 RUDDER CONTROL SYSTEM
RUDDER TRIM UNIT
The rudder trim is controlled by a dual rocker switch located on the flight deck center
pedestal. Both halves of the rocker switch must be pushed simultaneously to actuate the
rudder trim.
Pushing both halves of the rocker switch applies 28 V DC power to a motor that actuates a
linear screw jack located in the aft fuselage. This linear screw jack moves the yaw main AFU
zero reference in order to obtain zero reaction force.
The autopilot does not control the rudder trim.
Rudder trim range is shown within the ENG-TRM-FUEL windows displayed on both pilots'
PDUs. When the trim is used, the ENG-TRM-FUEL window pops up on the Pilot Flying side.

F2000EX EASY 02-27-10
DESCRIPTION
DGT94085 ISSUE 19
YAW DAMPING SYSTEM
The yaw damper consists of an electrically driven actuator attached to the rudder linkage. It
is controlled by the autopilot.

02-27-10 F2000EX EASY
DESCRIPTION
ISSUE 19 DGT94085
SECONDARY FLIGHT CONTROLS
Secondary flight controls include electrically controlled and hydraulically actuated leading-
edge slats, trailing edge flaps, and airbrakes.
LEADING-EDGE SLATS
The slat assembly aims to increase the lift at low speeds.

The slats are controlled by the slats / flaps control handle located in the flight deck center
pedestal for normal operations. They can also be operated by a switch located at the right
side of the control handle allowing extension of the slats in emergency mode.
F2000EX EASy / F2000DX / F2000LX
Three hydraulic actuators supply each slat. Two double-acting units provide normal
extension and retraction by the No 1 hydraulic system. The third actuator provides only
emergency extension by the No 2 hydraulic system.
FIGURE 02-27-10-10 F2000EX EASY / F2000DX / F2000LX - LEADING EDGE SLAT SYSTEM

F2000EX EASY 02-27-10
DESCRIPTION
DGT94085 ISSUE 19
F2000S / F2000LXS
The slat assembly includes inboard and outboard slats, not operating the same way.
■ Outboard Slats:
Three hydraulic actuators supply each outboard slat. Two double-acting units
provide both retraction and extension during normal and automatic slat operation
and are powered by No 1 hydraulic system. The third actuator provides emergency
and automatic extension by the No 2 hydraulic system.
■ Inboard Slats:
One differential actuator powers extension and retraction of the inboard slats with
the No 1 hydraulic system power. The inboard slats cannot be extended in the
emergency mode.
The slat actuators are designed to maintain the slats in the retracted position in the
event of No 1 hydraulic system failure.
FIGURE 02-27-10-10A F2000S / F2000LXS - LEADING EDGE SLAT SYSTEM

02-27-10 F2000EX EASY
DESCRIPTION
ISSUE 19 DGT94085
Slat Operation
Slat operation is electrically sequenced.

F2000EX EASY / F2000DX / F2000LX:
Slat extension occurs before flap extension. During retraction, the flaps must be
completely retracted before the slats begin retracting.
F2000S / F2000LXS:
The extension occurs in two phases: the outboard slats are fully extended first, and then
the inboard slats are controlled to extend at the same time as the flaps.
During retraction, the inboard slats and flaps are first fully retracted before allowing the
outboard slats to retract.
To prevent untimely extension of slats and flaps above VFE, manual extension using
slats / flaps control handle is inhibited if IAS > 210 kt.
The monitoring of slat extension and retraction is performed through micro-switches.
The slats are operated in three modes (normal, emergency and automatic):
- Normal operation consists of deploying and retracting the slats and flaps using the
slats / flaps control handle,
- Emergency slats extension is manually activated by a guarded switch located on the
center pedestal. It supplies the emergency actuator hydraulic manifold directly from
the BAT bus. It allows extension of the outboard slats for approach in the event of
failure of normal mode.
NOTE
When the EMERG SLATS switch has been used, slats retraction is no longer
possible.
- Automatic operation mode is active in flight and is controlled by Angle of Attack

(AOA) input. Automatic operation is inhibited when airspeed is above 265 kt. Slats
are automatically extended or retracted when the airplane angle of attack (AOA)
exceeds different thresholds depending on the airplane configuration:
o F2000EX EASy / F2000DX / F2000LX: in the clean configuration, slats are
automatically extended when the airplane AOA > 11° (below the 11.5°Aural Stall
Warning threshold). They are retracted when airplane AOA < 11°.
o F2000S / F2000LXS:
 In the clean configuration, outboard slats are automatically extended when the
airplane AOA > 11° (below the Aural Stall Warning). They are retracted when
airplane AOA < 11°.
 In the slats / flaps extended configuration: inboard slats are automatically
retracted, when the airplane AOA > 21°. This AOA value is well higher than the
Aural Stall Warning threshold and the stall itself. It was chosen to prevent the
airplane to enter in deep stall. The inboard slats are re-extended when airplane
AOA < 13°.

F2000EX EASY 02-27-10
DESCRIPTION
DGT94085 ISSUE 19
FIGURE 02-27-10-11 ANGLE-OF-ATTACK PROBE
It should be noted that engine ignition is activated in conjunction with:

- Automatic slats extension for F2000EX EASy; F2000DX and F2000LX,
- The "STALL" aural warning for F2000S and F2000LXS.
When in the take-off configuration on the ground (with a high power setting), if the slats are
not extended, a “ NO TAKE-OFF “ aural warning sounds and the NO TAKE-OFF CAS
message appears. The slat symbol (PDU) turns to red.

02-27-10 F2000EX EASY
DESCRIPTION
ISSUE 19 DGT94085
TRAILING EDGE FLAPS
The trailing edge flaps consist of inboard and outboard double slotted flaps on each wing. A
control handle located on the flight deck center pedestal operates flaps (and slats). The
handle electrically activates a hydraulic motor. The flaps are actuated through a series of
rotating rods and jack screws. Inboard and outboard flaps are linked by a connecting road.
FIGURE 02-27-10-12 FLAP SYSTEM
The difference between the right and left flap position is continuously monitored to detect a
possible asymmetry. If an asymmetry is detected, a FLAPS ASYM CAS message appears
and the flap control circuit breaker trips, stopping flap movement.
CAUTION
Flap extension or retraction must be executed one setting at a time.
When in the take-off configuration on the ground (with a high power setting), if the flaps are
not deployed or are set to SF3, a “ NO TAKE-OFF “ aural warning sounds and the
NO TAKE-OFF CAS message appears. The flap symbol (PDU) turns to red.

F2000EX EASY 02-27-10
DESCRIPTION
DGT94085 ISSUE 19
AIRBRAKES
Three airbrake panels are located on each wing upper surface. They provide braking action
mostly by aerodynamic drag effect in flight, during Rejected Takeoff (RTO) and landing roll.
They also reduce the likelihood of bouncing after touchdown.
The airbrakes lever is located on the center pedestal:

- Selecting “0” retracts the airbrakes.
- Selecting “1” extends only the center airbrake panels on each wing.
- Selecting “2” extends all six airbrake panels.
FIGURE 02-27-10-13 AIRBRAKE PANEL LOCATION
Electric switches allow the system to monitor airbrakes panel position.

Each airbrake panel servoactuator is powered by the No 2 hydraulic system. When pressure
is removed, the airbrake pressure holding valve maintains residual pressure in the
servoactuators to hold the airbrakes retracted.
Each airbrake panel is only fully deployed or fully retracted. Full deflection angle varies from
each panel position (inboard, center or outboard).
Automatic Extension:
Airbrakes automatically extend at RTO and landing:

- if the AUTO EXT. pushbutton is set to AUTO (DISARM unlighted on the overhead
panel and DISARM not displayed on PDU), and,
- if LH and RH main landing gears are compressed, and
- If both Thrust Levers are retarded to less than 12.5° angle or if both brake pedals are
pressed.

02-27-10 F2000EX EASY
DESCRIPTION
ISSUE 19 DGT94085
Automatic Retraction:
Airbrakes automatically retract:

- On ground, only if automatically extended (landing or RTO), when speed decreases
below 20 kt. This feature does not operate if the airbrakes were extended manually.
- In the event of a touch-and-go, when thrust lever angle > 12.5° and brake pedals are
released, if the airbrakes were automatically extended.
- In flight, on F2000EX EASy / F2000DX / F2000LX, when the airplane AOA > 12°,
just before the Aural Stall Warning. If the airbrake lever is not in AB0 position:
o It needs to be returned to 0 before another manual extension.
o It needs to be returned to 0 and the AUTO EXT needs to be cycled
"DISARM/ARM" before an automatic or manual extension at landing.
- In flight, on F2000S / F2000LXS, when the Stall Warning protection is triggered.
Then, the airbrake lever needs to be returned to 0 before another manual extension.
But, the airbrakes will extend automatically at landing whatever the lever position.
Takeoff protection:
When in the take-off configuration on the ground (with a high power setting), if at least
one airbrake panel is not retracted:
- A “ NO TAKE-OFF “ aural warning sounds, and,
- The NO TAKE-OFF CAS message appears, and,
- The airbrake symbols (HSI window) and airbrake annunciation (ADI speed scale)
turn to red.

F2000EX EASY 02-27-15
CODDE 1 PAGE 1 / 12
DGT94085 ISSUE 14
CONTROL
The slat and flap controls are located on the flight deck pedestal.
FIGURE 02-27-15-00 SLATS AND FLAPS CONTROLS
The airbrakes and trim controls are located on the pedestal inboard of the slats / flaps
controls.
FIGURE 02-27-15-01 AIRBRAKES, NORMAL AND EMERGENCY TRIM CONTROLS

02-27-15 F2000EX EASY
PAGE 2 / 12 CODDE 1
ISSUE 14 DGT94085
SYNTHETIC TABLES
Slats and flaps
The following table provides examples of slat / flap activation and indication:
TO ACTIVATE
TO DEACTIVATE
Sets slats / flaps to (Above 18,000 ft:

CLEAN notch: for 15 sec only,
(slats + flaps retracted) nil after)
See NORMAL
OPERATION
Sets slats / flaps to
first notch:
SF1
(F2000EX
EASy/LX/DX:
slats + flaps 10°)
(F2000S/LXS:
slats + flaps 7°)

the second notch:
SF2 (slats + flaps 20°)
(flaps 22° after
retraction from SF3)

the third notch:
SF3 (slats + flaps 40)
Extends the slats in

emergency mode.

F2000EX EASY 02-27-15
CODDE 1 PAGE 3 / 12
DGT94085 ISSUE 14
Airbrakes
The following table provides example of airbraks activation and Indication:
TO ACTIVATE
TO DEACTIVATE
Sets airbrakes to
(Above 18,000 ft:
CLEAN notch
for 15 sec only,
(airbrake panels
nil after)
retracted)
See NORMAL
OPERATION
Sets airbrakes to
first notch:
(center airbrake panels
deployed)
Sets airbrakes to
second notch:
(all airbrake panels
deployed)
Arms / disarms AUTO EXT. mode

automatic airbrake
extension
Pushbutton
Push to DISARM

02-27-15 F2000EX EASY
PAGE 4 / 12 CODDE 1
ISSUE 14 DGT94085
Normal and emergency trims
The following table provides examples of normal and emergency trim activation and
indication:
ENG-TRM- BRK
CONTROL FUNCTION ACTIVATION
WINDOW
Activates aileron left or

right trim
(trims roll axis).
Activates emergency
aileron left or right trim No synoptic
(trims roll axis).
Activates rudder left or

right trim
(trims yaw axis).
Activates horizontal
stabilizer to move up
or down
(trims pitch axis).
Activates emergency
horizontal stabilizer up
or down
(trims pitch axis)
and deactivates
primary trim.

F2000EX EASY 02-27-15
CODDE 1 PAGE 5 / 12
DGT94085 ISSUE 14
INDICATION
The aileron, rudder and stabilizer trim positions are displayed in the ENG-TRM-BRK windows.
This window appears either on pilot’s request or when any trim shift is sensed (even non-
commanded). Each indicator consists of a green pointer moving along a scale.
On the AIL and RUDDER indicators, the neutral is indicated by a white mark. The white range
corresponds to +/- 4% of the rudder (+/- 10% of the aileron) full travel.
On the STAB indicator, the green range corresponds to the certified settings of the horizontal
stabilizer at take-off:
- F2000EX EASy, F2000DX and F2000LX fitted with EASy I: between -2.5° and -5.5°,
- F2000EX EASy, F2000DX, and F2000LX fitted with EASy II: between -3° and -5.5°,
- F2000S and F2000LXS: between -6° and -7°.
FIGURE 02-27-15-02 ENG-TRM-BRK WINDOW, TRIM POSITIONS
NOTE
The combination of various materials (structure and control linkages) showing different
coefficients of thermal expansion as well as the normal aeroelasticity of the airplane structure
may require readjustment of the rudder and aileron trims as a function of airspeed and OAT
variations during the flight.
The pilot should then accordingly rig the airplane; not doing so could possibly trigger the
ROLL MISTRIM CAS message. It is not unusual or abnormal to observe the aileron and
rudder trim pointers being out off the white range.
The STAB trim permanently displays in the upper-right corner of both HSI windows.
A clacker sounds at each STAB trim displacement.

02-27-15 F2000EX EASY
PAGE 6 / 12 CODDE 1
ISSUE 14 DGT94085
FIGURE 02-27-15-03 HSI WINDOW DISPLAY
Slat, flap and airbrake positions are displayed in the upper-left corner of both HSI windows.
Symbols and labels can be displayed in this dedicated area according to the following rules:
- Slats / flaps / airbrakes symbols are displayed when:
o There is one slat, one flap or one airbrake panel extended (including untimely or non-
commanded surface movement), or
o There is a flight control CAS message displayed, or
o A flight control label is triggered (AUTO, EMERG, AUTO RET, DISARM),
- The slats / flaps / airbrakes symbols are replaced by a white CLEAN label when:
o The airplane is in the CLEAN configuration and,
o No flight control CAS message is displayed, and
o No flight control label is triggered.
- The CLEAN white label is erased (nothing is displayed) when:
o The airplane altitude is above 18,000 ft, and
o The CLEAN label has been displayed for 15 sec.
Flap handle and airbrake handle positions are shown in the indicator as a magenta tick mark
(1, 2 or 3 for flap indication, 1 or 2 for airbrake indication).

F2000EX EASY 02-27-15
CODDE 1 PAGE 7 / 12
DGT94085 ISSUE 14
An airbrake flag (AB1 or AB2) is displayed vertically on the airspeed tape when airbrakes are
extended.
FIGURE 02-27-15-04 AIRSPEED TAPE WITH AIRBRAKE ANNUNCIATION
The airbrake flag is displayed in green reverse video in normal situations. This indication is in
red reverse video if the NO TAKE-OFF CAS message due to AB1 or AB2 is enabled, this
indication is in amber reverse video if the commanded position does not match the actual
position.

02-27-15 F2000EX EASY
PAGE 8 / 12 CODDE 1
ISSUE 14 DGT94085
The following sections depict symbols and indications for typical normal and abnormal slat,
flap and airbrake conditions.
SLATS, FLAPS AND AIRBRAKES SYMBOLS
Airplane is in CLEAN CLEAN label has been Slats / flaps / airbrakes

configuration. No flight control displayed for 15 sec (see indications are not valid
CAS message is displayed conditions associated to the
and no flight control label is CLEAN white label) and
triggered airplane altitude is
above 18,000 ft
SLAT SYMBOL
Slat extension sequence
Control handle in Control handle moved into When slats and flaps are
CLEAN notch. SF1 notch. extended, slat symbol
Slats are retracted and slat Selecting SF1 causes: arrow becomes green filled and
symbol is not displayed. symbol to flash (green filled to steady
See NORMAL OPERATION blank), tick mark and label 1
displayed in magenta.

F2000EX EASY 02-27-15
CODDE 1 PAGE 9 / 12
DGT94085 ISSUE 14
Slat retraction sequence
Control handle in SF1 notch. Control handle returned to When both slats are retracted,
Slats are extended and slat CLEAN notch. Selecting the slat graphic is not displayed.
symbol is green filled. control handle back to CLEAN Flap position, outlined in
Tick mark and label 1 are causes: arrow symbol to flash green, is in 0° status.
displayed in magenta. Flap (green filled to blank), tick See NORMAL OPERATION.
position, outlined in green, is mark and label 1 displayed in
in the 10° status. white.
No take-off: slat graphic is Discrepancy between pilot slat

flashing red to blank. control and slat position
The slats / flaps configuration
is not allowed for take-off
Automatic slat movement Slats automatically extended
Emergency slat movement Slats extended by emergency

system

02-27-15 F2000EX EASY
ISSUE 14 DGT94085
FLAPS SYMBOL
Flaps extension sequence from SF1 to SF2

(from CLEAN to SF1: identical to slats extension)
Control handle in SF1 notch: Control handle moved to SF2 When flaps reach 20° position:
flaps extended to a deflection notch. Selecting the control flap symbol, outlined in green,
angle of 10°, tick marks and handle to the SF2 notch in status 2.
labels 0, 2, 3 displayed in causes: tick mark and label 1
white, tick mark and label 1 to display in white, and tick
displayed in magenta, and mark and label 2 to display in
flap symbol, outlined in green, magenta.
in status 1. Slats are
extended (green filled).
Flaps retraction sequence from SF2 to SF1

(from SF1 to CLEAN: identical to slats retraction)
Control handle in SF2 notch: Control handle moved to SF1 When flaps reach 10°
flaps extended to a deflection notch. Selecting the control position: flap symbol, outlined
angle of 20°, tick marks and handle to the SF1 notch in green, in status 1.
labels 0, 1, 3 displayed in causes: tick mark and label 2
white, tick mark and label 2 to display in white, and tick
displayed in magenta, and mark and label 1 to display in
flap symbol, outlined in green, magenta.
in status 2. Slats are extended
(green filled)

F2000EX EASY 02-27-15
DGT94085 ISSUE 14
No take-off: flap graphic Flap asymmetry detected

flashing red. This flap
configuration is not allowed for
take-off
AIRBRAKES SYMBOL
Airbrake extension (from 0 to AB1)
Control handle in notch 0. Control handle moved to When airbrakes deployed,

Airbrakes retracted and notch 1. Selecting the control airbrake symbol displays at
airbrake symbol not handle to notch 1 causes tick position 1.
displayed. mark and label 1 to display in
magenta.
Airbrake retraction (from AB1 to 0)
Control handle in notch 1. Control handle moved to When airbrakes are retracted,
Airbrakes deployed, airbrake notch 0. Selecting the control airbrake symbol is not
symbol display at position 1. handle to position 0 causes displayed.
Tick mark and label 1 display tick mark and label 1 to
magenta. display in white.

02-27-15 F2000EX EASY
ISSUE 14 DGT94085
No take-off: airbrake graphic Airbrake failure.

flashing red. This airbrake At least one panel is in
configuration is not allowed disagreement with control.
for take-off.
Automatic retraction Automatic extension. Airbrakes in DISARM mode:

(stall protection). no automatic extension.

F2000EX EASY 02-27-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
INTRODUCTION
The circuit protection is provided by conventional trip-free circuit breakers located above the
overhead panel and on the center pedestal.
CIRCUIT BREAKERS
FIGURE 02-27-20-00 OVERHEAD AND CENTER PEDESTAL CIRCUIT BREAKERS

02-27-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085
PLACARD MARKINGS
FIGURE 02-27-20-01 SPEED LIMITATIONS PLACARD MARKINGS

F2000EX EASY 02-27-25
CODDE 1 PAGE 1 / 2
NORMAL OPERATION
DGT94085 ISSUE 6
INTRODUCTION
In the following, typical on-ground and in-flight situations have been selected to help crew
understanding of flight control symbology in various panels and displays.
ON GROUND
Flaps / slats / airbrakes Stabilizer in green

positions indication area for take-off
FIGURE 02-27-25-00 PDU DISPLAY ON GROUND WITH FLAPS SET FOR TAKE-OFF
IN FLIGHT
Flaps / slats / airbrakes

positions indication
FIGURE 02-27-25-01 PDU DISPLAY IN FLIGHT BELOW 18,000FT

02-27-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
NORMAL OPERATION
ISSUE 6 DGT94085
SYNOPTIC DURING AIRBRAKE RETRACTION IN SEVERAL CASES
SYNOPTIC
CONTROL OPERATION Auto airbrake

Below 18,000 ft Above 18,000 ft extension
disarmed
Airbrakes control
handle is on notch 1
Airbrakes control
handle moved to
notch 0
Airbrakes are
retracted
2 sec after airbrake

retraction
17 sec after airbrake

retraction

F2000EX EASY 02-27-30
CODDE 1 PAGE 1 / 4
ABNORMAL OPERATION
DGT94085 ISSUE 19
INTRODUCTION
In the following, selected abnormal conditions have been depicted to help crew understanding
of flight control CAS message philosophy.
SLAT ABNORMAL OPERATION
F2000EX EASY, F2000DX AND F2000LX
CONTEXT RESULT
- SLATS FAIL CAS message
Slats do not extend
- Slat symbol is amber
- UNWANTED SLATS CAS message
Unwanted slat extension
Failure of automatic slat system
(i.e. invalid AOA or airspeed data or Weight - AUTO SLATS CAS message
On Wheel data)
F2000S AND F2000LXS
CONTEXT RESULT
Inboard slats do not extend - INBD SLATS FAIL CAS message
(outboard slats are extended) - Slat symbol is amber
- OUTBD SLATS FAIL CAS message

Outboard slats do not extend
- Use EMERG SLATS
- UNWANTED OUTBD SLATS CAS

Unwanted outboard slats movement message
Failure of automatic slat system
(i.e. invalid AOA or airspeed data or Weight - AUTO SLATS CAS message
On Wheel data)

02-27-30 F2000EX EASY
PAGE 2 / 4 CODDE 1
ABNORMAL OPERATION
ISSUE 19 DGT94085
No 1 HYDRAULIC SYSTEM FAILURE
With the loss of hydraulic system No 1, aileron, rudder and elevator control surfaces remain
hydraulically powered by the No 2 system.
Flaps and airbrakes are not affected as they are powered by the No 2 system only.
Normal slats will not be available. However, the emergency slat system is powered by the
No 2 system, allowing outboard slat extension through the emergency actuators. These
actuators can only extend the slats. Retraction is not available from the emergency system.
No 2 HYDRAULIC SYSTEM FAILURE
Aileron, rudder and elevator control surfaces remain hydraulically powered by the No 1
system.
Slats operate normally. The emergency slat system is not available.
No 1 AND 2 HYDRAULIC SYSTEM FAILURE
Slats, flaps and airbrakes are inoperative.

Aileron, rudder and elevator control surfaces are mechanically actuated with no hydraulic
assistance. High force required.
CAUTION
With both hydraulic systems failed, do not use emergency aileron trim to laterally
control (roll) the airplane.
JAMMING
In the event of aileron linkage jamming, limited roll control is obtained by using emergency
aileron trim which actuates the left aileron trim only.
In case of elevator linkage jamming, limited pitch control is obtained by using horizontal
stabilizer trim.
 For further information, refer to CODDE 2 / Chapter 03 / ABNORMAL.

F2000EX EASY 02-27-30
CODDE 1 PAGE 3 / 4
ABNORMAL OPERATION
DGT94085 ISSUE 19
CAS MESSAGES

NO TAKE-OFF Airplane is not properly configured for take-off
AIL FEEL Failure of aileron Arthur unit
AIL ZERO Aileron emergency trim not in neutral position

At least one airbrake panel failed to extend when
AIRBRAKES AUTO EXTENSION automatically commanded
At least one airbrake panel failed to extend when
AIRBRAKES DO NOT EXTEND commanded
At least one airbrake panel failed to retract when
AIRBRAKES DO NOT RETRACT commanded or at least one airbrake panel is
extended without command
Automatic slat system failure
AUTO SLATS (i.e. invalid AOA, airspeed data, or Weight On Wheel
data)
FLAP ASYM Asymetrical flaps extension
Only applicable to F2000S and F2000LXS
INBD SLATS FAIL
Inboard slats failed to extend when commanded
OUTBD SLATS FAIL
Ouboard slats failed to extend when commanded
PITCH FEEL Pitch Arthur unit failure
During parking only. Erroneous servo-actuator
accumulator position data sent to MAU 1.
SERVO ACCU LEFT TEST FAIL A maintenance message indicates which accumulator
has failed
During parking only. Erroneous servo-actuator
accumulator position data sent to MAU2.
SERVO ACCU RIGHT TEST FAIL A maintenance message indicates which accumulator
has failed
Not applicable to F2000S and F2000LXS
SLATS FAIL
Slats failed to extend when commanded
Not applicable to F2000S and F2000LXS
UNWANTED SLATS
Unwanted slats extension
UNWANTED OUBD SLATS
Unwanted outboard slats extension
During cruise only. Erroneous servo-actuator
SERVO ACCU LEFT TEST FAIL A maintenance message indicates which accumulator
has failed

02-27-30 F2000EX EASY
PAGE 4 / 4 CODDE 1
ABNORMAL OPERATION
ISSUE 19 DGT94085

During cruise only. Erroneous servo-actuator
SERVO ACCU RIGHT TEST FAIL A maintenance message indicates which accumulator
has failed
Emergency pitch trim in use
STAB EMERGENCY (instead of normal pitch trim)

F2000EX EASY 02-28-00
ATA 28 – FUEL SYSTEM
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 15
02-28 ATA 28 - FUEL SYSTEM
02-28-05 GENERAL
Introduction
Fuel storage
Fuel tank capacity
Sub-systems
Distribution

Control
Indication

Introduction
Circuit breakers
Fire control panel

Introduction
Airplane with full tanks and only APU operating (on ground)
Normal operation (in flight)
Fuel balance procedure during cruise

Introduction
BP 2 and STAND-BY BP 2 failure
Loss of rear tank gauging
CAS messages
02-28-35 FUELING OPERATION

Introduction
Pressure refueling
Gravity refueling
Suction defueling
Gravity draining

02-28-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 15 DGT94085

F2000EX EASY 02-28-05
CODDE 1 PAGE 1 / 6
GENERAL
DGT94085 ISSUE 16
INTRODUCTION
The fuel system is common to F2000EX EASy, F2000DX, F2000LX, F2000LXS and F2000S.
The F2000DX and F2000S carry less fuel than the F2000EX EASy; the front and rear tanks
capacity being reduced (M3000 modification).
The F2000EX EASy fuel system and the F2000LX / F2000LXS fuel system are similar.
The fuel is stored in two independent structural tank groups:

- The LH tank group that feeds the engine #1, is made up of:
o In the wing: LH outboard tank, LH wing inboard tank,
o In the center wing section: LH center wing tank, LH feeder tank, and rear tank.
- The RH tank group that feeds the engine #2 and the APU, is made up of:
o In the wing: RH outboard tank, RH inboard tank,
o In the center wing section: RH center wing tank, RH feeder tank, and front tank.
FIGURE 02-28-05-00 FUEL PRINCIPLE DIAGRAM

02-28-05 F2000EX EASY
PAGE 2 / 6 CODDE 1
GENERAL
ISSUE 16 DGT94085
FUEL circuit
breakers
FIRE protection panel

(Fuel switches)
FUEL system panel
CAS windows
HSI window
FUEL and STAT windows

ENG-TRM-BRK window

F2000EX EASY 02-28-05
CODDE 1 PAGE 3 / 6
GENERAL
DGT94085 ISSUE 16
FUEL STORAGE
Front tank RH feeder tank
LH center wing RH center wing

lateral tank lateral tank
LH wing RH wing
inboard tank inboard tank
LH wing RH wing
outboard tank outboard tank
Rear tank LH feeder tank
FIGURE 02-28-05-02 FUEL TANKS LOCATION

02-28-05 F2000EX EASY
PAGE 4 / 6 CODDE 1
GENERAL
ISSUE 16 DGT94085
FUEL TANK CAPACITY
NOTE
M3072 is a mandatory modification that consists in installing a sealed area in the tank above
the main landing gear. It prevents fuel spillage in case of wheel burst.
F2000EX EASY
F2000EX EASY WITHOUT M3072 (SB F2000EX-171)
LH GROUP RH GROUP TOTAL FUEL
8,054 lb 8,676 lb 16,730 lb

3,653 kg 3,935 kg 7,588 kg
1,202 USG 1,295 USG 2,497 USG
4,549 l 4,901 l 9,450 l
F2000EX EASY WITH M3072 (SB F2000EX-171)
8,026 lb 8,648 lb 16,674 lb

3,640 kg 3,922 kg 7,562 kg
1,198 USG 1,291 USG 2,489 USG
4,533 l 4,885 l 9,419 l
Fuel density = 0.803 kg/l (6.7 lb/USG)

F2000EX EASY 02-28-05
CODDE 1 PAGE 5 / 6
GENERAL
DGT94085 ISSUE 16
F2000DX
F2000DX WITHOUT M3072 (SB F2000EX-171)
7,315 lb 7,379 lb 14,694 lb

3,318 kg 3,347 kg 6,665 kg
1,092 USG 1,101 USG 2,193 USG
4,132 l 4,168 l 8,300 l
F2000DX WITH M3072 (SB F2000EX-171)
7,288 lb 7,352 lb 14,640 lb

3,305 kg 3,334 kg 6,639 kg
1,088 USG 1,097 USG 2,185 USG
4,116 l 4,152 l 8,268 l
F2000LX AND F2000LXS
8,026 lb 8,648 lb 16,674 lb

3,640 kg 3,922 kg 7,562 kg
1,198 USG 1,291 USG 2,489 USG
4,533 l 4,885 l 9,419 l

02-28-05 F2000EX EASY
PAGE 6 / 6 CODDE 1
GENERAL
ISSUE 16 DGT94085
F2000S
F2000S
7,288 lb 7,352 lb 14,640 lb

3,305 kg 3,334 kg 6,639 kg
1,088 USG 1,097 USG 2,185 USG
4,116 l 4,152 l 8,268 l

F2000EX EASY 02-28-10
CODDE 1 PAGE 1 / 8
DESCRIPTION
DGT94085 ISSUE 16
SUB-SYSTEMS
TANKS
The tanks are pressurized by both engines LP bleed air, independentely of the air
conditioning system. The pneumatic system automatically regulates the tank pressure at
2.9 psi.
In each tank group
The wing tank is divided into outboard and inboard tanks that are separated by a rib with
interconnection holes on top and flapper valves at the bottom.
The Booster Pumps (BP) compartment is located in the feeder tank that is integral part of
the center wing tank. The center wing tank is also separated from the wing tank by a rib
with interconnection holes and flapper valves.
Fuel split
Below figures are computed with 0.803 kg/l (6.7 lb/USG) fuel density.
F2000EX EASY
LH TANK GROUP RH TANK GROUP
Wing outboard tank, 2350 lb Wing outboard tank, 2350 lb
without M3072 without M3072
Wing outboard tank, with 2322 lb Wing outboard tank, 2322 lb

M3072 with M3072
Wing inboard tank 1520 lb Wing inboard tank 1520 lb
Center wing tank 1420 lb Center wing tank 1420 lb
LH feeder tank 780 lb RH feeder tank 820 lb
Rear tank 1960 lb Front tank 2560 lb

02-28-10 F2000EX EASY
PAGE 2 / 8 CODDE 1
DESCRIPTION
ISSUE 16 DGT94085
F2000DX
Wing outboard tank, 2350 lb Wing outboard tank, 2350 lb
without M3072 without M3072
Wing outboard tank, with 2322 lb Wing outboard tank, with 2322 lb
M3072 M3072

Wing outboard tank 2322 lb Wing outboard tank 2322 lb
F2000S
Wing outboard tank 2322 lb Wing outboard tank 2322 lb

F2000EX EASY 02-28-10
CODDE 1 PAGE 3 / 8
DESCRIPTION
DGT94085 ISSUE 16
BOOSTER PUMPS
Each booster pumps compartment contains a booster pump and a stand-by booster pump
that do not work simultaneously. The four immersed booster pumps are identical and AC
powered. Each booster pump includes an inverter that converts 28 VDC to 115 VAC 400 Hz.
At engine normal start: setting the pedestal engine rotary switch to START automatically
sets the corresponding pushbutton to on, making the onside booster pump run (BOOST 1 or
2). However, the booster pump does not automatically stop at engine shutdown.
Pressing APU MASTER pushbutton automatically makes the RH booster pump (BOOST 2)
run. RH booster pump does not automatically stop at APU shutdown.
JET PUMPS
In the LH tank group, 6 jet pumps transfer fuel from the wing and rear tanks to the LH
booster pumps compartment. Two jet pumps in the rear tank transfer fuel to the LH feeder
tank via two manifolds.
In the RH tank group, 5 jet pumps transfer fuel from the wing and front tanks to the RH
booster pumps compartment. A single jet pump in the front tank transfers fuel to the RH
feeder tank via only one manifold.
In order to keep the booster pumps continuously immersed, a jet pump is installed in both
BP compartments.
FIGURE 02-28-10-00 RH TANK GROUP - FUEL CIRCULATION SCHEMATIC

02-28-10 F2000EX EASY
PAGE 4 / 8 CODDE 1
DESCRIPTION
ISSUE 16 DGT94085
FUEL QUANTITY MANAGEMENT COMPUTER

The Fuel Quantity Management Computer (FQMC) includes 2 independent channels that:
- Monitor fuel gauging and fuel flow metering,
- Manage fuel low level,
- Control the refueling valves,
- Compute the fuel used,
- Measure the fuel temperature,
- Monitor the Center of gravity position,
- Monitor engines and APU oil levels,
- Control the transfer valves,
- Self-monitor the system,
- Manage the fluid level in hydraulic reservoirs.
The FQMC is located in a pressurized area (baggage compartment), away from hot air
ducts, hydraulic and fuel pipings.
NEGATIVE PRESSURE RELIEF VALVES

Near both wing tips, a negative pressure relief valve is installed on top of the outboard wing
tank. Such valve prevents the tank pressure from dropping below the outside pressure, and
then prevents from exceeding the negative pressure structural limit.
GRAVITY FILLER PORTS

A gravity filler port is available on each wing upper surface.
Negative pressure
relief valves
(under the wings)
Gravity filler
ports
FIGURE 02-28-10-01 LOCATION OF NEGATIVE PRESSURE RELIEF VALVES AND GRAVITY

FILLER PORTS

F2000EX EASY 02-28-10
CODDE 1 PAGE 5 / 8
DESCRIPTION
DGT94085 ISSUE 16
SUMP DRAINS
Ten sump drains are located underneath the airplane.
FIGURE 02-28-10-02 SUMP DRAIN VALVES (VIEW FROM BELOW)
FIGURE 02-28-10-03 FUEL DRAIN FILLER CUP
NOTE
The fuel drain filler cup is stored in the aft servicing compartment.

02-28-10 F2000EX EASY
PAGE 6 / 8 CODDE 1
DESCRIPTION
ISSUE 16 DGT94085
VENT VALVES
The airplane is equipped with 3 fuel vent valves that are only energized at refueling:
- LH and RH vent valves are connected to onside wing tanks, RH vent valve being also
connected to the front tank.
- Center vent valve is connected to the rear tank.
These three valves automatically open when raising the lever in the refueling coupling bay.
Fueling panel
Fuel vents
Fuel vents
Pressure fueling connector
Gravity draining pipe
FIGURE 02-28-10-04 FUELING PANEL AND COUPLING LOCATION

F2000EX EASY 02-28-10
CODDE 1 PAGE 7 / 8
DESCRIPTION
DGT94085 ISSUE 16
DISTRIBUTION
GENERAL INFORMATION
In normal operation, each tank group feeds the onside engine. The RH tank group also
feeds the APU.
Both tank groups can be interconnected with the crossfeed (X-BP), letting any booster pump
feed both engines if both pumps fail (booster and standby pumps) on the same side. If an
engine fails, the X-BP also allows feeding the live engine from both tank groups.
Both feeder tanks can be interconnected with the crosstank (X-TK), so as to compensate for
a possible asymmetric fuel flow. In pressing an X-TK "arrow", the crosstank valve opens, the
onside jet pumps deactivate, and then the fuel flows from offside feeder to onside one.
NOTE
Actuating the crosstank inhibits the front and rear tanks jet pumps. It is impossible to transfer
fuel between front and rear tanks.
FIGURE 02-28-10-05 FUEL DISTRIBUTION DIAGRAM

02-28-10 F2000EX EASY
PAGE 8 / 8 CODDE 1
DESCRIPTION
ISSUE 16 DGT94085
FUSELAGE TANK EMPTYING SEQUENCE
The fuel gauging system and the fuel transfer sequence are monitored and controlled by the
FQMC. The fuel system is designed so that the fuel from the forward and rear tanks is used
first. When these tanks are empty, the system uses fuel from LH and RH center and wings
tanks.
Specific to the F2000EX EASy, F2000LX and F2000LXS
On these models, the forward tank capacity (2,560 lb) is greater than the rear tank
(1,960 lb) by 600 lb. Consequently in flight, the rear tank normally empties before the
forward tank.
FQMC manages refueling so that:
- If the ramp fuel is lower than 16,100 lb, forward and rear tanks are even.
- If the ramp fuel exceeds 16,100 lb, forward tank contains more fuel than rear tank.
If the ramp fuel was greater than 16,100 lb, when in cruise the rear tank is empty, FQMC
automatically closes the forward tank fuel valve in order to limit the asymmetry between
both wing tanks and triggers FUEL TRAPPED IN FWD TANK CAS message.
Means of recovery: FQMC reopens the forward tank fuel valve when the RH wing tank
contains less than 1,300 lb, FUEL TRAPPED IN FWD TANK CAS message then
disappears and the fuel in forward tank becomes available.
To avoid this issue, it is recommended to balance the fuel between the RH and LH tank
groups at the beginning of cruise.
See CODDE 2 - NORMAL PROCEDURE - FLIGHT PHASES - CRUISE.
NOTE
FUEL TRAPPED IN FWD TANK CAS message is not activated on F2000DX and F2000S
because forward and rear tanks are smaller and of equal quantity.

F2000EX EASY 02-28-15
CODDE 1 PAGE 1 / 10
DGT94085 ISSUE 7
CONTROL
FIGURE 02-28-15-00 FUEL SYSTEM OVERHEAD PANEL

02-28-15 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 7 DGT94085
SYNTHETIC TABLE
TO ACTIVATE
TO DEACTIVATE
BP On On
Stand by ST-BY
On On
- Manually controls selection of
pumps in LH / RH fuel lines
NOTE
and
In Auto Start mode, BP 1 / 2
are automatically switched on
at corresponding engine start All pumps
Off
Off
Failure
Invalid
data

F2000EX EASY 02-28-15
CODDE 1 PAGE 3 / 10
DGT94085 ISSUE 7
TO ACTIVATE
TO DEACTIVATE
Push on to Open
open the
valve
- Manually controls the valve

to open position in order to
feed engines 1 and 2 with
pressurized fuel from the
RH or LH tank group Valve Closed
closed
Invalid
data
Open
(1Í2)
Push on to
open the
- Manually controls the fuel valve
transfer between LH and RH Open
tank groups
(1Î2)
Valve Closed
closed
Invalid
data

02-28-15 F2000EX EASY
PAGE 4 / 10 CODDE 1
ISSUE 7 DGT94085
INDICATION
Fuel indications are displayed on:

- The MDU:
o FUEL page,
- The PDU:
o HSI window,
o ENG-TRM-BRK window.
MDU FUEL PAGE
FIGURE 02-28-15-01 FUEL PAGE EMPTY TANK INDICATIONS

F2000EX EASY 02-28-15
CODDE 1 PAGE 5 / 10
DGT94085 ISSUE 7
TEMP Fuel temperature probe stands in the LH feeder tank and provides temperature
indication on the FUEL page.
FU Fuel Used is computed by the FQMC. Computation starts as soon as one engine is
running and stops when the two engines are shut off. It does not compute fuel consumed by
the APU. It can be reset with the RESET FU soft key on the FUEL page.
FQ Fuel Quantity is supplied by the Data Acquisition Unit (DAU) and FQMC.
WING 1 and WING 2 buttons give access to a separate dialog box that displays individual
fuel quantity for each wing tank.
Clicking on WING 1 or 2 opens their respective window.
To close the windows, place the cursor in the upper part, on the X box and click with enter
button of the CCD.
FR Fuel Remaining is supplied by FMS. It is the result of Fuel Quantity minus Fuel Used
computed by FMS (using Fuel Flow). Before first engine start the FR is synchronized with
the FQ supplied by FQMC or with the FQ value manually changed by the crew in the
preflight POF of the FMW.
After second engine start the FR is computed by FMS. After first engine stop, the FR is
automatically synchronized with the FQ supplied by FQMC.
The FR is a computed value only when all engines are operating.
FIGURE 02-28-15-02 F2000EX EASY / F2000LX - FUEL QUANTITIES INDICATION

02-28-15 F2000EX EASY
PAGE 6 / 10 CODDE 1
ISSUE 7 DGT94085
FIGURE 02-28-15-03 FUEL QUANTITIES INDICATION FOR F2000DX
WING 1 or WING 2
OUT Wing outboard tank fuel quantity

IN Wing inboard tank fuel quantity
CTR Center wing lateral tank fuel quantity
FEED Feeder tank fuel quantity
WING 1 or 2 Sum of OUT, IN, CTR and FEED fuel quantities
When any of the fuel data is invalid, the corresponding indication is replaced by four
amber dashes.
Low level management
Fuel levels are monitored for each group of tanks through two types of detection:
- One is on when fuel quantity in a group is less than 1,000 lb. It is based on fuel level
detection thermistors located in center wing lateral tanks,
- One is on when fuel quantity in a feeder tank is less than 250 lb. It is based on tests
on the fuel gauged quantities.
When the 1000 lb level is reached, amber LEVEL is displayed above the wing scales of
the synoptic and FUEL LEVEL .. appears in CAS window.
When the 250 lb level is reached, only the fuel quantities: total (FQ), total circuit (FQ 1/2),
WING 1/2 like that FEED and WING are displayed in amber in the MDU FUEL;
LOW FUEL .. appears in CAS window.
When the gauging of any tank is lost, the corresponding digital readout displays four
amber dashes and the quantities FQ, FQ 1 (or 2), WING 1 (or 2, in case of loss of a wing
tank fuel quantity) are amber frame: for example.

F2000EX EASY 02-28-15
CODDE 1 PAGE 7 / 10
DGT94085 ISSUE 7
Degraded gauging situations can occur during a loss of IRS (Inertial Reference System)
or a loss of a fuel gauge.
In these cases DEGRADED GAUGING appears in CAS window.
FQ indication is amber framed when total gauging of any tank group (LH wing, center
tank or RH wing) is lost.
PDU
The total Fuel Quantity (FQ = sum of the different tank quantities) and the Fuel Remaining
(FR) are permanently displayed on the PDU.
FQ - Total Fuel gauged Quantity

FR - Fuel Remaining computed by FMS
FIGURE 02-28-15-04 FUEL QTY INDICATION ON THE HSI

02-28-15 F2000EX EASY
PAGE 8 / 10 CODDE 1
ISSUE 7 DGT94085
FF, FU and FQ are permanently displayed on ENG-TRM-BRK window of the PDU, however
this window is not available in case of TCAS RA auto pop-up.
CAS message field
ENG-CAS window
FF (Fuel Flow)
PPH digital readout
FU (Fuel Used)
LB digital readout
ENG-TRM-BRK window FQ (Fuel Quantity)

LB digital readout
LH WING / REAR
FRONT / RH WING
FIGURE 02-28-15-05 PDU ENGINE WINDOW INDICATIONS
FUEL PRESSURIZATION INDICATION
A fuel pressurization indication is available in the airplane aft servicing compartment

(pressure gauge).

F2000EX EASY 02-28-15
CODDE 1 PAGE 9 / 10
DGT94085 ISSUE 7
COLOR SYMBOLOGY
Green Amber Solid gray Hollow gray
Low pressure Low pressure

Invalid source
Supply line 1 or 2 Flow + BP on or + BP off and
data
engine running engine stop
Valve open flow at Valve open Invalid source
Crossfeed line Valve closed
least one BP on + all BP off data
Cross tank wing Invalid source
Valve open Valve closed
line data
FWD / AFT CG
Front / Rear tank Invalid source
Normal operation possible
line data
exceedance

02-28-15 F2000EX EASY
ISSUE 7 DGT94085

F2000EX EASY 02-28-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
INTRODUCTION
Electrical circuit protection is provided by conventional trip-free circuit breakers located above
the overhead panel.
The fuel shut-off valve controls are located on the fire control panel which is a part of the
overhead panel.
CIRCUIT BREAKERS
FIGURE 02-28-20-00 FUEL CIRCUIT BREAKERS

02-28-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085
FIRE CONTROL PANEL
The three FIRE pushbuttons activate the fuel shut-off valves corresponding to each engine or
APU fuel supply system.
Engine 1 fuel FIRE TEST APU Baggage compartment Engine 2 first extinguisher
shut-off valve pushbutton fuel shut-off valve fire warning light cylinder discharge
CLOSED light CLOSED light guarded pushbutton light
Engine 1 fuel and APU

hydraulic shut-off APU single extinguisher Engine 2 second extinguisher
guarded fuel shut-off cylinder discharge cylinder discharge
pushbutton light guarded pushbutton light guarded pushbutton light guarded pushbutton light
FIGURE 02-28-20-01 FIRE CONTROL OVERHEAD PANEL
CIRCUIT PROTECTION DIAGRAM
FIGURE 02-28-20-02 CIRCUIT PROTECTION DIAGRAM

F2000EX EASY 02-28-25
CODDE 1 PAGE 1 / 8
NORMAL OPERATION
DGT94085 ISSUE 6
INTRODUCTION
In the following, typical on ground and in flight situations have been selected to help the crew
to understand the symbols provided in the various panels and displays.

02-28-25 F2000EX EASY
PAGE 2 / 8 CODDE 1
NORMAL OPERATION
ISSUE 6 DGT94085
AIRPLANE WITH FULL TANKS AND ONLY APU OPERATING (ON GROUND)
FIGURE 02-28-25-00 OVERHEAD PANEL DURING APU OPERATION

F2000EX EASY 02-28-25
CODDE 1 PAGE 3 / 8
NORMAL OPERATION
DGT94085 ISSUE 6
FIGURE 02-28-25-01 FUEL SYNOPTIC DURING APU OPERATION
CONTEXT RESULT
- Overhead panel BOOST 1 pushbutton

lighted OFF, BOOST 2 pushbutton light off
- APU synoptic in green
Only APU running
- BP 2 synoptic in green
- ENG 1 and ENG 2 synoptic in grey
Fuel is coming from RH tank group
- RH fuel lines synoptic in green
- X-TK and X-BP and their respective fuel
to feed the APU
lines synoptics in grey
- Fuel Remaining does not decrease despite
APU consumption

02-28-25 F2000EX EASY
PAGE 4 / 8 CODDE 1
NORMAL OPERATION
ISSUE 6 DGT94085
NORMAL OPERATION (IN FLIGHT)

F2000EX EASY 02-28-25
CODDE 1 PAGE 5 / 8
NORMAL OPERATION
DGT94085 ISSUE 6
FIGURE 02-28-25-03 FUEL SYNOPTIC
NORMAL STATUS RESULT
- Overhead panel pushbuttons lights off

ENG 1 and 2 running
- BP 1 and BP 2 and their respective fuel
Each tank group is feeding its respective lines synoptic in green
engine
- Front and rear tanks fuel lines in green
Front and rear tanks not empty
- ENG 1 and ENG 2 synoptic in green

02-28-25 F2000EX EASY
PAGE 6 / 8 CODDE 1
NORMAL OPERATION
ISSUE 6 DGT94085
FUEL BALANCE PROCEDURE DURING CRUISE
This normal operation is not applicable to the F2000DX.
FIGURE 02-28-25-05 OVERHEAD PANEL DURING FUEL BALANCE PROCEDURE

F2000EX EASY 02-28-25
CODDE 1 PAGE 7 / 8
NORMAL OPERATION
DGT94085 ISSUE 6
FIGURE 02-28-25-06 FUEL SYNOPTIC DURING FUEL BALANCE PROCEDURE
ACTION RESULT
- Overhead panel X-BP pushbutton lighted

and BOOST 1 pushbutton lighted OFF
Overhead panel pushbuttons: - X-BP and corresponding fuel line synoptic in
- X-BP pushed on, and green
- BOOST 1 pushed off - BP1 synoptic in gray with OFF indication

- Fuel is supplied to both engines using RH
tank (front tank emptying)

02-28-25 F2000EX EASY
PAGE 8 / 8 CODDE 1
NORMAL OPERATION
ISSUE 6 DGT94085

F2000EX EASY 02-28-30
CODDE 1 PAGE 1 / 10
ABNORMAL OPERATION
DGT94085 ISSUE 14
INTRODUCTION
In the following examples, the most common abnormal situations have been selected.
They illustrate all the symbols used to advise the crew of an abnormal situation, in the various
airplane panels and system displays.

02-28-30 F2000EX EASY
PAGE 2 / 10 CODDE 1
ABNORMAL OPERATION
ISSUE 14 DGT94085
BP 2 AND STAND-BY BP 2 FAILURE
ABNORMAL STATUS
FIGURE 02-28-30-00 OVERHEAD PANEL DURING BP 2 AND ST-BY BP 2 FAILURE

F2000EX EASY 02-28-30
CODDE 1 PAGE 3 / 10
ABNORMAL OPERATION
DGT94085 ISSUE 14
FIGURE 02-28-30-01 FUEL SYNOPTIC DURING BP 2 AND ST-BY BP 2 FAILURE
CONTEXT RESULT
FUEL PRESS 2 CAS message

BP 2 failure BP 2 and its respective fuel line synoptic in
amber
BOOST 2
overhead panel pushbutton BP 2 and corresponding fuel line synoptic
remain in amber
pushed to light ST-BY

02-28-30 F2000EX EASY
PAGE 4 / 10 CODDE 1
ABNORMAL OPERATION
ISSUE 14 DGT94085
AFTER PROCEDURE COMPLETED

F2000EX EASY 02-28-30
CODDE 1 PAGE 5 / 10
ABNORMAL OPERATION
DGT94085 ISSUE 14
ACTION RESULT
- Engine 2 is fed by BP 1
- Overhead panel X-BP pushbutton lighted
and BOOST 2 pushbutton lighted OFF
Overhead panel pushbuttons: - X-BP fuel line in green
- X-BP pushed on, and
- BP 2 synoptic in gray with OFF indication
- BOOST 2 pushed off
- RH tank group fuel is not used any more at
this point and fuel quantity balance between
the tank groups needs to be managed by
opening and closing the X-TK valve

02-28-30 F2000EX EASY
PAGE 6 / 10 CODDE 1
ABNORMAL OPERATION
ISSUE 14 DGT94085
FUEL BALANCE PROCEDURE AFTER BP 2 AND STAND-BY BP 2 FAILURE

F2000EX EASY 02-28-30
CODDE 1 PAGE 7 / 10
ABNORMAL OPERATION
DGT94085 ISSUE 14
ACTION RESULT
- Fuel is transferred from RH wing tank to LH

wing tank
- overhead panel indication in amber
Overhead panel pushbutton pushed - X-TK valve and associated fuel line synoptic
in green
- indication above the valve synoptic

02-28-30 F2000EX EASY
PAGE 8 / 10 CODDE 1
ABNORMAL OPERATION
ISSUE 14 DGT94085
LOSS OF REAR TANK GAUGING
ABNORMAL STATUS
FIGURE 02-28-30-06 FUEL SYNOPTIC DURING LOSS OF REAR TANK GAUGING
CONTEXT RESULT
- FAULT CODE (on ground)

or FAULT CODE (in flight)
and DEGRADED GAUGING CAS
messages
- Rear tank and corresponding fuel line
synoptic in gray, no indication of fuel quantity
Loss of rear tank gauging - Indication of LH tank group and total fuel
quantity indicated in an amber frame
NOTE
There is no indication on the overhead
panel. There is no action required from the
pilot.

F2000EX EASY 02-28-30
CODDE 1 PAGE 9 / 10
ABNORMAL OPERATION
DGT94085 ISSUE 14
CAS MESSAGES

On ground before taxi, message indicating that at least
one of the fuel computer (FQMC), or bleed anti-ice
FAULT CODE computer (BASC), or brake computer (BSCU) has
recorded a failure that may affect dispatch and the
detail failure (computer and fault code) is displayed in
STAT page / FAULT tab.
FUEL CMPTR CONFIG On ground, problem of FQMC configuration.
FUEL PRESS .. Fuel pressure in the indicating fuel group (1/2) is below
320 mbar when engine is on or booster pump is on.
FUEL: FWD XFR FAIL Forward valve malfunction, possible forward CG

exceedence.
FUEL: REAR XFR FAIL Rear valve malfunction, possible aft CG exceedence.
No closing of either of the three vent valves or closing

FUELING of the fuel shut-off and defueling valve or non closing
of refueling door or non closing of fueling panel.
LOW FUEL .. Fuel quantity in the indicating fuel group tanks (1/2) is
below 250 lb.
In flight, message indicating that at least one of the fuel

computer (FQMC), or bleed anti-ice computer (BASC),
FAULT CODE or brake computer (BSCU) has recorded a failure that
may affect dispatch and the detail failure (computer
and fault code) is displayed in STAT page / FAULT tab.
DEGRADED GAUGING Loss of IRS data or loss of one gauge or loss of a tank
gauging.
FUEL LEVEL .. Fuel quantity in the indicating fuel group tanks (1/2) is
below 1,000 lb.
FUEL PRESS .. FAIL On ground engine off, failure of the fuel pressure
sensor (1/2).
Front transfer valve closed to avoid lateral asymmetry.

FUEL TRAPPED IN FWD TANK
This message is not activated on F2000DX and
F2000S.

02-28-30 F2000EX EASY
ABNORMAL OPERATION
ISSUE 14 DGT94085

F2000EX EASY 02-28-35
CODDE 1 PAGE 1 / 4
FUELING OPERATION
DGT94085 ISSUE 9
INTRODUCTION
The airplane is normally pressure-refueled.

All tanks can be automatically refilled fully or partially through the single-point fueling
connector.
When pressurized fuel is not available, gravity refueling may be performed through two wing
gravity filler ports.
The airplane may be defueled by suction through the normal pressure-refueling system.
Gravity defueling is also possible through a drain line.
Except the gravity draining, all the fueling operations require monitoring from the fueling
panel.
¾ See the fueling panel and refer to sub-section 02-28-05 for the access door locations.
NOTE
The fueling panel is electrically powered when the batteries are connected or the airplane is
powered by GPU and the fuel vents are open.
FIGURE 02-28-35-00 FUELING PANEL

02-28-35 F2000EX EASY
PAGE 2 / 4 CODDE 1
FUELING OPERATION
ISSUE 9 DGT94085
PRESSURE REFUELING
To operate normally, the pressure refueling system needs only the battery 1 to be connected
to the battery bus.
The refueling pressure must be between 30 psi and 50 psi maximum. Refueling stops
automatically when the selected fuel quantity is reached with a precision of 50 lb.
FIGURE 02-28-35-01 REFUELING FILLER CONNECTOR

F2000EX EASY 02-28-35
CODDE 1 PAGE 3 / 4
FUELING OPERATION
DGT94085 ISSUE 9
GRAVITY REFUELING
The airplane may be refueled by gravity through the filler ports located on the two upper
wings.
Gravity refueling only allows to fill up the LH/RH wing and center wing tanks.
The fuel flows from the wing tank to center wing tank only if the airplane is electrically
powered.
FIGURE 02-28-35-02 GRAVITY REFUELING PORTS
NOTE
For more information, refer to the Ground Servicing Manual (DGT681).

02-28-35 F2000EX EASY
PAGE 4 / 4 CODDE 1
FUELING OPERATION
ISSUE 9 DGT94085
SUCTION DEFUELING
As well as for pressure refueling, the refueling filler connector can be used for suction
defueling.
For this function, the valve is controlled by the DEFUELING guarded switch on the fueling
panel.
Electrical power is required on the airplane as the suction defueling is performed by the
booster pumps.
It is possible to defuel both tank groups or either LH tank group or RH tank group.
NOTE
GRAVITY DRAINING
Electrical power is required on the airplane for the booster pumps to transfer the fuel to the
feeder tanks.
For this function, the gravity defueling valve is manually actuated by its control lever.
It is possible to defuel both tank groups or either LH tank group or RH tank group.
NOTE

F2000EX EASY 02-29-00
ATA 29 – HYDRAULIC SYSTEM
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 4
02-29 ATA 29 - HYDRAULIC SYSTEM
02-29-05 GENERAL
Introduction
Sources
Equipment location
Sub-systems
Accumulators
Distribution

Controls
Indication

Circuit breakers
Relief valves

General
ON GROUND operation
IN FLIGHT operation

General
HYD 2 system failure
ENG 1 PUMP and ENG 2 PUMP 1 failure
CAS messages

02-29-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 4 DGT94085

F2000EX EASY 02-29-05
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 11
INTRODUCTION
The hydraulic power system provides pressure for actuation of several airplane components.
It is composed of two fully independent systems (HYD 1 and HYD 2 systems) operating
simultaneously and powered by three engine-driven pumps and an electrical stand-by pump.
Hydraulic system is of the “set and forget” type. After initialization for flight (ST-BY PUMP set
to AUTO), no crew action is required for the rest of the flight if no failure occurs.

02-29-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 11 DGT94085
HYDR
Circuit breakers
Electrical ST-BY PUMP

and ISOLA TION VALVE
controls
CAS windows
HYD synoptic

F2000EX EASY 02-29-05
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 11
SOURCES
Each hydraulic system has its own hydraulic fluid reservoir located in the aft servicing
compartment.
Both systems are pressurized by LP bleed air through a common system for fuel and
hydraulic pressurization systems. The reservoirs are pressurized to avoid pump cavitation.
HYD 1 RESERVOIR HYD 2 RESERVOIR
1.95 USG 1.58 USG

(7.4 l) (6 l)
Main hydraulic power is provided by three engine-driven mechanical pumps.

HYD 1 system is supplied by two pumps:
- Engine 1 hydraulic pump,
- Engine 2 hydraulic pump.
HYD 2 system is supplied by two pumps:
- Engine 2 hydraulic pump,
- Electrical stand-by pump, automatically activated in case of HYD 2 pressure drop below
1,650 100 psi (fail-safe system).

02-29-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 11 DGT94085
EQUIPMENT LOCATION
02-29-05-01 EQUIPMENT LOCATION
The hydraulic system components are mainly installed in the hydraulic racks in the aft
servicing compartment.
Except for very few items, the HYD 1 system components are located on the left side of the
airplane, the HYD 2 system and stand-by components on the right side.
External hydraulic cart connections are provided for ground checks and maintenance tests of
each system.

F2000EX EASY 02-29-10
CODDE 1 PAGE 1 / 6
DESCRIPTION
DGT94085 ISSUE 11
SUB-SYSTEMS
HYDRAULIC ENGINE-DRIVEN PUMPS
The three self-regulating, piston-type pumps are driven by the accessory gearbox of the
corresponding engine.
They regulate automatically the output pressure at 3,000 psi ( 200 psi).
The pumps are not controlled from the cockpit.
The pumps are lubricated by the hydraulic fluid.
STAND-BY ELECTRICAL PUMP
In flight
In case of HYD 2 pump failure, a stand-by electrical pump (ESS bus) allows operation of
components powered by the No 2 system.
In AUTO mode, the stand-by pump starts automatically as soon as a pressure drop
(pressure below 1,650  100 psi) is detected in the HYD 2 system: the stand-by pump
cycles continuously between 1,650 and 2,300 psi ( 100 psi) as long as it is not switched
off.
At ramp
By default, the stand-by electrical pump is always set to the HYD 2 system pressurization
position. However, it may also be used to pressurize HYD 1 system for maintenance
checks.
The mechanical selector that allows the swap between the two HYD systems is located in
the right side of the aft servicing compartment.
CAUTION
The stand-by pump selector must be set to IN FLIGHT position prior to flight.
NOTE
The stand-by pump must be switched off in case of HYD 2 system leakage

02-29-10 F2000EX EASY
PAGE 2 / 6 CODDE 1
DESCRIPTION
ISSUE 11 DGT94085
HYDRAULIC ISOLATION VALVE
Located on the HYD 2 system, it isolates the pitch and rudder servo-actuator hydraulic
systems from the other user systems when the stand-by pump is active.
This valve is controlled by HYDR 2 ISOL selector switch on the overhead panel.
When the selector switch is set to AUTO:
- On ground, or in flight with the slats extended, the hydraulic isolation valve is controlled
to open position, allowing the stand-by electrical pump to supply fully hydraulic system 2,
- In flight with the slats retracted, the valve is closed. Only pitch and rudder servo-
actuators are powered by the stand-by pump.
When the selector switch is set to OPEN, the hydraulic isolation valve is directly controlled to
open position.
When the selector switch is set to CLOSE, the hydraulic isolation valve is directly controlled
to close position.
NOTE 1
The isolation valve must be set to CLOSE in case of HYD 2 system leakage, if fluid quantity
drops to 0.
NOTE 2
When the hydraulic pump 2 is failed and the hydraulic isolation valve is set to CLOSE, the
airbrakes are no longer available.

F2000EX EASY 02-29-10
CODDE 1 PAGE 3 / 6
DESCRIPTION
DGT94085 ISSUE 11
ACCUMULATORS
The two distribution systems comprise 6 hydraulic accumulators:

- One is located on HYD 1 and HYD 2 systems in order to dampen pressure surges in the
system and provide instantaneously available reserve power,
- ENG 1 and ENG 2 thrust reversers have their own hydraulic accumulator in order to
supply limited hydraulic pressure.
These 4 accumulators are precharged for lifetime and do not feature any pressure gauge or
charging valve.
- 2 additional accumulators are located on the HYD 2 system. One in order to:
o Provide reserve power to the parking brake system in case of a normal braking system
total loss,
o Retract airbrakes once in case of HYDR #2 pressure loss.
These 2 accumulators are both located in the right main wheel well.
NOTE
After engine shutdown or hydraulic failure, hydraulic pressure in each system accumulator
drops to zero. Check valves maintain for a while the pressure in the parking brake and thrust
reverser accumulators.
FIGURE 02-29-10-00 ACCUMULATOR DIAGRAM

02-29-10 F2000EX EASY
PAGE 4 / 6 CODDE 1
DESCRIPTION
ISSUE 11 DGT94085
FIGURE 02-29-10-01 STAND BY PUMP SELECTOR VALVE
FIGURE 02-29-10-02 ACCUMULATORS IN RIGHT LANDING GEAR BAY

F2000EX EASY 02-29-10
CODDE 1 PAGE 5 / 6
DESCRIPTION
DGT94085 ISSUE 11
DISTRIBUTION
FIGURE 02-29-10-03 HYDRAULIC SYSTEM DIAGRAM

02-29-10 F2000EX EASY
PAGE 6 / 6 CODDE 1
DESCRIPTION
ISSUE 11 DGT94085
HYD 1 SYSTEM
HYD 1 system is pressurized by two self-regulating (constant pressure) hydraulic pumps

driven by the No 1 and No 2 engine gearboxes (HYDR #1 ENG 1 PUMP and HYDR #1 ENG
2 PUMP).
Both pumps draw operating fluid from the No 1 hydraulic reservoir and feed the system at a
rated pressure of 3,000 psi ( 200 psi).
The output pressure of the pumps hydraulically charges the No 1 system accumulator and
supplies pressure to:
- Pitch servo-actuator (one barrel), rudder servo-actuator (one barrel), aileron servo-
actuator (one barrel),
- Normal slats actuators,
- No 1 braking system,
- Landing gears and corresponding doors,
- Nose wheel steering,
- No 1 engine thrust reverser (with one pressure accumulator, not monitored).
HYD 2 SYSTEM
HYD 2 system is pressurized by one self-regulating (constant pressure) hydraulic pump

(same characteristics as HYD 1 system pumps), driven by No 2 engine gearbox (HYDR #2
PUMP).
HYD 2 system can be pressurized by an electrical pump (ST-BY PUMP) connected to ESS
bus (automatically activated in case of pressure drop below 1,650 psi).
PUMP 2 draws operating fluid from the No 2 hydraulic reservoir and feeds the system at a
rated pressure of 3,000 psi ( 200 psi).
The output pressure of the pump hydraulically charges the No 2 system accumulator and
supplies pressure to:
- Pitch servo-actuator (one barrel), rudder servo-actuator (one barrel), aileron servo-
actuator (one barrel),
- Airbrakes with one pressure accumulator neither monitored nor displayed in the
Hydraulic synoptic page,
- Flaps,
- Emergency slats actuators,
- Parking brake (with one monitored pressure accumulator),
- Thrust reverser (with one pressure accumulator, not monitored).
Hydraulic fluid pressure and level are measured and displayed in hydraulic synoptic and
status page.

F2000EX EASY 02-29-15
CODDE 1 PAGE 1 / 10
DGT94085 ISSUE 14
CONTROLS
Light
Pushbutton
Light
FIGURE 02-29-15-00 STAND-BY PUMP AND ISOLATION VALVE OVERHEAD PANEL CONTROLS

02-29-15 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 14 DGT94085
SYNTHETIC TABLE
TO ACTIVATE
TO DE-ACTIVATE
In AUTO
mode
In AUTO
mode
- ST-BY pump can be set Push on running for
to AUTO or OFF (AUTO) more than
- It must be in AUTO 60 sec
position in flight (normal
condition) On
- In the AUTO position, GROUND
ST-BY pump starts TEST
operation when HYD 2
pressure drops below
1,650 psi and stops when
pressure reaches 2,300
psi (green range on the Push OFF OFF
psi scale is adjusted to
normal operating range)
Invalid data

F2000EX EASY 02-29-15
CODDE 1 PAGE 3 / 10
DGT94085 ISSUE 14
TO ACTIVATE
TO DE-ACTIVATE
In AUTO
mode,
open,
nominal
In AUTO
mode,
closed,
nominal
Push
AUTO
- HYDR 2 ISOL can In AUTO
be set to AUTO, mode,
OPEN or CLOSE open,
- It must be in AUTO abnormal
position in flight
(normal condition) In AUTO
mode,
- In the AUTO closed,
position, on the abnormal
ground, the isolation
valve is automatically
open.
- In the AUTO OPEN
position, in flight, the Push In OPEN
isolation valve is OPEN mode
automatically open if
the slats are
extended, closed
otherwise.
Push In CLOSE CLOSE

CLOSE mode
Invalid data

02-29-15 F2000EX EASY
PAGE 4 / 10 CODDE 1
ISSUE 14 DGT94085
INDICATION
Hydraulic indications are displayed on the MDU:

- in the HYD page,
- in the STAT page (hydraulic fluid quantity and pressure indications).
Direct-reading indicators are also available for the reservoir fluid levels in the aft servicing
compartment.
MULTIFUNCTION DISPLAY UNIT (MDU)
Hydraulic synoptic page
HYD pumps (3)
ST-BY
pump
HYD Reservoir Equipment Accumulators HYD

QTY fluid pressure
FIGURE 02-29-15-01 F2000EX EASY/DX/LX - HYDRAULIC SYNOPTIC
NOTE
When the stand-by pump is active, the green range of the pressure indication scale is 1,400 to
2,400 psi.

F2000EX EASY 02-29-15
CODDE 1 PAGE 5 / 10
DGT94085 ISSUE 14
FIGURE 02-29-15-01A F2000S / F2000LXS - HYDRAULIC SYNOPTIC
For F2000S and F2000LXS, the "SLATS" label is displayed as "IN/OUT SLATS".
Examples of hydraulic level indications
QTY QTY QTY
QTY above the minimum QTY below the minimum Invalid data
required (1/2) required (1/2)
FIGURE 02-29-15-02 HYDRAULIC LEVEL INDICATORS

02-29-15 F2000EX EASY
PAGE 6 / 10 CODDE 1
ISSUE 14 DGT94085
Examples of hydraulic pressure indications
Abnormal pressure:
- amber colored range from 1,000 to 2,800 psi (bottom area)
Normal pressure: - amber colored range from 3,200 to 3,500 psi (top area)
- green colored range from 2,800 to 3,200 psi
(middle area)
When HYD 2 supplied by ST-BY pump:

- amber colored range from 1,000 to 1,400 psi
- green colored range from 1,400 to 2,400 psi (middle area)
- amber colored range from 2,400 to 3,500 psi (top area)
FIGURE 02-29-15-03 HYDRAULIC FLUID PRESSURE INDICATORS
Examples of hydraulic pump status
Running Not running Failed Invalid data
FIGURE 02-29-15-04 HYDRAULIC PUMP STATUS

F2000EX EASY 02-29-15
CODDE 1 PAGE 7 / 10
DGT94085 ISSUE 14
Examples of equipment status
In normal operation, symbols are green. If a failure occurs in a system, the symbols of
equipment powered by this system become amber.
NOTE
As flight control actuators are connected to HYD 1 and HYD 2 systems, the corresponding
symbols are (see figure below):
- GREEN, in normal operating conditions,
- AMBER, in case of total hydraulic power loss,
- Half GREEN / AMBER, in case of loss of one system.
Normal operation Loss of HYD 1 system
Total loss of hydraulic power Loss of HYD 2 system
FIGURE 02-29-15-05 SYMBOLS OF FLIGHT CONTROLS
Examples of check valve status
Hydraulic pump failed

Loss of hydraulic system
In nominal conditions System #2 fed by stand-
#2
by pump
FIGURE 02-29-15-06 CHECK VALVE STATUS

02-29-15 F2000EX EASY
PAGE 8 / 10 CODDE 1
ISSUE 14 DGT94085
Park brake and Thrust Reverser (T/R) and corresponding accumulators
FIGURE 02-29-15-07 PARK BRAKE AND THRUST REVERSER INDICATIONS

F2000EX EASY 02-29-15
CODDE 1 PAGE 9 / 10
DGT94085 ISSUE 14
STATUS page
HYD 1 and HYD 2 fluid quantity

and pressure indication

02-29-15 F2000EX EASY
ISSUE 14 DGT94085
DIRECT READING INDICATORS
Fluid level indicator
Each reservoir is equipped with a window showing the min. and max. fluid levels,
respectively corresponding to 6 to 7.4 l (1.59 to 1.95 USG) for hydraulic system 1
reservoir and 4.6 to 6 l (1.22 to 1.59 US gal.) for hydraulic system 2 reservoir
They are located in the aft servicing compartment.
Hydraulic reservoir
Level window
FIGURE 02-29-15-09 HYDRAULIC FLUID LEVEL DIRECT READING INDICATOR

F2000EX EASY 02-29-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
CIRCUIT BREAKERS
FIGURE 02-29-20-00 HYDRAULIC SYSTEMS CIRCUIT BREAKERS
RELIEF VALVES
Reservoir overpressure is prevented by a relief valve.

02-29-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085

F2000EX EASY 02-29-25
CODDE 1 PAGE 1 / 6
NORMAL OPERATION
DGT94085 ISSUE 4
GENERAL
In the following, typical on ground and in flight situations have been selected to help the crew
to understand the symbols provided in the various panels and displays.

02-29-25 F2000EX EASY
PAGE 2 / 6 CODDE 1
NORMAL OPERATION
ISSUE 4 DGT94085
ON GROUND OPERATION
OVERHEAD PANEL
FIGURE 02-29-25-00 HYDRAULICS OVERHEAD PANEL CONTROLS
AIRPLANE WITH AUXILIARY POWER UNIT (APU) OPERATING
FIGURE 02-29-25-01 HYDRAULIC SYNOPTIC, APU OPERATING AND STAND-BY PUMP AUTO

F2000EX EASY 02-29-25
CODDE 1 PAGE 3 / 6
NORMAL OPERATION
DGT94085 ISSUE 4
Hydraulic engine-driven pumps ENG 1 HYD pumps synoptics are gray and HYD 1
PUMP, ENG 2 PUMP 1 and ENG 2 PUMP 2 system is inoperative.
are inactive as engines are not running
ST-BY PUMP overhead panel pushbutton in ST-BY pump cycling as HYD 2 is inactive,
AUTO position
HYD 2 equipment synoptics are green.
HYDR 2 ISOL overhead panel pushbutton in Isolation valve is open.

AUTO position

02-29-25 F2000EX EASY
PAGE 4 / 6 CODDE 1
NORMAL OPERATION
ISSUE 4 DGT94085
IN FLIGHT OPERATION
OVERHEAD PANEL
AIRPLANE FLYING IN NORMAL OPERATION (2 ENGINES RUNNING, SLATS

RETRACTED)
FIGURE 02-29-25-03 HYDRAULIC SYNOPTIC, NORMAL OPERATION

F2000EX EASY 02-29-25
CODDE 1 PAGE 5 / 6
NORMAL OPERATION
DGT94085 ISSUE 4
Hydraulic engine-driven pumps ENG 1 PUMP, HYD 1 and HYD 2 systems operating:
ENG 2 PUMP 1 and ENG 2 PUMP 2 active - HYD pumps synoptics are green,
- HYD 1 and HYD 2 system equipment
synoptics are green
ST-BY PUMP overhead panel pushbutton in AUTO indication above ST-BY pump
AUTO position synoptic
HYDR 2 ISOL overhead panel pushbutton in Isolation valve is closed

AUTO position

02-29-25 F2000EX EASY
PAGE 6 / 6 CODDE 1
NORMAL OPERATION
ISSUE 4 DGT94085

F2000EX EASY 02-29-30
CODDE 1 PAGE 1 / 6
ABNORMAL OPERATION
DGT94085 ISSUE 4
GENERAL
In the following, typical abnormal situations have been illustrated to help the crew to

02-29-30 F2000EX EASY
PAGE 2 / 6 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085
HYD 2 SYSTEM FAILURE
ABNORMAL STATUS
FIGURE 02-29-30-01 HYDRAULIC SYNOPTIC
CONTEXT RESULT
- HYD 2 fluid quantity synoptic is amber

HYD 2 fluid leak
- HYD 2 hydraulic pressure synoptic is green
or
+ HYDR #2 PUMP CAS message
ENG 2 PUMP 2 failure with engine 2
running
+ light on

F2000EX EASY 02-29-30
CODDE 1 PAGE 3 / 6
ABNORMAL OPERATION
DGT94085 ISSUE 4
IF HYD 2 FLUID LEAK ON PITCH OR RUDDER SERVO
CONTEXT RESULT
- ST-BY pump synoptic is amber
- STBY PUMP PERMANENT CAS message

ST-BY pump on AUTO,
running for more than 60 sec - HYDRAULIC LOW LEVEL .. CAS message
+ light on

02-29-30 F2000EX EASY
PAGE 4 / 6 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085
FIGURE 02-29-30-04 HYDRAULIC SYNOPTIC, HYD 2 PRESSURE BELOW 1,500 PSI
ACTION RESULT
ST-BY PUMP overhead panel pushbutton ST-BY pump synoptic is gray

set to OFF with OFF indication in amber
HYDR 2 ISOL overhead panel pushbutton

Isolation valve is gray and closed
set to CLOSE

F2000EX EASY 02-29-30
CODDE 1 PAGE 5 / 6
ABNORMAL OPERATION
DGT94085 ISSUE 4
ENG 1 PUMP AND ENG 2 PUMP 1 FAILURE
CONTEXT RESULT
- ENG 1 PUMP, ENG 2 PUMP 1, HYD 1

ENG 1 PUMP failure with engine 1 running pressure and equipment synoptics in amber.
and + HYDR #1 ENG 1+2 PUMP CAS message

ENG 2 PUMP 1 failure with engine 2 running
+ light on

02-29-30 F2000EX EASY
PAGE 6 / 6 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085
CAS MESSAGES
Too low hydraulic pressure at pump outputs

BOTH HYDR SYSTEM (pressure below 1,500 psi) with at least one engine
running (N2 > 50 %)
ABNORMAL ISOL VALVE After a 2 sec confirmation time, abnormal status of

the valve
Hydraulic pump 1 or/and 2 failure (HYD 1 system).

Hydraulic pressure below 1,500 PSI at pump(s)
HYDR #1 ENG .. PUMP
output with corresponding engine(s) running
(N2 > 50 %) *.
Hydraulic pump 2 failure (HYD 2). Hydraulic pressure

HYDR #2 PUMP below 1,500 PSI at pump output with engine 2
running (N2 > 50 %) *
Air pressure in hydraulic reservoir (1 or/and 2) drops

HYDR TK PRESS .. below 16 psi when corresponding engine(s) running
(N2 > 50 %)
HYDRAULIC LOW LEVEL ... Hydraulic level (1 or/and 2) less than ½
STBY PUMP ON C#1 Stand-by pump connected to HYD 1 system for

maintenance
STBY PUMP PERMANENT Stand-by pump is cycling for more than 60 seconds
On ground, failure of hydraulic pressure switch

HYDR .. FAIL
(1 or/and 2)
*: When failure occurs on both circuit, BOTH HYDR SYSTEM is displayed

F2000EX EASY 02-30-00
ATA 30 – ICE AND RAIN PROTECTION
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 14
02-30 ATA 30 – ICE AND RAIN PROTECTION
02-30-05 GENERAL
Introduction
Anti-icing protection sources
Anti-ice system location overview
Ice detector location
Pneumatic anti-icing
Electrical anti-icing
Ice detection system

Control
Indication

Introduction
Circuit breakers

Introduction
IN FLIGHT situations

Introduction
Wings overheat in flight
CAS messages

02-30-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 14 DGT94085

F2000EX EASY 02-30-05
CODDE 1 PAGE 1 / 6
GENERAL
DGT94085 ISSUE 8
INTRODUCTION
The ice-protection system is intended to permit safe flight in intermittent or continuous

maximum icing conditions.
The airplane uses pneumatic and electrical power for its anti-icing and rain protection system.
An anti-fogging and demisting system is also provided for the cabin and flight deck windows.
Two electrically-operated windshield wipers are also provided.
An ice detection system can be installed in option. It is used only as an advisory warning.

02-30-05 F2000EX EASY
PAGE 2 / 6 CODDE 1
GENERAL
ISSUE 8 DGT94085
Anti-ice and rain

circuit breakers
Bleed air controls
Anti-ice and rain controls
CAS windows
BLD synoptic

F2000EX EASY 02-30-05
CODDE 1 PAGE 3 / 6
GENERAL
DGT94085 ISSUE 8
ANTI-ICING PROTECTION SOURCES
The airplane is equipped with two anti-icing systems:

- One pneumatic system (LH and RH bleed air manifold),
- One electrical system using heating resistors.
PNEUMATIC SYSTEM SOURCES ELECTRICAL SYSTEM SOURCES
BUS A1
BUS A2
Engines No 1 and 2 BUS B1
BUS B2
BUS ESS
The pneumatic system, using hot bleed air from the engines, protects the following structural
parts and equipment:
- Wing inboard leading edge,
- Outboard slats,
- Air conditioning heat exchanger ventilation air intake,
- Engine air intake lips,
- Wheel brakes (if brake heating system is installed).
The electrical anti-ice system protects the following probes, parts and equipment:
- LH and RH pitot pressure probes,
- LH and RH static pressure probes,
- Total Air Temperature probe,
- Angle-of-Attack sensors,
- stand-by pitot pressure probe,
- P1-T1 sensors (one per engine),
- Cockpit windshields and windows,
- Water drains.
In addition, wipers are provided for the main windshields.

02-30-05 F2000EX EASY
PAGE 4 / 6 CODDE 1
GENERAL
ISSUE 8 DGT94085
ANTI-ICE SYSTEM LOCATION OVERVIEW
FIGURE 02-30-05-01 ANTI-ICE AREA OVERVIEW

F2000EX EASY 02-30-05
CODDE 1 PAGE 5 / 6
GENERAL
DGT94085 ISSUE 8
ICE DETECTOR LOCATION
FIGURE 02-30-05-02 ICE DETECTOR LOCATION

02-30-05 F2000EX EASY
PAGE 6 / 6 CODDE 1
GENERAL
ISSUE 8 DGT94085

F2000EX EASY 02-30-10
CODDE 1 PAGE 1 / 8
DESCRIPTION
DGT94085 ISSUE 11
PNEUMATIC ANTI-ICING
GENERAL
Each engine is fitted with LP and HP bleed air ports located on the compressor HP spool.
The main LP bleed ports supply air to the interconnection manifold, named the “distribution
line” to which the main systems are connected.
When the LP air pressure is not high enough to achieve correct anti-icing or defogging, HP
air, extracted through the main HP bleed ports, is injected into the LP bleed air through an
electric valve. The Bleed Air System Computer (BASC) controls the electric valve opening
and closing.
The BASC monitors the wings anti-ice system and displays the corresponding CAS
message(s).
Ice protection of engine air intakes is provided by HP air extracted from the corresponding
engine through the auxiliary HP bleed air port.
FIGURE 02-30-10-00 ENGINE BLEED AIR PORTS

02-30-10 F2000EX EASY
PAGE 2 / 8 CODDE 1
DESCRIPTION
ISSUE 11 DGT94085
DISTRIBUTION
FIGURE 02-30-10-01 PNEUMATIC SYSTEM SIMPLIFIED DIAGRAM WITH WINGS ANTI-ICE ON

F2000EX EASY 02-30-10
CODDE 1 PAGE 3 / 8
DESCRIPTION
DGT94085 ISSUE 11
WINGS ANTI-ICE
The wings anti-icing system protects the wing inboard leading edges, the outboard slats
(through telescopic tubes) and the air-conditioning heat exchanger ventilation air intake.
Wings anti-icing is provided by circulation of mixed LP and HP hot air.
A minimum N1 value depending on altitude and Total Air Temperature (TAT) is necessary to
ensure proper anti-icing.
When the system is in AUTO mode, the wings anti-icing valve is commanded to open.
- If one of the throttle levers is set to MAX CLIMB position or further, the valve partially
opens, in order to reduce the amount of air bled from the engine.
- If both throttle levers are below MAX CLIMB, the valve fully opens.
When the feeder isolation valve is closed, No 2 engine is the only anti-icing supply source
for this system.
HEAT EXCHANGER RAM AIR INLET ANTI-ICE
Air is tapped downstream the wings anti-icing valve and supplies the intake duct of the air
conditioning heat exchanger.
BRAKE HEATING
Brake heating is basic on F2000LX S/N ≥ 248 and F2000DX ≥ 605.

Brake heating is optional on F2000EX EASy, F2000LX S/N < 248 and F2000DX S/N < 605.
On each wing line, a pick-off in front of the main gear well supplies hot air to the brake unit.
ENGINE NACELLE INTAKE ANTI-ICE
The No 1 and 2 air intake anti-icing systems are fully independent. They are supplied with
dedicated HP bleed air from the corresponding engine.
The pneumatic A/I valve controls the bleed air supply to maintain a constant pressure in the
anti-icing line. In case of duct rupture, a venturi limits the airflow of the HP compressor.
WINDOW DEMISTING
The cockpit air conditioning system helps to remove mist, especially from:
- Front windshield,
- Pilot windshield,
- Copilot windshield.

02-30-10 F2000EX EASY
PAGE 4 / 8 CODDE 1
DESCRIPTION
ISSUE 11 DGT94085
ELECTRICAL ANTI-ICING
ELECTRICAL SYSTEM SCHEMATIC
FIGURE 02-30-10-02 ELECTRICAL SYSTEM SCHEMATIC

F2000EX EASY 02-30-10
CODDE 1 PAGE 5 / 8
DESCRIPTION
DGT94085 ISSUE 11
WINDSHIELD, SIDE AND REAR WINDOWS
The cockpit windows are electrically heated by a network of heating elements incorporated
into the transparent panes.
The electrical anti-icing system of the windshields is composed of two identical circuits:
- One pilot circuit,
- One copilot circuit.
The pilot and copilot circuits are fitted with dual heat regulating sensors, one active and one
stand-by. The heating temperature is automatically regulated between 25 °C (77 °F) and
30 °C (86 °F).
Front windshield
Pilot windshield
Copilot windshield
LH side opening
window RH side window
LH rear window RH rear window
FIGURE 02-30-10-03 WINDSHIELD, SIDE AND REAR WINDOWS
PROBES
The pitot probes, static probes, AOA sensors and Total Air Temperature probe are heated
by resistors controlled by pushbuttons.
Resistors controlled by the PITOT NORMAL pushbutton heat the following probes and
sensors:
- LH and RH pitot probes,
- LH and RH static probes,
- LH and RH Angle Of Attack sensors,
- Total Air Temperature probe.
Resistor controlled by the PITOT ST-BY pushbutton heats the stand-by pitot probe.

02-30-10 F2000EX EASY
PAGE 6 / 8 CODDE 1
DESCRIPTION
ISSUE 11 DGT94085
WATER WASTE DRAIN
Drain masts of the water system (one for the front galley, one for the rear washbasin) are
electrically anti-iced.
The water drain hoses between rear mast and pressurized area include an electrical resistor
which surrounds end fittings.
The drain masts and the heating elements of the lines are supplied from the DRAINS HEAT
circuit breakers.
FIGURE 02-30-10-04 DRAIN MASTS LOCATION
WIPERS
Pilot and copilot windshield panes are both equipped with a wiper arm powered by an
electrical motor-converter and designed to keep the field of view clear during taxi, take-off,
approach and landing phases when raining or snowing.
When the wipers are not used, they are stowed in a recess located at the bottom of each
windshield.
Each wiper is powered and controlled independently of the other by a pushbutton on the LH
and RH side of the overhead panel.

F2000EX EASY 02-30-10
CODDE 1 PAGE 7 / 8
DESCRIPTION
DGT94085 ISSUE 11
ICE DETECTION SYSTEM
The ice detection system is an option.

The purpose of the ice detection system is to provide the crew with a real-time indication
concerning the presence of icing conditions. It is used only as an advisory warning. The crew
must use visual cues (visible moisture) and temperature indication to turn on the ice
protections devices for the wings and the engine inlets, even when the ice detector has still
not triggered a detection.
The system consists of an ice detector assembly including an ice sensor and a digital
computer located symmetrically with respect to the standby total probe.
The computer provides the following function:
- Acquisition of ice sensor frequency,
- Determination of icing condition,
- Information to the cew through the advisory ICE DETECTED CAS message, when ice
condition is determined,
- Auto test with information to the crew of any malfunction through the advisory
ICE DETECTION FAIL CAS message.

02-30-10 F2000EX EASY
PAGE 8 / 8 CODDE 1
DESCRIPTION
ISSUE 11 DGT94085

F2000EX EASY 02-30-15
CODDE 1 PAGE 1 / 10
DGT94085 ISSUE 10
CONTROL
OVERHEAD PANEL
FIGURE 02-30-15-00 OVERHEAD PANEL CONTROLS
AUTOMATIC SELECTION
WINDSHIELD PILOT and COPIL., PITOT NORMAL and ST-BY controls
At airplane power on, the overhead panel configuration is: WINDSHIELD PILOT,
WINDSHIELD COPIL., PITOT NORMAL and PITOT ST-BY controls in OFF mode.
WINDSHIELD controls are automatically set to normal mode and PITOT controls are
automatically set to on when:
- One throttle lever is in TAKE-OFF position and one engine is on and with WOW
signal, or
- Without WOW signal (Flight).
At landing, they are automatically set to OFF when flight / ground transition occurs and
IAS < 60 kt. In case of rejected take-off, they are not automatically set to OFF.
In all case, the crewmember can override the automatic selection by depressing the
corresponding pushbutton.
P1-T1 probe
The heating of the P1-T1 probe is effective when the ENG anti-ice control is set to ON.
Water waste drain masts
The drain masts and the heating elements of the lines are automatically activated as
soon as the airplane is electrically powered.
Other anti-ice controls
All other overhead panel anti-ice controls are set to off mode when energizing the
airplane systems (ANTI-ICE and WIPER functions).

02-30-15 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 10 DGT94085
SYNTHETIC TABLE
ENG controls
TO ACTIVATE
TO DE-ACTIVATE
Push ON ON
Controls hot air supply

to air intake lips of No 1
and No 2 engines
Push OFF Off
WINGS and BRAKE controls
TO ACTIVATE
TO DE-ACTIVATE
When in AUTO mode,

the wings anti-ice valve
is open and the BASC Push AUTO
controls HP1 and HP2
valves to provide the
required manifold pres-
sure
CAUTION
Never activate wings
anti-ice on ground, Push OFF
except for test with
engines idle.

F2000EX EASY 02-30-15
CODDE 1 PAGE 3 / 10
DGT94085 ISSUE 10
TO ACTIVATE
TO DE-ACTIVATE
Push O’RIDE
Forces HP 1 and HP 2
valves to full open
When O'RIDE is de-
activated, wings mode is
automatically set to off
Push OFF
Controls the power Push ON

supply to the brake
heating system.
The BRAKE anti-ice is
effective only when
WINGS is set to AUTO
or O’RIDE modes
(because the same duct
is used). Push OFF
NOTE
The BRAKE pushbutton is available on the overhead panel only when the brake heating
system is installed on the airplane.

02-30-15 F2000EX EASY
PAGE 4 / 10 CODDE 1
ISSUE 10 DGT94085
WINDSHIELD controls
TO ACTIVATE
TO DE-ACTIVATE
Allows three modes activated

by pushing the pushbutton in
the following logic:
- OFF,
- Normal, Normal
mode
- MAX,
- Normal,
- OFF.
PILOT in normal mode: the
following windshield pane
heating circuits are supplied
(thermal regulation):
- LH half of front windshield
pane,
Push MAX
- Pilot windshield pane,
No synoptic
- LH opening window,
- RH side window.
COPIL in normal mode: the
following windshield pane
heating circuits are supplied:
- RH half of front windshield
pane,
- Copilot windshield pane,
- LH rear window,
Push OFF
- RH rear window.
PILOT / COPIL set to MAX:
the pilot / copilot windshield
heating power is increased
while the corresponding half of
the front windshield heating
power is reduced.

F2000EX EASY 02-30-15
CODDE 1 PAGE 5 / 10
DGT94085 ISSUE 10
PITOT controls
TO ACTIVATE
TO DE-ACTIVATE
On mode
Controls the pitot, static,

AOA probe heat function No synoptic
Push OFF
On mode
Controls the stand-by pitot

probe heat function No synoptic
Push OFF

02-30-15 F2000EX EASY
PAGE 6 / 10 CODDE 1
ISSUE 10 DGT94085
WIPER controls
TO ACTIVATE
TO DE-ACTIVATE
OFF mode
Allows three modes,

activated by pushing the
pushbutton in the
following logic:
- OFF,
- SLOW, Push
No synoptic
SLOW
- FAST,
- OFF.
PILOT and COPIL

controls are independent.
Push
FAST

F2000EX EASY 02-30-15
CODDE 1 PAGE 7 / 10
DGT94085 ISSUE 10
INDICATION
Anti-ice indication can be found on the BLEED synoptic:
Wing and brake anti-ice diagram
Engine air intake lip anti-ice diagram
FIGURE 02-30-15-01 BLEED SYNOPTIC WITH ANTI-ICE OFF
NOTE
The brake anti-ice symbol is displayed only when the brake heating system is installed.

02-30-15 F2000EX EASY
PAGE 8 / 10 CODDE 1
ISSUE 10 DGT94085
ENGINE ANTI-ICE AND FLOW LINE
Anti-ice ON Anti-ice OFF

(no failure detected) (no failure detected)
Anti-ice ON Anti-ice ON Anti-ice OFF

Low Pressure Over Pressure Residual pressure
WINGS ANTI-ICE
Wings anti-ice ON Wings anti-ice command OFF Wings anti-ice monitoring

(no failure detected) (no failure detected) malfunction
Wings anti-ice ON Wings anti-ice ON Wings anti-ice command OFF

and low pressure and over pressure with residual pressure

F2000EX EASY 02-30-15
CODDE 1 PAGE 9 / 10
DGT94085 ISSUE 10
BRAKE HEATING
Brake heating OFF with Wings Brake heating ON with Wings

anti-ice OFF anti-ice OFF
Brake heating OFF with Wings Brake heating ON with Wings Brake heating failure with
anti-ice ON anti-ice ON Wings anti-ice ON
Brake heating OFF with Wings Brake heating ON with Wings Brake heating failure with
anti-ice malfunction anti-ice malfunction Wings anti-ice malfunction

02-30-15 F2000EX EASY
ISSUE 10 DGT94085

F2000EX EASY 02-30-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
INTRODUCTION
The circuit protection is provided with conventional trip-free circuit breakers located above the
overhead panel.
CIRCUIT BREAKERS
FIGURE 02-30-20-00 ANTI-ICE CIRCUIT BREAKERS

02-30-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085

F2000EX EASY 02-30-25
CODDE 1 PAGE 1 / 4
NORMAL OPERATION
DGT94085 ISSUE 4
INTRODUCTION
Icing conditions exist when the OAT on the ground and for take-off, or TAT in flight is 10 °C or
below, and visible moisture in any form is present (such as clouds, fog with visibility of one
mile or less, rain, snow, sleet or ice crystals).
Icing conditions also exist when the OAT on the ground and for take-off is 10 °C or below
when operating on ramps, taxiways or runways where surface snow, ice, standing water, or
slush may be ingested by the engines or freeze on engines, nacelles or engine sensor
probes.
It is recommended to use anti ice system during all flight operations when icing conditions
exist or anticipated, except during climb and cruise when the temperature is below -40° C
SAT. However, flying in the vicinity or through unstable cumuliform clouds can result in rapid
variations of SAT with SAT increasing above -40°C. In such case, it is recommended to
anticipate icing conditions by selecting anti ice system. It is also recommended to use anti ice
system must be used prior to and during descent in icing conditions, including temperature
below -40°C SAT.

02-30-25 F2000EX EASY
PAGE 2 / 4 CODDE 1
NORMAL OPERATION
ISSUE 4 DGT94085
IN FLIGHT SITUATIONS
In the following, typical in flight situations have been selected to help the crew to understand
the symbols provided in the various panels and displays.
AIRPLANE IN FLIGHT IN NON-ICING CONDITIONS
In this case, pitot, static, AOA probes and water waste masts are the only anti-iced systems.
FIGURE 02-30-25-01 BLEED SYNOPTIC WITHOUT ANTI-ICE

F2000EX EASY 02-30-25
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NORMAL OPERATION
DGT94085 ISSUE 4
AIRPLANE IN FLIGHT IN ICING CONDITIONS
In this case, pitot, static, AOA probes, water waste masts, engines and wings are anti-iced.
FIGURE 02-30-25-03 BLEED SYNOPTIC WITH ANTI-ICE ACTIVATED

02-30-25 F2000EX EASY
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NORMAL OPERATION
ISSUE 4 DGT94085

F2000EX EASY 02-30-30
CODDE 1 PAGE 1 / 4
ABNORMAL OPERATION
DGT94085 ISSUE 15
INTRODUCTION
An abnormal situation has been selected to help the crew understand the symbology in the
various panels and displays.
WINGS OVERHEAT IN FLIGHT
ABNORMAL STATUS
FIGURE 02-30-30-01 WINGS OVERHEAT IN BLEED SYNOPTIC
CONTEXT RESULT
A/I: WINGS OVHT CAS message is displayed
Wings anti-ice excessive temperature

+  light on
- Wings symbol in amber

- OVER PRESSURE amber indication on
BLEED synoptic

02-30-30 F2000EX EASY
PAGE 2 / 4 CODDE 1
ABNORMAL OPERATION
ISSUE 15 DGT94085
AFTER PROCEDURE IS COMPLETED
FIGURE 02-30-30-03 BLEED SYNOPTIC WITH WINGS ANTI-ICE OFF
ACTION RESULT
WINGS pushbutton off Wings symbol displays grey

F2000EX EASY 02-30-30
CODDE 1 PAGE 3 / 4
ABNORMAL OPERATION
DGT94085 ISSUE 15
CAS MESSAGES
WHEEL XX OVHT Excessive temperature in (LH / RH) wheel

compartment (option)
A/I: BRAKES MISCONFIG Brake anti-ice valves are not in the commanded
position
A/I: ENG .. LO PRESS Low pressure in engine (1/2) inlet anti-ice system with
anti-ice ON
A/I: ENG .. OVERPRESS Overpressure in engine (1/2) inlet anti-ice system with
anti-ice ON
A/I: ENG .. UNWANTED OPS Pressure in engine (1/2) inlet anti-ice system while
engine inlet anti-ice is not activated

Active due to wings anti-ice failure to remind crew
that amber and red speed cues are moved (offset)
A/I: STALL WARNING OFFSET
upward to take into account an increased stall speed
due to possible icing. When wings anti-ice are
switched off, this message is cleared if TAT > 10°C
during 30 minutes.
A/I: WINGS CMPTR FAIL Failure of wings anti-ice computer (BASC) or the
monitoring of the anti-ice system is inoperative.
A/I: WINGS LO PRESS Low pressure in wings anti-ice system
A/I: WINGS OVHT Overpressure in wings anti-ice system
A/I: WINGS UNWANTED OPS Pressure in wings anti-ice system while wings anti-ice
is not activated
AOA HEAT .. Angle-of-Attack probe (1/2) heating system failure
On ground before taxi, message indicating that at

least one of the fuel computer (FQMC), or bleed anti-
FAULT CODE ice computer (BASC), or brake computer (BSCU) has
PITOT HEAT .. In flight failure of Pitot (1/2) probe heating system
ST-BY PITOT HEAT In flight failure of stand-by Pitot and static probe
heating system

02-30-30 F2000EX EASY
PAGE 4 / 4 CODDE 1
ABNORMAL OPERATION
ISSUE 15 DGT94085
STATIC HEAT .. In flight failure of static probe (1/2) heating system
WINDSHIELD XFR Pilot (copilot) windshield pane temperature control is

transferred to copilot (pilot) temperature regulator unit
In flight, message indicating that at least one of the

fuel computer (FQMC), or bleed anti-ice computer
FAULT CODE (BASC), or brake computer (BSCU) has recorded a
failure that may affect dispatch and the detail failure
(computer and fault code) is displayed in STAT page
/ FAULT tab.
ICE DETECTED Icing conditions detected (option)
ICE DETECTION FAIL Ice detection has failed (option)
PITOT ON On-ground indication that probes are heated
PROBE HEATING FAIL On-ground indication of failure of probe heating

monitoring system
WING A/I ON Wings anti-ice activated with airplane on ground

(displayed with 1 min delay)

F2000EX EASY 02-31-00
ATA 31 IND & REC
CODDE 1 PAGE 1 / 4
TABLE OF CONTENTS
DGT94085 ISSUE 20
ATA 31 IND & REC
02-31-05 GENERAL
Introduction

02-31-00 F2000EX EASY
ATA 31 IND & REC
PAGE 2 / 4 CODDE 1
TABLE OF CONTENTS
ISSUE 20 DGT94085
ATA 31_1 IND & REC - DISPLAY UNIT
02-31_1-00 GENERAL
Introduction
02-31_1-10 PDU - ADI (EASY II)

General
Flight mode annunciator
Airplane path, attitude and associated symbols
Annunciations
Deviation
Airspeed tape
Altitude tape
Vertical speed tape
Miscompare annunciation
Failure indications
02-31_1-20 PDU - HSI (EASY II)

General
HSI tool bar
Horizontal situation information
Permanent radio bar
Airplane configuration
Major airplane parameters
02-31_1-30 MDU - I-NAV (EASY II)

General
I-NAV map
FMS message field
02-31_1-40 MDU - VSD (EASY II)

General
Vertical Situation Display

F2000EX EASY 02-31-00
ATA 31 IND & REC
CODDE 1 PAGE 3 / 4
TABLE OF CONTENTS
DGT94085 ISSUE 20
ATA 31_2 IND & REC - CREW ALERTING SYSTEM
02-31_2-00 GENERAL
General

Description
Abnormal operation
02-31_2-20 AURAL WARNING

General
Description
List of aural warnings
System protection
Abnormal operation
02-31_3 IND & REC
02-31_3-00 DFDR / CVR

General
Description
System protection
Abnormal operation
02-31_4 IND & REC
02-31_4-00 VIDEO WINDOW (OPTIONAL)

VIDEO window description
VIDEO window operation
Abnormal operation

02-31-00 F2000EX EASY
ATA 31 IND & REC
PAGE 4 / 4 CODDE 1
TABLE OF CONTENTS
ISSUE 20 DGT94085

F2000EX EASY 02-31-05
ATA 31 IND & REC
CODDE 1 PAGE 1 / 2
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
This chapter describes :

- ATA 31_1 : The Display Units
- ATA 31_2 : the Crew Alerting System (CAS),
- ATA 31_3 : the Digital Flight Data Recorder (DFDR) and the Cockpit Voice Recorder (CVR).
- ATA 31_4 : the optional VIDEO window.

02-31-05 F2000EX EASY
ATA 31 IND & REC
PAGE 2 / 2 CODDE 1
GENERAL
ISSUE 20 DGT94085

F2000EX EASY 02-31_1-00
ATA 31_1 IND & REC – DISPLAY UNIT
CODDE 1 PAGE 1 / 2
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
The pilots can read the graphical information on:

- 2 Primary Display Unit (PDU),
- 2 Multifunction Display Unit (MDU),
- 1 Head Up Display (HUD) - optional.
PDU and MDU have two modes of operation – normal and reversion. In their normal mode,
they provide exceptional flexibility of display combinations with multiple methods of data input
and display. They greatly decrease flight crew workload and enhance situational awareness
as compared to traditional systems. Reversionary modes provide sufficient displays and input
methods to maintain appropriate cockpit discipline.
EASy uses various windows on PDU and MDU to interface with the onboard navigation
systems.
In normal configuration, the PDU shows:
- IPFD: integration of ADI and HSI in a same display area, and in option, Synthetic Vision
System (SVS),
- ENG-CAS window,
- 1/6 configurable window: ENG-TRM-FUEL, RADIOS, SENSORS, TRAFFIC.
In normal configuration, each MDU may show up to 4 windows, including:
- I-NAV (navigation display, vertical situation display, optional uplink weather and XM
graphical weather),
- Waypoint LIST (WPT LIST),
- Flight Management Window (FMW),
- Jeppesen © Charts (CHARTS) - optional,
- SYNOPTICS pages,
- AVIONICS pages,
- Communication Management Function / Airborne Flight Information System (CMF/AFIS) -
optional,
- MAINT (maintenance data),
- Electronic CheckList (ECL),
- VIDEO – optional.
The HUD displays flight data in an ADI-like and an HSI, this display automatically changes,
depending on the phase of flight.
In option, the HUD can display the Enhanced Flight Vision system (EFVS), a video that
overlay the standard display.

02-31_1-00 F2000EX EASY
ATA 31_1 IND & REC – DISPLAY UNIT
PAGE 2 / 2 CODDE 1
GENERAL
ISSUE 20 DGT94085

F2000EX EASY 02-31_1-10
CODDE 1 PAGE 1 / 48
PDU - ADI (EASY II)
DGT94085 ISSUE 20
GENERAL
The Attitude Direction Indicator (ADI) displays the primary data the pilot needs to fly the
airplane.
FIGURE 02-31_1-10-00 - ADI WINDOW
The pilot can see on the ADI:

- Flight Mode Annunciator (FMA),
- Airplane path, attitude and associated symbols,
- Annuciations: FMS, approach, HUD, EGPWS
- Airspeed tape,
- Atltitude tape,
- Vertical Speed tape
- Failures flags, reversion annunciations, miscompare flags.
NOTE
RNP AR approach is described in this sub-section but is not yet available.

02-31_1-10 F2000EX EASY
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PDU - ADI (EASY II)
ISSUE 20 DGT94085
FLIGHT MODE ANNUNCIATOR
The FMA displays the Pilot Flying (or coupled side), the armed and active AFCS modes, the
AutoPilot (AP) status, and the AutoThrottle (AT) status and modes.
FIGURE 02-31_1-10-01 - FMA
AP STATUS
When the AutoPilot is engaged, is displayed. When Touch Control Steering is activated,
replaces .
If the AutoPilot is disengaged, will flash until acknowledged by the pilot by pressing the
AP pushbutton or quick disconnect pad, then is removed.
If autopilot is not active, the field will only display a green arrow (pilot flying side).
ACTIVE LATERAL AND VERTICAL MODES
When AutoPilot is engaged in basic mode, and are displayed at their

activation.
Upon automatic mode transitions with AP engaged, the mode flashes in reverse video for
ten seconds and then is displayed in normal video. Note that if the AP is not engaged, the
mode flashes in normal video for ten seconds. Upon manual mode transition, the mode does
not flash.
Lateral and vertical references are displayed in magenta, next to the active lateral and
vertical modes.
 Refer to section 02-22A for or more information.

F2000EX EASY 02-31_1-10
CODDE 1 PAGE 3 / 48
PDU - ADI (EASY II)
DGT94085 ISSUE 20
ACTIVE LATERAL AND VERTICAL MODE ANNUNCIATIONS
ACTIVE LATERAL MODES ACTIVE VERTICAL MODES
LNAV VCLB
ROL VGP
HDG/TRK VASL
LOC VALT
B/C VPTH
LSBA (LPV option) PATH
ADM (ADM option) ASEL
ALT
PROT
CLB
VS
GA
G/S
WSHR
T/O
VSBA (LPV option)
ADM (ADM option)
ARMED LATERAL AND VERTICAL MODE ANNUNCIATIONS
ARMED LATERAL MODES ARMED VERTICAL MODES

LNAV VNAV
LOC G/S
B/C VGP
LSBA (LPV option) VSBA (LPV option)

02-31_1-10 F2000EX EASY
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PDU - ADI (EASY II)
ISSUE 20 DGT94085
AUTOTHROTTLE STATUS
When the AutoThrottle is engaged, is displayed. If AutoThrottle is not engaged, the box
is blanked.
If the AutoThrottle is disengaged normally, the “A/T” flash amber background with black text
to amber text black background for 10 seconds or until acknowledged by the crew member.
If the AutoThrottle is disengaged abnormally, the "A/T" flashes amber background with black
text for as long as the condition exists or acknowledged by the crew member.
The A/T annunciation is displayed in cyan when AutoThrottle state is armed. Both armed
and active A/T anunciation is displayed at the same location.
AUTOTHROTTLE MODES
The active mode, being either “SPD” or “N1”, is displayed to the right of “A/T” as shown in
Figure 02-31_1-10-01. The active mode is same color-coded as the auto-throttle status. If
the AutoThrottle is disengaged, the active mode is displayed in green text on black
background.
AUTOTHROTTLE SUB-MODE OR N1 LIMIT MODE
The AutoThrottle sub-mode or N1 limit mode is displayed below the active mode. The
AutoThrottle sub-mode has priority over the active N1 limit mode.
When the speed limit sub-mode is activated, the LIM annunciation is displayed in amber
(reverse video). When active, the annunciation flashes for 10 seconds.
When automatic descent sub-mode is activated, the ADM annunciation is displayed in
amber (reverse video). When active, the annunciation flashes for 10 seconds (ADM is an
option).
The active N1 limit mode is displayed in green. One of the following can be displayed for the
active limit: “FXCLB”, “CRU” or “RTR”.
EXCITEMENT ANNUNCIATION
The excitement annunciation is displayed white text on semi transparent background with a
marquee border until the excitement condition is resolved.

F2000EX EASY 02-31_1-10
CODDE 1 PAGE 5 / 48
PDU - ADI (EASY II)
DGT94085 ISSUE 20
AIRPLANE PATH, ATTITUDE AND ASSOCIATED SYMBOLS
ZPRL Airplane
symbol
Track reference
symbol
Heading
reference
Selected track symbol
symbol
Acceleration
Chevron VPRL
Flight path
Thrust Director symbol
symbol
Flight Director
symbol
FIGURE 02-31_1-10-02 - PFD LAYOUT

02-31_1-10 F2000EX EASY
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PDU - ADI (EASY II)
ISSUE 20 DGT94085
ZERO PITCH REFERENCE LINE
FIGURE 02-31_1-10-03 - ZERO PITCH REFERENCE LINE
The Zero Pitch Reference Line (ZPRL) provides the zero pitch datum reference and
separates the sky (pitch up) and the ground (pitch down) areas for the ADI pitch scale.
The ZPRL is hidden inside the airspeed, altitude and vertical speed scales.
The ZPRL movement is limited so that regardless of the airplane represented attitude (pitch
or roll), the pitch up (sky) and pitch down (ground) part of the ADI scale always remain
visible and can clearly be identified.
Heading and track symbols are displayed on the ZPRL using heading and track from the
displayed IRS source. The ZPRL heading and track symbols are removed if the FPS is not
displayed (invalid or removed). When the heading symbol reaches its lateral limit as defined
in Figure 02-31_1-10-05, the heading symbol becomes “ghosted”.
Selected heading symbol / track symbol is displayed on the ZPRL according to heading /
track selection on the guidance panel. The ZPRL selected heading symbol is a white double
rectangle shape. The ZPRL selected track symbol is a white double triangle shape.
Those symbols have the same limits as the ZPRL heading and track symbols as defined in
Figure 02-31_1-10-06. When those symbols reach the limit they are removed from the
display.
FIGURE 02-31_1-10-04 - SELECTED TRACK, TRACK AND HEADING SYMBOLS

F2000EX EASY 02-31_1-10
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PDU - ADI (EASY II)
DGT94085 ISSUE 20
When the ZPRL reaches its specified limit, the ADI scale continues to provide the proper
pitch, roll and FPS indication but the ZPRL is no longer set at the 0º datum of the pitch
scale. In such case, the ZPRL main line is displayed with dashes (ghosted) there is no more
gap in the ZPRL.
FIGURE 02-31_1-10-05 - ZERO PITCH REFERENCE LINE SATURATION
The following figure defines the various symbol limits
FIGURE 02-31_1-10-06 - SYMBOL LIMITS

02-31_1-10 F2000EX EASY
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PDU - ADI (EASY II)
ISSUE 20 DGT94085
AIRPLANE SYMBOL
FIGURE 02-31_1-10-07 - AIRPLANE SYMBOL
The attitude reference airplane symbol is a fixed object displayed in the center of the ADI
sphere. The symbol is displayed in yellow and is used in conjunction with the attitude pitch
tape to reflect airplane pitch.
When the Flight Path Symbol (FPS) is not displayed (invalid or removed during excessive
attitudes) the airplane symbol is en larged in size and a center dot is added.
FLIGHT PATH SYMBOL (FPS)
Fligh Path Symbol
FIGURE 02-31_1-10-08 - FLIGHT PATH SYMBOL (FPS)
The Flight Path Symbol (FPS) is displayed in green. The FPS provides a representation of
the airplane inertial flight path angle as well as its drift angle.
If the on-side flight director is displayed, the center dot in the FPS is removed.
The FPS movement is limited so that it is always visible and does not interfere with other
primary flight data. The FPS vertical limit is the same in rose mode versus arc mode. The
FPS limits is set as shown on Figure 02-31_1-10-06. When the FPS is limited it is ghosted.
NOTE
The FPS indicated on the Secondary Flight Display is an airmass flight path angle.
 Refer to Chapter 03 / Technical Information Pages (TIP) for or more information.

F2000EX EASY 02-31_1-10
CODDE 1 PAGE 9 / 48
PDU - ADI (EASY II)
DGT94085 ISSUE 20
RADIO ALTITUDE READOUT
FIGURE 02-31_1-10-09 - RADIO ALTITUDE READOUT
The radio altitude is displayed in green digits under the FPS with the range of -20 to +2,500
feet. Below -20 ft, the display remains at -20; above 2,500 ft the indication is removed.
ACCELERATION CHEVRON (AC)
FIGURE 02-31_1-10-10 - ACCELERATION CHEVRON
The flight path Acceleration Chevron (AC) is displayed green and referenced to the Flight
Path Symbol (FPS). When alongside the FPS, the AC represents a zero acceleration along
flight path. When the AC is above the FPS, the airplane is accelerating. When the AC is
below the FPS, the airplane is decelerating.
FLIGHT DIRECTOR (FD)
FIGURE 02-31_1-10-11 - FLIGHT DIRECTOR
The Flight Director (FD) is displayed in magenta. It is referenced to the Flight Path Symbol
(FPS) and represents the path to be followed, as calculated by the AFCS.
When in HUD2 or HUD3 approach, the FD is computed by the HGS (HUD computer). In that
case a HUD2 or HUD3 symbol is displayed at the top of the ADI (amber or green).
It can be removed by pressing twice the FD / TD pushbutton on the GP.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
THRUST DIRECTOR (TD)
FIGURE 02-31_1-10-12 - THRUST DIRECTOR
The Thrust Director (TD) provides speed guidance for speed manual holding.
TD is displayed in magenta and is referenced to the Acceleration Chevron (AC). The
guidance given by the TD is followed by adjusting the engines power to put the AC in front of
the TD.
It can be removed by pressing one time the FD / TD pushbutton on the GP.
ROTATION SYMBOL (ROS)
FIGURE 02-31_1-10-13 - ROTATION SYMBOL (ROS)
The ROtation Symbol (ROS) is a magenta symbol displayed Wheight On Wheel (WOW) in
the lower part of the ADI.
For F2000EX EASy, F2000DX and F2000LX, ROS is displayed 11° below the attitude
reference (airplane symbol).
For F2000S and F2000LX-M5000, ROS is displayed 14° below the altitude reference
(airplane symbol).
The HSI will be pushed down, to make the pitch symbol visible during the Take Off phase
At rotation, the pilot must pull up until this symbol is superimposed with the horizon bar,
which means the lift off pitch attitude is correct. It is removed three seconds after lift off.
AOA PATH LIMIT SYMBOL
FIGURE 02-31_1-10-14 - AOA PATH LIMIT SYMBOL
The position of the Angle Of Attack (AOA) path limit symbol is linked to the FPS position.
When the FPS reaches the AOA limit symbol the "STALL” aural warning is triggered.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
The AOA path limit symbol is displayed when:

- Airmass AOA is greater than the AOA limit (based upon flaps configuration),
- Windshear is detected.
The AOA symbol is removed when:

- FPS is not displayed,
- Windshear is no longer active,
- Current AOA is less than the AOA limit (based upon flaps configuration).
ATTITUDE PITCH TAPE
FIGURE 02-31_1-10-15 - ATTITUDE PITCH TAPE
The pitch scale is positioned so that the center of the aircraft symbol as represented on the
figure indicates a measure of the pitch angle for the IRS selected for display.
The attitude pitch tape can display 35 degrees of field of view, and values between 0 and
± 90 degrees.
The tape also moves with the roll scale with the horizon line as the rotating point.
Red chevron pointing toward the attitude recovery (ZPRL, 0 pitch reference) is presented for
large pitch values (less than -20º for pitch down, greater than 30º for pitch up) so that at
least one chevron remains visible for those large attitudes.
PITCH COMPRESSION
When the FPS reaches the vertical limit defined in Figure 02-31_1-10-06, the pitch scale is
compressed to keep a true FPS indication. When compression is active, the FPS is
displayed yellow.
The maximum compression factor is 4 beyond this value the FPS is removed to indicate that
the value of the FPS is no longer on the pitch tape. Once the compression factor is less than
4 the tape expands back to normal.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
The FPS is ghosted when the compression rate is frozen at 4 and in windshear condition the
tape remains compressed and the FPS is ghosted. Once the FPS is ghosted it no longer
indicates the correct position, however, it continues to correctly show a climbing or
descending state.
FIGURE 02-31_1-10-16 - FPS DURING PITCH COMPRESSION

The following symbols are not affected by compression:
- Flight Director (FD),
- Thrust Director (TD),
- AOA path limit symbol,
- Acceleration Chevron (AC).
The following symbols are affected by the compression factor:

- TCAS path targets,
- Flight Path Symbol (FPS),
- Rotation Symbol (ROS)
When the pitch scale is compressed by more than 10%, the intermediate pitch markers
between the ZPRL and the 5 º pitch down markers is removed. When the pitch scale is
compressed by more than 2, the intermediate 5º pitch marks (5, 15, 25...) are removed.
VERTICAL PATH REFERENCE LINE (VPRL)
FIGURE 02-31_1-10-17 - VERTICAL PATH REFERENCE LINE (VPRL)
When an approach vertical deviation is displayed (vertical deviation or flag on the right side
of the ADI), a Vertical Path Reference Line (VPRL) is added to the pitch scale which
represents the path of the selected approach provided by the FMW.
The VPRL is composed of 2 cyan strings of 4 dots centered on the pitch scale separated by
a gap. The gap in the middle is such that the -5 deg pitch scale can ride through it.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
ROLL SCALE AND POINTER
FIGURE 02-31_1-10-18 - ROLL SCALE AND POINTER
The roll scale displays the roll angle of the airplane. The tick marks on the scale represent
respectively ± 10, ± 20, ± 30 and ± 60 degrees; three inverted triangles represent 0 and ± 45
degrees.
SLIP / SKID INDICATOR
FIGURE 02-31_1-10-19 - SLIP / SKID INDICATOR
The bottom half of the roll pointer indicates the slip / skid, relatively to lateral acceleration.
Normally displayed in white, it turns amber when the lateral acceleration is too high.
LOW BANK LIMIT ARC
FIGURE 02-31_1-10-20 - LOW BANK LIMIT ARC
The low bank limit arc (± 15°) indication is displayed:

- Automatically when in HDG/Track and crossing 32,600 ft in climb,
- When low bank is selected in AFCS tab of avionics window.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
BARO M OR RA DH READOUT
FIGURE 02-31_1-10-21 - BARO M READOUT
The BAROmetric Minimum (BARO M) readout is displayed in white and is located on the
lower right corner of the attitude display.
The Radio Altimeter Decision Height (RA DH) readout is displayed in white at the same
location than the BARO M indication.
TCAS PATH TARGET
FIGURE 02-31_1-10-22 - RA SYMBOL
The Resolution Advisory (RA) symbol is separated in two parts:

- Corrective area: symbol is a dynamic green “fly to” zone. To avoid the collision, the FPS
must be maintained in the middle of this symbol until end of the RA.
- Preventive area: symbol is a trapezoidal shape. The FPS must be maintained out of this
area.
 Refer to sub-section 02-34_13-00 XPDR / TCAS for more information.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
HEADING SCALE
The heading scale is displayed on the ZPRL only in a two DU configuration and when the
PNF has removed the HSI.
The ZPRL scale has tick marks every 10° with two digits readout representing heading
values. This scale is positioned such that the heading symbol is correctly located on the
scale and is set to reference MAG or TRU heading values as control by the cross-side.
If the heading or track pointers are removed, the ZPRL heading scale is also removed.
FIGURE 02-31_1-10-23 - TWO DU ADI CONFIGURATION
The pitch limit is set as indicated by the figure below.
FIGURE 02-31_1-10-24 - SYMBOL LIMITS IN TWO DU CONFIGURATION

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
ANNUNCIATIONS
MARKER BEACONS
The marker beacon information is received from the radios. The inner, middle and outer
marker beacons are displayed at the same location: upper right corner of the attitude
display.
FIGURE 02-31_1-10-25 - IM MM OM INDICATION LOCATION
The inner marker is indicated by a white IM text and white outline box.
The middle marker is indicated by an amber MM text and amber outline box.
The outer marker is indicated by a cyan OM text and cyan outline box.
When a low to high transition is seen from the appropriate marker beacon, the marker
beacon flashes normal video to blank for 15 seconds then steady.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
EGPWS ANNUNCIATION
FIGURE 02-31_1-10-26 - WINDSHEAR INDICATION
The EGPWS messages (WINDSHEAR, PULL UP, and GND PROX) are displayed in the
same field of ADI. In order of decreasing priority the messages are:
- WINDSHEAR ,
- following a terrain warning alert or a ground proximity warning,
- following a terrain caution alert or a ground proximity caution,
- WINDSHEAR.
The STP indication, on the left of the roll pointer, indicates that the EGPWS steep approach
mode is selected.
FIGURE 02-31_1-10-27 - STP ANNUNCIATION

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
FMS ANNUNCIATION
FIGURE 02-31_1-10-28 - FMS ANNUNCIATION
flashes white on ADI top right corner to warn the pilot 1 minute before any change in
vertical path.
shows on ADI top right when the airplane is within 30 NM range from the airport, on
either departure or arrival.
replaces when the airplane is 2 NM inbound FAF and:
- The pilot has selected a FMS based approach,
- FMS is the active navigation source,
- does not show on HSI.
At go-around, will replace when over flying MAP (Missed Approach point)
FIGURE 02-31_1-10-29 - FMS ANNUNCIATION LIMITS

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
RNP AR ANNUNCIATION (PENDING CERTIFICATION)
FIGURE 02-31_1-10-30 - RNP ANNUNCIATION
RNP AR annunciations are displayed below APP or TERM annunciations.

As soon as a RNP approach has been selected in the FMW (Arrival POF / Landing data
tab), an RNP annunciation is displayed:
RNP (0.XX) is displayed before the IAF of the approach when RNP AR is selected in the
FMW / Arrival POF / Landing data tab.
RNP (0.XX) is displayed from the IAF of the landing when RNP AR is selected, LNAV
and VNAV modes are active.
RNP (0.XX) is displayed from the IAF of the landing when RNP AR is selected and RNP
approach is not available (flashing 10 s after transition).
RNP (-.--) is displayed if the selected approach RNP source is not valid (flashing 10 s
after transition).
0.XX is the final approach RNP value as chosen in the App Cat menu from the FMW /
Arrival POF / Landing data tab
LPV ANNUNCIATION (OPTIONAL)
LPV annunciation is displayed below APP or TERM annunciation.

As soon as a LPV approach has been selected in the FMW, a LPV annunciation is
displayed:
LPV XXXX is displayed if distance to destination is greater than 100 NM and the FAS is
correctly loaded.
LPV XXXX is displayed if distance to destination is lower than 100 NM and LPV is
available.
LPV XXXX is displayed if distance to destination is lower than 100 NM and LPV is
unavailable.
XXXX is the FAS identifier of the LPV approach, e.g. W09L.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
HUD ANNUCIATIONS
FIGURE 02-31_1-10-31 - IDLE, FLARE, APPR WARN ANNUNCIATIONS

, , and , are displayed in specific conditions. and
are displayed flashing for 10 sec then they are steady.
have priority over and .
HUD2 or HUD 3 is displayed in green if the CAT2/3 conditions are valid. It is displayed in
amber if the conditions are not valid and radio altitude is above 200 ft. It is displayed in red if
the conditions are not valid and the radio altitude is below 200 ft.
HUD white annunciation is displayed to indicate the flight director is being driven by the HGS
and not AFCS.
MINIMUMS ALERT
The minimums descent altitude indication is the same for RA DH indication than for
BARO M indication.
When approaching minimums a semi transparent window is displayed and when at
minimum, an amber MINIMUMS is displayed inside the semi transparent window.
FIGURE 02-31_1-10-32 - MINIMUMS ALERT

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
DEVIATION
VERTICAL DEVIATION
The vertical deviation is displayed on a static vertical deviation located to the left of the
altitude tape.
Vertical deviation scale
The vertical deviation scale is displayed on a static vertical deviation located to the left
of the altitude tape.
deviation
VNAV
FIGURE 02-31_1-10-33 - VERTICAL DEVIATION SCALE VALUES
The vertical deviation is displayed in white when there is a valid vertical deviation from
FMS or from the radio navigation.
Depending on the navigation source, the vertical deviation scale is defined in path
angular deviation or in feet altitude deviation. A dedicated pointer is displayed for each
navigation mode.
■ Radio navigation source
When in radio navigation source (G/S or GPS LPV if installed), the vertical deviation
scale is defined in angular deviation.
Each dot on the scale represents respectively:
Scale Values
Second dot up + 0.24 × Glide path angle
First dot up + 0.12 × Glide path angle
Zero Glide path angle
First dot down - 0.12 × Glide path angle
Second dot down - 0.24 × Glide path angle

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
■ FMS navigation source
When in FMS navigation source (VGP, VNAV) the vertical deviation scale is defined
in altitude deviation.
Each dot on the scale means different values depending of the flight of phase
computed by FMS:
• Approach phase of flight
Approach phase of flight begins at 2 NM from Final Approach Fix.
Scale Values
Second dot up + 150 ft
First dot up + 75 ft
Zero 0 ft
First dot down - 75 ft
Second dot down - 150 ft
• Outside Approach phase of flight
Scale Values
Zero 0 ft
CAUTION
The same scale is displayed for radio-navigation source and FMS navigation source,
but depending of the pointer dots mean differents values.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
FMS vertical pointer
VNAV VGP
FIGURE 02-31_1-10-34 - FMS VERTICAL DEVIATION POINTERS
The FMS VNAV vertical deviation pointers are displayed when the FMS CDI is
selected for displayed on the HSI and a vertical deviation is associated to a VNAV
descent.
The FMS VGP vertical deviation pointer is displayed when the approach category
selected in the FMW is LNAV / VGP, RNP, LOC or B/C, the FMS CDI is displayed on the
HSI and a vertical deviation is associated to a VGP descent.
If the FMS CDI is removed, the vertical deviation pointer (VNAV or VGP) is removed.
If the deviation value is outside the limits of the scale, the pointer is parked at the
appropriate end of the scale with half of the pointer out of view.
On the PF’s side the FMS vertical deviation pointers are displayed in cyan if the vertical
mode is armed, in magenta if the vertical mode is active, else in white.
On the PNF’s side the FMS vertical deviation pointer are displayed in cyan if the vertical
mode is armed and the FMS are operating in synchronous mode, in magenta if the
vertical mode is active and the FMS are operating in synchronous mode, else in white.
G/S vertical deviation pointer
FIGURE 02-31_1-10-35 - G/S VERTICAL DEVIATION POINTER
The G/S deviation pointer is displayed if the VOR CDI is selected for display on the HSI,
the radio is tuned to LOC and there is a valid G/S deviation.
If the G/S mode is active the pointer is displayed in magenta, if the G/S mode is armed
the pointer is displayed in cyan, else the pointer is displayed in white.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
LPV vertical deviation pointer (A/C with LPV option)
FIGURE 02-31_1-10-36 - LPV VERTICAL DEVIATION POINTER
The LPV vertical deviation pointer is displayed when the approach category selected in
the FMW is LPV, the SBA CDI is displayed on the HSI, and there is a valid LPV SBAS
identifier from the displayed GPS.
If the SBA CDI is removed, the vertical deviation pointer is removed.
On the PF’s side the LPV pointer is displayed in cyan if the armed FD vertical mode is
VSBA, in magenta if the active FD vertical mode is VSBA, else in white.
On the PNF’s side the LPV pointer is displayed in magenta if the vertical active mode is
VSBA and the LPV SBAS identifier are the same on both side, in cyan if the vertical
armed mode is VSBA and the LPV SBAS identifier are the same on both side, else in
white.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
LATERAL DEVIATION
During approaches, an indication of the lateral deviation of the airplane with respect to
the desired lateral track is displayed above the HSI and location is linked with the HSI
(moves down with HSI).
LOC Lateral deviation scale and pointer
FIGURE 02-31_1-10-37 - LOC LATERAL DEVIATION SCALE AND POINTER
The LOC lateral deviation scale and pointer are displayed when the approach category
selected in the FMW is CAT1, CAT2/HUD2, HUD3, LOC, B/C, and the VOR CDI is
selected and the displayed NAV is tuned to LOC.
If the active lateral mode is LOC or B/C and tuned to LOC, the pointer is displayed in
magenta. If the armed lateral mode is LOC or B/C the pointer is displayed in cyan, else
white.
LPV lateral deviation scale and pointer (A/C with LPV option)
FIGURE 02-31_1-10-38 - LPV LATERAL DEVIATION POINTER
The LPV lateral deviation scale and pointer are displayed when the approach
category selected in the FMW is LPV, a SBA CDI is selected and there is a valid LPV
SBAS identifier from the GPS.
On PF’s side, the LPV pointer is displayed in cyan if the armed FD lateral mode is VSBA,
in magenta if the active FD lateral mode is VSBA, else in white.
On PNF’s side, the LPV pointer is displayed in magenta if the lateral active mode is
VSBA and the LPV SBAS identifier are the same on both sides, in cyan if the lateral
armed mode is VSBA and the LPV SBAS identifier are the same on both sides, else in
white.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
RNP lateral deviation scale and pointer (pending certification)
FIGURE 02-31_1-10-39 - RNP LATERAL DEVIATION SCALE AND POINTER
The RNP lateral deviation scale and pointer are displayed when the FMS is selected as
navigation source with a valid RNP selection and the airplane is flying from the IAF to the
landing or to the end of the missed approach procedure.
RNP lateral deviation pointer is displayed in white if LNAV is not armed or engaged and
TSE ≤ current RNP, in cyan if LNAV is armed and TSE ≤ current RNP and in magenta if
LNAV is engaged and TSE ≤ current RNP.
If RNP lateral deviation pointer exceeds the dots boundary (TSE > current RNP), lateral
deviation scale and pointer are displayed in amber and RNP pointer flashes during 10
seconds at the transition to amber.
Non RNP FMS lateral deviation scale and pointer
The non RNP FMS lateral deviation scale and pointer are displayed when FMS is
selected as navigation source, the approach category selected in the FMW is
LNAV / VGP and the FMS VGP vertical deviation pointer is displayed.
The non RNP FMS lateral deviation pointer is displayed in white if LNAV is not armed or
engaged, in cyan if LNAV is armed and in magenta if LNAV is engaged.
FIGURE 02-31_1-10-40 - NON RNP FMS LATERAL DEVIATION SCALE AND POINTER

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
EXCESSIVE DEVIATION INDICATOR
Lateral excessive deviation indicator
If the navigation source is LOC and tuned to LOC, the lateral excessive deviation
indicator is displayed as triangle when the proper condition exists (refer to figure below).
In CAT2, HUD2 or HUD3 modes, if the lateral deviation is exceeding a pre-determined
value, an amber (above 200 ft RA) or red (below 200 ft RA) triangle is displayed to
perform an appropriate correction (the correction direction is indicated by the arrow
direction).
Vertical excessive deviation indicator
If the active navigation source is LOC and tuned to LOC, the vertical deviation excessive
indication is displayed as triangles when the proper condition exists (refer to figure
below).
In CAT2, HUD2 or HUD3 modes, if the vertical deviation is exceeding a pre-determined
value, an amber (above 200 ft RA) or red (below 200 ft RA) triangle is displayed to
perform an appropriate correction (the correction direction is indicated by the arrow
direction). It takes between 2 and 4 seconds for the triangle to be displayed depending on
the RA.
FIGURE 02-31_1-10-41 - EXCESSIVE DEVIATION TRIANGLES
A CAT 2 excessive indication is displayed from one dot deviation of LOC or GS.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
AIRSPEED TAPE
FIGURE 02-31_1-10-42 - AIRSPEED TAPE
AIRSPEED TAPE SCALE
The airspeed tape scale is limited from 30 to 900 kt, with white tick marks indicating every
10 kt.
When the data is deemed invalid, a is displayed on the tape and all the information is
removed.
FIGURE 02-31_1-10-43 - AIRSPEED TAPE INVALID

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
SPEED REFERENCE POINTER AND ROLLING DIGITS
The airspeed readout is normally displayed in green.
FIGURE 02-31_1-10-44 - AIRSPEED READOUT
It is displayed in amber reverse video when indicated airspeed is less than or equal to the
low speed cue.
FIGURE 02-31_1-10-45 - AMBER AIRSPEED READOUT
It is displayed in red reverse video when:

- Indicated airspeed is less than or equal to the stall warning speed and not WOW,
- Indicated airspeed is greater than or equal to VMO,
- Indicated airspeed is greater than or equal to the Vconstraint.
FIGURE 02-31_1-10-46 - RED AIRSPEED READOUT

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
SELECTED AIRSPEED REFERENCE (SPEED OR MACH)
The selected airspeed reference display is a digital readout and reference icon located at
the top of the airspeed tape.
FIGURE 02-31_1-10-47 - AIRSPEED REFERENCE
A speed reference icon can be:

- : MAN,
- : FMS,
- : tear-drop display when MAN / FMS speed < Low Speed Cue + 5 kts or
MAN / FMS speed > VMO - 5 kts (AFCS),
- : TOGA.
If SPEED MAN is selected on the GP:
- The manual speed reference is displayed in magenta, except when in T/O or GA mode
(TOGA magenta triangle displayed) or when AFCS reference is active (magenta tear
drop displayed).
If SPEED FMS is selected on the GP:
- The GP readout is dashed and SPEED rotary knob is inhibited.
- The FMS speed reference is displayed in magenta, except when in T/O or GA mode
(TOGA magenta triangle displayed) or when AFCS reference is active (magenta tear
drop displayed) or when Automatic Descent Mode (option) is active (manual speed
reference is displayed but cannot be changed with SPEED rotary knob). At power up,
the speed bug in MAN defaults to 80 kt.
Both IAS and MACH selected bugs have the same color scheme.
IAS selected airspeed is limited from 80 to 400 kt with the resolution of 1 kt. When the IAS is
at maximum speed, the digits are replaced by the characters.
Mach selected airspeed is limited from Mach 0.40 to 0.99 with the resolution of .01 Mach.
When the Mach is at maximum, the digits are replaced by the characters.
When the data is invalid, the readout is amber dashed ( ).

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
Manual speed bug
If the selected airspeed knob on the guidance panel indicates MAN, the manual spee bug
is magenta except when in T/O or GA mode, in this case manual bug displayed in cyan.
FMS SPEED selection removes the MAN bug except when ADM (option) is active.
The speed bug is set to the position corresponding to the IAS selected airspeed, using
the SPEED knob on the GP when in MAN position. If the selected airspeed is beyond the
range of the displayed airspeed, the bug is displayed at the appropriate end of the tape
with half of the bug out-of-view.
FIGURE 02-31_1-10-48 - MANUAL SPEED BUG
FMS speed bug
If the selected airspeed knob on the guidance panel indicates MAN, the FMS speed bug
is white. If the selected airspeed knob on the guidance panel indicates FMS, the FMS
speed bug is magenta, except when in T/O or GA mode or when ADM is active, where
bug is cyan.
The FMS speed bug is placed at the position corresponding to the FMS speed. If the
airspeed is beyond the range of the displayed airspeed, the bug is displayed at the
appropriate end of the tape with half of the bug out-of-view.
FIGURE 02-31_1-10-49 - FMS SPEED BUG
NOTE
For any system failure that implies a speed limitation, this limitation may not be honored by
FMS speed. FMS speed must be deselected if not within speed envelope.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
TOGA speed bug
The TOGA bug is represented by an upward pointing triangle. It is displayed when in T/O
or GA mode.
The TOGA bug (displayed in magenta) when is active, has priority on MAN and FMS
speed bugs (displayed in cyan).
LONGITUDINAL ACCELERATION AND MACH READOUT
FIGURE 02-31_1-10-50 - LONGITUDINAL ACCELERATION AND MACH READOUT
The longitudinal acceleration is located at the bottom of the airspeed tape when on ground.
It is displayed in green and has a range of ± .99. On ground, when the data is invalid, the
readout is replaced by . The flag is removed when in flight if the data is still
invalid.
The Mach readout is displayed at the bottom of the airspeed tape when in flight. It is
displayed in the same colors as the airspeed digits and has a range of .400 to .998 Mach. It
is displayed when MACH is greater than .450 Mach and is removed below .400 Mach.
When Mach is invalid, the readout is amber dashed ( ).
NOTE
The displayed Mach is an indicated Mach. The true Mach shall be calculated with the correction
table provided by the AFM.
AIRBRAKES ANNUNCIATION
FIGURE 02-31_1-10-51 - AIRBRAKES ANNUNCIATION

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
The airbrakes annunciation or are displayed vertically on the airspeed tape in green
reverse video in normal situations. .This indication is displayed in red reverse video if the
CAS message due to AB1 or AB2 is enabled. This indication is displayed in
amber reverse video if the commanded position does not match the actual position.
V-SPEED READOUT AND BUGS
FIGURE 02-31_1-10-52 - V-SPEED BUG

The V-speed digital readout is displayed in white in the upper left corner of the attitude
display. The digital readouts of V1 and V2 are only displayed on-ground. If the data are sent
and invalid, the digital readout is replaced by amber dashes ( V1).
Takeoff V-speed bugs are V1, V2, VFR and VFT. The bugs are displayed in white alongside
the airspeed tape, at the corresponding airspeed. The bug values are displayed when the
soft key is depressed in the departure POF of the FMW (T/O data).
Landing V-speed bugs are VAP and VRF. The bugs are displayed in white alongside the
airspeed tape, at the corresponding airspeed. The bug values are displayed when the
soft key is depressed in the arrival POF of the FMW (LDG data tab).
AIRSPEED LIMITATION
Depending on the airplane configuration, a red tape is displayed at the top of the speed
scale to prevent overspeed when flaps are extended or in case of failures that might lower
speed limitations (pitch feel fail, aileron feel fail, etc.). This tape may therefore correspond to
speed lower than VMO / MMO.
In this case, the manual speed bug can still be positioned above the airspeed limitation bar.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
FIGURE 02-31_1-10-53 - AIRSPEED LIMITATION ON THE ADI SPEED SCALE
The airspeed limitationt is displayed in red as a thermometer that extends from the top of the
VMO / MMO thermometer to the Vconstraint value. It is based on the following conditions:
CONDITION V CONSTRAINT VALUE

CLEAN No constrained
SF1 200 kt
SF2 190 kt
SF3 180 kt
CAS message FIRE ENG .. enabled 250 kt
CAS message FIRE APU enabled 250 kt
0.80 Mach
CAS message MACH TRIM FAIL enabled
with AP disengaged
CAS message PITCH FEEL enabled 0.76 Mach or 260 kt
CAS message AUTO SLATS enabled 270 kt
For F2000EX EASy, F2000DX and F2000LX:

- CAS message UNWANTED SLATS enabled
200 kt
For F2000S and F2000LX-M5000:
- CAS message UNWANTED OUTB SLATS enabled
One hydraulic system ( HYDR #1 ENG 1+2PUMP

0.76 Mach or 260 kt
or HYDR #2 PUMP ) is enabled
Gear is down locked 245 kt

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20

Gear not locked (down or up) 190 kt
NOTE
The conversion of mach to IAS is done using a linear equation.
TREND VECTOR
FIGURE 02-31_1-10-54 - TREND VECTOR

The airspeed trend vector is displayed above or below the IAS readout according to the
acceleration or deceleration of the airplane.
Low Speed Cues (LSC)
The normal flight envelope for the airplane is above the Low Speed Cue (LSC).
This LSC is computed using weight from the FMS (high altitude only) the pressure
altitude (high altitude only) from the onside selected ADS, and taking in account the
airplane configuration (CLEAN, SF1, SF2, SF3).
Low Speed Cue low altitude is filtered to ensure the AFCS can use it as a stable target
for speed protection. When AutoPilot is Off, LSC computation comprises a load factor
compensation (LSC is not affected by load factor). When AP is engaged, LSC
computation is not compensated in load factor during turns, aiming at keeping a margin
between LSC and Stall warning. This margin allows speed protection to be more efficient.
Stall warning cue
The stall warning cue is displayed in red. It gives indication of the stall speed according to
the airplane configuration.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
FIGURE 02-31_1-10-55 - LOW SPEED CUES
VMO / MMO THERMOMETER
The VMO / MMO thermometer is displayed as a barber pole (red with white stripes). It
extends from the VMO value to the top of the airspeed tape.
FIGURE 02-31_1-10-56 - VMO / MMO BARBER POLE
OVERSPEED / UNDERSPEED INDICATION (CAT2)
When in overspeed (or underspeed) an amber arrow is displayed close to the speed scale. It
is displayed if the modes CAT2, HUD2 or HUD3 are active, RA is between 15 and 1,000 feet
and Indicated AirsSpeed (IAS) is different from the speed bug by more than 5 kt.
When the warning is displayed, it flashes as long as the condition exists.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
FIGURE 02-31_1-10-57 - UNDERSPEED ARROW
DRIFT DOWN INDEX (DDI)
FIGURE 02-31_1-10-58 - DRIFT DOWN INDEX
The Drift Down Index (DDI) is the speed giving the best lift-to-drag ratio and it is only
displayed in clean configuration.
The DDI is the green circle (aka donut) moving along the speed tape.
The DDI value is either calculated with data coming from on-side AOA, ADS and IRS
displayed in the on-side PDU or displayed from a table using FMS gross weight and altitude.
Below 20,000 ft, the DDI is removed if calculated DDI from AOA is invalid.
The DDI is removed if the data from the table is invalid and the calculated data is invalid.
Since each DDI is computed from its onside ADS, IRS and AOA, DDI discrepancy could
possibly be observed between the two PDUs.
NOTE
In case of discrepancy, always rely the greatest DDI reading.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
ALTITUDE TAPE
FIGURE 02-31_1-10-59 - ALTITUDE TAPE
ALTITUDE TAPE SCALE
The altitude tape scale goes from - 2,000 to 65,000 ft. White tick marks represent every
100 ft.
When altitude is invalid, a is displayed on the tape.
FIGURE 02-31_1-10-60 - ALTITUDE TAPE INVALID

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
ALTIMETER READOUT IN FT
The altimeter readout is displayed in green. If the altitude is negative, a green NEG is
displayed on the left of the readout.
FIGURE 02-31_1-10-61 - ALTIMETER READOUT
ALTITUDE READOUT IN METERS (M)
FIGURE 02-31_1-10-62 - ALTIMETER READOUT IN METER
The altimeter metric readout is displayed in green. The M label is displayed following the
digital readout to indicate Metric units. When a value is negative, a green minus sign is
displayed on the right of the readout.
ASEL READOUT
FIGURE 02-31_1-10-63 - ASEL INDICATION EXAMPLE
The selected altitude readout is displayed on top of the altitude tape.

If the barosetting is selected to PUSH STD, the selected altitude displays a flight level
(FL xxx). If not set to STD, the selected altitude displays 5 digits (xxxxx). At power up the
ASEL is invalid (amber dashes).

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
The color of the readout and label is:

- Magenta if the vertical active mode is VASL, ASEL, ALT or VALT.
- White if the active vertical mode is:
o G/S, VGP,WSHR modes,
o VPTH with ASEL below the constraint,
o VCLB with ASEL above the constraint,
o VALT or ALT if the altitude is not captured.
- Cyan if ASEL is armed.
When ASEL is invalid, the readout displays amber dashes ( ).
ASEL READOUT IN METERS (M)
FIGURE 02-31_1-10-64 - ASEL READOUT IN METERS
ASEL BUG
The ASEL bug is displayed on the altitude tape (set using the ASEL knob on the GP). If the
selected altitude is beyond the range of the displayed altitude tape area, only half of the bug
is visible. The bug follows the same color code than the ASEL readout.
FIGURE 02-31_1-10-65 - ASEL BUG
FIGURE 02-31_1-10-66 - HALF ASEL BUG

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
VNAV BUG
FIGURE 02-31_1-10-67 - VNAV BUG
The VNAV altitude bug is displayed on the altitude tape. If the altitude is beyond the range of
the displayed altitude tape, only half of the bug is visible.
The bug is colored in:
- Magenta if the vertical active mode is VASEL or VALT and at the current altitude,
- Cyan when in VCLB and altitude is below ASEL, or in VPTH and higher than ASEL,
- White otherwise.
If the pointer is at a limit of the scale only half of the pointer is displayed.
BARO M OR TOSA OR G/ASA BUG
FIGURE 02-31_1-10-68 - BARO M TOSA OR GASA BUG
BAROSETTING READOUT
FIGURE 02-31_1-10-69 - BAROSETTING READOUT
The barosetting correction is displayed in green at the bottom of the altitude scale, and is set
using the BARO set knob on the GP:
- When the inches of mercury unit is selected in the Units menu of the HSI tool bar, the
barometer is set in in.Hg (0.1 in.Hg increments for one click),
- When hPa is selected in the Units menu, the barosetting is set in hPa (1 hPa increments
for one click).
When the PUSH STD pushbutton on the GP is depressed, a indication appears at the
bottom of the altitude scales and the altitude is standard.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
LOW ALTITUDE AWARENESS
FIGURE 02-31_1-10-70 - LOW ALTITUDE AWARENESS
The low altitude awareness symbol is displayed when approaching the ground. The ground
is displayed brown with a yellow line at the top. The ground is displayed when the RA is
lower than 550 ft.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
VERTICAL SPEED TAPE
FIGURE 02-31_1-10-71 - VERTICAL SPEED TAPE
VERTICAL SPEED TAPE
The vertical speed is a fixed scale with a moving speed pointer. Each tick mark on the scale
represents respectively 0, ± 250 ft/min, ± 500 ft/min, ± 1,000 ft/min, ± 2,000 ft/min, and
± 4,000 ft/min.
When the VS is invalid, all the symbols are removed from the tape and a red flag is
displayed at the top of the scale.
FIGURE 02-31_1-10-72 - VERTICAL SPEED TAPE INVALID

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
VERTICAL SPEED READOUT
The vertical speed readout is displayed in green in the middle of the vertical speed scale. It
indicates vertical speed in feet per minute (100 ft/min increments).
Negative values for the vertical speed are displayed with minus sign at the beginning of the
readout.
The readout is removed for the vertical speeds less than ± 300 feet / min:
FIGURE 02-31_1-10-73 - VERTICAL SPEED AT ZERO
VERTICAL SPEED POINTER
The vertical speed pointer is displayed in green. It gives an analog display of the VS.
VERTICAL SPEED TARGET READOUT AND ARROW
FIGURE 02-31_1-10-74 - VERTICAL SPEED TARGET
The Vertical Speed (VS) target is displayed above the tape in magenta when in vertical VS
captured mode (100 ft/min increments). It is set using the VS / PATH wheel on the GP when
in VS.
The vertical speed target bug is displayed on the tape in magenta when in VS mode.
The arrow displayed close to the target indicates if a positive or negative VS is set.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
MISCOMPARE ANNUNCIATION
A miscompare flag is displayed when the system detects a difference between two values for
the same sensor.
FIGURE 02-31_1-10-75 - LOCATION OF MISCOMPARE FLAGS ON ADI
When a parameter differs from both ADI, a miscompare flag flashes for 10 sec, then thurns
steady as long as the difference remains:
- ATT - When 6° difference in roll or 5° difference in pitch,
- FPV - When more than 10 % difference between the two,
- RA - When the difference between the rad-alts exceeds the limit (which varies from 10 ft
on the ground up to 333 ft at 2,500 ft),
- LOC - When the ILS courses differ by more than 1 dot in CAT1 (1/2 dot in CAT 2 or HUD
3),
- G/S - When the glidepath angles differ by more than 1 dot in CAT 1 (1/2 dot in CAT 2 or
HUD 3),
- IAS - When more than 10 kts difference,
- ALT (amber) when more than 200 ft difference of pressure altitude
(Discrepancy between ADS1 and ADS2 pressure altitude).
ALT (cyan) when more than 200 ft difference of baro setting
(Discrepancy between LH and RH altimeter settings).
ALT amber flag has priority on ALT cyan flag.
All these flags cross-refer to an AFM procedure.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
FAILURE INDICATIONS
In most cases, if data are invalid the corresponding indication(s) are removed. In some other
cases when it is necessary for the crew to be aware of a failure, the failure indication is
displayed on the ADI in white text with a red background.
FIGURE 02-31_1-10-76 - FAILURE INDICATIONS ON ADI
GS flag is displayed in place of vertical deviation scale when:

- G/S mode is active or armed and the glide slope receiver is failed,
- ILS frequency is selected in radio navigation source (NAV1 or NAV2), landing gear is
extended and no glide slope frequency is received.
LOC flag is displayed in place of lateral deviation scale when:

- LOC or B/C mode is active or armed and the localizer receiver is failed,
extended and no localizer frequency is received.
RA flag is displayed when the corresponding RA is failed.

F2000EX EASY 02-31_1-10
PDU - ADI (EASY II)
DGT94085 ISSUE 20
TD flag is displayed when:

- AT is failed,
- AT is not available (e.g DEEC failure),
- On ground when T/R is activated (will be corrected in the future).
FPV flag is triggered when the FPV computations are not available for the corresponding IRS.
(e.g during in flight alignment phase).
FD flag is triggered when the FD computations are not available for the corresponding AFCS.
ATT flag is triggered when attitude from the on-side IRS is lost.
SSEC flag is displayed when Static Source Error Correction from the on-side ADS is lost.

02-31_1-10 F2000EX EASY
PDU - ADI (EASY II)
ISSUE 20 DGT94085
GPS SBAS FAILURE FLAGS (A/C WITH LPV OPTION)
FIGURE 02-31_1-10-77 - LPV DEVIATION FAILURE FLAGS
flag is displayed in place of vertical deviation scale when LPV mode is active or armed
and vertical deviation from GPS is unavailable.
flag is displayed in place of lateral deviation scale when LPV mode is active or armed
and lateral deviation from GPS is unavailable

F2000EX EASY 02-31_1-20
CODDE 1 PAGE 1 / 20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
GENERAL
The Horizontal Situation Indicator (HSI) window provides:

- Horizontal situation information,
- Permanent radio information,
- Airplane configuration status,
- Major airplane parameters.
FIGURE 02-31_1-20-00 - HSI WINDOW LAYOUT
HSI window provides horizontal navigation information, airplane configuration status and
permanent radio information. Reversion flags, miscompare flags and failure indication are
also displayed when conditions are met.

02-31_1-20 F2000EX EASY
PAGE 2 / 20 CODDE 1
PDU - HSI (EASY II)
ISSUE 20 DGT94085
HSI FORMAT
Two formats are possible for the HSI window:

- ARC format (120° arc),
- ROSE format (360°).
gives access to format selection:
FIGURE 02-31_1-20-01 - ROSE / ARC MENU
ROSE format ARC format

FIGURE 02-31_1-20-02 - HSI FORMAT

F2000EX EASY 02-31_1-20
CODDE 1 PAGE 3 / 20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
TWO DISPLAY CONFIGURATION

In two displays configuration, on the PNF PDU, lower 1/3 may display another window than
the standard HSI window. In that case a heading scale is added to the ADI on the horizon
line.
FIGURE 02-31_1-20-03 - ADI HEADING SCALE

02-31_1-20 F2000EX EASY
PAGE 4 / 20 CODDE 1
PDU - HSI (EASY II)
ISSUE 20 DGT94085
HSI TOOL BAR
FIGURE 02-31_1-20-04 - HSI TOOL BAR
The pilot can fold / unfold the HSI toolbar by clicking on the HSI soft key.
HSI tool bar gathers all controls to customize the HSI content. All these controls are arranged
in sub-menu.
FIGURE 02-31_1-20-05 - BEARING MENU
Using the left bearing menu, the pilot can display in HSI either FMS1 (optional FMS3 if
installed), ADF1 or VOR1 on the primary bearing pointer.
Normally displayed white in the menu, these functions turn green when selected.
FIGURE 02-31_1-20-06 - PRIMARY BEARING
In the right bearing menu, each crew member can choose to display in his HSI, either the
FMS2, ADF2 or VOR2 bearing (secondary bearing with diamond shape), or to remove the
bearing (OFF).
FIGURE 02-31_1-20-07 - SECONDARY BEARING

F2000EX EASY 02-31_1-20
CODDE 1 PAGE 5 / 20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
A VOR bearing is based on the selection in the tool bar and not Tuned–to-LOC, if the data is
invalid or Tuned-to-LOC the VOR bearing pointer is removed.
The other bearing pointer, ADF and FMS, are based on the data being valid and the selection
in the tool bar, if the data is invalid or selection is OFF the bearing pointer is removed.
FIGURE 02-31_1-20-08 - DATA MENU
Arc format offers the possibility to display the weather radar (WX selection) layer, the flight
plan (FPL selection), the lightning sensor display (LSS selection) if installed and the Synthetic
Vision if installed. Selection of these layers is done through the submenu of the HSI
feature menu. However, they can be selected in the HSI tool bar, whatever the format ROSE
or ARC.
Terrain layer is not available in HSI since it has its own dedicated display in the PDU lower
1/6 quadrant (TRAFFIC window).
When selecting the flight plan, the FMS CDI selection is automatically checked for display. If
the FMS CDI is already selected, the CDI pointer and lateral deviation scale and pointer are
removed from the display. Then, the lateral deviation is replaced by a digital readout when the
flight plan is selected.
FIGURE 02-31_1-20-09 - UNITS MENU
In the submenu, each crew member can choose the units to be displayed in his PDU
for altitude, heading and pressure. The default values are In (FAA configuration) or Hpa
(EASA configuration), Mag and Ft.

02-31_1-20 F2000EX EASY
PAGE 6 / 20 CODDE 1
PDU - HSI (EASY II)
ISSUE 20 DGT94085
FIGURE 02-31_1-20-10 - CDI MENU
For airplane with LPV option, the CDI menu contains the following selection::
- CRS entry box
- Secondary CDI selection with the sub-menu:
- SBA1,
- SBA2,
- VOR,
- FMS (primary CDI selection).
For airplane without LPV option, the CDI menu contains the following selection:
- CRS entry box,
- VOR (secondary CDI selection),
- FMS (primary CDI selection).
The access to the CRS entry box is controlled from the HSI menu or using the MKB
shortcut. When the pushbutton is selected, the CRS entry box is given focus.
When VOR is selected, the course can be modified with the scroll knob on the CCD and the
scroll icon appears in cyan in front of the entry field.
When SBA1 or SBA2 is selected, the CRS entry cannot be modified and scroll icon is not
displayed. When the SBA1 or SBA2 CDI is displayed, the course entry is set as the FMS
selected course from the priority FMS.
CDI cannot be removed when displayed in magenta since it is the active source.

F2000EX EASY 02-31_1-20
CODDE 1 PAGE 7 / 20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
HORIZONTAL SITUATION INFORMATION
HEADING SCALE
In ROSE mode the displayed range is limited from 1° to 360°.

In ARC mode the heading scale shows 120° in front of the airplane.
NAV SOURCE ANNUNCIATON
When the FMS CDI is selected for display the FMS1 or FMS2 or FMS3 (optional) source
annunciation is displayed.
When the VOR CDI is selected for display and radio navigation is tuned to LOC, the LOC1
or LOC2 source annunciation is displayed.
B/C 1 or B/C2 is displayed when the selected course is above 100 degrees of the present
heading. B/C1 or B/C2 is replaced by LOC1 or LOC2 when the course become below 95
degres of the present heading.
When VOR CDI is not displayed the corresponding annunciation is removed.
When SBA CDI is displayed the SBA1 or SBA2 source annunciation is displayed (applicable
to A/C with LPV option). When SBA CDI is not displayed the corresponding annunciation is
removed.
According to the lateral active or armed mode, the navigation source color can be magenta,
cyan or white.
The priority is based on the current flight director modes. The highest priority is for an active
mode (magenta CDI), the second highest is for an armed mode (cyan CDI), and white is the
lowest priority. If both CDIs are white, the FMS CDI is by default the higher priority.
If the left pilot and right pilot are using the same source, the annunciation has an amber box
around it, if not the annunciation has a white box around it.
When navigation source (FMS or VOR or SBAS GPS) is failed, the annunciation source is
displayed black text on amber background as displayed in Figure 02-31_1-20-18.

02-31_1-20 F2000EX EASY
PAGE 8 / 20 CODDE 1
PDU - HSI (EASY II)
ISSUE 20 DGT94085
FMS NAV SUMMARY
FIGURE 02-31_1-20-11 - FMS NAV SUMMARY
FMS navigation summary gathers the primary short term FMS data in a single area at the
ARC and ROSE format top left corner. The following information is displayed from top to
bottom:
- Active FMS TO WPT name,
- DTK (Desired Track … to TO WPT),
- DTG (Distance To Go … to TO WPT),
- ETA (Estimated Time of Arrival … at TO WPT).
This group of data and the FMS navigation source annunciaton are only displayed when
FMS CDI is displayed. FMS CDI is automatically displayed when LNAV mode is active or
armed. If LNAV is neither active nor armed, FMS CDI and FMS Nav data can be selected for
display by selecting the “FMS CDI” option in the CDI submenu of the HSI tool bar.
According to the lateral active and armed mode, the color of the FMS data, navigation
source annunciaton and CDI can be magenta (LNAV active), or cyan (LNAV armed) or white
(LNAV not active and not armed).

F2000EX EASY 02-31_1-20
CODDE 1 PAGE 9 / 20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
NAVIGATION DATA SUMMARY
FIGURE 02-31_1-20-12 - LOC DATA SUMMARY
Navigation data summary gathers in a single area at the top right corner of the ROSE and
ARC format the information on the on-side selected VOR / LOC or SBA (LPV option) source.
Following information is displayed:
- Navigation source pointer icon and station or approach (LPV option) identifier,
- Course digtal readout,
- DME information if available.
This group of data is only displayed when VOR / LOC or SBA source CDI is displayed. CDI
is automatically displayed when LOC or LPV mode is active or armed.
The DME distance is displayed at all time (even if the VOR CDI is not displayed) if valid
unless a SBA approach has been selected.
According to the lateral active or armed mode, the color of the data, navigation source
annunciation and CDI can be magenta (LOC or LPV active), cyan (LOC or LPV armed) or
white (VOR or ILS station tuned without LOC active or armed, or LPV not active or armed).
DME IDENTIFIER, DISTANCE AND HOLD
When the VOR / LOC CDI is selected for display and a DME distance is available, the DME
station identifier (up to four characters) is displayed along the distance. If the DME station
identifier is the same as the VOR / LOC station (collocated), the DME identifier is not
displayed. DME range is 0 to 524 NM.
is displayed for a DME Hold.

02-31_1-20 F2000EX EASY
PDU - HSI (EASY II)
ISSUE 20 DGT94085
COURSE DEVIATION INDICATOR (CDI)
The CDI comes from FMS or the navigation radios or SBA (applicable to A/C with LPV
option), based on the primary navigation source.
If the navigation source is FMS, the CDI is positioned corresponding to the desired track
digital readout.
If the navigation source is VOR or LOC, the CDI is positioned corresponding to the course
select digital readout.
If the navigation source is SBA, the CDI is set using the Final Approach Course (FAC)
provided by GPS.
The system is able to display both CDIs (i.e. FMS and VOR / LOC or SBA) at the same time
visually differentiating showing the using a thick line for FMS and a thin line for VOR / LOC
or SBA.
According to the lateral active or armed mode, the CDI color can be magenta, cyan or white.
FIGURE 02-31_1-20-13 - FMS LOC CDI IN ARC MODE
The FMS CDI can be selected through:

- HSI tool bar,
- Selecting a corresponding AP mode.
The VOR / LOC or SBA CDI can be selected through:

- HSI tool bar,
- Selecting a corresponding AP mode,
- Selecting on the MKB.

F2000EX EASY 02-31_1-20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
 Refer to section 01-15 FLIGHT DECK - INTERFACE for color code.

CDI cannot be removed when displayed in magenta since it is the active source.
During a Nav-Nav transfer, the FMS can automatically display the LOC CDI or SBA CDI on
both PDU’s, and set the appropriate course for the approach (as well as tune the LOC
frequency). Once the approach is armed and LOC or LSBA is captured, the FMS CDI is
automatically removed from both sides.
In ARC mode; if the pointer goes beyond the display range of the heading arc scale, a
direction arrow is displayed in the compass indicating the shortest direction to the pointer.
If FPL is selected in the HSI tool bar, the CDI is removed and the flight plan is displayed with
a digital cross track error.

02-31_1-20 F2000EX EASY
PDU - HSI (EASY II)
ISSUE 20 DGT94085
LATERAL DEVIATION SCALE AND POINTER
The lateral deviation scale and pointer are displayed the same color as the corresponding
CDI.
If the two CDIs are displayed, there are two pointers displayed, but there is only one set of
dots displayed for the highest priority CDI. If the FMS and VOR CDI are displayed in white,
the scale follows the FMS CDI.
For deviation values outside the limits the pointer is parked at the appropriate end of the
scale. The scale and pointer rotate with the CDI.
125% 100% 50% 0% 50% 100% 125%

Left Left Left Right Right Right
. Pointer Deflection
FIGURE 02-31_1-20-14 - LATERAL DEVIATION SCALE AND POINTER
Depending on the navigation source, the different dots mean different values:
VOR LOC * FMS
Scale
Lateral Deviation Lateral Deviation Lateral Deviation
125% Right - 15 Degrees + 4 Degrees * +2 RNP
100% Right - 10 Degrees + 2 Degrees * + RNP
50% Right - 5 Degrees + 1 Degrees * +1/2 RNP
0% 0 Degrees 0 Degrees 0 ft
50% Left + 5 Degrees - 1 Degrees * - 1/2 RNP
100% Left + 10 Degrees - 2 Degrees * - RNP
125% Left + 15 Degrees - 4 Degrees * - 2 RNP
*: LOC angle lateral deviations depend on runway length. Values give in the above table
correspond to a runway length approximaly equal to 3,000 meters.
When the HSI is displayed in ARC mode, the lateral deviation is the same as in ROSE
mode.
When FPL is selected in the HSI tool bar (CDI removed), a digital readout and an arrow are
displayed for the FMS lateral deviation (Refer to figure 02-31_1-20-20):
- The digital readout has a resolution of 0.01 NM up to 0.99 NM and a resolution of
0.1 NM up to 99.9 NM inclusive. When greater than 99.9 NM, the readout has a 1 NM
resolution.
- The arrow is displayed to show the airplane position relative to the flight plan track. An
arrow pointing right is displayed for deviation lower than 0 or left arrow for deviation
greater than 0. The arrow is removed for a 0 deviation.
When FPL is selected in the HSI tool bar, the digital readout and the arrow are not displayed
for LOC / VOR approaches. if valid, the lateral deviation is displayed in the lower part of the
ADI.

F2000EX EASY 02-31_1-20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
BEARING POINTERS
The bearing pointers are always displayed in green. The bearing pointer selections are
chosen through the control bar on the HSI.
The primary bearing is a circle and the selections for the pointer are OFF, VOR1, ADF1,
FMS1 and FMS3 (if installed).
The secondary bearing is a diamond and the selections are OFF, VOR2, ADF2, FMS2 and
FMS3 (if installed).
A VOR bearing is based on the selection in the control bar and when the radio is not tuned-
to-LOC. If the data is invalid or tuned-to-LOC, the VOR bearing pointer is removed. The
other bearing pointer, ADF and FMS is based on the data being valid and the selection in
the control bar.
HEADING READOUT
FIGURE 02-31_1-20-15 - HEADING READOUT
The digital heading readout is displayed in green and uses three digits using leading zero.
If the data is invalid, is displayed.
SELECTED HDG / TRK READOUT
Based on the Guidance Panel selection, the readout label can be HDG or TRK and uses
three digits using leading zero.
If the Guidance Panel (GP) switch indicates HDG, pressing SYNC pushbutton on the GP
sets the selected heading bug to the current displayed heading. If current heading is invalid,
then the pushbutton has no effect on the selected heading bug.
If the GP switch indicates TRK, pressing SYNC pushbutton on the GP sets the selected
track bug to the drift bug. If the drift bug is invalid and on-ground, then pressing the SYNC
pushbutton syncs the selected track to the current heading. If drift bug is invalid and not on-
ground, then pressing the pushbutton has no effect on the selected track bug.
HEADING / TRACK BUG
FIGURE 02-31_1-20-16 - HEADING BUG (SQUARES)
Based on the GP selection, the bug can be displayed as two squares (heading) or two
triangles (track). The bug is positioned according to the selected heading/track.

02-31_1-20 F2000EX EASY
PDU - HSI (EASY II)
ISSUE 20 DGT94085
FIGURE 02-31_1-20-17 - TRACK BUG (TRIANGLES)
If in arc format with heading / track out of view, an arrow is displayed.
HEADING REFERENCE ANNUNCIATION (TRUE / MAG)
is displayed when in true heading mode. When in magnetic heading mode no

information is displayed.
The pilot selection is made through the tool bar (Units tab).
indicates a heading miscompare. It flashes for 10 sec, then remains steady as long as
the fault persists.
FIGURE 02-31_1-20-18 - HEADING INVALID INDUCING HDG MISCOMPARE
DRIFT BUG
The drift bug is displayed in green. If the value is zero, the dift bug is aligned with the lubber
line.
Lubber line
Drift bug
FIGURE 02-31_1-20-19 - TRACK BUG

F2000EX EASY 02-31_1-20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
HSI FLIGHT PLAN
Flight Plan
Scroll Icon
25
Range
Lateral Deviation
FIGURE 02-31_1-20-20 - HSI FLIGHT PLAN
The flight plan is driven by the onside FMS Nav Source. Only the active flight plan is
displayed with the waypoint symbols and waypoint idents.
The display is limited to the first four waypoints. Therefore, there is no navaids, airports,
constraints, etc.. displayed.
The flight plan has priority in the drawing order over WX layer.
The symbol has the same shape and color as the one displayed in INAV.
The range is the same as the ARC range on the HSI.
The flight plan is removed when de-selected in the HSI control bar or the HSI is in ROSE
format.

02-31_1-20 F2000EX EASY
PDU - HSI (EASY II)
ISSUE 20 DGT94085
PERMANENT RADIO BAR
 Refer to section 02-23 for communication.

 Refer to section 02-34_13 for transponder.
 Refer to section 02-34_2 for radio-navigation.

F2000EX EASY 02-31_1-20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
FLAPS AND AIRBARKES INDICATOR
 Refer to section 02-27.
GEAR INDICATORS
HORIZONTAL STABILIZER TRIM INDICATOR

02-31_1-20 F2000EX EASY
PDU - HSI (EASY II)
ISSUE 20 DGT94085
MAJOR AIRPLANE PARAMETERS
SENSORS AND WX STATUS
FIGURE 02-31_1-20-21 - SENSORS STATUS AREA
Sensors status is summarized in the lower right corner of the HSI. From top to bottom:
- FMS annunciation field: (FMS message is displayed on I-NAV), XTK (offset),
(DeGRaded, EPU is greater than RNP),
- TAWS annunciation field: , , , TAD OFF
(terrain awareness display off), (test), (failed),
- LSS annunciation field: (normal mode), (calibration), (clear),
(test), (failed),
- TCAS annunciation field:
o TCAS limits: (unrestricted), (above), (below),
o TCAS mode: (off), (normal operation), (TA without
intruder),or (TA with an intruder), (RA failure),
(test), (failed).
NOTE
is related to TCAS Resolution Advisory. It does not mean Radio Altimeter failure.

F2000EX EASY 02-31_1-20
PDU - HSI (EASY II)
DGT94085 ISSUE 20
FIGURE 02-31_1-20-22 - WX MODE STATUS
WX annunciations are displayed in lower left corner of the HSI:

- First line displays Tilt angle readout ( ), in Automatic mode or none in manual,
- Second line displays Gain value ( ) or TarGeT (TGT) annunciation:
o Gain value is displayed if TGT mode and REACT are not selected. In automatic
gain, the green AUTO is displayed instead of the gain value.
o When TGT alert mode is selected green TGT annunciation is displayed (instead of
gain) and if the radar detects an alert condition, the TGT annunciation turn to
amber and flashes.
- Third line displays WX mode and STAB annunciation:
o WX mode is either WX OFF, STBY, WAIT, FSBY, WX, GMAP, TEST, WX/RCT
(REACT), WX/T (TURB), WX/R/T (REACT+TURB), OVRD, WX (failed),
o Amber STAB annunciation is displayed when the WX antenna stabilization is off.

02-31_1-20 F2000EX EASY
PDU - HSI (EASY II)
ISSUE 20 DGT94085
NAVIGATION DATA BAR

This permanent data bar provides time information, navigation information and weight / fuel
status:
FIGURE 02-31_1-20-23 - NAVIGATION DATA BAR

- Time information:
o UTC (from GPS). UTC is white flashing or steady according to the use of Timer or
Alarm (FMS Tools tab of the AVIONICS window),
o Elapse Time (ET) counter. Elapse Time is started using the ET pushbutton adjacent
to each Primary Display Unit (first push: start, second push: stop, third push: reset),
- Speed information:
o TAS (in kt) : the readout is displayed using the data from the selected ADS,
o GS (in kt) : the readout is displayed using the data from the selected IRS,
- Temperature information:
o TAT (in °C) : the readout is displayed using the data from the selected ADS. The
readout is displayed amber between -15 °C and 10 °C, otherwise readout is displayed
green,
o SAT (in °C) : the readout is displayed using the data from the selected ADS,
o ISA (difference in °C) : the readout is displayed using the data from the selected ADS,
- Weight and fuel status:
o FQ (Fuel Quantity) : the sum of left and right fuel tank quantities. The readout is
displayed in amber if at least one fuel tank quantity is degraded, otherwise it is
displayed green,
o FR (Fuel Remaining) : this data is provided by the FMS. If any of the 2 fuel flow
values is invalid, an amber box is displayed around the FR digital readout value,
o GW (Gross Weight) : the readout is displayed in green with white units of LB or KG
based on the configuration. If the gross weight has not been entered, the GW label is
displayed in red reverse video.

F2000EX EASY 02-31_1-30
CODDE 1 PAGE 1 / 8
MDU - I-NAV (EASY II)
DGT94085 ISSUE 20
GENERAL
I-NAV is the Interactive NAVigation map of the EASy flight deck. I-NAV map:
- Displays various layers of data base information (terrain, airways, navaids, airports,
geopolitical, airspace …)
- Merges information from on-board sensors (FMS flight plan, aircraft position, weather,
TCAS plots)
- Provides synthetic horizontal plane view of airplane situational environment.
Using the CCD, direct modification of flight plans can be completed on the I-NAV map.
All graphical flight plan modifications are performed using the object-task method:
- Click on map object to be modified (with the CCD)
- Task menu appears containing all valid tasks that can be performed
- Click on desired choice
- Activate choice
FIGURE 02-31_1-30-00 - FULL WINDOW I-NAV

02-31_1-30 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 20 DGT94085
I-NAV WINDOW LAYOUT
I-NAV can be displayed in a 1/3, 2/3 or full window format in each MDU. Information
capacity remains the same in all formats.
FIGURE 02-31_1-30-01 - 2/3 I-NAV WINDOW IN UPPER MDU
FIGURE 02-31_1-30-02 - 1/3 I-NAV WINDOW IN LOWER MDU
Two I-NAV maps can be displayed simultaneously and independently, one on each MDU,
each with a different set of data.

F2000EX EASY 02-31_1-30
CODDE 1 PAGE 3 / 8
DGT94085 ISSUE 20
I-NAV MAP
I-NAV map increases situational awareness and eases some aspects of flight planning. It
uses a map projection that displays great circle legs as straight lines. I-NAV uses
topographical color-coding to provide a 3-dimensional display of terrain.
MANAGING THE MAP
A Tool Bar is located at the top of the I-NAV map for various control functions:
- - this drop-down menu enables the selection of various symbols, display
functions (terrain, TCAS) and other flight-related data (Airways, Airspace Boundaries,
Fixes, etc.).
- WX - this drop-down menu enables the selection of various weather display functions
(Weather radar, LSS option, Uplink weather option, XM weather option).
- checkbox displays a vertical profile at the bottom of the full or 2/3 I-NAV
windows.
- Map Center and orientation – provides multiple ways to re-center or orientate map.
FIGURE 00-31_1-30-03 - I-NAV TOOL BAR
I-NAV with vertical profile I-NAV without vertical profile

FIGURE 00-31_1-30-04 - 2/3 I-NAV WINDOW VERTICAL PROFILE

02-31_1-30 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 20 DGT94085
MAP RANGE ADJUSTMENT
Symbols and text on the map are range-dependent. More details are visible on smaller
scales due to an automatic de-clutter feature. It is the crew responsibility to select
appropriate layers of information (through I-NAV scale and layer selection) depending on
flight phase.
Map range can be adjusted by using CCD data set knob whenever the cursor is in the lateral
map (including scroll frame). The inner knob provides small range adjustment while the
outer knob provides higher range adjustment. Maximum half range is 750 NM; minimum is
0.5 NM.
MAP CENTER AND ORIENTATION
The map may be oriented Heading Up (mag or true) or North Up (only true):
- Heading Up – aircraft positioned at 1/3 of the I-NAV height and map displayed along
aircraft heading. A 180° compass arc is provided. When using the 1/3 display window,
the aircraft is at the bottom of the window. This function is not available with any
“centering” function.
- North Up – map displayed with True north pointing up. Map may be centered on the
aircraft or any waypoint or fix. It is possible to scroll the map in every geographical
direction by using “scroll frame”.
FIGURE 00-31_1-30-05 - I-NAV IN HEADING UP

F2000EX EASY 02-31_1-30
CODDE 1 PAGE 5 / 8
DGT94085 ISSUE 20
The scroll frame is the area just inside the edges of the map in North Up format. It is
highlighted when the cursor is within the frame area. To scroll the map, the cursor must be
within the frame area on the desired directional edge (top, either side, or bottom) and the
<ENTER> pushbutton of the CCD the crew must be held depressed. The map continuously
moves until the button is released. When the scrolling action is stopped, the aircraft moves
again on the I-NAV map. Using scroll frame when in Heading Up automatically reverts the
map to North Up.
FIGURE 00-31_1-30-06 - I-NAV SCROLL FRAME

02-31_1-30 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 20 DGT94085
I-NAV DATA MENU APPLICABLE
The I-NAV Data Menu provides all controls to manage the layers of the I-NAV map. To
open, click the I-NAV Data menu key in the I-NAV Tool bar. Each item corresponds to a
layer of data (same capacity in North-up or Heading-up).
Display priority is from top to bottom:
- Terrain – absolute terrain information and situational awareness terrain (e.g. relative
terrain) and adjustment of its brightness (using CCD data set knob)
- Traffic – TCAS traffic plots
- FPLN sub-menu – active flight plan, alternate flight plan and missed approach
- Fixes sub-menu – airports, VOR, ADF, Intersections
- Airways sub-menu – high altitude, low altitude airways
- Airspaces sub-menu – special use, terminal airspaces
- Boundaries – international boundaries, rivers.
FIGURE 02-31_1-30-07 - I-NAV DATA MENU
Weather radar image selection and adjustment of brightness are accessible through WX
drop-down menu.

F2000EX EASY 02-31_1-30
CODDE 1 PAGE 7 / 8
DGT94085 ISSUE 20
FMS MESSAGE FIELD
Messages generated by FMS system are displayed in a dedicated box located in the middle
top part of the I-NAV. A white “MSG” annunciation is displayed in the HSI when an FMS
message is displayed in I-NAV.
The dialog box displays the last messages (if many messages are triggered).
FIGURE 02-31_1-30-08 - FMS MESSAGES IN I-NAV
The last messages can be acknowledged (simultaneously for all FMS) by pressing the
white pushbutton located on the eyebrow.
NOTE
This pushbutton does not illuminate when an FMS message is triggered.
When I-NAV is not displayed, only the MSG annunciation in the HSI is displayed and the
white pushbutton on the eyebrow has no action (no blind acknowledgement).

02-31_1-30 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 20 DGT94085

F2000EX EASY 02-31_1-40
CODDE 1 PAGE 1 / 8
MDU - VSD (EASY II)
DGT94085 ISSUE 20
GENERAL
The Vert Prof selection (Vertical Situation Display, VSD) is available and visible only when the
I-NAV window size is greater than 1/3rd, but for both Secondary and Active flight plans.
The Vert Prof is defaulted to selected upon power up. When selected, VSD is always
displayed at the bottom of I-NAV window.
The reference setting for all VSD barometric altitudes is the Pilot Flying barometric setting.
NOTE
Below transition altitude or level, altimeter setting must be set to QNH for the use of VNAV and
VSD.

02-31_1-40 F2000EX EASY
PAGE 2 / 8 CODDE 1
MDU - VSD (EASY II)
ISSUE 20 DGT94085
VERTICAL SITUATION DISPLAY
VSD SELECTION
The selection/deselection of the VSD is done by the pilot through the I-NAV tool bar using
the Vert Prof button.
LIST OF OBJECTS DISPLAYED
Airplane
The airplane symbol is allowed to move its position vertically and horizontally on the VSD.
The airplane symbol vertical position in VSD window is computed according to the
airplane barometric altitude. A framed label with green text on a black background
showing the A/C barometric altitude in feet is displayed at A/C symbol height on the Y-
axis scale.
The airplane symbol horizontal position in VSD window is computed according to I-NAV
modes. The airplane symbol is horizontal, constant in size and always oriented to the
right. The default color of the airplane symbol is white. The zero position of the airplane is
at the center of the symbol represented by a black dot, consistent with I-NAV.
Cursor Angle and Distance
The angle and horizontal distance values from the airplane symbol zero position to the
cursor position in VSD are displayed at the bottom right corner of VSD.
The cursor is free-flowing within VSD. In case where the two cursors are simultaneously
present in VSD, priority rules are that of MDU cursor conflict. In this case, flight path
angle and horizontal distance are computed with the active cursor position.
Flight Plan
Flight plan items (Waypoints, Legs, TOC, TOD and BOSC, Missed Approach,
Intermediate Leveloffs) are displayed in VSD if FPL is displayed.
Default symbol for flight plan waypoints is the upright four-branch star.

F2000EX EASY 02-31_1-40
CODDE 1 PAGE 3 / 8
MDU - VSD (EASY II)
DGT94085 ISSUE 20
WPT4
WPT3 FL180
FL180
WPT1 WPT2
6000
Non constraint At or BELOW AT or ABOVE AT
FIGURE 02-31_1-40-02 - VSD - FLIGHT PLAN
Waypoints are positioned in VSD according to their predicted barometric altitude.

Waypoints defined by Flight Level are positioned using the VSD barometric reference
setting. The waypoint name are displayed above waypoint symbol.
Default FPL waypoint color is white.
Waypoints with crossing constraints are depicted as follows (constraint symbols replace
default waypoint symbol):
- Upward pointing triangle for "AT or ABOVE" constraints
- Downward pointing triangle for "AT or BELOW" constraint
- Upward and downward pointing triangles for "AT" constraint
- If the constraints layer is selected (via the I-NAV Data Menu) the numeric value of
the constraint is also displayed to the right of the constraint symbol
The color of the constraints (symbol and text) follows the color shown on the waypoint
list.
If VNAV is engaged then the active leg is displayed in Magenta as follows:
- If VALT or VASEL is active the TO leg is displayed Magenta up to the TOD or BOSC
- If VPTH is active the TO leg is displayed Magenta
FIGURE 02-31_1-40-03 - VSD - TOP OF CLIMB, TOP OF DESCENT
The symbol for top of climb (TOC), Bottom of Step Climb (BOSC) and top of descent
(TOD) is the diamond. Downpath TOC points associated with a BOSC are labeled Top of
Step Climb (TOSC).
The TOD, TOC and BOSC points remain displayed after they are sequenced, until the
FROM waypoint changes. This is in order to maintain the correct path visualization.

02-31_1-40 F2000EX EASY
PAGE 4 / 8 CODDE 1
MDU - VSD (EASY II)
ISSUE 20 DGT94085
Flight Path
FIGURE 02-31_1-40-04 - VSD - ACTUAL AND COMMANDED FLIGHT PATH
Actual flight path is depicted as a solid green line extending from the airplane nose to 2
cm ahead of the airplane.
Actual flight path is displayed if the following conditions are all met :
- Airplane symbol is displayed
- Xrange is less than or equal to 150 NM
- Climb/Descent rate exceeds ±300 feet per minute
Commanded flight path is depicted as a solid magenta line extending from the airplane
nose to the limit of VSD window boundary.
Commanded flight path is displayed if the following conditions are all met :
- path mode is active
ILS Beam Symbol
FIGURE 02-31_1-40-05 - VSD - ILS BEAM
ILS beam is positioned appropriately with respect to the glideslope from the Navigation
Database.
Glideslope feather top angle is sharp and ILS beam length in VSD is consistent with that
of I-NAV lateral map.

F2000EX EASY 02-31_1-40
CODDE 1 PAGE 5 / 8
MDU - VSD (EASY II)
DGT94085 ISSUE 20
Scales
Y1
Y2
Y3
Y4
Xmin Xcenter Xmax
FIGURE 02-31_1-40-06 - VSD - SCALES
The X-axis displays three ticks at the bottom of VSD window: from left to right, Xmin,
Xcenter and Xmax. In Heading Up, a fourth tick, Xquarter, is displayed at the half I-NAV
range (Xcenter/2).
The Y-axis displays three to five ticks at the left of VSD window. The Y-ticks labels are in
feet and indicate a rounded-off barometric altitude.
The ticks scroll up and down the vertical scale to reflect the airplane motion in the vertical
plan.
Selected Altitude
FIGURE 02-31_1-40-07 - VSD - SELECTED ALTITUDE
The altitude bug and the dashed line are positioned in VSD according to their barometric
altitude.
The altitude label is displayed in a frame, near dashed line to the right in the VSD
window. The altitude label displays selected altitude in feet as set on the ADI.
The selected altitude (ASEL) bug and readout park at the limit of the display when
beyond the displayable range.
Color for altitude bug, dashed line and altitude label complies with the color displayed on
the ADI.

02-31_1-40 F2000EX EASY
PAGE 6 / 8 CODDE 1
MDU - VSD (EASY II)
ISSUE 20 DGT94085
Terrain
FIGURE 02-31_1-40-08 - VSD - TERRAIN
Terrain is displayed on the full length of VSD if available, according to its barometric
altitude. Terrain is extracted from current track or flight plan according to VSD modes.
When terrain or part of the terrain is not available, a crosshatch line is represented at the
bottom of the display. When terrain is available but located below the lower limit of the
vertical scale, only the black background is visible.
MODE DISPLAY
SELECTED MODE
FIGURE 02-31_1-40-09 - VSD - MODE DISPLAY
The mode menu is located at the top right corner of VSD.

The manually selected modes are:
- AutoSelect
- Manual TRK
- Manual FPL
The pending and secondary modes are selected automatically by the system (due to
crew member selections elsewhere). They are mutually exclusive and have priority over
manually selected modes.
At initialization, the VSD default mode is the Auto Select mode.

F2000EX EASY 02-31_1-40
CODDE 1 PAGE 7 / 8
MDU - VSD (EASY II)
DGT94085 ISSUE 20
■ Manual TRK mode
The purpose of this mode is to see the terrain straight ahead of the airplane current
track. Therefore, in this mode the airplane is always displayed in VSD.
The terrain displayed in VSD is extracted along the airplane current track.
■ Manual FPL mode
The purpose of this mode is to see the terrain along the Active FPL. Therefore, in
this mode the active FPL is always displayed in VSD. If no Active FPL exists then
VSD is blank.
The terrain displayed in VSD is extracted along the active FPL displayed in VSD.
In Manual FPL mode, the airplane symbol is removed from the VSD.
■ AutoSelect mode
In this mode, the system selects automatically the Track or FPL mode.
The system selects the FPL mode if E-GPWS Warning/Alert is not active and If the
airplane is on the ground, or if LNAV is active.
The system selects Track mode as soon as FPL mode is not selected.
VSD reverts automatically to Manual TRK mode when the airplane is diverging from
FPLN route for more than 18° and out of route corridor for more than 2 Nm.
It may revert automatically after LNAV capture when AFPL previously selected
■ Pending mode
The purpose of this mode is to see the terrain along the pending FPL. Therefore, in
this mode the pending FPL (only) is always displayed in VSD.
The terrain displayed in VSD is always extracted along the pending FPL.
If I-NAV is in pending configuration (Active or Secondary), pending mode is
automatically selected.
When I-NAV exits from pending configuration, the VSD mode returns to the
previous pilot selected mode.
■ Secondary mode
The purpose of this mode is to see the terrain along Secondary FPL. Therefore, in
this mode the secondary FPL is always displayed in VSD whereas the A/C is never
displayed.
The terrain displayed in VSD is always extracted along the secondary FPL (Current
or Pending) displayed in VSD.

02-31_1-40 F2000EX EASY
PAGE 8 / 8 CODDE 1
MDU - VSD (EASY II)
ISSUE 20 DGT94085
I-NAV MODE
As the I-NAV lateral map and the VSD are two different displays of the same situation,
VSD configuration inherits from I-NAV modes.
■ Point Centering
FIGURE 02-31_1-40-10 - VSD - I-NAV CENTERED ABOUT A FIXED POINT
When I-NAV lateral map is centered about a waypoint, VSD displays situation near
the waypoint according to I-NAV lateral map range.
When I-NAV lateral map is centered about a remote location, VSD is blank.
■ Airplane Centering
FIGURE 02-31_1-40-11 - VSD - I-NAV CENTERED ABOUT THE AIRPLANE
When I-NAV lateral map is centered about the airplane, VSD displays situation near
airplane position according to I-NAV lateral map range.

F2000EX EASY 02-31_2-00
ATA 31_2 IND & REC -
CODDE 1 CREW ALERTING SYSTEM PAGE 1 / 2
GENERAL
INTRODUCTION
The Crew Alerting System (CAS) continuously monitors various airplane systems and warns
the flight crew.
It comprises two sub-systems:
- CAS messages, which generates text messages in the CAS window, and prioritizes the
aural warnings.
- Aural warning, which generates the audio warnings.

02-31_2-00 F2000EX EASY
PAGE 2 / 2 CREW ALERTING SYSTEM CODDE 1

F2000EX EASY 02-31_2-10
DGT94085 CAS MESSAGES ISSUE 20
DESCRIPTION
MESSAGES DEFINITION
The CAS generates three classes of messages, according to the below color code:
- RED CAS MESSAGE signals a failure that immediately raises the crew's
awareness, and requires an immediate reaction. The master warning lights up and a
continuous chime sounds.
- AMBER CAS MESSAGE signals a failure that immediately raises the crew's
awareness, and will require a subsequent corrective action. The master caution lights
up and a single chime sounds.
- WHITE CAS MESSAGE signals a failure or system event of little importance. Such
advisory message does not require any action. No aural warning does sound along with
such message except for optional CPDLC messages.
Some in-flight generated white messages may turn amber after landing to raise the crew's
consciousness of the next dispatch decision.
DISPLAYING PRIORITY OF THE CAS MESSAGES
In the CAS window, the red messages are displayed on top, the amber messages
immediately below, and the white messages are displayed at the bottom of the table.
In each class, the messages are displayed in chronological order. The most recent message
is displayed at the top of the class and the oldest at the bottom.
MESSAGES CONCURRENCE
When two identical airplane components fail, the CAS displays a concurrent message.
For instance:
GEN 1 FAIL + GEN 2 FAIL = GEN 1+2 FAIL

02-31_2-10 F2000EX EASY
ISSUE 20 CAS MESSAGES DGT94085
MESSAGES INHIBITION
The CAS messages may be inhibited in one phase of flight or more, which are:
- Park,
- Taxi,
- Take-Off,
- Cruise,
- Landing.
Take-Off and/or Landing inhibition avoids distracting the pilots with irrelevant messages in a
heavy workload.
In addition, Park and Taxi inhibition prevents the excessive displaying of CAS messages on
ground.
FIGURE 02-31_2-10-00 - MESSAGES INHIBITION
Logic of inhibition:
- Park inhibit: (Weight On Wheel = ground) and (IAS < 50 kt) and (parking brake is set or
two engines are cut-off).
- Take-Off inhibit: (WOW = ground) and (IAS > 80 kt increasing)
o Disabled when (WOW = flight, with a 25 sec delay) or (RA > 400 ft) or (IAS < 50 kt) or
(Take-Off inhibit is active for 60 sec or more).
- Landing inhibit: (RA < 200 ft decreasing)
o Disabled when (WOW = ground for 2 min) or (RA > 200 ft) or (IAS < 50 ft).
- Taxi inhibit: (WOW = ground) and (no Take-Off inhibit) and (no Landing inhibit) and (no
Park inhibit).
- Cruise inhibit: (WOW = flight) and (no Take-Off inhibit) and (no Landing inhibit).

F2000EX EASY 02-31_2-10
CONTROL:
The pilots may use the following controls:

- Both sets of master warning and caution,
- CCD to scroll the messages,
- Two soft keys in TEST synoptic.
Master warning and master caution
These pushbuttons allow the pilot to acknowledge the CAS messages:

MASTER
- Pushing on the WARNING pushbutton makes the message display red (normal video).
The message stays in the CAS window, the pushbutton red light goes out and the
chime stops.
- Pushing on the pushbutton makes the message display amber (normal

video). The message stays in the CAS window, the pushbutton amber light goes out
and the chime stops.
FIGURE 02-31_2-10-01 - MASTER WARNING AND CAUTION PUSHBUTTONS

02-31_2-10 F2000EX EASY
Messages scrolling
If more than 10 messages are in the stack, the number of "hidden" messages is
displayed beside the CAS window. The pilot can move the CCD cursor into the rectangle,
at the right edge of the CAS window, and then scroll the amber and white messages.
The red messages being always displayed, there is no need to scroll them.
Both CAS windows being synchronized, scrolling the messages on the left PDU makes
the messages scroll on the righ PDU, and vice versa.
FIGURE 02-31_2-10-02 - SCROLLING SYMBOLS

F2000EX EASY 02-31_2-10
TEST synoptic page
■ LIGHTS soft key
In the TEST synoptic, the LIGHTS soft key allows to test:

- MASTER WARNING light, MASTER CAUTION light, Guidance Panel lights,
APR lights, gear handle light, AUTO BRAKE light (if installed) and overhead
panel lights. Lights remain lighted as long as click is maintained on LIGHTS
soft key.
- Integrity of any CAS messages:
o As soon as the soft key is pressed, a green IN PROGRESS annunciation is
displayed left of the LIGHTS soft key. Simultaneously, for each system
tested, the relevant CAS message pops up in the ENG-CAS window.
o If the test is passed a green annunciation OK is displayed left of the
LIGHTS soft key.
o Otherwise the faulty annunciation message is displayed left of the LIGHTS
soft key. The list of annunciation messages includes:
o WHEEL XX OVHT
o A/I WINGS
o APU FIRE DETECT FAIL
o AUTOBRAKE OUT (A/C fitted with EASy II and
autobrake function)
o BLEED OVERHEAT
o COND : CABIN OVERPRESS
o COND : CKPT OVERPRESS
o COND : CREW AUTO FAULT
o COND : PAX AUTO FAULT
o COND : MAN FAULT
o CROSS BLEED FAIL
o ECU OVHT
o ENG .. FIRE DETECT FAIL
o FADEC ..X FAIL
o FUEL : CMPTR .. FAIL
o OVHD BACKUP PWR LH+RH FAIL
o PITCH FEEL
o T/R .. FAIL
o FUEL LEVEL ..
The test is performed while the soft key is pressed.

02-31_2-10 F2000EX EASY
FIGURE 02-31_2-10-03 - TEST SYNOPTIC PAGE - LIGHTS TEST FEEDBACK
■ CAS ENABLE soft key
During PARK and TAXI phases, clicking on this soft key makes the on-ground
inhibited CAS messages display.
FIGURE 02-31_2-10-04 - TEST SYNOPTIC PAGE- CAS ENABLE

F2000EX EASY 02-31_2-10
INDICATION
- The master warning and master caution pushbuttons,
- Two CAS windows that are permanently displayed in each PDU.
FIGURE 02-31_2-10-05 - CAS MESSAGES WINDOW
When a new red or amber message pops up, it is considered unacknowledged and
displayed in reverse video. In addition the master warning (or caution) lights up and the
chime sounds in order to better catch the pilots' attention.
The pilot then depresses the master warning (or caution) pushbutton to acknowledge the
red or amber CAS message.
There is no need to acknowledge a white message, which is automatically displayed in
normal video (white on black) after 10 sec.
FIGURE 02-31_2-10-06 - CAS MESSAGE FIELD

02-31_2-10 F2000EX EASY
NO TAKE OFF INDICATION
The take-off configuration NO TAKE OFF message comes along with the "NO TAKE
OFF" aural warning.
The take-off configuration NO TAKE OFF message is not inhibited due to V1.
In order to determine the cause, the following indication is displayed:
DESCRIPTION INDICATION
HSI window ENG-TRM-

FUEL
windows
If the horizontal stabilizer is not in the certified take-off
range, a flashing red STAB displays in reverse video
and the pointer fhashes red in the HSI and in the
ENG-TRM-FUEL window.
If the flaps are not in a certified take-off position, the

flap symbol flashes red in the HSI window.
If one slat is not extended, the slat symbol flashes red

in the HSI window.
If the airbrakes are extended or if the lever is not in the

zero detent, the airbrakes symbol flashes red in the HSI
window and AB2 displays red on the speed tape.
If the parking brake is set, a red PARK BK replaces

GEAR in the HSI window.

F2000EX EASY 02-31_2-10
ABNORMAL OPERATION
Three different sources (the Monitor Warning computers or MW) manage the lists of CAS
messages.
Should at least two lists disagree, a CAS flag and a soft-key are displayed in the upper-right
corner of the ENG-CAS window.
The CAS soft-key is displayed as long as the CAS flag is.
FIGURE 02-31_2-10-07 - CAS MISCOMPARE ANNUNCIATION
The pilot can swap sources (i.e. MW1, 2, or 3) in clicking on the soft-key in his on-side CAS
window for comparison. In this case, the source does not change in the off-side CAS window.
The CAS soft-key may display either:
- Grey when the selected source agrees with at least one of the other sources.
- Amber when the selected source disagrees with at least one of the other sources.
Grey, showing a white PRI (priority) and a green CAS1 (or 2, or 3), to indicate the monitor
warning that takes priority.
FIGURE 02-31_2-10-08 - CAS SOFT-KEY

02-31_2-10 F2000EX EASY
MONIT WARN .. FAIL On ground, failure of monitor warning (1/2/3)

F2000EX EASY 02-31_2-20
DGT94085 AURAL WARNING ISSUE 20
GENERAL
INTRODUCTION
The audio warnings, voice messages and tones, are normally associated with CAS
messages. They warn the fligh-crew of an abnormal or emergency situation.
The aural warning system consists of three drivers: a master driver, a slave driver and the
TCAS. Each of them contains groups of alerts, which act together in accordance with priority
rules.
SOURCES
The two drivers called master and slave are part of Control IO module and are located in the
MAU 1A (Control I/O 1) and MAU 2A (Control I/O 2).
The TCAS alerts are generated by the TCAS equipment, which is independent from the
MAU: they are directly sent to the audio channels.
All aural warnings are sent to the cockpit speakers through each AUDIO panel.
EQUIPMENT POWER SUPPLY MASTER SWITCH

MAU 1A ESS bus None
MAU 2A RH bus RH AV MASTER
TCAS LH bus None
LH AUDIO panel LH bus None
RH AUDIO panel RH bus None
AUDIO panel 3 LH bus LH AV MASTER

02-31_2-20 F2000EX EASY
ISSUE 20 AURAL WARNING DGT94085
FIGURE 02-31_2-20-00 - AURAL WARNING

F2000EX EASY 02-31_2-20
DESCRIPTION
AUDIO WARNINGS DRIVERS
The audio warnings are played through three drivers:

- The TCAS, which is completely independent from the other drivers,
- The slave driver, which contains the horizontal stabilizer trim running, the altitude and
the Autothrottle normal disengagement,
- The master driver, which contains all other audio warnings.
PRIORITY GROUPS
Since the drivers are independent from each other, the alerts may possibly come out from
the three drivers at the same time.
To avoid too many alerts at the time, the audio warnings have been grouped and priorities
between those groups have been defined.
Each driver contains several groups of audio alerts, called priority groups.
When two alerts of different groups are triggered at the same time, only the aural warning of
the highest priority group is heard.
When the alert of the highest priority group stops, the audio warning of the lowest priority
group is then heard, if still present.
Priorities have also been set within each group. In fact, all alerts are heard in sequence,
beginning with the one of the highest priority.
NOTE
When EGPWS triggers an aural alert, TCAS is forced in TA ONLY (no audio warning).
When the EGPWS alert stops, the TCAS automatically reverts to TA/RA.
The following table shows the priority groups in a decreasing order of priorities for all three
drivers:

02-31_2-20 F2000EX EASY
DRIVER PRIORITY GROUPS
TCAS Group 1 - All TCAS alerts
- Horizontal stabilizer trim running

SLAVE Group 1 - Altitude
- Normal Auto Throttle disengagement
Group 1 - Stall
- Windshear
Group 2
- Overspeed
- Fire
- Master warning
Group 3 - Master caution
- EGPWS warnings
- Cabin pressure
Group 4 - None (spare)
- All EGPWS cautions

MASTER
- No take off
- Gear
- Increase speed
- Flaps
Group 5 - Altitude
- Auto Pilot disengagement
- Abnormal Auto Throttle disengagement
- End of Timer or Alarm-clock
- CPDLC message (option available only for A/C
fitted with EASy II)
- All RAAS advisories (option available only for A/C

Group 6
fitted with EASy II)
The complete list of audio warnings (condition and associated tone or voice message) is
described further in this sub-section.

F2000EX EASY 02-31_2-20
Three pushbuttons on the glareshield allow to mute the audio warnings:

MASTER
- WARNING when pushed, the pushbutton red light goes out and the chime stops.
MASTER
- CAUTION when pushed, the pushbutton amber light goes out and the chime stops.
- pushbutton may silence the following aural warnings:
o INCREASE SPEED for 30 seconds only. After this 30 seconds period, if the conditions
are met, it will trigger again,
o End of Timer or Alarm-clock,
MASTER
o The CABIN warning can be silenced by pushing either the WARNING or pushbuttons,
MASTER
o The warning can be silenced by pushing either the WARNING or pushbuttons,
o The RAAS aural annunciation (RAAS is optional on A/C fitted with EASy II).
FIGURE 02-31_2-20-01 - MASTER WARNING, MASTER CAUTION AND

SIL PUSHBUTTONS ON THE GLARESHIELD

02-31_2-20 F2000EX EASY
LIST OF AURAL WARNINGS
TCAS DRIVER
The TCAS aural warnings and associated voice message are described in the below table:
LEVEL
DESCRIPTION (WARNING OR TONE / VOICE MESSAGE TYPE
CAUTION)
"DESCEND, DESCEND, NOW, Single
TCAS RA WARNING DESCEND, DESCEND, NOW"
"CLIMB, CLIMB, NOW, Single

TCAS RA WARNING
CLIMB, CLIMB, NOW"
"INCREASE DESCENT, Single
TCAS RA WARNING
INCREASE DESCENT"
"INCREASE CLIMB, Single
TCAS RA WARNING
INCREASE CLIMB"
TCAS RA WARNING "DESCEND, DESCEND" Single
"DESCEND, CROSSING Single

DESCEND,
TCAS RA WARNING
DESCEND, CROSSING
DESCEND"
"CLIMB, CROSSING CLIMB, Single
TCAS RA WARNING
CLIMB, CROSSING CLIMB"
TCAS RA WARNING "CLIMB, CLIMB, CLIMB" Single
"ADJUST VERTICAL SPEED, Single

ADJUST"
(A/C without M3394 or
SB F2000EX-286)
TCAS RA WARNING
Or
"LEVEL OFF, LEVEL OFF"
(A/C with M3394 or
SB F2000EX-286)
"MAINTAIN VERTICAL SPEED, Single
TCAS RA WARNING
MAINTAIN"
"MAINTAIN VERTICAL SPEED, Single
TCAS RA WARNING
CROSSING MAINTAIN"

F2000EX EASY 02-31_2-20
LEVEL
CAUTION)
"MONITOR VERTICAL SPEED, Single
TCAS RA WARNING
MONITOR VERTICAL SPEED"
TCAS TA CAUTION "TRAFFIC, TRAFFIC” Single
TCAS RA WARNING "CLEAR OF CONFLICT” Single
MASTER AND SLAVE DRIVERS
LEVEL
CAUTION)
Stall warning WARNING "STALL" Continuous
(Mode 7) (Siren) "WINDSHEAR, Single
WARNING
Windshear warning WINDSHEAR, WINDSHEAR"
Overspeed alert WARNING Pulsing horn Continuous
Fire WARNING 2 tones signal Continuous
Master warning WARNING Chime Continuous
Master caution Chime (different from the master Continuous
CAUTION
warning one)
(mode 1) "PULL-UP" Continuous
WARNING
Pull-up
(mode 2) "TERRAIN, TERRAIN" Single
CAUTION
Pull-up preface
(mode 2) "PULL-UP" Continuous
WARNING
Pull-up
Terrain awareness "TERRAIN, TERRAIN" (FAA) Single
preface CAUTION
"TERRAIN AHEAD" (EASA)
Terrain awareness "PULL-UP" Continuous
WARNING
warning
Obstacle awareness "OBSTACLE, OBSTACLE" Single
preface CAUTION (FAA)
"OBSTACLE AHEAD" (EASA)
Obstacle awareness "PULL-UP" Continuous
WARNING
warning

02-31_2-20 F2000EX EASY
LEVEL
CAUTION)
Cabin pressure WARNING "CABIN" Continuous
(mode 2)
CAUTION "TERRAIN" Continuous
Terrain
(mode 6)
CAUTION "MINIMUMS" Single
Minimums
"CAUTION TERRAIN"
Terrain awareness (pause)
CAUTION Continuous
caution "CAUTION TERRAIN"
(7sec pause)
"CAUTION OBSTACLE"
Obstacle awareness (pause)
CAUTION Continuous
caution "CAUTION OBSTACLE"
(7sec pause)
(mode 4)
CAUTION "TOO LOW TERRAIN Single
Too low terrain
(Terrain clearance floor)
CAUTION "TOO LOW TERRAIN" Single
Too low terrain
1,000 Single
500 Single
300 Single
200 Single
(mode 6)
CAUTION 50 Single
Altitude call-outs
40 Single
20 Single
10 Single
5 Single
(mode 4)
CAUTION "TOO LOW GEAR" Single
Too low gear
(mode 4)
CAUTION "TOO LOW FLAPS" Single
Too low flaps
"SINK RATE"
(mode 1)
CAUTION (pause) Single
Sink rate
"SINK RATE"

F2000EX EASY 02-31_2-20
LEVEL
CAUTION)
"DON'T SINK"
(mode 3)
Don't sink
"DON'T SINK"
(mode 5)
CAUTION "GLIDESLOPE" Single
Glideslope
(mode 6)
CAUTION "APPROACHING MINIMUMS" Single
Approaching DH
"BANK ANGLE"
(mode 6)
Bank angle
"BANK ANGLE"
(mode 7)
CAUTION Quiet –
Windshear alert
Horizontal stab TRIM

– Clacker Continuous
running
No Take-off WARNING "NO TAKE-OFF" Continuous
One landing gear is not

down-locked
And
RA < 500 ft (or RA is
inoperative)
CAUTION "GEAR" Continuous
And
IAS < 150 kt decreasing,
And
One throttle PLA < 16.7°
Low speed CAUTION "INCREASE SPEED" Continuous
Flaps extended and

CAUTION "FLAPS" Continuous
speed is above VFE
Altitude alert CAUTION "ALTITUDE" Single

02-31_2-20 F2000EX EASY
LEVEL
CAUTION)
AutoPilot:
WARNING "AUTOPILOT" Continuous
disengagement
Autothrottle:
CAUTION "AUTOTHROTTLE" Continuous
abnormal disengagement
Autothrottle:
CAUTION "AUTOTHROTTLE" Single
normal disengagement
End of Timer or Alarm-

ADVISORY Bell Continuous
clock
CPDLC message ADVISORY Ding-dong Single

F2000EX EASY 02-31_2-20
Runway Awareness and Advisory System aural warnings (option):
COLOR
DESCRIPTION (WARNING OR TONE/VOICE MESSAGE TYPE
CAUTION)
Taxiway take-off WHITE "ON TAXIWAY!, ON TAXIWAY!" Single
Approaching runway in WHITE
flight "APPROACHING XX Y" (*)
OR OR Single
Approaching runway on "APPROACHING RUNWAYS"
ground
WHITE "ON RUNWAY XX" (*)
On runway on ground OR Single
"ON RUNWAY RUNWAYS"
Distance remaining during WHITE
"ZZ REMAINING" (*) Single
landing and roll-out
Runway end WHITE "ONE HUNDRED REMAINING" Single
WHITE "APPROACHING XX, ZZ
AVAILABLE" (*)
Approaching short runway
Single
in flight OR
"APPROACHING RUNWAYS
WHITE "ON RUNWAY XX, ZZ
AVAILABLE" (*)
Insufficient runway length
Single
on ground OR
"ON RUNWAYS
Extended holding on WHITE "ON RUNWAY XX, ON RUNWAY
Single
runway XX" (*)
Distance remaining RTO WHITE "ZZ REMAINING" (*) Continuous
(*):
XX = runway identifier
Y = LEFT or RIGHT or CENTER
ZZ = distance in feet
 Refer to section 02-34_11 for a description of Runway Awareness and Advisory System.

02-31_2-20 F2000EX EASY
SYSTEM PROTECTION
The aural warning system is protected by conventional trip-free circuit-breakers.
FIGURE 02-31_2-20-02 - AUDIO WARNING CIRCUIT BREAKER
AUDIO WARN ESS circuit-breaker switch off the audio warning driver located in the MAU 1A.
AUDIO WARN B circuit-breaker switch off the audio warning driver located in the MAU 2A.

F2000EX EASY 02-31_2-20
ABNORMAL OPERATION
On ground, aural warning system 1 fails.

AURAL WARN 1 FAIL
The corresponding driver is located in MAU 1A.
On ground, aural warning system 2 fails.

AURAL WARN 2 FAIL
Total aural warning system failure. Only TCAS aural

AURAL WARN 1+2 FAIL
warnings are available.
In flight, aural warning system 1 fails.

AURAL WARN 1 FAIL
In flight, aural warning system 2 fails.

AURAL WARN 2 FAIL

02-31_2-20 F2000EX EASY

F2000EX EASY 02-31_3-00
ATA 31_3 IND & REC
CODDE 1 PAGE 1 / 10
DFDR / CVR
DGT94085 ISSUE 20
GENERAL
DIGITAL FLIGHT DATA RECODER
The Digital Flight Data Recorder (DFDR) begins recording as soon as the airplane is
powered on, and stops when powered off.
Source
EQUIPMENT POWER SUPPLY

RH bus
DFDR
Or internal battery
When the airplane is not powered on, the internal battery enables continuation of internal
clock increment.
Equipment Location
The DFDR is located at the rear of the airplane, on the left side. It can be accessed
through the aft mechanic’s servicing door.
FIGURE 02-31_3-00-00 - DFDR LOCATION

02-31_3-00 F2000EX EASY
ATA 31_3 IND & REC
PAGE 2 / 10 CODDE 1
DFDR / CVR
ISSUE 20 DGT94085
COCKPIT VOICE RECORDER
The Cockpit Voice Recorder (CVR) begins recording as soon as the airplane is powered on,
and stops when powered off.
The CVR records the last 2 hours of crew and radio conversations.
For airplanes fitted with EASy II and CPDLC option, the CVR records the cockpit data link
messages exchanged over the last 2 hours.
Source

CVR ESS bus
Location
The CVR is located at the rear of the airplane, on the right side. It can be accessed
through the aft mechanic’s servicing door.
FIGURE 02-31_3-00-01 - CVR LOCATION
The cockpit microphone, located on the right side of the eyebrow, records the cockpit
conversations:
FIGURE 02-31_3-00-02 - COCKPIT MICROPHONE LOCATION

F2000EX EASY 02-31_3-00
ATA 31_3 IND & REC
CODDE 1 PAGE 3 / 10
DFDR / CVR
DGT94085 ISSUE 20
DESCRIPTION
DIGITAL FLIGHT DATA RECORDER
The DFDR records the last 25 hours of flight data information at rate of 256 words per
second for airplane without M3316 and at rate of 512 words per second for airplane with
M3316.
The Custom I/O 1 module (housted in MAU 1A) is used to group the digital, analog and
discrete parameters measured by the sensors, and to adapt and transfer them to the DFDR.
Two EVENT pushbuttons, located on the glareshield, are used to mark specific events.
An impact switch interrupts the recording whenever the longitudinal acceleration exceeds
3 g.
The DFDR is provided with an acoustic beacon enabling underwater location of ditched
airplane. The beacon is automatic energyzed by a specific battery uppon tripping of a water-
sensitive contact.
Quick Access Recorder
A Quick Access Recorder (QAR) equipped with a PCMCIA card can be installed as an
option in parallel to the DFDR. The QAR provides a quick and easy means to download
flight parameters for analysis. The card must be removed from the QAR and installed in a
laptop for flight parameters downloading.
A typical location for the QAR is the avionics rack located in the RH side of the baggage
compartment.
The QAR records the same signal as the DFDR. However, a 256 Mo PCMCIA card has a
recording capacity limited to about 125 hours and stops recording once the card is full
(Both FAIL and LOW CAPACITY LED are illuminated). The PCMCIA card needs then to
be downloaded and emptied in order to be used again (after download the card can be
formatted in a laptop to ensure recovery of full capacity). Regular card download intervals
are recommended to avoid reaching the capacity limit (When the card is nearly full, the
LOW CAPACITY LED flickers).
NOTE
QAR starts to record as soon as the airplane is powered. To avoid unnecessary recording
during maintenance on powered airplane, you may pull the QAR circuit breaker. Do not forget
to reactivate circuit breaker when the maintenance period is finished.

02-31_3-00 F2000EX EASY
ATA 31_3 IND & REC
PAGE 4 / 10 CODDE 1
DFDR / CVR
ISSUE 20 DGT94085
FIGURE 02-31_3-00-03 - QUICK ACCESS RECORDER

The CVR records up to four audio inputs (the three crew members microphones and the
cockpit microphone), retaining the most recent 120 minutes of all recorded audio data.
Audio information includes:
- Voice communication transmitted from or received by the flight deck,
- Active radios,
- Audio signals from each boom or mask microphone in use,
- Voice communication through the interphone system,
- Voice or NAV identification signals,
- Voice communication through the Passenger Address system.
For airplanes fitted with EASy II and CPDLC option (ATN B1 or FANS1/A), recording of data
link messages is activated in CVR. The CVR records data link messages received and
transmitted during at least the most recent 2 hours. Depending on data link traffic, recording
may exceed 2 hours.
Data link information includes:
- ATN B1 CPDLC uplink and downlink messages, and related status change (eg. the time
of message display by flight crew),
- FANS 1A CPDLC and ADS uplink and downlink messages only,
- ARINC 623 OCL messages, and related status change (eg. the time of message display
by flight crew),
- AFIS, Uplink Weather, OOOI report, Auto Position report messages,
- CMC Data Broadcast downlink reports,
- Data link connection status (periodic recording).
An impact switch interrupts the recording whenever the longitudinal acceleration exceeds
3 g.
The CVR is provided with an acoustic beacon enabling underwater location of ditched
airplane. The beacon is automatic energyzed by a specific battery uppon tripping of a water-
sensitive contact.

F2000EX EASY 02-31_3-00
ATA 31_3 IND & REC
CODDE 1 PAGE 5 / 10
DFDR / CVR
DGT94085 ISSUE 20
Crew members can identify on the record a specific event to be analyzed later, by pressing
one of the EVENT pushbuttons located on each side of the glareshield for at least 1 second.
There is no indication to the crew that the EVENT pushbutton has been pressed.
FIGURE 02-31_3-00-04 - PILOT EVENT MARKER PUSHBUTTON

02-31_3-00 F2000EX EASY
ATA 31_3 IND & REC
PAGE 6 / 10 CODDE 1
DFDR / CVR
ISSUE 20 DGT94085
Listening to and erasing the CVR record
On the AUDIO panel, the CVR pushbutton allows crew members to select the CVR
audio:
The current audio channels recorded by the CVR are then heard.
The ERS pushbutton allows to erase the entire CVR record. This action can only be
performed when the PAX door is open and the CVR audio pushbutton is selected. A tone
emitted in the crew member headsets indicates that the record has been erased.
The ERS pushbutton does not erase data link recording on CVR (airplanes fitted with
EASy II and CPDLC option).
FIGURE 02-31_3-00-05 - CVR CONTROLS ON THE AUDIO PANEL
CVR tests
The CVR can be tested manually, it is done by clicking the CVR softkey on the TEST
synoptic page of the MDU. This will trigger a 2 s tone indicating that CVR is operating
normally.
The AUDIO panel scrach pad window displays the VOLUME level when the CVR test is
normal.
For airplanes fitted with EASy II and CPDLC option, CVR 1 FAIL CAS message can be
displayed during CVR test.

F2000EX EASY 02-31_3-00
ATA 31_3 IND & REC
CODDE 1 PAGE 7 / 10
DFDR / CVR
DGT94085 ISSUE 20
FIGURE 02-31_3-00-06 - CVR TEST ON TEST WINDOW
In addition the CVR, like the DFDR, is regularly auto-checked.

02-31_3-00 F2000EX EASY
ATA 31_3 IND & REC
PAGE 8 / 10 CODDE 1
DFDR / CVR
ISSUE 20 DGT94085
SYSTEM PROTECTION
The DFDR is protected by two conventional trip-free circuit breakers located above the
overhead panel.
FIGURE 02-31_3-00-07 - CIRCUIT BREAKER

F2000EX EASY 02-31_3-00
ATA 31_3 IND & REC
CODDE 1 PAGE 9 / 10
DFDR / CVR
DGT94085 ISSUE 20
The CVR is protected by conventional trip-free circuit breakers located above the overhead
panel.
FIGURE 02-31_3-00-08 - CIRCUIT BREAKER

02-31_3-00 F2000EX EASY
ATA 31_3 IND & REC
DFDR / CVR
ISSUE 20 DGT94085
ABNORMAL OPERATION
The status of the DFDR is periodically auto-checked. If a failure is detected, the following
CAS messages can appear.
CONTEXT RESULT
DFDR 1 FAIL CAS message
DFDR 1 failure on ground

+  MASTER
CAUTION light on
DFDR 1 failure in flight DFDR 1 FAIL CAS message
If the CVR tests reveal a CVR failure, the following CAS messages can appear.
CONTEXT RESULT
CVR 1 FAIL CAS message
CVR 1 failure on ground

+  MASTER
CAUTION light on
CVR 1 failure in flight CVR 1 FAIL CAS message

F2000EX EASY 02-31_4-00
ATA 31_4 IND & REC
CODDE 1 PAGE 1 / 8
VIDEO WINDOW (OPTIONAL)
DGT94085 ISSUE 20
VIDEO WINDOW DESCRIPTION
The VIDEO window provides selection and viewing of the optional video camera system. Up
to 8 cameras or other video inputs may be installed (e.g. Airshow, EFVS). All may be viewed
individually or simultaneously.
The VIDEO window can be displayed on either MDU (not a PDU), as it requires a 2/3 format.
It is mutually exclusive with the MAINT and CHARTS windows (also 2/3 formats).
During power-up, the display is based on total number of cameras installed on the airplane. If
eight inputs are installed, all eight are displayed as depicted below:
FIGURE 02-31_4-00-00 - VIDEO WINDOW (DEFAULT)
When all video inputs are displayed, it is considered the default display. The number of
camera images displayed is selected as described in this section.

02-31_4-00 F2000EX EASY
ATA 31_4 IND & REC
PAGE 2 / 8 CODDE 1
ISSUE 20 DGT94085
VIDEO WINDOW OPERATION
The Video window has one selection checkbox, one pull-down menu box and two soft keys.
The Video Inhibit checkbox provides (or removes) a video feed to the cabin.
The Video Select pull-down menu provides a method of selecting individual or multiple
images for display.
Soft keys include:
- View All – Activates all available video images.
- Configure – Re-configures to view all selected images.
VIDEO CABIN INHIBIT CHECKBOX
The video cabin inhibit selection is always available.

When selected, a green checkmark is displayed. This will inhibit all video images to the
cabin of the airplane.
Upon initial power-up, the video inhibit checkbox is “inhibited” (default). At all other times,
the last pilot selection of cabin inhibit is retained.
VIDEO SELECT MENU
Video input selection is controlled through either a pull-down menu or directly on the display.
The pull-down menu is in checkbox format to allow selection of simultaneous multiple inputs
or a single input. Text and number of options is based on airplane configuration in the
Airplane Personality Module (APM).
Selections made via the pull-down menu cause an immediate reconfiguration of the
underlying video display to reflect the new selection. The pull-down menu remains available
for further selections until the cursor is moved off the pull-down menu. This action causes
reconfiguration of the window using the new selections. This new selection becomes the
default configuration until the next selection change or power-down.

F2000EX EASY 02-31_4-00
ATA 31_4 IND & REC
CODDE 1 PAGE 3 / 8
DGT94085 ISSUE 20
FIGURE 02-31_4-00-01 - VIDEO WINDOW
VIEW ALL SOFT KEY
When is selected, all installed video images are displayed. It is available in any
configuration other than default.
CONFIGURE SOFT KEY
The soft key is available in all configurations except “Large Image” display. This
soft key is grayed out when not available.
When a new selection window first appears, the soft key is not available (grayed
out). It becomes available when at least one selection box is checked.
When the soft key is selected, it reconfigures the display based on the number of
selected inputs. Non-selected video inputs become not available and are not displayed in
the window.

02-31_4-00 F2000EX EASY
ATA 31_4 IND & REC
PAGE 4 / 8 CODDE 1
ISSUE 20 DGT94085
DEFAUT CONFIGURATION
At power-up, the default configuration is based on maximum number of cameras installed on

the airplane. Modification of the default configuration is accomplished by either clicking on
the Video Select button (refer to Video Select Menu) or by selecting the checkbox next to
the text of an image currently viewed (refer to Selection on Image).
The number of inputs selected determines which of the eight video module display formats
is activated. Arrangement of sources in split-windows is top to bottom, left to right for all
menu selections. If 3, 5, or 7 inputs are selected for display, the 4, 6, or 8 image video
display format is used, respectively, with the bottom right window blacked out. Areas inside
the window that are not displaying video images (i.e. 3/5/7/8 format) are black.
FIGURE 02-31_4-00-02 - DISPLAY FORMAT

F2000EX EASY 02-31_4-00
ATA 31_4 IND & REC
CODDE 1 PAGE 5 / 8
DGT94085 ISSUE 20
SELECTION ON IMAGE
Video display input is also selected by using the CCD to click individual check boxes within
the display window. After selections are complete, click on “Configure” to reconfigure the
display to the selected images. This new selection becomes the default configuration until
the next selection change or power-down.
Due to display limitations, direct selections are available for only those images currently
displayed.
The selection process is as follows:
- Move cursor to the top of the image: a display cyan highlight surrounds the title and
check boxes.
- Click on image within box: a green check-mark appears in top right corner of image.
This indicates image to be viewed. Multiple images may be selected in a similar
manner.
- Click on “Configure” soft key: reconfigures to display selected images.
- Click on "View All" soft key: reverts to default configuration.
FIGURE 02-31_4-00-03 - ACTIVE IMAGE CHANGE

02-31_4-00 F2000EX EASY
ATA 31_4 IND & REC
PAGE 6 / 8 CODDE 1
ISSUE 20 DGT94085
LARGE IMAGE
A single large image is viewed by clicking on any one of the images. The selected image is
displayed as a single, full-window image. Return to the previous image by clicking on the
large image.
FIGURE 02-31_4-00-04 - CURSOR IMAGE TO REVERT TO LARGE IMAGE

F2000EX EASY 02-31_4-00
ATA 31_4 IND & REC
CODDE 1 PAGE 7 / 8
DGT94085 ISSUE 20
ABNORMAL OPERATION
Video module is located in MAU 1A.

Video functionality is not operational when the following CAS messages occurs:
- MAU 1A FAIL ,
- CONTROL IO 1 FAIL (only on ground),
- AVIONICS IO FAIL (only in flight) when linked to the Control IO 1 failure.
In this case, the video window remains available but is blanked (no image is displayed).

02-31_4-00 F2000EX EASY
ATA 31_4 IND & REC
PAGE 8 / 8 CODDE 1
ISSUE 20 DGT94085

F2000EX EASY 02-32-00
ATA 32 – LANDING GEAR AND BRAKING
CODDE 1 SYSTEM PAGE 1 / 2
02-32 ATA 32 – LANDING GEAR AND BRAKING SYSTEM
02-32-05 GENERAL
Introduction
Sources
Landing gear location
Landing gear
Brakes
Distribution

Control
Indication

Introduction
Circuit breakers
Wheels

Introduction
GROUND operation
IN FLIGHT operation

Introduction
Gear in transit with too long extension time
Total loss of hydraulic power
CAS messages

02-32-00 F2000EX EASY
PAGE 2 / 2 SYSTEM CODDE 1

F2000EX EASY 02-32-05
INTRODUCTION
The airplane has a retractable tricycle landing gear consisting of two dual tire main gears and
one dual tire nose gear.
Each landing gear strut is equipped with dual radial tires.
Each main landing gear wheel houses a carbon brake assembly.
An autobrake system can be installed in option on F2000EX EASY or F2000DX or F2000LX
S/N < 238. This system is basic on F2000LX S/N ≥ 238.

02-32-05 F2000EX EASY

F2000EX EASY 02-32-05
SOURCES
In normal operation, landing gear is electrically controlled from the pilot station and
hydraulically actuated. In emergency mode, landing gear is actuated only by hydraulic power.
In free fall mode, the landing gear extends by gravity.
Braking system control and interfaces are provided through the brake pedals and parking
brake handle.
Normal braking system needs hydraulic and electrical power, whereas parking brake only
needs hydraulic power.
ELECTRICAL HYDRAULIC
A1 bus
A2 bus Hydraulic reservoirs 1 and 2
B1 bus
Parking brake accumulator (supplied by HYD 2)
B2 bus for parking and emergency braking.
ESS bus

02-32-05 F2000EX EASY
LANDING GEAR LOCATION
FIGURE 02-32-05-01 LANDING GEAR OVERVIEW DIAGRAM

F2000EX EASY 02-32-10
DGT94085 DESCRIPTION ISSUE 16
LANDING GEAR
NOSE WHEEL STEERING
The steering hand wheel is located on the left console. When manually rotated, the hand
wheel actuates a control potentiometer to transmit steering signals through the Braking and
Steering Control Unit (BSCU) to the servo-valve on the Nose Wheel Steering (NWS)
assembly. The pilot must depress the hand wheel to unlock and energize the steering
selector valve. The nose wheels are steered from 0 to 60° and are equipped with a centering
system allowing the gear centering for retraction and extension.
HYD 1 system supplies the hydraulic pressure to the NWS.
When the hydraulic pressure is not supplied to the steering system, the nose wheel shimmy
effect is damped by the anti-shimmy system.
When the nose gear is retracted, the hydraulic pressure in the steering system drops to zero
(no more control).
FIGURE 02-32-10-00 NOSE WHEEL STEERING DIAGRAM

02-32-10 F2000EX EASY
ISSUE 16 DESCRIPTION DGT94085
MAIN LANDING GEAR
Each Main Landing Gear (MLG) primarily consists of a shock strut barrel housing a shock
absorber (lower unit). The shock absorber is equipped with the axle, wheels and brake
assemblies and is connected to the barrel with scissor links.
The design is optimized for maximum thermal performance and includes a deep draw
conical wheel web for maximum brake energy.
The outboard end of each wheel hub is equipped with a drive cap carrying a drive blade
which engages and drives the braking control system tachometer which is housed within the
hollow axle.
Each MLG also features two flight/ground proximity sensors and two wheel speed
transducers (dual channels) for the anti-skid system, one driven by each main wheel. When
extended, the MLG is down locked by an integral lock in the gear actuator and by constant
hydraulic pressure. When retracted, the MLG is up locked by mechanical lock units that are
mechanically locked and hydraulically unlocked in the normal and emergency operating
modes and mechanically unlocked in the free fall extension mode.
Each MLG is enclosed at retraction with a main door and a fairing door.
FIGURE 02-32-10-01 MAIN LANDING GEAR ASSEMBLY

F2000EX EASY 02-32-10
MAIN LANING GEAR TIRES
This airplane is equipped with tubeless radial tires.
NOSE LANDING GEAR
The Nose Landing Gear (NLG) includes an outer shock strut barrel housing a shock
absorber. A rotating inner barrel is controlled by the steering mechanism.
The inner barrel and shock absorber are connected with scissor links. A hydraulically-
actuated rack-and-pinion steering actuator within the inner barrel supplies steering motion.
Four NLG doors enclose the nose gear at retraction. The upper aft door is mechanically
connected to the NLG and to the airplane structure. The lower aft door is connected to the
scissor links. Both doors move to enclose the rear area of the NLG assembly at retraction.
The two forward doors are mechanically actuated by rollers on the torque link lower arm,
closing the doors at retraction.
The nose wheels must be equipped with chine tires.
The NLG also features two flight/ground proximity sensors.
FIGURE 02-32-10-02 NOSE LANDING GEAR ASSEMBLY

02-32-10 F2000EX EASY
FLIGHT/GROUND DETECTION
Two proximity sensors per landing gear detect whether the shock absorbers are extended or
not.
The six data issued from proximity sensors are sent to each Modular Avionics Unit (MAU).
The internal monitor warning function of each MAU computes soft flight/ground logics based
on hard flight/ground detection.
NORMAL LANDING GEAR OPERATION SEQUENCE
MLG extension and retraction sequence is controlled by proximity sensors on the door up
lock units and on the MLG door actuators.
NOTE
The doors do not operate unless the gear is fully up locked or down locked.
The sequence is:

- Main doors open,
- Landing gear extends or retracts,
- Main doors close.
Proximity sensor status changes after the completion of an operation and the next operation
is initiated.
The NLG doors are not sequenced; they are mechanically actuated by nose gear
movement.
During retraction sequence, the BSCU applies brake pressure to stop the wheel rotation
prior to NLG retraction and before the wheels enter the wheel well.

F2000EX EASY 02-32-10
FIGURE 02-32-10-03 LANDING GEAR EXTENSION DIAGRAM

02-32-10 F2000EX EASY
EMERGENCY CONTROL SYSTEM
The emergency control system uses pressure from the HYD 1 system as a means to extend
the landing gear when the normal control system has failed.
It consists of a mechanical control that operates slide valves to simultaneously connect the
normal control system pressure lines to:
- Door latches,
- Gear up-locks,
- Actuators.
Although there is no sequencing, wheel jamming cannot occur when a tire comes in contact
with a door.
When using the emergency system, the doors stay open after full extension of the landing
gear.
FREE FALL CONTROL SYSTEM
The free fall control system permits extension of the landing gear by gravity if the hydraulic
system is inoperative. Extension takes place as follows:
- Actuating the emergency gear handle to position the slide valves so as to let the fluid in
the door and landing gear actuators flow into the return lines,
- Releasing the door latches and landing gear up-locks one at a time in pulling the
corresponding handles located on either side of the cockpit pedestal.
There is no sequence, the landing gears extend by gravity, and the aerodynamic loads help
get correct locking.

F2000EX EASY 02-32-10
BRAKES
Each brake unit consists of a brake housing assembly (hydraulic supply) and a carbon
composite hot section (heat sink). It is a three pair carbon brake assembly. The brakes are
equipped with two sets of pistons working at the same time.
The pilot pedals act on two dual channel transducers; the copilot pedals are mechanically
linked to pilot’s pedals.
BRAKING SYSTEM
General
The basic tasks of the Brake Control System are:

- Controlrolling hydraulic pressure on the wheel brake as a function of the brake pedal
position,
- Anti-skid to prevent deep tire skidding and to decrease the stopping distance.
The braking system has two working modes:
- The normal mode, controlled by the brake pedals: differential and progressive
braking with anti-skid. This mode uses a pressure feedback law.
- The emergency mode, controlled by the parking brake handle: no differential braking
and no anti-skid.
Principle
The braking system uses brake pedal position transducers ( “braking-by-wire”) and main
wheel speeds supplied by tachometer generators.
The brake pedal position is converted to a deceleration rate, which is compared with the
wheel deceleration rate to command a brake pressure. If BSCU detects a wheel skidding,
the brake pressure is released from this wheel while maintaining maximum commanded
brake pressure. The pilot cannot control the anti-skid system.
Two electrically and hydraulically independent channels give normal braking:
- BSCU 1 controls the channel 1 (electrically fed by the ESS bus) which supplies
brake pressure from HYD 1,
- BSCU 2 controls the channel 2 (electrically fed by the RH and LH bus) which
supplies brake pressure from HYD 2.
If one of both channels fails, the other system remains available and can supply braking
and anti-skid.
If both braking systems fail, the parking brake handle can be used to stop the airplane.
If the hydraulic pressure is lost, emergency braking is still available because of a
dedicated accumulator. When the accumulator pressure is less than 1,900 psi, a
BRAKE ACCU CAS message is displayed and the parking brake can be actuated at
least six times.
The anti-skid protection is unavailable in emergency braking.

02-32-10 F2000EX EASY
Automatic airbrake extension
The braking system also supplies signals for automatic airbrake activation.
The automatic mode commands the extension of airbrakes at touchdown and when
rejected take-off, in order to:
- Enhance the overall braking action at landing or rejected take-off,
- Prevent possible bounce after touchdown.
The crew can disarm this feature, if necessary.
Brake temperature
Each BSCU monitors the individual wheel brake temperatures.

The brake cooling time is independent of the parking brake (set or not). Only the wind,
temperature and relative humidity have a major inluence on the brake cooling time.
NOTE
The brake temperature is measured from 0 to 1,100 °C. The accuracy is  25 °C below 665 °C
and of  50 °C from 665 °C to 1,100 °C.
Wheels monitored
by BSCU 1
Wheels monitored
by BSCU 2
FIGURE 02-32-10-04 TEMPERATURE MONITORING

F2000EX EASY 02-32-10
Autobrake with EASy I avionics (M3177)
The autobrake automatically gives the maximum braking efficiency at MLG touchdown.
The autobrake can only be activated in flight, a ground / flight logic prevents any
activation on the ground
The autobrake function is hosted in a Printed Circuit Board (PCB) installed between
BSCU and the pedal transducers for each braking system. Both PCBs are located both
sides of the baggage compartment.
The AUTO BRAKE guarded pushbutton, installed just above the landing gear handle,
shows two labels:
- Green ACTIVE label,
- Amber OUT label.
Clicking on the LIGHTS soft key (on the TEST synoptic) makes both labels show. They
can be dimmed with DIM / BRIGHT control.
A placard, close to the autobrake pushbutton, gives the maximum authorized landing
weight with autobrake.
In flight, pressing the AUTO BRAKE pushbutton activates the autobrake, making ACTIVE
green label show. With the autobrake active, the BSCU only lets pressure in the braking
system when both MLG have touched down and the wheels’ speed is sensed.
If amber BRAKE… FAIL CAS message is displayed, the BSCU is inoperative, so is the
autobrake.
To manually de-activate the autobrake, the pilot may:
- Press the AUTO BRAKE pushbutton,
- Or, after landing, depress the brake pedals beyond a preset threshold.
Then, ACTIVE green label goes out.
Autobrake is automatically de-activated:
- On the ground: 50 seconds after MLG touchdown, or,
- When one power lever is set at MAX CLB or beyond, or,
- GA pushbutton is pressed, or,
- One BSCU fails, or,
- One autobrake PCB fails.
Then, ACTIVE green label goes out and amber OUT label flashes.

02-32-10 F2000EX EASY
The below flowchart describes the transition between the different states of the
autobrake, with EASy I avionics.
ACKNOWLEDGEMENT
Go Around conditions
Push & (GA pushbutton pressed
Auto Brake Out or 1 Throttle > Max Climb)
or system failure
Auto Brake Out
Alert (PCB or BSCU fail) Acknowledged
ACTIVE ACTIVE
DE-SELECTION
OUT OUT
Go Around conditions
Push & NOT (GA pushbutton pressed
or 1 Throttle > Max Climb)
or system failure
AUTOBRAKE (PCB or BSCU fail) REJECTED SELECTION
AUTO DE-SELECTION FAILURE Go Around conditions
Go Around conditions PCB failure Push & (GA pushbutton pressed
(GA pushbutton pressed or 1 Throttle > Max Climb)
or 1 Throttle > Max Climb) or BSCU failure
or system failure
(PCB or BSCU fail)
Inactive
DE-SELECTION ACTIVE
END OF LIGHTS TEST
Push1 LIGHTS pushbutton released
or OUT
Pedal pressed on ground
or LIGHTS TEST
50 seconds time-out on ground In the TEST synoptic
SELECTION
Push1 In flight LIGHTS pushbutton pressed
Active Lights Test

ACTIVE
ACTIVE
OUT
OUT
(1) Available 3 seconds ahter previous push
FIGURE 02-32-10-05 AUTO BRAKE STATE CHART

F2000EX EASY 02-32-10
Autobrake with EASy II avionics (M3556)
The autobrake automatically gives the maximum braking efficiency at MLG touchdown.
The autobrake can only be activated in flight, a ground / flight logic prevents any
activation on the ground
The autobrake function is hosted in a Printed Circuit Board (PCB) installed between
BSCU and the pedal transducers for each braking system. Both PCBs are located both
sides of the baggage compartment.
The AUTO BRAKE guarded pushbutton, installed just above the landing gear handle,
shows green AUTO BRK label.
Clicking on the LIGHTS soft key (on the TEST synoptic) makes AUTO BRK label show. It
can be dimmed with DIM / BRIGHT control.
A placard, close to the autobrake pushbutton, gives the maximum authorized landing
weight with autobrake.
In flight, pressing the AUTO BRAKE pushbutton activates the autobrake, making green
AUTO BRK show and white AUTOBRAKE ACTIVE CAS message display.
With the autobrake active, the BSCU only lets pressure in the braking system when both
MLG have touched down and the wheels’ speed is sensed.
To manually de-activate the autobrake, the pilot may:
- Press the AUTO BRAKE pushbutton,
- Or, after landing, depress the brake pedals beyond a preset threshold.
Autobrake is automatically de-activated::
- On the ground: 50 seconds after MLG touchdown, or,
- One BSCU fails, or,
- One autobrake PCB fails, or,
- Go-Around mode is activated:
o Below 20,000 ft, at least 1 power lever is halfway between MAX CLB and TO
detents, or beyond, or,
o GA pushbutton is pressed.
When manually deactivated or deactivated after landing, AUTO BRK green label turns-off
and AUTOBRAKE ACTIVE CAS message dusappears.
When automatically deactivated, AUTO BRK green label goes out and:
- AUTOBRAKE OUT CAS message is displayed, if the deactivated is due to a:
o PCB failure,
o Go-around, and one power lever (at least) is now below MAX CLB.
- BRAKE 1 FAIL or BRAKE 2 FAIL CAS message is displayed if the deactivation
is due to BSCU1 or BSCU2 failure.
When AUTOBRAKE OUT CAS message is displayed, pressing the AUTO BRAKE
pushbutton makes it disappear, but does not re-activate the autobrake.

02-32-10 F2000EX EASY
ANTI-SKID CONTROL
General
Anti-skid control modulates brake pressure as required to prevent tire skidding and
improve the braking effectiveness. The Brake Control System (BCS) is tuned to attenuate
the nuisance signals appearing with the resonating frequencies of the landing gear.
Each BSCU controls the wheel skid from:
- Wheel tachometers (one per wheel, i.e. two per strut),
- IRS (which computes ground speed and deceleration).
As a wheel is near to skidding, the BSCU commands the brake control valve to limit the
pressure as necessary to:
- Avoid skidding, and
- Maintain the maximum commanded braking.
If the wheel does not skid, no brake release order is sent and the brake pressure
corresponds to the pedal position.
If the wheel skids but turns, a brake release order is computed.
If the wheel is blocked, a total brake release order is sent.
Tire burst
The braking system is protected against tire burst and tachometer failure.
When a tire bursts, the corresponding wheel is no longer in contact with the ground; its
speed is thus considered as null. BSCU sends a brake release order to both wheels,
resulting in a complete loss of braking on the onside strut.
After 0.4 sec of complete brake release (or in the event of tachometer failure) the brake
pressure is gradually restored. The system then only takes into account the remaining
wheel speed.
Aquaplaning safety
If the wheel speed does not increase after touchdown, the aquaplaning safety mode
prevents braking.
PARKING BRAKE
The parking brake is designed to:

- Keep the airplane at a standstill for parking (handle in first detent),
- Slow down and stop the airplane in emergency braking,
- Keep the airplane at a standstill one engine at maximum thrust and the other at idle
(handle in second detent).
HYD 2 system supplies pressure to the parking brake that is equipped with a dedicated
accumulator.
The pilot can gradually apply the braking pressure, depending on the handle position.
Emergency braking is not differential and the anti-skid is unavailable.

F2000EX EASY 02-32-10
NOTE
Both engines run-up at full thrust is to be conducted with the normal braking system (pedals),
both HYD systems must be operative.
FAULT DETECTION AND STORAGE

Braking system interfaces with the avionics for fault detection and maintenance diagnostic
data transfer.
Each BSCU can detect internal and external faults related to the brake control system. In
addition, each BSCU transmits maintenance data.
A check valve prevents false detection, usually due to pressure surge during landing gear
extension / retraction.

02-32-10 F2000EX EASY
DISTRIBUTION
Both hydraulic systems supply pressure for operation of the landing gear and braking system.
 For more information, refer to CODDE 1 / Chapter 02 / ATA 29.
HYD 1 system supplies:
- Landing gears and doors,
- Nose wheel steering.
HYD 2 system supplies:
- Parking brake,
- Airbrakes.
Both hydraulic systems independently supply the carbon disk brakes on main landing gear
wheels.
A back-up accumulator on HYD 2 system supplies pressure to the emergency braking.
An anti-skid system is built into both braking systems.

F2000EX EASY 02-32-15
DGT94085 CONTROL AND INDICATION ISSUE 14
CONTROL
FRONT PANEL
A/C fitted with EASy I
A/C fitted with EASy II

PARK BRAKE AUTO BRAKE guarded emergency pull
gear handle
handle pushbutton gear handle
FIGURE 02-32-15-00 FRONT PANEL CONTROLS
FLOOR
FIGURE 02-32-15-01 MANUALLY-ACTUATED GEAR HANDLES

02-32-15 F2000EX EASY
ISSUE 14 CONTROL AND INDICATION DGT94085
TO
ACTIVATE
Controls extension and

retraction of the landing
gear.
The handle is equipped with

a red blinker to indicate Displayed for 10 sec
abnormal gear status in the after up-lock, then
two following cases:
- At least one gear is not
GEAR
down and locked in the
UP
following conditions:
o Both throttles are below
MAX CRUISE position,
AND
Until airplane reaches:
o Indicated speed is
below 150 kt and - 18,500 ft climbing,
UP
decreasing or 155 kt - 18,000 ft descending
and increasing,
AND
o Height is below 500 ft
and radar altimeter is
valid, or radar altimeter
is invalid.
NOTE
Displayed above
In this case, aural warning 18,000 / 18,500 ft
"GEAR" is activated.
- After a 20-sec delay, the

landing gear position
does not comply with
control handle position.
DOWN

F2000EX EASY 02-32-15
CONTROL FUNCTION TO ACTIVATE SYNOPTIC
Actuates emergency gear To activate,

extension. No sequencing push the yellow
is performed and the part to unlock
doors remain open. For then pull the
gear extension only handle.
Provide manual unlocking

To activate,
of the gears and the main
raise the cover
gear inner doors for free
and pull the
fall emergency extension
handle.
(gravity extension)
The pilot pedals send the

pilot braking order to the
No associated
braking system.
It is common to the two synoptic
braking channels
Mechanically activates To set to first

braking through HYD 2 detent, pull the
system handle to the
There are two locking stop.
detents: No associated
- One for park braking To set to second synoptic.

and stand-by brake detent, push the
unlock button
- One for run-up (on one and pull the
engine) handle fully.
Actuates a control poten- To activate the

tiometer to provide steering before
steering signals through turn-ing, the No associated
the BSCU to the torque hand-wheel synoptic
motor on the steering needs to be
assembly pushed in.

02-32-15 F2000EX EASY
CONTROL FUNCTION TO ACTIVATE SYNOPTIC
Autobrake
function is
selected and
activated
Controls selection of
autobrake function.
The AUTO BRAKE
guarded pushbutton has
two lighted areas:
- A green lighted area Autobrake
labeled ACTIVE, selection is
- An amber lighted area rejected
A/C with M3177
labeled OUT.
Autobrake with
EASy I Autobrake Maximum Autobrake
Landing Weight placard is function is
added close to the AUTO automatically
BRAKE pushbutton.
de-activated
OUT flashing is
acknowledged
by depressing
the pushbutton.
Autobrake
Controls selection of function is
autobrake function. activated
Autobrake Maximum
A/C with M3556 Landing Weight placard is
added close to the AUTO Autobrake
Autobrake with BRAKE pushbutton. function is not
EASy II activatetd

F2000EX EASY 02-32-15
INDICATION
GEAR
Gear and configuration indications can be found on PDU, in the right upper side of the HSI
window.
L/G configuration
indication
FIGURE 02-32-15-02 HSI WINDOW

02-32-15 F2000EX EASY
NORMAL STATUS
Gear up and locked.

Gear down and locked.
Gear doors closed.
Left and right main gear doors are closed.
Displayed for 10 sec after retraction
GEAR
UP
Gear up and locked. Gear up and locked.

Gear doors closed. Gear doors closed.
Displayed under 18,000 ft. Displayed above 18,000 ft
When all gears are up for more than 10 sec, a GEAR UP annunciation is displayed and
the gear symbol is removed.
The GEAR UP indication is no longer displayed when the altitude on the pilot flying side
is above 18,500 ft if climbing and above 18,000 ft if descending.
Gear handle selection is gear down. Gear handle selection is gear up.
Gears are unlocked and in transition. Gears are unlocked and in transition.
Gear doors are open. Gear doors are open.

F2000EX EASY 02-32-15
ABNORMAL STATUS
Examples of abnormal status:
Gear handle selection is gear up. Gear handle selection is gear down.
Gears are up and locked. Gears are down and locked.
Left main gear door remains open. Left main gear door remains open.
Gear handle selection is gear down. Gear handle selection is gear up.
20 sec have elapsed and main landing gears 20 sec have elapsed and nose landing gear
are not indicated down and locked. is not indicated up and locked.
In this case, gear handle light blinks and In this case, gear handle light blinks and
LANDING GEAR is displayed. LANDING GEAR NOT UP is displayed.

02-32-15 F2000EX EASY
REMINDER STATUS
If the landing gear handle selection is gear up and all following conditions are fulfilled:
- Both throttles are below MAX CRUISE position,
- Indicated speed is below 150 kt and decreasing or 155 kt and increasing,
- Height is below 500 ft and radar altimeter is valid, or radar altimeter is invalid.
Then following indications are available:
- "GEAR" aural warning,
- Gear handle light blinking,
- Gear indication in HSI window as following:
NOTE
ERRONEOUS INDICATION
If at least one landing gear is not down and locked (green display) when:
- Both throttles are below MAX CRUISE position,
- Indicated speed is below 150 kt and decreasing or 155 kt and increasing,
- Height is below 500 ft and radar altimeter is valid, or radar altimeter is invalid.
Then an erroneous indication is displayed; e.g with a nose gear not extended:
Instead of
In this example, all gears are displayed UP, which is not their actual status. When one of the
hereabove conditions is not fulfilled, the correct display is recovered.

F2000EX EASY 02-32-15
INVALID DATA
Data transmitted by avionics are declared invalid.
SEQUENCE
■ Starting with the gear in the UP and LOCKED position
Gear downlocked Left or right gear

Gear uplocked Gear in transit Nose gear
and door open downlocked and
and door closed and door open downlocked
during transit door closed
■ Starting with the gear in the DOWN and LOCKED position
Left or right gear

Gear in transit and Gear uplocked and Gear uplocked and
downlocked and
door open door open door closed
doors closed

02-32-15 F2000EX EASY
BRAKE TEMPERATURE
Brakes temperatures are displayed in Hydraulic synoptic:

- Left outboard brake temperature
- Left inboard brake temperature
- Right inboard brake temperature
- Right outboard brake temperature
Brake temperature indicators
FIGURE 02-32-15-03 HYDRAULICS SYNOPTIC

F2000EX EASY 02-32-20
DGT94085 SYSTEM PROTECTION ISSUE 4
INTRODUCTION
The landing gear and braking system are protected by circuit breakers. The wheels are
protected against overheat and overpressure.
CIRCUIT BREAKERS
The circuit protection is provided by conventional trip-free circuit breakers located above the
overhead panel.
FIGURE 02-32-20-00 CIRCUIT BREAKER PANEL

02-32-20 F2000EX EASY
ISSUE 4 SYSTEM PROTECTION DGT94085
WHEELS
The main wheels incorporate:

- three push-in fusible plugs for overheat protection,
- over-inflation protection plug,
- fourteen large ventilation holes to promote increased air circulation for cooling,
- and scalloped key bosses for reduced wheel temperature.
Nose wheel has an over-inflation protection plug.

F2000EX EASY 02-32-25
DGT94085 NORMAL OPERATION ISSUE 4
INTRODUCTION
In the following, typical ground and in flight situations have been selected to help the crew to
understand the symbols provided in the various panels and display.
GROUND OPERATION
AIRPLANE ON THE GROUND, PARKING BRAKE APPLIED
FIGURE 02-32-25-00 HSI WINDOW, AIRPLANE ON GROUND, PARKING BRAKE APPLIED
CONTROL POSITION RESULT
Landing gear handle down Gear down <three green>

Parking brake applied PARK BRAKE ON in CAS area

02-32-25 F2000EX EASY
ISSUE 4 NORMAL OPERATION DGT94085
IN FLIGHT OPERATION
FIGURE 02-32-25-01 HSI WINDOW AFTER TAKE-OFF
Gear up and doors closed

Landing gear handle up
UP symbols for 10 sec

F2000EX EASY 02-32-30
DGT94085 ABNORMAL OPERATION ISSUE 14
INTRODUCTION
In the following, typical abnormal situations have been selected to help the crew to
understand the symbology provided in the various panels and displays.
GEAR IN TRANSIT WITH TOO LONG EXTENSION TIME
FIGURE 02-32-30-00 HSI WINDOW, GEAR IN TRANSIT WITH TOO LONG EXTENSION TIME
If gear not downlocked after 20 sec:

Landing gear handle down - gear handle flashing
- red arrow replacing gear symbol

02-32-30 F2000EX EASY
ISSUE 14 ABNORMAL OPERATION DGT94085
TOTAL LOSS OF HYDRAULIC POWER
LANDING GEAR
In case of total hydraulic power loss, the landing gear can still be extended manually with
the three emergency gear handles.
BRAKING SYSTEM
In case of total hydraulic power loss, braking is still possible, using parking brake handle,
thanks to the brake accumulator.
CAUTION
Do not go beyond the first parking brake detent during landing roll.

F2000EX EASY 02-32-30
CAS MESSAGES
BOTH BRAKE SYSTEM Total failure of both brake systems. Only emergency
park braking is available
A/C with M3556 (autobrake with EASy II):

- Autobrake function is automatically de-activated
AUTOBRAKE OUT due to autobrake PCB failure
- Autobrake function is automatically de-activated
due to Go-Around activation and the Go-Around is
finished
BRAKE .. FAIL Failure of braking system (1/2)
BRAKE ACCU Hydraulic pressure in parking brake system is less

than 1,900 psi
BRAKE PRESS Pressure is detected in one brake while pedals are at

rest
On ground before taxi, message indicating that at

least one of the fuel computer (FQMC), or bleed anti-
FAULT CODE ice computer (BASC), or brake computer (BSCU) has
LANDING GEAR Landing gear failed to extend completely 20 seconds

after commanded down
LANDING GEAR NOT UP Landing gear failed to retract completely 20 seconds

after commanded up
NWS FAILED Failure of nose wheel steering systems
A/C with M3556 (autobrake with EASy II)

AUTOBRAKE ACTIVE
Autobrake function is activated.
In flight, message indicating that at least one of the

fuel computer (FQMC), or bleed anti-ice computer
FAULT CODE (BASC), or brake computer (BSCU) has recorded a
failure that may affect dispatch and the detail failure
(computer and fault code) is displayed in
PARK BRAKE ON On ground, indication that parking brake is applied

02-32-30 F2000EX EASY
ISSUE 14 ABNORMAL OPERATION DGT94085

F2000EX EASY 02-33-00
ATA 33 – LIGHTS
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 4
02-33 ATA 33 – LIGHTS
02-33-05 GENERAL
Introduction
Sources
General
Cockpit lights
Cabin lights
Servicing lights
Exterior lights
Emergency lighting


General

02-33-00 F2000EX EASY
ATA 33 – LIGHTS
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 4 DGT94085

F2000EX EASY 02-33-05
ATA 33 – LIGHTS
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 4
INTRODUCTION
The Falcon 2000EX EASy lighting system consists of:

- the interior lighting system, comprising:
o the cockpit,
o the passenger cabin,
o the nose cone compartment,
o the baggage and servicing compartments,
- the exterior lighting system including:
o the navigation lights,
o the anti-collision lights,
o the landing and taxi lights,
o the wing ice detection lights,
o the fin logo lights (option),
- an emergency lighting system including:
o the interior emergency lighting system,
o the exterior emergency lighting system.

02-33-05 F2000EX EASY
ATA 33 – LIGHTS
PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 4 DGT94085
Lighting circuit
breakers C/B panel
lighting switch
Cockpit lighting
control panel
Exterior and interior

light controls
Reversion
Panel (RP)

F2000EX EASY 02-33-05
ATA 33 – LIGHTS
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 4
SOURCES
COCKPIT LIGHTS POWERED BY
Dome lights Battery bus

Reading lights Pilot: A1 bus / Copilot: B1 bus
Circuit breaker panel lighting ESS bus
Overhead panel Pilot: ESS bus / Copilot: B1 bus
Glareshield A2 bus
Instrument panel lighting B2 bus
Pedestal equipment B2 bus
Status and indicator lighting (HORN SILENT, ESS bus, backup B1 bus
EVENT, FMS MSG, MASTER CAUTION and
MASTER WARNING, VHF 1 EMERG)
CABIN LIGHTS POWERED BY
Airstair lights Battery bus

Entrance lights A2 bus
Passenger indirect lights Optional feeders (A4 bus, B4 bus)
Passenger reading and table lights Optional feeders (A4, B4)
Passenger ordinance signs B1 bus
Toilet lights A4 bus
SERVICING LIGHTS POWERED BY
Nose cone light Battery bus

Baggage compartment lighting Battery bus
Baggage compartment exterior lighting Battery bus
Forward servicing compartment lighting Battery bus
Aft servicing compartment lighting Battery bus
Refueling area lighting Battery bus

02-33-05 F2000EX EASY
ATA 33 – LIGHTS
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 4 DGT94085
EXTERIOR LIGHTING POWERED BY
Navigation lights A1 bus

Fin logo lights (option) A4 bus
Anti-collision lights Wings: B1 bus / Belly: B2 bus
Anti-collision lights Fin: ESS bus
Landing lights LH: A1 bus / RH: B2 bus
Taxi lights B1 bus
Ice indication lights LH: A1 bus / RH: B2 bus
EMERGENCY LIGHTING POWERED BY
Emergency lighting system Three emergency light batteries

loaded by B1 bus

F2000EX EASY 02-33-10
ATA 33 – LIGHTS
CODDE 1 PAGE 1 / 16
DESCRIPTION
DGT94085 ISSUE 7
GENERAL
Cockpit lighting provides general illumination, specific lighting for instruments, and map
lighting.
Cabin area lighting provides illumination for warning signs and area illumination for passenger
safety and convenience.
Individual lights are provided for the forward and aft servicing compartments, baggage
compartment, and nose cone compartment.
Exterior lighting includes navigation, landing, taxi, anti-collision and wing ice detection lights.
All interior and exterior lights can be manually controlled through the overhead panel
pushbuttons and toggle switches except for the baggage, forward and aft servicing
compartment lighting that is controlled by micro-switches located on each door.

02-33-10 F2000EX EASY
ATA 33 – LIGHTS
PAGE 2 / 16 CODDE 1
DESCRIPTION
ISSUE 7 DGT94085
COCKPIT LIGHTS
Cockpit lighting consists of dome, reading, glareshield, circuit breaker panel, overhead panel,
instrument and indicator lights. The lighting control panel is located in the copilot overhead
zone.
DOME LIGHTS
Two dome lights located on each side of the overhead panel are provided for general
illumination of the cockpit area. The dome lights are controlled by a DOME rotary knob
located in the INTERIOR LIGHTS zone of the overhead panel. This rheostat allows setting
of the dome light from DIM to BRIGHT.
Each ceiling light contains three bulbs, one for normal operation (28 VDC) and two for
emergency operation (5 VDC). The dome lights are supplied by the main batteries.
READING LIGHTS
The two swivel reading lights are located in the cockpit headliner above both pilots. The
associated rheostat rotary switches are also located in the headliner.
LCD DISPLAY BRIGHTNESS
Brightness adjustment of four 14.1 in-PDU and MDU LCD displays is controlled by the
reversion panel located in the cockpit center pedestal. Each LCD display is controlled
through its associated DIM / OFF – AUTO - REV inner rotary knob (rheostat).
PEDESTAL, UPPER STRIP PANEL, SECONDARY FLIGHT DISPLAY AND SIDE LEDGE
EQUIPMENT
The PANEL rotary knob, located in the cockpit lighting control panel sets the level of lighting
for all the equipment located in the cockpit. A variable 0 to 5 VDC power supply controls the
equipment lighting.
The two check-list controllers, located at the end of the center pedestal, are permanently
illuminated with a 28 VDC power source. The lighting is not adjustable and continuously
operates at a day level.
OVERHEAD PANEL
The overhead panel is divided into two distinct zones for the setting of the lighting:
- The pushbuttons with status indications, controlled by the DIM / BRIGHT switch of the
cockpit lighting control panel,
- The functionnal diagrams, systems boundary lines, marking on cockpit lighting control
panel and borders, controlled by the OVERHEAD rotary knob (rheostat) located on the
cockpit lighting control panel.

F2000EX EASY 02-33-10
ATA 33 – LIGHTS
CODDE 1 PAGE 3 / 16
DESCRIPTION
DGT94085 ISSUE 7
INSTRUMENT PANEL LIGHTING (SHIELD)
The instrument lighting is provided by four strip electro-luminescent lights (LED), powered by
28 VDC.
The SHIELD rotary knob, located on the cockpit lighting control panel, controls the
brightness adjustment of the instrument panel lighting.
The Emergency Locator Transmitter (ELT) panel, placards and manual pressurization rotary
knob are lighted by the shield lighting.
ANNUNCIATOR AND INDICATOR LIGHTING
Annunciator and indicator comprise the following switches: EVENT, FMS MSG, SIL,
MASTER CAUTION, MASTER WARNING, VHF 1 EMERG (VHF 1 emergency frequency
guarded switch), APR O'RIDE and APR DISARM.
The SIL and EVENT switches are permanently illuminated in white on a dark background. A
thin illuminated white border surrounds the text.
The guarded emergency VHF 1 switch carries the 121.5 MHz label, written in white on the
switch (dark background) and VHF 1 EMERG placard, applied below. The switch is
illuminated amber when activated.
The DIM / BRIGHT switch located in the right overhead lighting control panel controls the
level of lighting of these switches. In BRIGHT (daylight operation), the lighting intensity is not
reduced. In DIM (night lighting), lighting intensity is reduced.
CIRCUIT BREAKER PANEL LIGHTING
The circuit breaker panel is illuminated with two spotlights located on the bulkhead behind
the pilot and the copilot. They are controlled with the C.B. PANEL pushbutton located on the
bottom right circuit breaker panel.
FIGURE 02-33-10-00 CIRCUIT BREAKER PANEL LIGHTING SWITCH

02-33-10 F2000EX EASY
ATA 33 – LIGHTS
PAGE 4 / 16 CODDE 1
DESCRIPTION
ISSUE 7 DGT94085
CABIN LIGHTS
The passenger cabin is equipped with lighting for the entrance, stairs, toilets, galley area and
cabin. Illuminated ordinance signs are also provided throughout the cabin area.
The entrance lighting control panel located on the left hand side of bulkhead of the main
entrance door includes:
- ENTRY LIGHTS pushbutton which controls the passenger cabin main entrance lighting
system,
- STAIR LIGHTS pushbutton which controls the passenger door stair lighting system,
- AISLE LIGHTS pushbutton which controls the passenger cabin aisle lighting system,
- PYLON LIGHTS pushbutton which controls the exterior lighting systems of the baggage
compartment door and the refueling area,
- BATT IN USE amber pushbutton which, when illuminated, indicates that a system is
supplied by the battery circuit.
Pushbuttons are illuminated green when inactive and amber when active through a
combination of green and red LED.
ENTRY STAIR AISLE BATT

PYLON
LIGHTS LIGHTS LIGHTS IN
LIGHTS
USE
FIGURE 02-33-10-01 ENTRANCE LIGHTING CONTROL PANEL (TYPICAL)
ENTRANCE AND GALLEY LIGHTING
The airplane entrance and galley are illuminated by spots and a fluorescent lighting system.
The entrance fluorescent lighting system is supplied with power from inverters that use a 28
VDC A2 bus input; the spots are supplied by A2 bus.
The galley lighting system is supplied by optional feeders (A4 bus, B4 bus).
An ENTRY LIGHTS pushbutton, located on the lighting control panel, controls the entrance
lighting.
Pushbuttons located in the galley control the galley lighting.
A BATT IN USE light indicates when batteries supply equipment.

F2000EX EASY 02-33-10
ATA 33 – LIGHTS
CODDE 1 PAGE 5 / 16
DESCRIPTION
DGT94085 ISSUE 7
STAIRS LIGHTING
The stairs are illuminated by an electro-luminescent lighting system. Each stair is illuminated
by an individual spotlight.
The stairs lighting is directly supplied from the 28 VDC battery bus.
Two pushbuttons control the stairs lighting:
- One located on the lighting control panel (STAIR LIGHTS),
- The other by a pushbutton located on the middle step of the stairs left side, when the
passenger door is open.
Stair lights
FIGURE 02-33-10-02 STAIR LIGHTING
PASSENGER READING AND TABLE LIGHTS
The passenger cabin is equipped with reading and table lights located in the passenger
service unit.
Both lighting systems are supplied with a 28 VDC power.
Switch control panels are located within the side-ledges or armrests near each seat location
or other designated areas.

02-33-10 F2000EX EASY
ATA 33 – LIGHTS
PAGE 6 / 16 CODDE 1
DESCRIPTION
ISSUE 7 DGT94085
PASSENGER INDIRECT LIGHTS
The cabin indirect ceiling lighting system is powered from inverters supplied with 28 VDC.
The lighting system consists of four rows of fluorescent tubes located within the upper and
lower valance panels (typical).
The cabin indirect lights are controlled through the lighting panel located in the galley and
the CABIN pushbutton located in the INTERIOR LIGHTS zone of the overhead panel.
Cabin pushbutton of the overhead panel
The CABIN pushbutton of the overhead panel allows the pilots to cut off:
- The entrance and galley lighting or,
- The entire cabin lighting whatever the position of the related switches.
When the airplane electrical system is powered, the switch shows no illuminated
annunciator or status light and all lights can be illuminated through the lighting panel of
the galley.
Pushing once the button cuts off the entrance and galley lighting. The PAX status light
then illuminates in steady blue above the CABIN pushbutton.
Pushing the button a second time cuts off cabin, galley and entrance lighting. The amber
OFF annunciator light is then illuminated below the CABIN pushbutton.
Selection sequence is the following:
Lighting panel in the Galley
The lighting panel located in the galley allows ceiling or valance lights to be illuminated in
the forward or aft cabin, at passenger's request.
Individual switch control panels located throughout the cabin area at designated seat
locations control the indirect lighting system.
VIP seat locations and other areas may be designated to allow for lighting control of the
cabin areas.

F2000EX EASY 02-33-10
ATA 33 – LIGHTS
CODDE 1 PAGE 7 / 16
DESCRIPTION
DGT94085 ISSUE 7
FIGURE 02-33-10-03 PASSENGER LIGHTING CONTROL SWITCHES (TYPICAL)
PASSENGER ORDINANCE SIGNS
The illuminated FASTEN BELTS and signs are located throughout the
cabin area and are visible from all seat locations. One RETURN TO SEAT sign is located in
the toilets.
Control switches are located in the cockpit. The pushbutton are in the INTERIOR LIGHTS
area of the overhead panel, with the and symbols. The RETURN TO SEAT sign
illuminates at the same time as the FASTEN BELTS sign.
sign is automatically switched on if oxygen is detected in the passenger

oxygen system.
AISLE LIGHTING
Aisle lighting consists of lights distributed along the aisle on the bottom of galley, seats and
sofa.
The aisle lighting system is directly supplied from the 28 VDC battery bus.
The AISLE LIGHTS pushbutton, located on the entrance lighting control panel, controls the
aisle lighting.
TOILET LIGHTS
The toilet lighting system is powered from a 28 VDC and inverters for fluorescent tubes.
The toilet lighting is controlled by pushbuttons located on the bulkhead.
A fluorescent tube inverter receives power from the main batteries. Therefore, it is not
affected by an electrical circuit power failure.

02-33-10 F2000EX EASY
ATA 33 – LIGHTS
PAGE 8 / 16 CODDE 1
DESCRIPTION
ISSUE 7 DGT94085
SERVICING LIGHTS
FLASHLIGHTS
Two flashlights are provided and mounted within the cockpit area. They can be rechargeable
in option.
NOSE CONE LIGHT
A hand light is provided for inspection of equipment items in the nose cone area.
This inspection light is controlled with a built-in switch and directly supplied from the battery
circuit.
BAGGAGE COMPARTMENT LIGHTING
The baggage compartment is equipped with ceiling light.

Electrical power is supplied directly from the batteries of the left and right electrical boxes.
Illumination of the ceiling light occurs simultaneously with interior or exterior baggage door
opening.
BAGGAGE COMPARTMENT EXTERIOR LIGHTING
A switch located on the baggage door control panel (LIGHT) allows baggage compartment
exterior illumination for night baggage handling. Another way to control this light is the
PYLON LIGHTS pushbutton located on the passenger lighting control panel.
FORWARD SERVICING COMPARTMENT LIGHTING
The forward servicing compartment is equipped with a ceiling light.

It switches automatically on upon compartment door opening.
AFT SERVICING COMPARTMENT LIGHTING
The aft servicing compartment is equipped with a ceiling light.

It switches automatically on upon compartment door opening.
REFUELING AREA LIGHTING
The fueling coupling and the pressure refueling panel lighting are automatically lighted when
their respective access door is open.
The refueling area light is controlled by the PYLON LIGHTS pushbutton located on the
passenger lighting control panel.

F2000EX EASY 02-33-10
ATA 33 – LIGHTS
CODDE 1 PAGE 9 / 16
DESCRIPTION
DGT94085 ISSUE 7
EXTERIOR LIGHTS
Green wing tip light Anticollision light (upper))) White navigation and
anticollision lights
White strobe light
Landing lights
Logo light
White strobe light
Red wing tip light
Anticollision light (lower) Ice detection lights
Taxi light
FIGURE 02-33-10-04 EXTERIOR LIGHTING SOURCES

02-33-10 F2000EX EASY
ATA 33 – LIGHTS
DESCRIPTION
ISSUE 7 DGT94085
NAVIGATION AND LOGO LIGHTS
There are three navigation lights:

- One red left wing tip light,
- One green right wing tip light,
- One white light located on the lower portion of the vertical stabilizer.
For airplane S/N≥78 LED navigation lights are installed on the wing tips. For airplane
S/N < 78 LED navigation lights are optional and can be installed in place of incandescent
bulb navigation lights. If a "F" flag is displayed on the light itself, no specific action is
required from crew: it means that the light is operative but needs to be replaced within the
next 30 days. If no "F": no action is required even if some LEDs are burnt out.
The logo lighting (option) is provided by two lights located on the left and right sides of the
horizontal stabilizer upper surface.
Navigation lights and logo lights are both controlled by the NAV pushbutton located in the
EXTERIOR LIGHTS zone of the overhead panel.
pushbutton has three positions:

- NAV position: switches on the navigation lights; no status light illuminates,
- NAV / LOGO position: controls illumination of the navigation and logo lights, the blue
LOGO status light is on,
- OFF position: turns off navigation and logo lights and the amber OFF status light comes
on.
Logo lights are automatically switched off at landing gear retraction and automatically
switched on when landing gear is extended regardless of switch position.

F2000EX EASY 02-33-10
ATA 33 – LIGHTS
DESCRIPTION
DGT94085 ISSUE 7
ANTI-COLLISION AND STROBE LIGHTS
There are two types of anti-collision lights:

- The red anti-collision strobe lights, comprising:
o One located on the fuselage top in front of the fin root exchanger air inlet,
o One located below the forward section of the fuselage,
- The white high intensity strobe light, comprising:
o One white high intensity strobe light (400 candlepower) located on each wing tip
collocated with the navigation lights within a common enclosure,
o One white light located on the lower portion of the vertical stabilizer collocated with
the navigation rear light.
Three power supply boxes that deliver high voltage in triggered pulses supply the lights. The
three power supply circuits are synchronized to create simultaneous flashes.
The pushbutton is located in the EXTERIOR LIGHTS zone of the overhead panel.
pushbutton has three positions:

- Red anti-collision lights position: switches on the red anti-collision strobe lights, the
status light is on,
- Red and white anti-collision lights position: controls illumination of the red and white
anti-collision lights; no status light illuminates,
- Off position: turns off the red anti-collision strobe lights and the white strobe lights, and
the status light is on.

02-33-10 F2000EX EASY
ATA 33 – LIGHTS
DESCRIPTION
ISSUE 7 DGT94085
LANDING LIGHTS
The two 600 W landing lights are located in a flush enclosure in each side of the wing
leading edge to fuselage fairings. The landing lights provide an in flight forward illumination
of the landing area. A ventilation inlet provides cooling for the lights.
NOTE
Ground operations are limited to a 15-minute cycle with a 45-minute cooling period between
use.
The landing lights illumination is controlled by the two LANDING selector switches located in
the EXTERIOR LIGHTS zone of the overhead panel. The switch features three positions:
OFF, PULSE and ON.
In the PULSE position, the landing lights are flashing in phase opposition. In the ON
position, the landing lights are both steady on. In both positions, the blue LDG status light is
on.
TAXI LIGHTS
The 150 W taxi light is located on the nose gear strut and illuminates the area directly in
front of the airplane. It provides visibility during taxi evolutions. If the nose gear is not down-
locked, the taxi light remains off regardless of switch positions at the light control panel.
The pushbutton located in the EXTERIOR LIGHTS zone of the overhead panel
controls the illumination of the taxi lights. When lights are on, the status light is on.
WING ICE DETECTION LIGHTS
One 85 W ice detection light is located on each side of the fuselage forward section near the
fuselage-wing fairing. These lights enable the flight crew to detect wing leading-edge icing
during night operation or during low ambient light conditions in flight.
The pushbutton located in the EXTERIOR LIGHTS zone of the overhead panel
controls the illumination of the wing ice detection lights. When lights are on, the
status light is on.

F2000EX EASY 02-33-10
ATA 33 – LIGHTS
DESCRIPTION
DGT94085 ISSUE 7
EMERGENCY LIGHTING
In case of a total electrical failure, the emergency lighting system ensures illumination of the
cockpit, emergency exit, overwing escape route and passenger door. This lighting system is
supplied by three nickel-cadmium batteries charged by the onboard electrical circuit, as long
as the EMERG LIGHTS three-position switch is on the ARM position. The batteries can
supply for electrical power approximately 10 minutes after an electrical failure.
The emergency batteries supply power to the following:
- Pilot and copilot dome lights,
- Passenger door:
o Two spotlights,
o TO UNLOCK MOVE UPWARD THE YELLOW HANDLE sign,
o EXIT signs,
- Passenger ordinance signs (FASTEN BELTS, and RETURN TO SEAT),
- Aisle spotlights,
- Emergency exit:
o EXIT sign,
o PULL HERE TO OPEN sign,
o exit handle,
- Evacuation light on lower wing surface,
- Outside emergency exit light.
The emergency lighting system is controlled with the OFF-ON-ARM toggle switch located in
the INTERIOR LIGHTS zone of the overhead panel.
In the OFF position, no power is supplied to the emergency lighting system. If the airplane
electrical circuit is energized with the switch in the OFF position, the status light above the
switch illuminates.
In the ON position, the emergency lighting system is energized and the EMERG LIGHTS
status light is illuminated for testing. Power is taken from the emergency batteries.
In the ARM position, the emergency lights remain off providing the airplane electrical system
is energized. The lights will automatically illuminate in the event of a total electrical system
failure. For normal in flight conditions, the switch should be armed. The three batteries are
charging as long as the airplane electrical system operates normally.

02-33-10 F2000EX EASY
ATA 33 – LIGHTS
DESCRIPTION
ISSUE 7 DGT94085
Evacuation light Outside emergency exit
FIGURE 02-33-10-05 EXTERIOR EMERGENCY LIGHTS

F2000EX EASY 02-33-10
ATA 33 – LIGHTS
DESCRIPTION
DGT94085 ISSUE 7
FIGURE 02-33-10-06 INTERIOR EMERGENCY EXIT SIGNS

02-33-10 F2000EX EASY
ATA 33 – LIGHTS
DESCRIPTION
ISSUE 7 DGT94085

F2000EX EASY 02-33-15
ATA 33 – LIGHTS
CODDE 1 PAGE 1 / 8
DGT94085 ISSUE 11
Status lights Pushbuttons
FIGURE 02-33-15-00 COCKPIT LIGHTING CONTROL PANEL

02-33-15 F2000EX EASY
ATA 33 – LIGHTS
PAGE 2 / 8 CODDE 1
ISSUE 11 DGT94085
FIGURE 02-33-15-01 COCKPIT LIGHTING CONTROL PANEL
FIGURE 02-33-15-02 REVERSION PANEL

DISPLAY UNIT DIMMING KNOBS

F2000EX EASY 02-33-15
ATA 33 – LIGHTS
CODDE 1 PAGE 3 / 8
DGT94085 ISSUE 11
SYNTHETIC TABLE
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
Activates left and right

wing ice detection lights
Pushbutton functions
are:
Off / ON Off ON
Activates navigation and

logo lights
are:
OFF / NAV On /
NAV-LOGO On OFF NAV On NAV and
LOGO On
Activates strobe and red

anti-collision lights
are:
OFF / ANTICOL RED On OFF RED RED and
/ ANTICOL RED and
ANTICOL On WHITE
WHITE On
ANTICOL
On

02-33-15 F2000EX EASY
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PAGE 4 / 8 CODDE 1
ISSUE 11 DGT94085
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
Activates two landing

lights
OFF
Functions of toggle
switches are:
ON
OFF / PULSE / ON
PULSE
Activates taxi light
are:
Off / ON
Off ON
Turns on and then arms

emergency lights
Toggle switch functions

are:
OFF / ON / ARM OFF ON ARM
Illuminates FASTEN
SEAT BELT ordinance
signs in the cabin area
are:
Off ON
Off / ON

F2000EX EASY 02-33-15
ATA 33 – LIGHTS
CODDE 1 PAGE 5 / 8
DGT94085 ISSUE 11
TO ACTIVATE
CONTROL FUNCTION
TO DEACTIVATE
Illuminates
ordinance signs in the
cabin area
are:
Off ON
Off / ON
Activates two cockpit

dome lights
Rheostat functions are:

Left-Off / Right-On with
light level adjustment Off On
Activates CABIN and

PAX lights
are:
OFF / PAX On / All
OFF PAX On and All cabin
entry OFF lights on

02-33-15 F2000EX EASY
ATA 33 – LIGHTS
PAGE 6 / 8 CODDE 1
ISSUE 11 DGT94085
CONTROL FUNCTION
DIM / BRIGHT switch allows night and day

light level adjustment for MASTER
WARNING, MASTER CAUTION, SIL, FMS
MSG, EVENT, VHF 1 EMERG switches and
overhead panel status lights
DIM / BRIGHT rotary switch functions:
Counterclockwise-DIM / Clockwise-BRIGHT
OVERHEAD rotary knob adjusts lighting

levels of the main overhead controls and
cockpit lighting control panel
OVERHEAD rotary knob functions:
Counterclockwise-Low / Clockwise-High
PANEL rotary knob adjusts lighting levels of

all equipment within the cockpit
PANEL rotary knob functions:
SHIELD rotary knob adjusts LED power

strip light level under upper strip panel
SHIELD rotary knob functions:

F2000EX EASY 02-33-15
ATA 33 – LIGHTS
CODDE 1 PAGE 7 / 8
DGT94085 ISSUE 11
CONTROL FUNCTION
The inner dimming knobs control dimming

of display units
The outer knobs control the symbol

generator reversion for the display units
Dimming knob functions:

OFF / DIM / BRIGHT
Activates the two spotlights illuminating the

circuit breaker panel
Positions of the pushbutton are:
Off / On

02-33-15 F2000EX EASY
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PAGE 8 / 8 CODDE 1
ISSUE 11 DGT94085

F2000EX EASY 02-33-20
ATA 33 – LIGHTS
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
GENERAL
Circuit protection is provided by conventional trip-free circuit breakers located above the
overhead panel.
FIGURE 02-33-20-00 LIGHTING CIRCUIT BREAKERS

02-33-20 F2000EX EASY
ATA 33 – LIGHTS
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085

F2000EX EASY 02-34-00
ATA 34 EASY I – NAVIGATION
CODDE 1 PAGE 1 / 4
TABLE OF CONTENTS
DGT94085 ISSUE 19
02-34 ATA 34 EASY I – NAVIGATION
02-34-05 GENERAL
Introduction
Introduction
Navigation function
Flight Management System (FMS)
Other equipment
Air Data System (ADS)
02-34-15 TYPICAL FLIGHT PREPARATION AND FLIGHT PLAN INSERTION

Typical PDU / MDU configuration
Typical flight plan insertion
02-34-20 WINDOWS AND ASSOCIATED TABS: FLIGHT MANAGEMENT WINDOW

General
Pre-flight phase of flight (POF)
Departure POF
Cruise POF
Arrival POF
Post-flight POF
FMS Approaches
02-34-22 WINDOWS AND ASSOCIATED TABS: CHARTS WINDOW

General
Airport selection
Chart type tabs
Special function
02-34-24 WINDOWS AND ASSOCIATED TABS: SENSORS WINDOW

General
Navigation tab
WX / LSS / TAWS tab

02-34-00 F2000EX EASY
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TABLE OF CONTENTS
ISSUE 19 DGT94085
02-34-28 WINDOWS AND ASSOCIATED TABS: AVIONICS WINDOW

General tab
Tabs description
02-34-30 WINDOWS AND ASSOCIATED TABS: WAYPOINT LIST (WPT LIST)

General
Description
02-34-32 WINDOWS AND ASSOCIATED TABS: I-NAV DESCRIPTION

General
I-NAV description
FMS message field
02-34-33 WINDOWS AND ASSOCIATED TABS : I-NAV UPLINK WX

Introduction
I-NAV uplink WX
Uplink WX dialog box
02-34-34 WINDOWS AND ASSOCIATED TABS: I-NAV GRAPHICAL FLIGHT

PLANNING
General
Lateral map display
Graphical flight planing
02-34-35 WINDOWS AND ASSOCIATED TABS : I-NAV VSD

General
Vertical situation display
02-34-36 WINDOWS AND ASSOCIATED TABS: ADI

General
FMA
Attitude display
Deviation
Airspeed tape
Altitude tape
Vertical speed tape
Miscompare annunciation
Failure indication

F2000EX EASY 02-34-00
CODDE 1 PAGE 3 / 4
TABLE OF CONTENTS
DGT94085 ISSUE 19
02-34-38 WINDOWS AND ASSOCIATED TABS: HSI

General
HSI window
02-34-40 HEAD-UP GUIDANCE SYSTEM

General
Description
System protection
Abnormal operation
02-34-41 ENHANCED FLIGHT VISION SYSTEM (M2308)

General
Description
System protection
Abnormal operation
02-34-41A ENHANCED FLIGHT VISION SYSTEM (M-OPT006)

General
Description
System protection
Abnormal operation
02-34-42 RADIO-NAVIGATION
Introduction
Controls and indications
Radio-Navigation modes
NAV backup tuning (A/C equipped with MKB with CPDLC function)
02-34-45 SURVEILLANCE
Weather radar
Lightning sensor system
ATC / TCAS
EGPWS

02-34-00 F2000EX EASY
PAGE 4 / 4 CODDE 1
TABLE OF CONTENTS
ISSUE 19 DGT94085
02-34-50 ABNORMAL OPERATION AND BACK-UP INSTRUMENTATION

Reversion
Secondary flight display
Stand-by compass
FMS messages
TOLD messages
CAS messages

F2000EX EASY 02-34-05
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 14
INTRODUCTION
ATA 34 section gives a detailed description of:

- Navigation management (FMS) and resources (MRC, IRS, GPS),
- Flight plan insertion,
- Various windows and associated tabs,
- Abnormal operations and back-up information.
 For DME, VOR, ILS, ADF and AFIS descriptions, refer to CODDE 1 / Chapter 02 / ATA 23.
And of the additional equipments:

- Weather Radar (WX),
- Lighting Sensor System (LSS) - optional,
- Enhanced Ground Proximity Warning System (EGPWS),
- Traffic alert and Collision Avoidance System (TCAS).
The Cursor Control Device (CCD) and the Multifunction KeyBoard (MKB) are the input
devices for the onboard navigation system.
The pilots can read the graphical information on:
- 2 Primary Display Unit (PDU),
- 2 Multifunction Display Unit (MDU),
- 1 Head Up Display (HUD) - optional.
PDU and MDU have two modes of operation – normal and reversion. In their normal mode,
they provide exceptional flexibility of display combinations with multiple methods of data input
and display. They greatly decrease flight crew workload and enhance situational awareness
as compared to traditional systems. Reversionary modes provide sufficient displays and input
methods to maintain appropriate cockpit discipline.

02-34-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 14 DGT94085
EASy uses various windows on PDU and MDU to interface with the onboard navigation
systems.
In normal configuration, the PDU shows:
- ADI: primary flight data (attitude, flight path, airspeed, altitude, vertical velocity), altitude
pre-select, baro-set, radio altitude, and AFCS mode annunciation.
- HSI: heading and track information, and navigation data (FMS, VOR-LOC, ADF, and
DME), weather radar, EGPWS, airplane configuration, stabilizer trim setting, radio
frequency, fuel, temperature, GS/TAS and time information.
- ENG-CAS,
- 1/6 configurable window: a choice of ENG-TRM-BRK, RADIOS, SENSORS or TRAFFIC
In normal configuration, each MDU may show up to 4 windows, including:
- I-NAV (navigation display, lateral map, vertical situation display, optional uplink weather),
- Waypoint List (WPT LIST),
- Flight Management Window (FMW),
- Jeppesen © Charts (CHARTS) - optional,
- SYNOPTICS pages,
- AVIONICS pages,
- Communication Management Function (CMF) / Airborne Flight Information System (AFIS)
(optional),
- MAINT (maintenance data),
- VIDEO - optional,
- Electronic CheckList (ECL).
The HUD displays flight data in an ADI-like and an HSI, this display automatically changes,
depending on the phase of flight.
In option, the HUD can display the Enhanced Flight Vision system (EFVS), a video that
overlay the standard display.

F2000EX EASY 02-34-05
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 14
FLIGHT PLANNING IN FLIGHT MODIFICATION

(LONG TERM ACTION) (SHORT TERM ACTION)
FMW interface with: I-NAV window provides interface for:

- Flight plan selection/edition - Interactive map
- Performance initialisation - Route amendment
- Performance data - Dialog boxes
- SID and STAR selection and review - Secondary flight plan
- T/O and LDG data computation - Uplink weather (optional)
SENSORS window interfaces with: WPT LIST window interfaces with:

- airplane navigation sensors - Route amendment
- Transponder / Weather radar (WX) / - Dialog boxes
Lightning Sensor System (LSS) / Terrain
- Flight log data
Awareness and Warning System (TAWS)
/ Traffic alert and Collision Avoidance - Waypoint list Route Type Controller (RTC)
System (TCAS)
FMW allows updating LDG data

AVIONICS window provides interface for:
- INIT tab
- FMS set up data
- FMS speed tab
- Tools tab
- AFCS tab
- Custom DB
- System Configuration

02-34-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 14 DGT94085

F2000EX EASY 02-34-10
CODDE 1 PAGE 1 / 14
DESCRIPTION
DGT94085 ISSUE 14
INTRODUCTION
EASy Flight Management System comprises 2 FMS (3rd one as an option), both using the
following input devices to compute the airplane position and performance data:
- 2 GPS modules,
- 2 DME,
- 2 VOR,
- 2 IRS, (3rd one as an option).

02-34-10 F2000EX EASY
PAGE 2 / 14 CODDE 1
DESCRIPTION
ISSUE 14 DGT94085
NAVIGATION FUNCTION
EASy Flight Management System is a multi-sensor area navigation (RNAV) system.
NAVIGATION RESOURCES
The navigation uses three main devices:

- Modular Radio Cabinet (MRC),
- Global Positioning System (GPS).
Two independent MRC are installed: MRC 1 under the floor, immediately forward of the
entranceway; MRC 2 in the nose cone.
Each MRC houses:
- 1 VOR/ILS/VHF Data Link (VIDL) module,
- 1 DME module,
- 1 ADF module,
- 1 VHF module,
- 1 transponder (XPDR),
- 1 Network Interface Module (NIM).
VOR and ADF raw data can be displayed on the HSI.
Inertial Reference System (IRS)
The airplane is fitted with 2 micro Inertial Reference Units (IRU). A third IRU is available
as an option. The IRS gives inertial position, velocities and accelerations, and IRS-GPS
hybrid velocities.
IRS operation requires system initialization (entry of latitude and longitude) during
alignment. GPS position is usually used for initialization.
Once aligned, the IRS receives GPS autonomous data and air data information (altitude,
altitude rate, and true air speed) from an Air Data System (ADS).
No control device is required for IRS mode management. Each IRS manages its modes
(alignment, navigation, end of flight) without any crew action.
Two types of automatic alignment are performed on ground by an IRU in NAV mode:
- Stationary align (Full),
- Auto realign.

F2000EX EASY 02-34-10
CODDE 1 PAGE 3 / 14
DESCRIPTION
DGT94085 ISSUE 14
Stationary alignment (full) commences approximately 5 seconds after initial power on.
Duration of full alignment requires 5 to 17 minutes depending on current latitude
(between 78° North and 78° South). Longer times are required at higher latitudes.
Current position is entered as a function of FMS position and should be entered within the
alignment period. No navigational information is available from the IRS during stationary
alignment. Excessive airplane movement during alignment will result in automatic full re-
alignment beginning 30 seconds after the excessive movement ends.
Auto realign starts when no airplane motion is detected while in navigation mode after
stationary alignment (initial alignment) is complete. By this realignment, an IRU
periodically corrects position and heading, and zeroes out any velocities until motion is
detected. During alignment, the IRU continues to provide valid navigation data. Auto
realign continues updating at one-minute intervals until excessive motion is detected.
Approximately one minute after the airplane stops motion, auto re-align will re-
commence.
■ IRS sequence alignment interrupted
It is possible to taxi during an IRS stationary alignment (initial alignment). However,

it will require restarting a complete stationary alignment once motion ceases. While
the airplane is taxiing, alignment is interrupted. Once it stops (GS = 0 kts) and
remains stationary, the system waits for one minute before commencing a new full
alignment sequence.
■ IRS in-flight alignment
After an IRS in-flight shutdown (i.e. transient loss of electrical power), an in-flight
alignment is automatically commenced without any crew action once electrical
power is restored. IRS attitudes are recovered within 5 seconds if the airplane is
maintained wings level without any pitch or roll movements. Automatic alignment
will continue for 5 to 17 minutes depending on current latitude. Airplane
accelerations and maneuvers will shorten the time to complete the alignment.
During alignment, a pilot can manually enter a heading on the SENSORS window.
The Flight Path Symbol (FPS) and Acceleration Chevron (AC) are not available
from this IRS until re-alignment is complete.
Global Positioning System (GPS)
2 GPS modules are installed, one per Modular Avionics Unit (MAU).
Both GPS work automatically, without any pilot action.
The FMS uses GPS valid data to compute airplane position.
The pilot can read each GPS independent position in SENSORS window.

02-34-10 F2000EX EASY
PAGE 4 / 14 CODDE 1
DESCRIPTION
ISSUE 14 DGT94085
FLIGHT MANAGEMENT SYSTEM (FMS)
FIGURE 02-34-10-00 FMS ARCHITECTURE
EASy FMS architecture can be understood as a single integrated navigational system

supported by 2 or 3 FMS operating in a synchronized or single manner. The EASy system
provides a single output to the crew for navigation and AFCS operation. FMS can be
considered as input systems supporting a single flight plan on the flight deck. Due to removal
of dedicated FMS control display unit, the master FMS receives pilot input through the
graphical interface or a keyboard. The master FMS feeds the other FMS(s).
Each pilot can directly view guidance information provided by the selected FMS.
The master FMS for entry of all data is the Pilot Flying (PF) FMS (as determined by the PILOT
SIDE pushbutton on the Guidance Panel). When operating in synchronized mode, data
entered either through a keyboard or graphically is distributed to other FMS(s).
While the active flight plan operates on the EASy flight deck, either crew members can plan a
secondary flight plan. Activation of a secondary flight plan is made graphically.
Although the system is capable of operating in single mode, it operates most efficiently in
synchronized mode as continual system crosschecks provide increased system accuracy.
Integrated NAVigation map (I-NAV) information presented on the MDU is from PF FMS.

F2000EX EASY 02-34-10
CODDE 1 PAGE 5 / 14
DESCRIPTION
DGT94085 ISSUE 14
Each FMS contains 3 types of database:

- Navigation database (NAV DATABASE),
- Performance database (AIRCRAFT DATABASE),
- User database (CUSTOM DATABASE),
Each FMS uses the following hardware resources:
- FMS processor card,
- Advanced Graphics Modules (AGM) for data displaying on PDU and MDU,
- Input/Output module to interface with external systems,
- Network interface card to interface with the Avionics Standard Communications Bus
(ASCB-D), which is a high integrity airplane wide bus network,
- A data loader,
- Display Units (PDU / MDU).
FMS functions include:
- Position computation,
- Lateral navigation (LNAV),
- Vertical navigation (VNAV),
- Speed management,
- Performance prediction and computation,
- Flight plan management,
- Take-Off and Landing Data (advisory TOLD).

02-34-10 F2000EX EASY
PAGE 6 / 14 CODDE 1
DESCRIPTION
ISSUE 14 DGT94085
CREW INTERFACE
Flight planning actions are performed using either the I-NAV graphical interface or or the
Waypoint List (WPT LIST).
Flight parameters are organized into 5 Phases Of Flight (POF) displayed in the Flight
Management Window (FMW):
- Pre-flight,
- Departure,
- Cruise,
- Arrival,
- Post-flight.
NOTE
Refer to 02-34-20 up to 02-34-38 WINDOWS AND ASSOCIATED TABS sub-sections for
details.
POSITION COMPUTATION
The FMS determines the best reference position update source (e.g. blended GPS position,
DME-DME radio position, VOR-DME radio position or blended IRS position) to use for
computing the airplane position. Current FMS mode is displayed in the SENSORS window.
The FMS uses a position and velocity filter. If no reference position source is available, the
FMS uses a Dead Reckoning (DR) mode of navigation.
In DR mode, a "NO POSITION SENSOR" FMS message is triggered and displayed in the
FMS message box in I-NAV window. A "MSG" label is also displayed in each HSI indicating
a new FMS message.

F2000EX EASY 02-34-10
CODDE 1 PAGE 7 / 14
DESCRIPTION
DGT94085 ISSUE 14
RNP VALUE MANAGEMENT
The FMS manages the RNP value with regards to the flight phase. Transition into or
between these flight phases is as follows:
- Departure: when the airplane is less than 30 Nm from origin (direct distance is
considered) or the active flight plan leg is part of a departure procedure (SID).
- Oceanic / Remote: when the airplane is more than 200 Nm from the nearest NAVAID,
more than 30 Nm from origin or destination airport, and not flying a terminal area
procedure. The FMS transitions out of the oceanic / remote phase of flight, when the
closest NAVAID to the airplane is less than 65 Nm away or when the departure, arrival,
approach, or missed approach phase of flight conditions apply.
- En route: when the airplane is not in the Oceanic, Departure, Arrival, Approach or
Missed Approach phases.
- Arrival: when the airplane is within 30 Nm of the destination airport or the active flight
plan leg is part of an arrival procedure (STAR), but the airplane is not on an approach.
- Approach: if the active flight plan leg is part of an approach procedure selected from
the navigation database and the airplane is within 2 Nm of the Final Approach Fix (FAF)
or between FAF and the Missed Approach Point.
- Missed approach: if an approach is selected from the database, the missed approach
starts at the Missed Approach Point (MAP) and continues to the MAP holding point.
Note that the TERM annunciation is displayed in the ADI when the FMS is in Departure,
Arrival or Missed Approach flight phase.
For each phase of flight, the FMS will consider the following default RNP value:
- Departure: 1.00
- En route 2.00
- Oceanic / Remote: 10.0
- Arrival: 1.00
- Approach: 0.30
- Missed approach: 1.00
The crew can modify the default flight phase RNP value in the AVIONICS window / FMS
Setup tab, or can manually modify the current RNP value in the SENSORS window /
Navigation tab / Performance page.
 Refer to sections 02-34-24 and 02-34-28 respectively for further details.
When the crew manually enters an RNP value, priority is given to this manual entry (note
that a confirmation is required if this entry is higher than the current RNP default value)
The FMS will cancel the manual entry (and display the related FMS message “PILOT RNP
CANCEL”) when transitioning into a flight phase of lower RNP value or when the flight phase
transitions to Arrival or Approach.

02-34-10 F2000EX EASY
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DESCRIPTION
ISSUE 14 DGT94085
HIGH LATITUDE NAVIGATION
The “high latitude area” is defined as being above 72° 30' N or below 59° 30' S when
entering and below 72° N or above 59° S when leaving the area.
The FMS automatically switches to true heading when entering one of the high latitude
areas. HSI heading is switched to true and an FMS message ACTIVE MODE IS TRUE HDG
is displayed. This switch is necessary for the FMS to calculate the magnetic in adding the
true heading to the stored magnetic variation. Magnetic variation up to 73° N or 60° S is
stored in the FMS. Above 73° N latitude and below 60° S latitude, magnetic heading cannot
be calculated by the FMS.
Upon leaving a high latitude area provided MAG remains the selected mode, the FMS and
HSI automatically switch back to magnetic heading. The FMS message ACTIVE MODE IS
MAG HDG is displayed when the switch occurs.
POLAR NAVIGATION
CAUTION
This function is not certified.
The “polar area” is defined as being above 85° N or below 85° S when entering the area,
and below 84° N or above 84° S when leaving.
ANNUNCIATIONS
FMS annunciations will appear on the PDU and MDU when certain conditions exist.
PDU annunciations appear as 2 – 4 letters. Examples include:
- APProach mode (APP),
- TERMinal mode (TERM),
- DeGRaded mode (DGR).
MDU annunciations appear in an FMS message field that pops up in the upper portion of the
I-NAV map (if selected). A "MSG" label is also displayed in each HSI indicating a new FMS
message.
MDU message reports include:
- Unable Required Navigation Performance (RNP) condition
- Position input differs from the FMS position by a pre-determined distance
- FMS operational messages
The FMS supports RNP operations down to RNP 0.3. It provides:

- Current default RNP with a manual override capability,
- Estimated Position Uncertainty (EPU) values,
- RNP capability in terms of navigation accuracy and integrity
 Refer to 02-34-50 FMS messages list for details.

F2000EX EASY 02-34-10
CODDE 1 PAGE 9 / 14
DESCRIPTION
DGT94085 ISSUE 14
OTHER EQUIPMENT
RADAR ALTIMETER (RA)
The airplane is equipped with 1 RA. As an option, the 2nd RA is required for hand flying
CAT II & III ILS approaches with the use of HUD.
The Radar Altimeter (RA) comprises a receiver and a transmitter with their respective
antennas.
WEATHER RADAR
The weather radar is designed for weather detection and ground mapping. The primary
purpose of the airborne weather radar is to detect storms along the flight path and give to
the crew member a visual color indication of rainfall intensity and turbulence content.
 Refer to CODDE 1 / 02-34-45 SURVEILLANCE.
LIGHTNING SENSOR SYSTEM (OPTIONAL)
The Lightning Sensor System (LSS) is used to detect and locate areas of lightning activity in
a 200 NM radius around the airplane and to give the crew a visual display of lightning rate of
occurrence and position relative to the airplane.
Lightning Sensor System (LSS) installation comprises:
- An antenna,
- A processor unit.
 Rrefer to CODDE 1 / 02-34-45 SURVEILLANCE.
TRAFFIC COLLISION AVOIDANCE SYSTEM
In EASy, Traffic alert and Collision Avoidance System (TCAS) and the transponder (XPDR)
are integrated.
 Refer to CODDE 1 / 02-34-45 SURVEILLANCE.

02-34-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085
HEAD-UP GUIDANCE SYSTEM (OPTIONAL)
The optional Head-up Guidance System (HGS) consiste of:

- HGS Computer (HGSC),
- OverHead Unit (OHU),
- HGS Holographic combiner.
OVERHEAD UNIT HOLOGRAPHIC

(OHU) COMBINER AIRCRAFT SENSORS AND OTHER
SUBSYSTEMS INCLUDING:
• Localizer Track
• Runway Elevation
• Runway Length
• Reference Glideslope
HGS COMPUTER
AIRCRAFT
POWER
FIGURE 02-34-10-01 HGS SYSTEM
 Refer to CODDE 1 / 02-34-40 HEAD-UP GUIDANCE SYSTEM.

F2000EX EASY 02-34-10
DESCRIPTION
DGT94085 ISSUE 14
AIR DATA SYSTEM (ADS)
SYSTEM OVERVIEW
The ADS comprises:

- 2 Air Data Modules (ADM),
- 2 Modular Avionics Units (MAU), each one integrates its Air Data Application (ADA),
- 1 dual Total Air Temperature (TAT) probe,
- 2 altimeters setting control knob (one for LH side pilot and one for RH side pilot) located
on the Guidance Panel,
- 1 Air Data Unit (ADU).
ADS data is sent to the onboard navigation system and/or displayed on PDU / MDU.
TYPE INPUT SENSOR

Total pressure RH and LH normal pitot probes and ST-BY
pitot probe
Static pressure RH and LH normal static probes and LH/RH
ST-BY static probe
Total Air Temperature (TAT) TAT probe
Angle Of Attack (AOA) RH/LH AOA sensors
FIGURE 02-34-10-02 ADS SYNTHESIS

02-34-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085
The primary flight data (altitude, airspeed) are permanently displayed on the PDU.
The vertical speed is baro inertial and not displayed on PDU when the corresponding ADS
fails.
In normal configuration, ADA 1 (ADA 2) output data is displayed on LH (RH) PDU.
If an ADS fails, cross side ADA output data can be displayed on both PDU in pushing the
ADS pushbutton on Reversion Panel (RP).
FIGURE 02-34-10-03 GRAPHICAL REPRESENTATION OF THE ADS
TOTAL AND STATIC PRESSURE
The ADM, as an absolute air pressure sensing, is the ADS primary data capture module.
Each ADM capture data from its 2 onside sensors, for measuring the static pressure (Ps)
and total pressure (Pt).
TOTAL AIR TEMPERATURE
TAT is sensed by a dual channel probe and sent to both ADA which to supply compute
static temperature.
 For heating elements in the probes refer to CODDE 1 / Chapter 02 / ATA 30.

F2000EX EASY 02-34-10
DESCRIPTION
DGT94085 ISSUE 14
STAND-BY SYSTEM OVERVIEW
FIGURE 02-34-10-04 THE STAND-BY SYSTEM
The SFD can only show the airmass flight path angle (refer to 02-34A-50).
AIR DATA APPLICATION (ADA) OVERVIEW
(Static Source Error Correction)
FIGURE 02-34-10-05 ADA FLOW CHART

02-34-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085

F2000EX EASY 02-34-15
CODDE 1 PAGE 1 / 24
TYPICAL FLIGHT PREPARATION AND
DGT94085 FLIGHT PLAN INSERTION ISSUE 15
TYPICAL PDU / MDU CONFIGURATION
INTRODUCTION
This chapter chronologically describes the steps of flight plan insertion from airplane power
on through engine start.
This description does not necessarily follow the same order as the normal procedures
checklist (refer to CODDE 2 / Chapter 02).
AT AIRPLANE POWER UP
With the batteries and MINI LOAD on, typical PDU / MDU configuration is:
FIGURE 02-34-15-00 TYPICAL TWO DISPLAYS CONFIGURATION
From this point, the description in this chapter is based on these given conditions:
- APU is running and APU air and generator are being utilized
- A new FPLN (KTEB-KCMH) is being created (this FPLN has not been stored previously)
- IRS are being aligned using GPS position
- ATIS is known
- Enroute winds are known
- The new FPLN will be saved

02-34-15 F2000EX EASY
PAGE 2 / 24 CODDE 1
ISSUE 15 FLIGHT PLAN INSERTION DGT94085
APU RUNNING
Isolation bus ties are closed. Select LH and RH AV MASTER on. PDU / MDU configuration
switches to four displays. Recommended windows organization is as follows:
FIGURE 02-34-15-01 TYPICAL FOUR DISPLAY CONFIGURATION
In the lower MDU, view the window, tab. Verify initial data (Time, Date).
FIGURE 02-34-15-02 FMW INITIAL TAB

F2000EX EASY 02-34-15
CODDE 1 PAGE 3 / 24
In “Databases”, the flight crew can check version and validity of the installed databases.
Note that “charts” is only displayed when the option electronic Jeppesen charts is installed.
In “Tail number”, the pilots input airplane registration, and in “Flt ID” the callsign (as in the
ICAO FPLN) that the transponder transmits to ATC radars.
Click on the soft key. A dialog box appears:
FIGURE 02-34-15-03 UPDATE FMS POSITION DIALOG BOX
The dialog box displays (in the right column) radio buttons with corresponding available
geographic positions:
- Lat/Lon – a last known FMS position (at power off), which may be changed by crew
input from the keyboard
- Ref Wpt – is the closest airport to the last known FMS position. Its ICAO identifier is
displayed in the box under Ref Wpt
- GPS1 / GPS2 – current position of indicated GPS receiver
- IRS1 / IRS2 / IRS3 (if installed) – These selections are normally dashed until alignment
cycle complete
IRS and FMS alignment is normally performed on GPS position. Select the radio button of
choice, click on soft key. This initializes “Current Position” to choice selected.

02-34-15 F2000EX EASY
PAGE 4 / 24 CODDE 1
Click on tab:
FIGURE 02-34-15-04 FMS SETUP TAB
Select Off.
In normal flight, is defaulted to Full Perf.
has two checkbox choices: or . Default is both
unchecked. If were checked, a disk must be inserted in the loader to receive output at
the end of the flight. only outputs data to the onboard printer.
For and , fill in an estimated take-off fuel and landing fuel quantity
allowance (for performance computation). Estimates can be found in CODDE 3, QRH 1. For
this example, input “300” and “200”.
are already filled, in based on certification values. Usually there is nothing to
change here. Leave the default settings for this example. (To get database defaults,
highlight the box, press CLR DEL on the MKB. The database default appear in the box)
Click on tab.
Refer to CODDE 2 and to the airport charts (STAR, SID, IAC, etc.).
FIGURE 02-34-15-05 FMS SPEED TAB

F2000EX EASY 02-34-15
CODDE 1 PAGE 5 / 24
At this point we are done with windows. With the cursor in the AVIONICS
window, press on CCD and click on :
FIGURE 02-34-15-06 FMS SPEEDS TAB CHANGE TO FMW
This extends the 1/6 FLIGHT MGMT window (FMW) to a 1/2 window while replacing the
AVIONICS window. The pre-flight Phase Of Flight (POF) tab is the default display.

02-34-15 F2000EX EASY
PAGE 6 / 24 CODDE 1
TYPICAL FLIGHT PLAN INSERTION
NOTE
As an aid for data insertion, the cursor normally moves to the next entry box whenever data is
“clicked“ into place. Therefore, automatic cursor movements are assumed (and not mentioned)
unless additional clarity is required.
For this example, a flight plan from Teterboro, NJ (KTEB) to Columbus, OH (KCMH) is being
entered. The alternate is Cincinnati, OH (KCVG). Route details are supplied as needed.
From the Flight Management Window (pre-flight Phase Of Flight tab), enter data in the
tab as follows:
FIGURE 02-34-15-07 FLIGHT MGMT WINDOW
is the default FPLN Source, and use it for this example.
To create a new flight plan, move cursor to FPLN Name and enter origin and destination
(separated by “-“ as shown) using the MKB. A stored FPLN could be selected, but for training
purposes we are creating a new one. Press <ENTER> or click on CCD and the cursor moves
to . Notice that both and were automatically filled in and
was illuminated by the system. From here, the cursor steps through to each next step when
the CCD is clicked (or <ENTER> pressed).
Now verify (KTEB) and click the CCD. Verify (KCMH) and click again. For
this example, enter KCVG in , and press <ENTER> (or click). If an alternate is not
desired, simply click on the empty box to move the cursor to the softkey.
Click on , which inputs the information into “pending” and moves the cursor to the
softkey on the WPT LIST (on the upper MDU). It is not necessary to activate yet.

F2000EX EASY 02-34-15
CODDE 1 PAGE 7 / 24
FIGURE 02-34-15-08 FPLN STARTED IN WPT LIST
The rest of the FPLN can be inserted directly on the WPT LIST.
Immediately below the departure airport waypoint is an drop down menu. Move cursor
to the menu box and type in “FJC” on the MKB, then <ENTER>.
NOTE
During this process, if the I-NAV map is displayed with a sufficiently large scale, the origin,
destination and alternate appear in cyan as waypoints (stars). Each successive waypoint
appears as they are clicked, with a cyan line from the previous waypoint.

02-34-15 F2000EX EASY
PAGE 8 / 24 CODDE 1
FIGURE 02-34-15-09 FPLN ENTRY IN WPT LIST
After entering “FJC”, a secondary page appears with a choice of FJC in either
“USA” or “CHINA”. The cursor is located in the top box (USA). Click (using the CCD) on the
1st choice (USA). That waypoint’s information is moved to the selection box with white letters
and a white border. The cursor moves to the softkey (in the lower right corner). Click
on to enter the waypoint and return to the WPT LIST.
FIGURE 02-34-15-10 FPLN ENTRY SELECT OBJECT

F2000EX EASY 02-34-15
CODDE 1 PAGE 9 / 24
NOTE
When entering waypoints in the WPT LIST, and multiple choices of any waypoint are available,
a cyan box appears around the closest choice in the page. All waypoints with
the same ID are listed in order of distance from the previous waypoint (closest at the top), with
a country indication next to waypoint name.
Type in and insert the next waypoint "ETX" in a similar manner. Then enter the airway "J60"
with its exit point "DRAPE". As "ETX" defines the entry point onto the "J60" airway, click on
to display drop down menu with three choices:
o Airway
o KCMH (Destination) Arrival
o KTEB (Origin) Departure
Select "Airway", then "J60" in Airway list and select "DRAPE" as Exit Wpt. Notice that "Exit
Wpt" can be filtered by "Name" (ICAO waypoint name) or "Ident" (Navaid name).
FIGURE 02-34-15-11 FPLN ENTRY JOIN
NOTE
Scrolling (using the CCD Data Set Knob) is required to view portions of the list when it
exceeds window size.
After inserting DRAPE, complete FPLN with VINSE J80 AIR KCMH.

02-34-15 F2000EX EASY
Insert "VINSE" in the WPT LIST, then click , select , select "J80" and
“BELLAIRE” (stands for “AIR” navaid which can also be selected with filter Ident). Then click
.
An alternative to insert an aiway with Exit Wpt is to type in directly in the WPT LIST (in
filed): J60.DRAPE, J80.BELLAIRE…
FIGURE 02-34-15-12 FPLN ENTRY JOIN AIRWAY
After inserting BELLAIRE, FPLN entry is complete except for the SID, STAR and Approach.
The STAR will be entered next; the SID and Approach will be entered later.
To enter the STAR, first click on the “X” in the upper right of the page that
appeared when BELLAIRE was inserted. An underlying page appears. Click on
for drop down choices. Select .
FIGURE 02-34-15-13 FPLN ENTRY KCMH ARRIVAL

F2000EX EASY 02-34-15
Skip boxes for runway and approach choices and select “BREMN3” with the “AIR” transition,
then .
FIGURE 02-34-15-14 FPLN ENTRY ARRIVAL

02-34-15 F2000EX EASY
Scroll the WPT List down to view BREMN. Move the cursor to BREMN and click which brings
down a drop down menu. Select , which brings in the page again. Move
cursor to highlight the. box (lower left of WPT LIST) and click. Destination (KCMH) is
added to the list and the cursor moves to the softkey.
FIGURE 02-34-15-15 FPLN ENTRY DESTINATION
Before activating, double-check for accuracy of all FPLN entries.
NOTE
Once the FPLN is activated, cyan waypoints and routes turn white.

F2000EX EASY 02-34-15
FIGURE 02-34-15-16 COMPLETE FPLN IN WPT LIST
Check the FPLN route for accuracy, discontinuities and that Destination is the last waypoint.
This example requires the scroll feature to view the entire WPT List. Check the WPT LIST and
I-NAV map to insure all legs are correct. Use a combination of scale adjustment and
/ to view the FPLN on the I-NAV map. If correct, then click on
to confirm.
FIGURE 02-34-15-17 COMPLETE FPLN IN I-NAV

02-34-15 F2000EX EASY
NOTE
If an incorrect waypoint is been found in the FPLN, click on the waypoint in question in either
the I-NAV map or the WPT LIST. A dropdown menu appears. Select and click. The
cursor moves to the softkey. A cyan line is drawn on the I-NAV map to display the
pending change. If correct, click on to complete delete process.
FIGURE 02-34-15-18 I-NAV AND WPT LIST WINDOW CHANGE SEQUENCE
A change in FPLN was just received and must be inserted. The FPLN now reads ELIOT J60
DRAPE VINSE J80 AIR. A leg from ELIOT to ETX must be added and one from FJC to ETX
must be deleted. To accomplish this, click on KTEB and place ELIOT in the page. After
entering, click in the ensuing page. Select J80, filter Exit Wpt by ”Ident” and select
“ETX”. Once is clicked, the new route is inserted and FJC is deleted. If everything is
correct, click on to confirm.

F2000EX EASY 02-34-15
FIGURE 02-34-15-19 SEQUENCE TO CHANGE LEGS IN FPLN
NOTE
Additional methods of changing flight plans and removing waypoints are discussed in other
chapters.
Clicking on accepts the flight plan into memory and moves the cursor to the lower
MDU, into the Flight Management Window ( tab, ”Crz Spd” block):
FIGURE 02-34-15-20 ALT / SPD TAB

02-34-15 F2000EX EASY
Navigating through the tab is aided by automatic cursor movement to the next box
as it did in the tab.
Clicking on Crz Spd box activates a dropdown menu box containing the following choices:
- LRC – Long Range Cruise
- Max End – Maximum Endurance speed
- Max Spd – Maximum Speed
- Manual – adds two boxes (Mach / IAS combination) next to Crz Spd box
For this example, click “Manual” and insert “.82” and “300” in the M and Kt boxes.
Click on Fuel Res to drop down another menu containing:
- NBAA – provides NBAA standard reserves
- Time – requires a time (in minutes to be used)
- Pounds – requires a minimum fuel load reserve
Click “NBAA” for this example.
Continue inserting data on this tab with the following given conditions:
- Initial cruise altitude – FL340
- Step increase – 0 feet
- Wind/Temperature at – FL340
- 265 T / 85 Kt
- -47oC / + 5 ISA Deviation (input either temperature or ISA Deviation and the other will be
calculated)
The cursor moves to the FUEL / Weight tab when this data input is complete.
FIGURE 02-34-15-21 FUEL / WEIGHT TAB
In the tab, complete all boxes (BOW, Fuel, etc.) with the following data:

F2000EX EASY 02-34-15
- BOW – 25000 Lbs

- Fuel – 10002 Lbs (Use CLR DEL key on MKB to set box to actual fuel quantity)
- Passengers – 1 at 190 Lbs
- Cargo – 50 Lbs
When all required inputs are satisfied, the button illuminates. Click . The
system re-computes ETE and computes , and . The
computed results are displayed both here and on the WPT LIST:
FIGURE 02-34-15-22 FUEL / WEIGHT TAB AND WPT LIST ESTIMATION DATA
NOTE
At power up, the green value in the Fuel box is total fuel quantity as indicated by fuel gauges. It
must be updated for correct computations during pre-flight if refuelling is done after power up.
Fuel quantity (indicated in the Fuel box) is automatically synchronized with the fuel gauges
during first engine start (initial fuel flow detection) and during first engine shut-down (cessation
of fuel flow). FQ and FR remain synchronized as long as one engine is stopped, even in flight.

02-34-15 F2000EX EASY
Select the departure POF on the FMW:
FIGURE 02-34-15-23 DEPARTURE POF FMW
In the tab, click on to drop down the procedure dialog box. Select
Departure Runway (01), then SID Transition (TETRO5):
FIGURE 02-34-15-24 SID TAB PROCEDURE DIALOG BOX
NOTE
Select the check box to check departure route before insertion.

F2000EX EASY 02-34-15
Click :
FIGURE 02-34-15-25 SID TAB PROCEDURE DIALOG BOX INSERT
The cursor moves to the WPT LIST on the softkey.
In this example, cancel the discontinuity, if one exists, by clicking on the Discontinuity box. A
dropdown menu appears. Click “Delete Wpt” which removes the discontinuity, then confirm by
clicking .
NOTE
It is not always acceptable to delete a discontinuity. They are frequently used to serve as a
“break“ in the flight plan to allow for ATC instructions to the next fix (i.e. radar vectors, etc.). It is
up to the crew to determine when it is appropriate to delete each discontinuity.
The fuel computed for the flight may change when a discontinuity is maintained in the flight
plan.

02-34-15 F2000EX EASY
FIGURE 02-34-15-26 I-NAV AND WAYPOINT LIST WINDOW WITH DISCONTINUITY

F2000EX EASY 02-34-15
Complete remaining tab fields (most are already completed in green) except for the
field (used for HGS). Before clicking each, confirm green box data for accuracy
(and change if necessary). and are optional boxes unless specific
obstacle clearances are required for departure.
Fill in tab fields with ATIS parameters and take-off configuration as shown.
When complete, click to confirm and compute take-off data.
FIGURE 02-34-15-27 TAKE-OFF CONFIG TAB
Once data is computed, it is displayed in amber. Speeds are displayed green when the actual
slats-flaps setting corresponds to the configuration entered in S+FLAPS box.
Verify accuracy and confirm by clicking in tab:
FIGURE 02-34-15-28 TAKE-OFF DATA TAB
Clicking displays advisory take-off V-speed bugs on the ADI.

 For more information, refer to QRH – Performance – TOLD USER GUIDE.

02-34-15 F2000EX EASY
With flight plan now complete, move cursor to FMW / pre-flight POF, FPLN tab, into FPLN
Name box. Using the MKB, enter FPLN name (e.g. KTEB KCMH) and SAVE. This saves the
FPLN for future use.
FIGURE 02-34-15-29 FPLN TAB (SAVE FPLN)
NOTE
It is not necessary to click to store a FPLN as all data is already entered.
SID, STAR and Alternate portions are not saved in a stored FPLN.
Crews need to add them to a retrieved FPLN.
Flight plan insertion and FMS flight preparation is complete.

F2000EX EASY 02-34-15
Configure PDU (VOR CDI and ADF needle in the HSI and corresponding frequencies) as
appropriate.
Place cursor on ENG-TRM-BRK window (PDU) and press pushbutton. Click on

and select NAV/ADF tab. Set frequencies as required.
FIGURE 02-34-15-30 RADIOS MENU NAV / ADF TAB

02-34-15 F2000EX EASY

F2000EX EASY 02-34-20
CODDE 1 PAGE 1 / 42
DGT94085 FLIGHT MANAGEMENT WINDOW ISSUE 15
GENERAL
The Flight Management Window is accessible from the main menu on the
CCD. It provides pilot interface for:
- FMS performance initialization,
- SID, STAR and approach retrieval and review,
- Advisory Take-Off and Landing Data (TOLD) computation.
FIGURE 02-34-20-00 FLIGHT MGMT WINDOW (1/2 FORMAT)

02-34-20 F2000EX EASY
PAGE 2 / 42 CODDE 1
ISSUE 15 FLIGHT MANAGEMENT WINDOW DGT94085
The Flight Management Window (FMW) can be displayed on either MDU in the 1/6, 1/3
horizontal, or 1/2 format.
1/3 HORIZONTAL WINDOW 1/6 WINDOW
FIGURE 02-34-20-01 FLIGHT MGMT WINDOW FORMATS
The FMW provides access to Flight Management System (FMS) performance using:
- Route Type Controller (RTC),
- Phase Of Flight selection (POF).
RTC
POF
FIGURE 02-34-20-02 FMW RTC AND POF SELECTOR (1/2 WINDOW)

F2000EX EASY 02-34-20
CODDE 1 PAGE 3 / 42
ROUTE TYPE CONTROLLER (RTC)
In the FMW and WPT LIST windows, a Route Type Controller (RTC), located in the top left
corner, toggles between active and secondary flight plans. These controllers are identical in
function.
RTC IN FMW RTC IN WPT LIST
FIGURE 02-34-20-03 RTC DROP DOWN MENU
The active flight plan is the flight plan currently in use by the FMS. The active flight plan is the
primary flight plan and contains:
- FROM waypoint,
- TO waypoint (may also be the destination),
- Destination,
- Missed approach procedure,
- Alternate flight plan (if desired and inserted).
While one FPLN is active, the FMS provides capability to build and review a completely
independent flight plan. It is designated the secondary flight plan.
A secondary flight plan contains (as a minimum):
- FROM waypoint,
- Destination.
A secondary FPLN display in the I-NAV map can be distinguished by:

- “Secondary” embedded in the border,
- No airplane symbol,
- FLPN route lines are dashed instead of solid.
When a secondary FPLN is saved, performance information is stored, but departure (runway
and SID) and arrival (STAR, approach, and runway) information is not.

02-34-20 F2000EX EASY
PAGE 4 / 42 CODDE 1
PHASE OF FLIGHT SELECTION
The FMW contains Phases Of Flight (POF) information pages sequenced and organized to
crew tasks during flight.
Pre-flight POF Post-flight POF
Departure POF Cruise POF Arrival POF
FIGURE 02-34-20-04 PHASE OF FLIGHT SELECTION
Manual selection tabs, indicating each phase, are located at the top of the window. Each tab,
with its corresponding POF pictogram, displays in green when selected. Selection of a tab
displays the appropriate POF page into view. Each window displays multiple fields relative to
selected POF for selected Route Type.
The five POF pages contain:
- Preflight – flight plan creation/selection, including altitude, speed and fuel requirements.
- Departure – runway and SID selection including weather data initialization and advisory
take-off (TOLD) performance computations.
- Cruise – performance summary data including what-if computations and One Engine Out
conditions.
- Approach – terminal procedures (runway, approach and STAR), including weather data
initialization and advisory landing (TOLD) performance computations.
- Post-flight – summary data.
After entering parameters, the cursor automatically moves to the next field or tab to ease
insertion of data and provide sequential prompts.
FIGURE 02-34-20-05 1/2 WINDOW LAYOUT

F2000EX EASY 02-34-20
CODDE 1 PAGE 5 / 42
PRE-FLIGHT PHASE OF FLIGHT (POF)
The pre-flight POF provides for system initialization, active flight plan selection, performance
initialization, and weight data. The figure below illustrates pre-flight POF displayed using 1/2
window.
FIGURE 02-34-20-06 PRE-FLIGHT POF TAB (1/2 WINDOW)
FPLN PAGE
The Flight Plan (FPLN) tab provides the ability to create, retrieve, save and delete a FPLN. A
FPLN can be created entirely by the crew or modified from a stored FPLN.
FIGURE 02-34-20-07 FPLN TAB (1/6 WINDOW)

02-34-20 F2000EX EASY
PAGE 6 / 42 CODDE 1
There are three ways to enter FPLN airport origin and destination airports:
- Key in airport ICAO identifiers for Origin and Destination fields using MKB,
- Key in a FPLN name in field (ICAO identifier dash separated; e.g. KTEB-
KCMH). Origin and Destination are automatically updated after <ENTER> activation on
CCD or MKB,
- Select a flight plan from the Stored FPLN .
soft key inserts selected flight plan into the pending flight plan.
and soft keys respectively delete the selected flight plan from the stored FPLN
list or save the active (or secondary) flight plan to the FPLN stored list.
Pilot Selection
This selection allows the pilot to create a flight plan by directly inserting Origin and
Destination or by selecting a flight plan from the Stored FPLN list. Pilot is the default
selection.
FIGURE 02-34-20-08 AVAILABLE SELECTIONS FOR THE ACTIVE FPLN
The check box is used to reverse and (and an entire FPLN).
AFIS Selection (optional)
The Airborne Flight Information System (AFIS) can be used to download a flight plan and
weather information from a flight planning provider.
 Refer to CODDE 1 / Chapter 02 / ATA 23 for AFIS description
Upon initial entry to this page, all soft keys are unselectable (greyed out) and all boxes
default to white dashes.
AFIS data is requested by either Number (default) or FPLN Data.

F2000EX EASY 02-34-20
CODDE 1 PAGE 7 / 42
When the Number radio button is selected, the Transmit Request soft key remains greyed
out until a number has been entered. Once entered, Transmit Request soft key becomes
available (cyan). Selecting Transmit Request initiates transmission of a flight plan request
to the AFIS provider.
When the FPLN Data radio button is selected, the Transmit Request soft key is greyed out
until Orig, Dest, ETD and Date have been entered. Once this data has been properly
entered, the Transmit Request soft key becomes available. Selecting Transmit Request
initiates transmission of a flight plan request to the AFIS provider.
If there is a Communication Management Function (CMF) failure, the Transmit Request
soft key remains unselectable.
Once the requested flight plan is received, the FMS message (on the I-NAV map) FLT PLN
RECEIVED is displayed and the soft key becomes selectable to download flight
plan data.
downloads the flight plan directly to the active or secondary flight plan (as
determined by RTC selection).
FIGURE 02-34-20-09 FPLN TAB AFIS SELECTION

02-34-20 F2000EX EASY
PAGE 8 / 42 CODDE 1
DMU Selection
DMU provides selection of a flight plan from one of the physical media (CD/DVD, PCMCIA 1
or PCMCIA 2) that can be inserted into the data loader if the DMU is available (connected,
and operating).
FIGURE 02-34-20-10 FPLN TAB DMU SELECTION (CD/DVD)
NOTE
The data loader must be closed and locked to authorize the reading of PCMCIA card.
LAN Selection
LAN provides selection of a flight plan from a PC connected to the airplane LAN, if available
(properly configured, connected and operating).
FIGURE 02-34-20-11 FPLN TAB LAN SELECTION

F2000EX EASY 02-34-20
CODDE 1 PAGE 9 / 42
Secondary Selection
Secondary provides for the secondary flight plan to be moved into the Active flight plan, with
or without performance computation (according to the “Perf Init” checkbox).
FIGURE 02-34-20-12 FPLN TAB SECONDARY SELECTION
NOTE
The insert key remains in cyan even if the flight plan is correctly sent to active flight plan.
ALT/SPD TAB
The Altitude Speed tab provides input for mission parameters and forecasted weather data.
FIGURE 02-34-20-13 ALT / SPD TAB

02-34-20 F2000EX EASY
The upper part of the tab contains mission parameters:

- Cruise Speed : Long Range Cruise , Maximum Endurance ,
Maximum Speed , or ,
- Fuel reserves Fuel Res: NBAA standard, Time, or Pounds,
- Initial cruise altitude Init Crz Alt
- Step Increment Step Inc
Crz Spd Selections
The Cruise Speed drop down menu contains:

- LRC – Long Range Cruise is defined as a cruise mach providing maximum distance at
a given altitude. This speed is faster than maximum specific range speed and
considered worthwhile due to reduced flight time and overall flight hour costs.
- Max End – Maximum endurance speed is defined as the speed where fuel flow is
minimized.
- Max Spd – Maximum speed is defined as the maximum speed the airplane can fly.
- Manual – requires a specific cruise speed entry of both Mach number and knots (entry
boxes appear when Manual selected).
NOTE
The first three options are available only when Full Perf is the active performance mode. In Pilot
Spd / FF or Current GS / FF, only Manual is available.
FIGURE 02-34-20-14 ALT / SPEED TAB - FUEL RESERVE

F2000EX EASY 02-34-20
Fuel Res
The Fuel Reserve drop down menu contains:

- NBAA – a minimum reserve based on a 200 NM alternate under no-wind conditions. If
an alternate is entered greater than 200 NM far from the destination airport, then the
fuel required for this alternate is computed instead of the 200 NM reserve. The required
reserve also includes a 30 minute holding time at the end of the mission.
- Time – a reserve with reference to a designated length of time (hours and minutes).
- Pounds – a reserve with reference to a fuel quantity in pounds.
Once entered, this information is transferred to the Cruise POF page. An FMS message is
displayed when remaining fuel reaches computed value (NBAA, Time or Pounds).
Init Crz Alt
As any mandatory data, initial cruise altitude is initially displayed with white boxes. It should
be set to a flight level compatible with FPLN length for operational efficiency.
NOTE
Inappropriate selection of Crz Alt may result in a predicted Top Of Descent (TOD) prior to Top Of
Climb (TOC), causing inaccurate performance computations.
During climb, if ASEL is set above the FMW cruise altitude, FMW cruise altitude is reset to the
ASEL without crew notice. If ASEL is then reset to a lower altitude and the airplane levels out at
that lower altitude (having never reached the higher altitude), the FMS Init Crz Alt remains in the
climb mode with no obvious indication to the crew. In such case, FMW cruise altitude must be
reset back to current altitude to enable the FMS to transition from climb to cruise mode.
For example: FMW and ASEL are set for FL340. A climb is initiated to FL370. ASEL is
inadvertently set to FL380 and immediately returned to FL370. Automatically, the FMS internally
resets its Init Crz Alt to FL380. The crew should reset the FMW Cruise Alt to FL370, otherwise the
FMS will remain in climb mode when the airplane levels out at FL370.
If the FMS remains in climb mode during cruise, fuel usage and flight time computations will be
overstated until TOD calculations override expected climb considerations. If cruise altitude is
properly reset in the FMW (Cruise POF, What-If tab), a change in estimated fuel and time will
occur which more accurately reflects true predicted data.
Step Inc
Step Increment is anticipated incremental step climb interval for performance calculations.
Initially As optional data, it is initially displayed with white dashes. It is available only in the
Full Perf mode.

02-34-20 F2000EX EASY
Wind/Temp
The lower part of the page enables to set expected enroute atmospheric conditions: wind
and temperature (either temperature or ISA deviation) for entered given altitude. It is woth
inserting Wind/Temp aloft at the closest FL.
If left blank, the FMS will use zero wind and ISA conditions (tempered by actual onboard
sensors while inflight) for all cruise predictions.
Winds aloft can also be uploaded via AFIS (if available).
FUEL / WEIGHT TAB
The tab is used to enter fuel and weight information for the Active flight plan.
FIGURE 02-34-20-15 FUEL / WEIGHT TAB
Basic Operating Weight ( ) initially contains either the last pilot entered value or the
default one from the airplane database.
is displayed green when Fuel Quantity is received from the FQMC on power-up. It
becomes white if the crew manually changes this value. It reverts back to green once Fuel
Flow is detected (e.g. engine start) since FQMC input is updated to the FMS during engine
start. If manual entry is deleted, this field is restored to the fuel quantity gauged by the FMQC.
NOTE
TOLD performance may be computed with predicted fuel quantity. If for any reason actual fuel
quantity on board is different (i.e. due to refueling issues), the TOLD computation will be
inaccurate. After engine start, FMS Fuel Remaining is automatically synchronized with actual Fuel
Quantity. The Compute soft key in the departure Phase Of Flight in the Take-off data tab
automatically illuminates and sends an I-NAV FMS message to alert the crew that a new TOLD
computation is required.

F2000EX EASY 02-34-20
indicate total number and average weight (in pounds) of each. The first box is
number of passengers and is initially displayed with white boxes. The second is weight per
passenger and is initially displayed in white with the last manually entered value during a
continuous power cycle. If power was interrupted, the default comes from the aircraft database.
is indicated in pounds and is initially displayed with white boxes (mandatory data).
is automatically displayed in green once all weight data is entered regardless of the
soft key status.
is automatically calculated once origin and destination have be inserted and actuated. It
is updated with activated calculations.
, , for destination are computed by the system on command
( soft key) and displayed once calculation is complete. Fuel Req and Fuel Res are
in thousands of pounds. Fuel FOM (Figure Of Merit) provides calculation tolerance in lbs. down
to 100 lbs. accuracy.
Upon completion of pre-flight POF data entry, the soft key is highlighted. Clicking
starts performance computations. Once calculation is complete, ETE (hours +
minutes) and fuel values (thousands of pounds) are displayed in green and the waypoint list is
updated.
This information is available only in Full Perf mode.

02-34-20 F2000EX EASY
DEPARTURE POF
The departure POF contains three tabs:

- SID – retrieves and activates departure procedures
- Takeoff Config – initializes TOLD computations
- Takeoff Data – displays advisory take-off data computed by the Take-Off and Landing Data
(TOLD) function
FIGURE 02-34-20-16 DEPARTURE POF (1/2 WINDOW)
CAUTION
Complete SID tab data prior to Take-off Config tab to avoid resetting parameters.
SID TAB
The SID tab provides retrieval of runway and departure information from the navigation
database and places it into the pending FPLN. It automatically displays parameters for the
departure runway. Click soft key to open a procedure dialog box that displays
available Runways, SID and Transitions for Origin airport. Once Runway and/or SID have been
selected, they are displayed at the top of the SID tab.
 Refer to I-NAV Graphical Flight Planning section for Procedure Dialog Box description.
Runway parameters, retrieved from the navigation database, are automatically displayed. They
shall be checked against approved charts and are modifiable as needed by the crew.

F2000EX EASY 02-34-20
FIGURE 02-34-20-17 SID TAB IN DEPARTURE POF
and are initially displayed with dashes and may be left blank. However,
when an obstacle is a departure issue, TOLD calculation requires this information (elevation
and distance from runway end) to account for these parameters. The crew is alerted (by amber
message) when minimum take-off requirements are not satisfied.
CAUTION
Manually entered obstacle clearance restrictions for TOLD computation apply only through
the second segment. All other SID obstacles / altitude restrictions are not accounted for in
TOLD computations.
TOSA corresponds to Take Off Safety Altitude. Default is 400 ft above runway elevation.
Entering a value resets the altitude tape bugs on both ADI.
When a Secondary flight plan is utilized as the Active flight plan while inflight, TOSA is
unavailable.
Trans Alt corresponds to transition altitude and defaults to the last pilot entry or the airplane
database. Pilot entries are maintained through power off cycles. The crew is responsible for
confirming its accuracy and changing when necessary.
Trans Alt in the SID tab is synchronized with Trans Lvl in the STAR/App tab in the arrival
Phase Of Flight.
Trans Alt / Trans Lvl is used for both the Active and Secondary FPLN. These parameters can
be modified only on the Active flight plan using either the SID or STAR/App tabs.

02-34-20 F2000EX EASY
TAKEOFF TABS (CONFIG AND DATA)
Takeoff tabs provide a method for crews to input weather and airplane data, calculate take-off
performance, and display critical parameters. Takeoff Config provides the input format and
Takeoff Data provides computed results.
Takeoff Config Tab
Takeoff Config tab provides for input of weather and airplane data required for TOLD
computations.
FIGURE 02-34-20-18 TAKEOFF CONFIG TAB
The upper part of the tab window is used for entry of runway conditions (wind, pressure,
temperature). Except for surface winds, default entries are provided for all fields as per
airplane’s sensors. Surface winds are required entries (white boxes). Winds provided in the
METAR reports are usually referenced to true north, the wind provided by the tower or ATIS
is usually referenced to Magnetic north (unless otherwise specified e.g. at airfield where
magnetic variation is important). The wind direction to be entered in the tab
is a magnetic value.
– enter either a Celsius or Fahrenheit value. System automatically computes and
displays other parameter.
– Altimeter setting default is 1013 hPa or 29.92 in. (The last value used
determines scale).
– Pressure altitude is computed from runway altitude and value.
The lower part of the tab is specific to the TOLD function and used to compute take-off data.
These parameters are removed when the “manual” Vspeeds check-box is selected in the
tab or when working on a Secondary FPLN.

F2000EX EASY 02-34-20
FIGURE 02-34-20-19 TAKE-OFF CONFIG TAB
drop down menu provides two possible selections: Dry and Wet. Dry is the
default. This field is displayed in white or amber as controlled by the TOLD function.
drop down menu provides two possible selections: ON and OFF. Default is OFF.
When selected ON, take-off data is computed using “Anti-ice – On” tables. This field
remains in amber if the airplane’s anti-ice system status is not consistent with the TOLD
selection.
drop down menu provides selection of slats and flaps position 1 or 2. Default is
Position 2. This field is remains in amber if the airplane’s actual configuration is not
consistent with the TOLD selection.
defaults to the value computed in the pre-flight POF.
The soft key is used to start TOLD computation. It is enabled once all required
boxes are filled in and whenever a change in one of these fields is detected.

02-34-20 F2000EX EASY
Takeoff Data Tab
tab provides a synthesis of take-off data. It can be considered as an

electronic take-off card.
FIGURE 02-34-20-20 TAKE-OFF DATA TAB
Origin airport, selected runway, and SID are displayed at the top of the tab once activated
within the flight plan.
Take-off weight and wind component are displayed with either Auto or Manual Vspeed.
Take-off weight, take-off distance and runway available are self-explanatory.
Wind is given as head-wind or tail-wind, and cross-wind component.
Wind data display as:
- ↓ = headwind
- ↑ = tailwind
-  = right crosswind
-  = left crosswind
T/O Pitch Att is the pitch to precisely set at VR in case of an engine failure after V1.
N1 information corresponds to N1 of the day calculated by the FMS using temperature
entered by the flight crew.
All computed information is displayed after has been selected on
Take-off Config tab.

F2000EX EASY 02-34-20
FIGURE 02-34-20-21 TAKEOFF CONFIG AND TAKEOFF DATA TABS MANUAL VSPEED
If Manual Vspeed checkbox is checked, configuration items for take-off and landing
computations are removed from the tab, and message is displayed
in the Takeoff Config tab. The crew must manually insert each Vspeed value. Take-off
weight and wind components remain displayed.
Clicking soft key sends Vspeeds to speed tapes and ADI box windows on both PDU.
Compute soft key will not become active unless all required data has been entered.
TOLD problems
Whenever the current airplane configuration (slats / flaps, anti-ice, pressure altitude) does
not match the selected configuration on Takeoff Data tab, the mismatch item is highlighted
in amber and the Vspeed values are displayed in amber. Press Alt is in amber when
difference with Elev in SID tab is above 200 ft (the problem may occur if QFE baroset is
selected).
If a problem exists with the take-off and landing computations such that it is determined that
take-off is not possible, the Vspeeds are not displayed, all other information are removed,
and an amber message is displayed indicating the problem ( ,
).
 For TOLD messages description, refer to CODDE 1 / Section 02-34-50

02-34-20 F2000EX EASY
FIGURE 02-34-20-22 TAKE-OFF DATA TOLD PROBLEMS
soft key is displayed as non-selectable.

 For more information, refer to QRH1 – Book 2 – PERF / TOLD USER GUIDE.

F2000EX EASY 02-34-20
CRUISE POF
Cruise POF provides four tabs of information:

- Cruise Summary
- What-If Init
- What-If Data
- E.O. Range
They provide a summary of current cruise conditions and various range calculations based on
both current conditions and projected scenarios.
FIGURE 02-34-20-23 CRUISE POF (1/2 WINDOW)

02-34-20 F2000EX EASY
CRUISE SUMMARY TAB
Spd (airspeed), Crz (cruise altitude), and Step (step climb) are based on inputs from preflight
unless updated by the crew. Updates are input using the What-If Init tab.
(Ceiling) and Opt (Optimum altitude) are based on a blend of available information. The
FMS uses manual input predictions, current condition measurements, and the selected choice
on FMS Setup tab to obtain these figures.
is the maximum altitude for any given IAS / Mach mode, based on current FMS weight
and computed wind/temperature conditions.
Opt is the altitude between max certified ceiling (47,000 ft) and sea level at which the greatest
specific range can be achieved for any given IAS / Mach mode, based on current FMS weight
and computed wind/temperature conditions
Both of these altitudes will vary depending on selected speed (Manual, Max speed, or Max
Endurance Speed).
In Figure 02-34-20-23, Ceil FL467 and Opt FL247 would mean maximum altitude is 46,700 ft
and optimum altitude is 24,700 ft for the current speed mode (Spd).
Specific range is calculated using current FMS weight and current wind / temperature from
aircraft database performance data (Smart Perf) once sufficient learning has been performed.
NOTE
Since Ceiling, Optimum altitude and specific range are calculated from the airplane database,
they are based on information that is not certified and are susceptible to potential errors contained
in the database. They shall be cross-checked against paper performance data.
Fuel summary information is displayed digitally and with synthetic bar-graphics to display
projected fuel remaining at destination and alternate based on a blend of current mission
parameters (speed, cruise altitude, step climbs, atmospheric conditions), current airplane
weight and predicted mission conditions (for remainder of flight).
There are two pairs of fuel bar-graphics: the left pair represents destination fuel, the right pair
represents alternate fuel.
The white bars in both pairs represent pre-planned fuel prior to take-off (labeled “Preflt”). The
green bars represent current fuel estimates during flight (labeled “Actual”).
A white line represents fuel reserves as defined before take-off.
In the event of an engine out condition, tab title becomes (Cruise Summary
Engine Out) to inform crew that predictions are based on Engine-Out data.
NOTE
For NBAA computed fuel reserves, white bars do not extend to the alternate, since alternate fuel
is included in NBAA computations.

F2000EX EASY 02-34-20
To Reserves represents Range and Endurance available excluding reserve requirements

(white line).
Destination and alternate identifiers are displayed beneath the bars along with ETE.
FIGURE 02-34-20-24 CRUISE SUMMARY TAB NORMAL AND ENGINE OUT

02-34-20 F2000EX EASY
WHAT-IF TABS
What-If tabs provide a method for crews to input a scenario, calculate its effect on fuel, range,
and flight time, and display results for active FPLN. It is not available for a secondary FPLN.
What-If Init provides the input format and What-If Data provides computed results.
What-If Init Tab
What-If Init provides for modifications of critical parameters to calculate effects of potential
changes to the overall flight plan. These modifications can be made either inflight or during
preflight.
For more details on boxes in this tab refer to the Alt/Spd tab of the preflight phase of flight.
Defaults are the current (active) settings.
soft key is greyed-out until a change is made on this page.
Clicking initiates performance computations, and greys-out the soft key.
FIGURE 02-34-20-25 WHAT-IF INIT TAB NORMAL

F2000EX EASY 02-34-20
What-If Data Tab
What-If Data tab displays results from What-If computations.

New data conditions are displayed in green at the top of the page for each of the categories.
New fuel prediction (cyan) is displayed next to the current estimate (green).
Reserves are indicated by a white line and accompanying digital data.
Destination, to where predicted data applies, is displayed in the lower left corner.
Selecting Activate moves changes into the active flight plan and clears this window.
Selecting Cancel clears the window without changing active flight plan data.
Activate and Cancel soft keys are not available when greyed-out.
FIGURE 02-34-20-26 WHAT-IF DATA TAB NORMAL

02-34-20 F2000EX EASY
E.O. RANGE TAB
E.O Range tab displays critical information to the crew regarding a potential Engine Out
situation. No crew input is available. E.O. computations are continually updated during flight.
This tab is not available for the Secondary flight plan.
The FMS computes Optimum range, Speed, and altitude for engine out conditions using
current airplane weight and OAT. Crz Alt and Crz Spd are determined by the FMS during
these computations.
To Reserve Fuel is the ETE and Range excluding reserve requirements.
To Zero Fuel and ISA Dev are self-explanatory.
When an Engine Out condition is detected, this tab is removed and the titles of the other tabs
are renamed as indicated below:
FIGURE 02-34-20-27 E.O. RANGE TAB NORMAL

F2000EX EASY 02-34-20
ARRIVAL POF
Arrival POF provides interface for selection of arrival and approach, Landing Configuration, and
Landing Data. The figure below illustrates arrival POF displayed in a 1/2 window.
FIGURE 02-34-20-28 ARRIVAL POF (1/2 WINDOW)
STAR/APP TAB
STAR/App tab is used to select and display of arrival procedures (STAR and Approach) and
landing runway parameters. Clicking soft key drops down the menu
to displays available runways, approaches and STAR for destination. Select appropriate radio
buttons to load data into temporary storage.
soft key becomes active when any data is selected in the menu. Clicking
places temporary arrival and approach data into the I-NAV window and WPT LIST.
After confirming accuracy of data, click Activate (available in I-NAV window or WPT list) which
inserts the tempory data into flight plan and causes the menu to disappear (display
returns to STAR/App page). On the STAR/App page, confirm Dest, RW, Appr, and STAR
contain accurate data. If incorrect, repeat selection process (click ).
Upon selection of a runway, all runway information is retrieved from navigation database and
displayed in green. All boxes contain information except Loc Trk (refer to HGS). The runway
picture itself is static and does not change based on runway length or width.
The STAR/App displays all runway data base parameters (heading, elevation, width, length,
ILS glide slope, displaced threshold and runway slope). This information must be verifed by the
crew. These parameters can be overridden if necessary, and will be displayed in white when
changed.
For circle to land approaches, complete the page with direct approach data (e.g. ILS 35L) but
insert for runway in use (e.g. 304° for Rwy 30). (Other information such as Elev,
Rwy Length, Disp Thr, Slope and Baro Min may also need to be manually entered for the
runway in use.) Once computed, wind computations are related to runway in use (Rwy 30).

02-34-20 F2000EX EASY
FIGURE 02-34-20-29 ARRIVAL POF FOR CIRCLE APPROACH
When (displaced threshold) is entered, available runway length is recalculated.

Slope (runway slope) is indicated in tenths of a percent with an up (positive) or down
(negative) arrow.
Glide field shall be filled in with the final approach segment published descent angle. This
value is used to compute the Vertical Path Reference Line displayed in the ADI and in the
HGS.
(transition level) defaults to the last entered value. When a new software load
occurs, the default is 18,000 feet.
(Go Around Safety Altitude) defaults to 800 ft above runway elevation as indicated in
. If runway elevation is not available, it defaults to white dashes. Setting a value resets
bugs on the altitude tapes on both ADI. When Secondary is the selected Active flight plan, the
field is removed.
soft key sends loc true track, glide slope reference, landing elevation and runway
length to the HUD for synthetic runway display. It is linked to the Loc Trk, , , and
length boxes. If the Head up Guidance System is not installed, the soft key is
not displayed.
NOTE
The correct setting of localizer true track is a key element for proper HGS operation during
approach. It is automatically inserted for CAT III approaches. Its accuracy must be verified by the
crew.
Inaccurate setting of the Loc Trk value may result in a slight misalignment of the final approach
axis ("swinging LOC") displayed in the HGS.

F2000EX EASY 02-34-20
FIGURE 02-34-20-30 STAR / APP TAB
NOTE 1
As FMW standard, any pilot modified data is displayed in white.
NOTE 2
CLR
DEL on MKB deletes any input and resets the database parameter.
Once re-entered, every value displays green.

02-34-20 F2000EX EASY
LANDING TABS (CONFIG AND DATA)
Landing tabs provide a method for crews to input airport and airplane data, calculate landing
performance, and display critical parameters. Landing Config provides the input format and
Landing Data provides computed results.
Landing Config Tab
tab provides a synthesis of landing data. It can be considered as an

electronic take-off and landing data computations.
FIGURE 02-34-20-31 LANDING CONFIG TAB
The upper part of the tab window provides for entry of runway conditions (wind, pressure,
temperature):
Surface Wind - manually input the surface wind magnetic direction and magnitude. The
values then display green.
– enter either a °C or °F value. The FMS automatically converts into the other unit.
– defaults to 1013 hPa or 29.92 in. The entered value determines the unit in use.
– the runway pressure altitude is computed from its elevation and .
The lower part of the tab window provides for entry of aircraft data.
defaults to the FMS computed one, wich may be manually modified.
offers two options: ON and OFF. If ON, the landing performance data are
computed accordingly.
defaults to 1.67, and is used to compute the Landing Field Length (LFL) from
TOLD calculated Landing Distance (LD) : LFL = LD x Ops Factor.

F2000EX EASY 02-34-20
NOTE
It is the crewmembers’ responsibility to apply appropriate adjustments to computed data for
landing runway conditions.
(default = 0 kt) is used to apply wind corrections to Vref computations:

- = half of steady headwind component + full gust value (20 kt maximum total)
o Do not take into account steady tailwind and/or crosswind components.
o Take into account the full gust value, whatever the wind direction is.
- VAPP is the result of following computation: VAPP = VREF + . Once
softkey ( tab) is depressed, those values are sent to the both PDU.
NOTE
is not designed to take into account the VREF corrections due to failure or landing
configuration considerations. In case of failure introducing landing penalties: refer to
QRH1 – Book 2 – PERF / TOLD USER GUIDE.
When check box is checked, the system automatically sets GPWS mode 1 to
steep approach envelope (inhibition of nuisance alert "SINK RATE"). It can also be selected
via SENSORS window. Crew is alerted by “STEEP” annunciation on PDU (ADI window).
Ticking checkbox has no influence on the calculation of the landing
performance. For this calculation, refer to CODDE2 03-16-40 "Steep approach and
Landing".
check box is automatically unchecked either at touchdown or at flaps retraction.
 For more information, refer to QRH1 – Book 2 – PER F/ TOLD USER GUIDE.
inhibits "TOO LOW FLAPS" aural warning at 250 ft RA when not in SF3
configuration during final approach. Crew is alerted by “FLAPS OVRD” annunciation on
PDU HSI window). It can also be set using SENSORS window.
soft key is available when:
- All mandatory boxes are completed
- Automatically detecting a change to TOLD
- Clicking on soft key

02-34-20 F2000EX EASY
FIGURE 02-34-20-32 LANDING CONFIG TAB MANUAL VSPEED
When in manual Vspeeds ("Manual" ticked in Landing Config tab), all configuration data
used by TOLD are removed. and will continue to be
considered by the EGPWS.
Landing Data Tab
Landing Data tab provides a synthesis of landing data. It can be considered as an

electronic take-off and landing data card.
FIGURE 02-34-20-33 LANDING DATA TAB
The upper part of the page provides a summary of selected procedures and gathers
approach category and minimums information. The lower part provides a synthesis of
landing data and can be considered as an electronic landing card.

F2000EX EASY 02-34-20
New terminology used for minimums ( and ) allows compliance with new
regulations and terminology, especially concerning FMS VNAV approaches, and
/ ILS approaches:
– approach minimum based on Radio Altimeter (RA) (normally and
precision approaches).
– approach minimum based on barometric altitude / height ( ILS,
FMS / VGP, LOC, B/C and all non-precision approaches).
App Category (Approach Category) is related to all other information in top half of this tab.
Selection of a particular approach type simultaneously selects a “minimums restriction” radio
button ( RA DH or Baro Min ) and inserts a minimum altitude into its corresponding
“minimums” box. The “minimums” box value may be modified to a higher value, but not to a
lower one. The default is FMS / VGP approach with corresponding minimums set to runway
elevation (as displayed on the STAR/App tab) + 250 ft.
When LOC based approach is selected (in the STAR/App tab), becomes the default
in the App Category box.
If an approach other than LOC based approach is selected (in the STAR/App tab),
FMS / VGP becomes the default in the App Category box.
The figure below depicts the drop down menu display for :
FIGURE 02-34-20-34 LANDING DATA TAB APP CATEGORY DROP DOWN MENU
When FMS / VGP approach is selected:

- radio button is selected:
- Corresponding minimums set to runway elevation (as displayed on the STAR/App tab)
+ 250 ft. The crew can modify to a higher value when appropriate. If no runway
elevation is available, the field defaults to 250 ft, and can be modified higher.

02-34-20 F2000EX EASY
When appears (or is selected):

- radio button is selected
elevation is available, the field defaults to 200 ft, and can be modified higher.
NOTE
After having selected CAT1 in the App Category drop down menu, should the pilot tick RA DH
radio button, the system automatically switches to CAT2 but CAT1 still remains displayed in App
Category box. Fortunately, when LOC is next captured, the pilots will read a CAT 2 in ADI as a
warning.
When is selected:
- 100 (ft) is defaulted into the minimums box. Can be modified to between 100 ft and 199
ft. This selection also impacts TOLD computations by limiting Maximum Landing
Weight (refer to AFM).
When is selected:
- 50 (ft) is defaulted into the minimums box. Can be modified to between 50 ft and 99 ft.
When LOC is selected:
elevation is available, the field defaults to 250 ft, and can be modified higher
- No vertical guidance is provided.
When B/C is selected:
elevation is available, the field defaults to 250 ft, and can be modified higher
- No vertical guidance is provided.

F2000EX EASY 02-34-20
FIGURE 02-34-20-35 LANDING DATA TAB MENU
The lower section of the page provides a quick-view summary of Landing Data. It can be
considered as an electronic landing card.
The green section of runway depicts a quantitative value of runway required compared to
useable runway. The runway symbol is static and does not change shape based on active
runway. The green highlight is a relative percentage based on (Landing Field Length) /
(Landing Distance Available).
Wind components are displayed as in the tab (arrows for wind direction and
digital values for wind velocities).
By ticking check box, the pilot can manually input Vspeeds to supersede the TOLD
computations. In such case, preceding inputs related to the airplane configuration are
deleted, and the message appears on the Landing Config tab.
Landing weight and wind components remain displayed (See Figure 02-34-20-36).
soft key is used to send Vspeeds to both P.

02-34-20 F2000EX EASY
FIGURE 02-34-20-36 LANDING DATA TAB MANUAL VSPEED
is displayed when a failure impacts landing performance (e.g. flap extension

fails). The crew must check the synoptic page to analyze corresponding limitations.
FIGURE 02-34-20-37 LANDING DATA CHECK STATUS

F2000EX EASY 02-34-20
TOLD Messages
When the actual airplane configuration does not match the selection in
tab, the conflicting item is amber highlighted, and the Vspeeds are not displayed.
, are displayed when LFL is longer than LDA.
Consequently, Vspeeds and other TOLD parameters are not displayed.
FIGURE 02-34-20-38 LANDING DATA TAB (TOLD PROBLEMS)
Data Not Initialized appears when any required input is missing (not inserted or
unavailable).
 For TOLD messages description, refer to CODDE 1 / Section 02-34-50

02-34-20 F2000EX EASY
POST-FLIGHT POF
The post-flight POF provides a flight summary. Figure 02-34-20-39 illustrates post-flight POF
displayed in a 1/2 window.
FIGURE 02-34-20-39 FLIGHT SUM TABS (1/2 WINDOW)
Post-flight POF supports three tabs labeled Flight Sum 1, Flight Sum 2, and Flight Sum 3 for the
Active flight plan. Post-flight pages are unavailable for the Secondary flight plan.
When the Printer checkbox for the Flight Summary Output is checked on the AVIONICS
window / FMS Setup tab, information displayed on the three Flight Sum tabs is sent to the printer
in text format upon landing. This information is saved to a file upon landing if the Disk checkbox
for Flight Summary Output selection is checked.
FLIGHT SUM 1
Tail # on this tab is synchronized with Tail # on the Avionics window Init tab (i.e. entry on
Flight Sum 1 tab will be reflected on the AVIONICS window Init tab, and vice-versa). If there is
no value available from the AVIONICS window, this box displays white dashes.
Crew boxes default to dashes and are used for entry of the pilots’ names.
Passengers displays the number of passengers from the Fuel/Weight tab from the pre-flight
POF. If not defined, the area is blank.
FLIGHT SUM 2
All associated data for display is provided by the FMS and is based on the values recorded and
computed for the Active flight plan. If a particular data item is not available for display, then its
associated display field is blank.
Avg TAS displays average airspeed based on Flight Time and air distance. If Air Dist is
displayed in amber, Avg TAS is also displayed in amber.

F2000EX EASY 02-34-20
Air Dist displays total air distance for the flight. During flight, if TAS becomes invalid, Air Dist
displays in amber at the last valid value. When TAS becomes valid again, distance
computation resumes with the assumption that TAS since the last valid value was constant and
equal to current value. With TAS valid again, Air Dist will be displayed in green as computed
by the FMS.
Avg GS displays average ground speed based on Block Time and ground distance. If Gnd
Dist is displayed in amber, Avg GS is also displayed amber.
Gnd Dist displays total ground distance for the flight. During flight, if ground speed becomes
invalid, Gnd Dist displays in amber at the last valid value. When ground speed becomes valid
again, distance computation resumes with the assumption that ground speed since the last
valid value was constant and equal to current value. With ground speed valid again, Gnd Dist
will be displayed in green as computed by the FMS.
ICAO identifiers for the active flight plan’s origin and destination is displayed in green beneath
their respective takeoff and landing icon.
Taxi Time displays time recorded from original parking brake release after system power-up.
Any subsequent setting and/or releasing of the parking brake does not cause Taxi Time to
change. If the system is powered up while the parking brake is already released, power up time
is captured for Taxi Time.
T/O Time displays takeoff time (Zulu) in green.
Ldg Time displays landing time (Zulu) in green.
Apron Time displays time recorded when the parking brake was set after flight. If the parking
brake is set, and then released and later reset, the latest time is captured.
Flight Time is elapsed time in flight measured once T/O Time is displayed.
Block Time is overall duration between Taxi Time and Apron Time. If in flight or after landing
prior to setting parking brake, it is duration between Taxi Time and current time. Block Time is
displayed as as soon as Taxi Time is available.
For quick turn operations (power is not shut down), Apron Time continues to be displayed until
the airplane goes airborne again. Once airborne for the next leg, the last release of the parking
brake prior to takeoff is used as the new Taxi Time.
FLIGHT SUM 3
All associated data for display is provided by the FMS and is based on the values recorded and
computed for the Active flight plan. If a particular data item is not available for display, then its
associated display field is blank.
Fuel Used values (FU1, FU2) are the same as those displayed on the Fuel Synoptic.
Drift Rates values (IRS1 Drift, IRS2 Drift, etc.) for all installed IRS are the same as those
displayed on the Sensors window.

02-34-20 F2000EX EASY
FMS APPROACHES
The FMS offers lateral and vertical guidance for various types of approaches and lines on
minima. The FMS lateral guidance (LNAV) can be used either with standard vertical guidance
modes (e.g. ALT, PATH, VS, ASEL), or with FMS vertical guidance (VNAV) modes:
- On the initial approach segment: VPTH, VASEL, VALT
- On the final approach segment: VGP
Refer to AFM for details on the applicable limitations, as well as the CODDE2 for approach
recommendations.
APPROACH TYPE SELECTION
The approach procedure is selected in the FMW / Arrival POF / STAR/App tab. This procedure
is activated in the waypoint list or in the I-NAV.
All waypoint constraints are taken from the database. They allow the system to build the lateral
and vertical trajectory.
These constraints are displayed in white at approach selection. Four type of constraint exist:
AT, AT or ABOVE, AT or BELOW and WINDOW. Pilots cannot modify altitude constraints on
the final approach segment.
Three waypoints are important for the final approach for vertical guidance computation:
- RWY (runway)
This waypoint is located at the runway threshold and always has an AT altitude constraint
of runway threshold + 50 ft.
- FAF (Final Approach Fix)
Between the FAF and the MAPT, the final approach path and the final approach course
are defined. The final approach course may be different from the runway course. Both
courses can not be modified by the pilot.
- MAPT (Missed Approach PoinT)
This waypoint is the first waypoint of the missed approach. At its location, if pilots have not
the runway in sight, they have to perform a Go-Around.
The altitude constraint at the MAPT is the bottom of the defined approach procedure. This
waypoint is not necessarily at the place where the MDA is reached.
It is not possible to change, delete or insert a waypoint between the FAF and the MAPT.
The final approach path ends:
- At the MAPT if:
o The MAPT is more than 0.2 NM before the runway threshold
Or
o After the runway threshold
- At the runway threshold + 50 ft if the MAPT is located less than 0.2 NM from the
runway threshold.

F2000EX EASY 02-34-20
USE OF FMS APPROACH MODES

FMS approach modes can be used for all kinds of non-precision approaches (RNAV GPS or
GNSS, NDB, NDB-DME, VOR, VOR-DME, VORTAC…).
The pilot must select the baro-minimum that corresponds to the intended approach and the
kind of FD guidance expected to be used during final. Selection of a value below the runway
elevation plus 250 ft is not possible.
NOTE
The FMS based approaches are QNH operations only. The system is not design for QFE
operations.
VGP
VGP is available when the following information are published and known by the FMS:
- Final approach slope between the FAF and the MAPT
- Threshold Crossing Height (TCH).
If the slope and the TCH are not published but MAPT is located ahead of the runway
threshold, VGP approach should still be available.
VPG is not available for approaches featuring a MAPT located beyond the runway
threshold. In such case, PATH mode can be used on the final approach segment.
The vertical profile proposed by the system should be checked by the crew. It is the crew
responsibility to check the system proposed VGP angle against the chart-published descent
angle.
NOTE 1
VGP mode shall not be used when the published path is below 3° PATH (for example -2.7°) as in
such cases, the VGP mode forces the reference path to -3° and capture occurs after the FAF.
NOTE 2
VGP is the only approach mode approved to fly RNAV approaches down to the published LNAV-
VNAV minimum. If VGP is not available, PATH can be used using LNAV published minimum.

02-34-20 F2000EX EASY
The APP pushbutton enables the VGP FD mode engagement, provided the following
conditions are fulfilled:
- VGP RW XX excitement field is displayed in FMA,
- FAF is the active TO waypoint.
- And FMS is operating correctly i.e:
o LNAV active,
o FMS.. displayed as the active NAV source next to the HSI,
o FMS not in degraded or DR mode.
NOTE
When a Vertical Direct To is performed on the FAF, the vertical deviation scale is used for the
Vertical Direct To function. As the VGP also requires the vertical deviation scale, the VGP mode
cannot be armed as long as the Vertical Direct To is not sequenced. The sequence can occur
50 ft above the FAF at the earliest.
This is the reason why, in such cases, if a Vertical Direct To the FAF is performed, VGP cannot be
armed before the FAF. This can generate a late capture of the final approach path and a steep
slope to quickly recover the reference path between the FAF and the MAPT.
Other VNAV modes
The FMS chooses the appropriate guidance modes (VPTH, VALT, VASEL…) to follow the
approach trajectory. VNAV can be used up to the FAF, but VPTH is not approved to fly the
final approach segment from the FAF to the MAPT. PATH shall be used instead.
No pilot specific action is required for VNAV approaches in addition to the ASEL
management.

F2000EX EASY 02-34-22
CODDE 1 PAGE 1 / 20
DGT94085 CHARTS WINDOW ISSUE 14
GENERAL
The CHARTS option is capable of maintaining a worldwide electronic database of charts.

However, original Jeppesen Charts shall still be available in the airplane unless a different
approval has been granted by the Operator’s Local Authority.
Prior to using the chart function for the first time, a Jeppesen navigation database must be
loaded into the FMS. Prior to using any database for navigation, it must be checked for
currency. Periodic updates are available from Jeppesen.
Using CHARTS, world-wide Jeppesen navigation chart coverage can be retrieved without
restriction. It provides selection of desired charts and subsequent manipulation (zoom, scroll,
rotate, etc.) for ease of viewing. CHARTS window is accessed through menu selection on an
MDU.
CHARTS window provides:
- Radio frequency information,
- Cross-check of procedural data with corresponding FMS data,
- Basis for manual insertion of data when FMS data not available (i.e. approach minima),
- Increase in-flight situational awareness,
- Increase airport geographical awareness.
CHARTS window provides access to:
- Airports diagrams, SID, STAR and approaches charts,
- Noise abatement procedures,
- NOTAM,
- Airspace charts,
- Search function,
- Revision information.
For clarity, CHARTS window is displayed only on a 2/3 format. The 2/3 format restricts its
display to an MDU in normal conditions. Depending upon phase of flight, CHARTS are
normally displayed:
- Lower MDU - to retain I-NAV / WPT list on upper MDU (normal in-flight operations)
- Upper MDU - to retain SYNOPTICS on lower MDU (normal ground operations)
It is also available on a PDU when two displays are inoperative.

02-34-22 F2000EX EASY
PAGE 2 / 20 CODDE 1
ISSUE 14 CHARTS WINDOW DGT94085
INITIALIZATION
Upon initial power-up, when CHARTS is first accessed, the following window is displayed for
confirmation of geographical coverage and currency of navigational charts:
FIGURE 02-34-22-00 INITIAL WINDOW
Revision currency is displayed at the top of the window.

The graphic of the world map displays black dots for airport locations contained within
coverage regions. It provides indication of the coverage areas available under the current
subscription coverage and any additional subscription coverage using access codes.
Serial Number and Access Codes (if required) assigned to the subscriber will be displayed
in their respective boxes at the bottom of the window.
NOTE
The first time a new subscriber loads a database, the sixteen-digit serial number assigned to
the subscriber must be inserted. If an invalid serial number is entered, the scratchpad box
blinks in white reverse video.
Once all information is confirmed, the window can be closed by clicking the “X” in the upper
right corner.

F2000EX EASY 02-34-22
CODDE 1 PAGE 3 / 20
The Main Chart Menu Page appears next with the Origin Airport Diagram chart displayed as
in FIGURE 02-34-22-01.
The Main Chart Menu window provides for airport selection and subsequent selection and
printing of desired charts. It also provides for viewing revision and currency status and for
inputting access codes (when appropriate).
FIGURE 02-34-22-01 GRAPHICAL USER INTERFACE FOR CHARTS

02-34-22 F2000EX EASY
PAGE 4 / 20 CODDE 1
AIRPORT SELECTION
Airport selection is required prior to chart selection. Select airports through the Airport
Selection Drop Down Menu (upper left). Charts are selected using tabs (along top) that
categorize them by type (Airport, SID, STAR, etc.)
AIRPORT SELECTION DROP DOWN MENU
The Airport Selection box uses a drop down menu to facilitate selection of airports. It also
provides access to the print function and navigation database/revision status. Once
selected, the airport ICAO identifier is displayed in the menu box.
FIGURE 02-34-22-02 AIRPORT SELECTION PULL DOWN MENU
Menu choices include:

- Orig – departure airport
- Dest – destination airport
- Altn – alternate airport
- Search Arpt – provides search options for one additional airport
- Print – (with optional printer) provides print choices and displays printer status
- Revision Info – displays navigation database revision information
If no origin, destination, or alternate airports have been entered into the flight plan, only the
Search Aprt and Revision Info tasks can be selected from the airport selection drop-down
menu.

F2000EX EASY 02-34-22
CODDE 1 PAGE 5 / 20
Once an ICAO identifier is displayed in the Airport Selection box, Tabs provide selection of
chart types. These tabs correspond to standard Jeppesen chart types. Individual charts are
selected from these tabs.
, , and are designated by the active flight plan and not modifiable in this
menu. Each selects its respective airport for chart selection. If not designated in the flight
plan (i.e. alternate not chosen) dashes will be displayed instead of the ICAO identifier.
Additional choices are not required for these selections and the respective ICAO identifier is
placed directly into the Airport Selection box.
Selection of Search Arpt, Print, or Revision Info provides its respective dialogue box
containing multiple selections and choices.
Search Airport Dialogue Box
Search Arpt provides a page for designating an additional airport for chart selection.
On the Search Arpt page, use the CCD to select a radio button to perform a search
based upon ICAO (identifier), Airport Name, City or Country. Only one radio button can
be selected at a time.
Use the MKB to enter appropriate text into the text box below the radio buttons. Press
<ENTER> to begin the search. After the search is completed, the cursor is located at the
first airport in the Search Results box.
FIGURE 02-34-22-03 SEARCH AIRPORT DIALOG BOX

02-34-22 F2000EX EASY
PAGE 6 / 20 CODDE 1
Some searches may result in a list of airports greater than what can be displayed in the
box. In that case, a scroll function is displayed along the right side. Use the CCD Data
Set Knob to view additional results. Click on the appropriate airport to make your
selection. The airport’s ICAO identifier will now appear in the Airport Selection menu box
The Clear Search soft key clears both the Search Results and scratchpad boxes.
Print Dialogue Box
provides a page for the chart print function. From this page, charts are selected,
printer status is viewed, and print is activated.
The Print dialogue box provides various selections and choices for print. Multiple charts
are selectable through four (airport) tabs: , , or . Under each of
these labels, the ICAO airport identifier is displayed in green. If the airport is not listed,
the tab is not selectable. , , and are designated by the active flight plan.
is designated by previously selected Search Results.
When an airport tab is selected, all charts for that airport are listed, separated by a
header for each chart type: Airport Charts, SID Charts, and STAR Charts.
Attached to each chart type header is a Select All checkbox. This checkbox selects (or
deselects), all charts within the header.
The Select All checkbox at the top of the Print window is a master selection
(deselection) for all available charts within all headers.

F2000EX EASY 02-34-22
CODDE 1 PAGE 7 / 20
FIGURE 02-34-22-04 PRINT DIALOG BOX
Once all selections are complete, use the Print soft key (in the upper right corner) to
send all selected charts to the Print Queue. The Print Queue box displays up to three
charts at a time. Each line contains:
- Airport ICAO Identifier
- Chart Name (which may be truncated due to the limited length of the display
- Print job status of the chart (Printing, Spooling, Pending, Paused, etc.)
When the CCD cursor is located in the Print Queue box, a cyan rectangle encloses the
line where the cursor is located. A Delete soft key appears to the right within the cyan
rectangle. If Delete is selected, the chart is deleted from Print Queue.
In addition, the Print Queue header contains a Delete All soft key. When selected, all
charts in Print Queue are removed.
Printer Status is displayed at the bottom left of the Print page. It reports what the printer
is currently doing: Ready (available), Printing, Busy, Paused, etc. Final status (or
secondary printer status) is displayed to the far right of Printer Status. It displays
warnings that will interrupt the printer from normal operation, such as Toner Low. There
is no separate label for final status.

02-34-22 F2000EX EASY
PAGE 8 / 20 CODDE 1
Revision Info Menu
provides chart effectivity and coverage information. It displays disk

volume label, subscriber's serial number, a world graphic depicting coverage, and
messages related to reversion information. If access codes are used, they are temporarily
displayed in this window.
Jeppesen charts are available by subscription. Subscription coverage consists of
geographical regions. All subscribers receive the same data CD from Jeppesen. Serial
numbers are used for regular subscribers using fixed chart coverage.
Jeppesen provides serial numbers and access codes to control individual subscriber
access to chart data. Serial numbers and access codes are decrypted by software and
are used to determine a subscriber's region of coverage. They are used for temporary
purposes and change with each data CD issue.
Upon initial power-up, when CHARTS is first accessed, the following window is displayed
for confirmation of geographical coverage and currency of navigational charts:
FIGURE 02-34-22-05 REVISION INFO WINDOW
Access codes are used for two purposes:

- Subscribers may temporarily enlarge a current subscription coverage area
- First time subscriber’s serial number may not be stored in the database. In this case,
an access code has to be used to obtain access to the data.
Access codes are only valid for one issue of the Jeppesen CD.

F2000EX EASY 02-34-22
CODDE 1 PAGE 9 / 20
An access code is entered by placing the cursor in the Valid Access Code box and by
using the keyboard to insert the access code. The access code will be verified against the
database and airport locations contained in new coverage regions are added and
displayed as white dots. After an access code is entered and verified, it is displayed in
both the "Valid Access Code" and the "Valid Access codes" boxes. The Valid Access
codes box is a visual aide when entering multiple access codes.
If an invalid access code is entered, the Valid Access Code box blinks in white reverse
video.
FIGURE 02-34-22-06 INVALID ACCESS CODE
The graphic of the world map displays white dots for airport locations contained within
coverage regions. This provides indication of coverage areas available under current
The volume label is read from the CD and stored. It is displayed in this page. Whenever a
new Jeppesen CD is loaded, the crew needs to confirm that the volume label stencil on
the CD matches the displayed volume label. When Jeppesen data is current, the volume
label is displayed in green.
When the database needs to be updated, three things occur:
- Upon first use of the chart function after power-up, the user is prompted to
acknowledge continued use of the database
- The volume label is displayed in amber
- "May contain outdated information" is displayed in amber to the right of the volume
label

02-34-22 F2000EX EASY
CHART TYPE TABS
Charts are selected using tabs that categorize them by type. These tabs correspond to
standard Jeppesen chart types. Choices include:
- (Airport)
-
- (Approach)
-
- (Airspace)
Aprt, SID, STAR, and App tabs provide a secondary menu page when more than one chart
exists within that tab. Individual chart selection is accomplished in a similar manner in each of
these four tabs.
Noise, NOTAM, and Airsp require only one page and therefore do not require a secondary
menu page.
NOTE
The default chart displayed for each tab is the one designated in the active flight plan. If none is
designated, a “NO CHART SELECTED” message is displayed in the chart title menu box.

F2000EX EASY 02-34-22
CHART TITLE BAR AND DROP DOWN MENU
When the Aprt, SID, STAR, or App tab is selected, a Chart Title Bar appears near the top of
the window, immediately below the Airport Selection box.
The displayed chart title is shown in a Chart Title Bar line window above the chart window.
In the following example, “ILS RWY 30L CAT II” chart is displayed in white.
FIGURE 02-34-22-07 CHART TITLE EXAMPLE
White indicates the chart was manually selected. A chart title displayed in green indicates it
was selected directly from the FMS (in the active flight plan).
Click on the Chart Title Bar and a drop-down page leads into the selection process.
The Chart Drop-Down Page is separated into two sections:

- App From Flight Plan lists the active flight plan approach (if activated in the flight plan)
- Available Charts lists all the available charts for the selected airports and tab
A third section may be displayed when two versions of a chart exist: a "current chart" and a
"future chart".
While other chart characteristics are available (e.g. revision date, action, effective date) only
the geo-referenced icon, plain English chart name, and chart index number are displayed in
the chart title menu box and App From Flight Plan box. The geo-referenced icon is not
included in the Available Charts list.

02-34-22 F2000EX EASY
FIGURE 02-34-22-08 CHART PULL-DOWN MENU
A scroll function (right side) is provided if the list is too long. With the chart title in view,
highlight it with the cursor. Click to select. The selected chart name is displayed in the chart
title menu box and the chart is displayed in the window.
If no chart exists within a given tab, the tab is grayed out and cannot be selected.
FIGURE 02-34-22-09 TAB GRAYED OUT

F2000EX EASY 02-34-22
Provided the tab is selectable, the system tries to display a chart. However, unless the chart
is designated in the flight plan, it does not select a chart:
FIGURE 02-34-22-10 NO CHART SELECTED
In the event that there are no charts available for a selected airport, an amber message is
displayed as shown:
FIGURE 02-34-22-11 NO CHARTS AVAILABLE

02-34-22 F2000EX EASY
APRT TAB (AIRPORTS)
Airport diagram is normally displayed on the upper MDU since it can be helpful during taxi to
provide improved airport situational awareness and runway information for take-off briefing.
FIGURE 02-34-22-12 APRT TAB
Aprt From Flight Plan is the default chart displayed. To display other airport charts for this
airport, use drop-down menu. To see charts for airports not in the flight plan, use Search
Arpt.
SID TAB
SID From Flight Plan is the default chart displayed. Use drop-down menu for additional
SID choices.
STAR TAB
STAR From Flight Plan is the default chart displayed. Use drop-down menu for additional
STAR choices.
APP TAB (APPROACH)
App From Flight Plan is the default chart displayed. Use drop-down menu for additional
approach choices.
NOISE TAB
The Noise tab displays noise abatement procedures (if available) for the selected airport.

F2000EX EASY 02-34-22
AIRSPACE
The Airsp tab displays airspace overview (i.e. Class B airspace).
NOTAM TAB
When a NOTAM is displayed in this window, it is always assigned or displayed using the
airport as a reference. However, NOTAM are assigned either by an ICAO airport identifier or
by country in the database.
If a NOTAM is assigned to a country, it applies to all airports in that country.
FIGURE 02-34-22-13 NOTAM WINDOW
Each NOTAM has four fields:

- Type: Terminal, General and Gen Tmnl. Terminal entry indicates that the NOTAM is
associated to a specific airport. General and Gen Tmnl entries indicate the NOTAM are
associated with a country and are displayed as "General".
- Effectivity – Permanent or Temporary. The database contains either true or false. If the
database contains true, "Temporary" is displayed otherwise "Permanent" is displayed.
- Begin Date – "Immediately" or an actual date displayed as "DDMMMYY".
- End Date – "No End Date", "Further Notice", or and actual date displayed as
"DDMMMYY".
A scroll bar is displayed when a single NOTAM contains more text than is visible in the
window.

02-34-22 F2000EX EASY
SPECIAL FUNCTION
There are three special functions available for charts:

- Chart Task (available through a menu)
- Zoom
- Scroll
CHART TASK MENU
The chart task menu provides an interface for manipulation of charts within the window. It is
accessible by clicking on any location of the displayed chart:
FIGURE 02-34-22-14 CHART TASK MENU
There are seven available tasks:

- centers chart at the focus point of the cursor. It is used in conjunction
with a zoom feature to increase readability.
- provides means to quickly view chart. The chart is scaled to make smallest
dimension of the chart (horizontally or vertically) fill the window.

F2000EX EASY 02-34-22
- checkbox is selectable for those charts that can be split into two parts. The large
(upper) window shows a chart plan view. A smaller (lower) window shows header,
profile or minima that is selectable (using radio buttons). The dimensions for the split
windows are determined by chart software and cannot be modified. Zoom is available,
however scrolling is not. Different zoom factors are permitted between the two windows.
FIGURE 02-34-22-15 SPLIT WINDOW EXAMPLE

- rotates the chart 90° clockwise and then 90° counter-clockwise to return to the
original orientation. It is not selectable for charts that cannot be rotated.
- displays the airplane symbol on the airport chart. Jeppesen airport layout
charts support the capability of displaying an airplane symbol on "geo-referenced"
airport charts. Not all airports charts are geo-referenced. Navigation symbols depicted
on the charts have been verified by Jeppesen to be highly accurate by crosschecking
symbol plots against independent navigational data. By default, the chart remains fixed
and the airplane moves about the chart. The following are required to display the
airplane symbol:
o Chart is geo-referenced,
o Airplane WOW is sensed,
o FMS initialized with valid bearing and position data,
o Airplane position must be visible on the display.
- is selectable when task is selected. It displays the airplane
symbol in the center of the chart. The chart moves relative to the airplane until a chart
edge is reached. When the chart edge aligns with the edge of display, the airplane
moves relative to the display.
- sends the displayed chart to the print queue to be printed.

02-34-22 F2000EX EASY
ZOOM FUNCTION
The CCD data set knob controls zoom of the chart window even though the curled arrow
(normally displayed when this function available) is not displayed. The center of the chart
window is used as the magnification point.
Maximum zoom is limited to approximately 2 magnification.
Minimum zoom (regardless if split screen is enabled) is equivalent to the size of the chart. At
minimum zoom, the entire chart can be viewed in an unsplit display window.
SCROLL FUNCTION
Scroll is enabled whenever the cursor is placed along the chart display edge as indicated by
a pop up shaded frame. Place the cursor near the edge closest to the desired scroll direction
and a shaded frame appears. Press and hold the CCD <ENTER> pushbutton to control
scrolling.
The chart scrolls in increments in the direction of the arrows.
Scrolling is limited to the edge of the chart. When the edge is reached, the arrow disappears
and scrolling stops in that direction.
FIGURE 02-34-22-16 SCROLLING EXAMPLE

F2000EX EASY 02-34-22
FIGURE 02-34-22-17 SCROLLING TO CHART EDGE
Occasionally charts may need to be updated, deleted or revised in the middle of a database
release cycle. To accommodate this, some charts have an action code associated with
them:
- "A" – added
- "R" – revised
- "D" – deleted
Future effective charts have an associated effectivity date and are not to be used for
navigation until that date. Similarly, expired charts are not to be used after the effective date.
Charts are added or deleted from the list of currently effective charts using dates and flags in
the database, which enable/disable them for viewing and navigation.

02-34-22 F2000EX EASY

F2000EX EASY 02-34-24
CODDE 1 PAGE 1 / 16
DGT94085 SENSORS WINDOW ISSUE 14
GENERAL
SENSORS window can be displayed (using MENU on CCD) in the lower 1/6 of both PDU’s. It
provides access to:
- Airplane position sensors management (IRS, VOR / DME, GPS)
- Navigation function (FMS)
- Environment sensors (WX, LSS and TAWS)
FIGURE 02-34-24-00 SENSORS WINDOW SELECTION
There are two main tabs:

- provides access to multiple levels of navigation information
- provides primary menu operation/display for Lightning Sensor System
(LSS), and secondary menu for operation/display of Weather Radar (WX) and Terrain
Awareness and Warning System (TAWS).
FIGURE 02-34-24-01 SENSORS WINDOW NAVIGATION TAB

02-34-24 F2000EX EASY
PAGE 2 / 16 CODDE 1
ISSUE 14 SENSORS WINDOW DGT94085
NAVIGATION TAB
In the tab, a drop down menu in the top left corner allows selection of different
levels of navigation information. These selections provide hierarchical navigation status.
The highest levels contain summary information and provide graphics for quick
understanding. Lower levels contain specific sensor information and detail. They are used to
resolve higher selection navigation issues.
FIGURE 02-34-24-02 NAVIGATION TAB DROP DOWN MENU
PERFORMANCE SELECTION
The highest level page (default), called Performance, provides a summary of navigation
status:
- Estimated Position Uncertainty (EPU)
- Required Navigation Performance (RNP) for the current POF
- FMS Horizontal Navigation Mode

F2000EX EASY 02-34-24
CODDE 1 PAGE 3 / 16
FIGURE 02-34-24-03 PERFORMANCE DROP DOWN MENU
The choice of any FMS is available in Performance. The selected FMS is the data source for
the page and provides EPU, RNP, and Horizontal Mode. In fully synchronous mode, RNP
should always be identical for all FMS.
FIGURE 02-34-24-04 PERFORMANCE SELECTION
The graphical presentation provides a synthesis of airplane navigation performance using

limit circles: EPU is green, RNP is white dots.
RNP values vary according to each POF.
RNP is settable in the upper right corner. Default values come from the RNP setup (if
adjusted in tab) or the database. The value is displayed in green (default) or white
(pilot entry). If a pilot entry is greater than the default value, a dialog box “ Confirm Entry”
pops up with “Yes” or “No” selections.
The EPU value is computed by the indicated FMS. It is green (normal) or amber (when
exceeding RNP value). It’s value corresponds to ring radius in NM. If EPU is greater than
RNP, the EPU circle fills in and turns amber to alert the pilot.

02-34-24 F2000EX EASY
PAGE 4 / 16 CODDE 1
FIGURE 02-34-24-05 RNP LOWER THAN EPU
Horizontal Mode readout at the bottom of the window displays current FMS navigation
mode in green. Possible modes are:
- GPS
- DME/DME
- VOR/DME
- IRS
- Dead Reckoning
For example, during a FMS approach, RNP is automatically selected at 0.3 NM. If EPU
becomes higher than RNP, the APP annunciaton at the top of the ADI disappears and the
indication is displayed at the bottom of the HSI. The FMS message "UNABLE RNP"
would be displayed in the INAV window.
In this example, if in IMC conditions, the crew is required to perform a go around.

F2000EX EASY 02-34-24
CODDE 1 PAGE 5 / 16
SUMMARY SELECTION
This page provides a graphical presentation of the relative position of all position sources
including the currently calculated airplane position.
FIGURE 02-34-24-06 NAVIGATION TAB SUMMARY SELECTION
Current airplane coordinates are displayed in the top right corner. The soft key
updates current position of the indicated FMS.
NOTE
The Navigation tab soft key only affects the selected FMS when in Single mode.
The check boxes on the left hand side enables or disables indicated position source display
on the graphic.
The graphic depicts current airplane position in the center (as computed by the selected
FMS). The white range ring is set to current RNP value. A digital readout displays range.
The display is always depicted North Up.
Position sources are displayed relative to the airplane. If a source is beyond the page limit, it
is indicated with an arrow at the correct bearing.
Labels for the sensor positions are:
- F = FMS
- G = GPS
- I = IRS
- N = Nav Radio

02-34-24 F2000EX EASY
PAGE 6 / 16 CODDE 1
Update FMS Position Menu
When the Update soft key is clicked, the Update FMS Position Menu drops down:
FIGURE 02-34-24-07 UPDATE FMS POSITION SELECTED
The drop down menu provides selection choices to update FMS current position:
- provides for a manual latitude and longitude
- provides for a waypoint identifier. The lat/lon of that point is then
determined and displayed adjacent to that radio button in green.
- All other configured source radio buttons and their respective positions.
Clicking updates indicated FMS position with selected position.

F2000EX EASY 02-34-24
CODDE 1 PAGE 7 / 16
GPS SELECTION
The GPS selection page provides for selection of installed GPS and displays key information
about them. All data comes from the selected GPS. It is not modifiable.
FIGURE 02-34-24-08 NAVIGATION TAB GPS SELECTION
(Receiver Autonomous Integrity Monitoring) is the horizontal integrity limit of RAIM

(Horizontal Figure Of Merit) is the horizontal accuracy (in NM) of the calculated GPS
position. It is equivalent to EPU.
(Horizontal Dilution Of Precision) corresponds to horizontal quality from a geometry
standpoint. It represents a summation of all errors relating to the ability of the system to
calculate an accurate position. HFOM is a function of HDOP.
Miles from FMS 1 Position is the distance between current GPS position and current FMS
position (in this case, FMS 1 is the FMS in control). The displays provide Lat/Lon and NM
differences.
Alt is the geometric altitude (in FT) of the airplane above the WGS-84 model of the Earth
surface. It is used by the EGPWS to validate RA data and for CFIT protection.
(Vertical Figure Of Merit) is vertical accuracy (in ft) of the calculated GPS altitude.
(Vertical Dilution Of Precision) corresponds to vertical quality from a geometry
calculate an accurate altitude. VFOM is a function of VDOP.
and values are based on a scale from 1 to an unlimited value. A low
number equates to better accuracy. A “3” is considered high.

02-34-24 F2000EX EASY
PAGE 8 / 16 CODDE 1
Clicking the soft key (Predictive Receiver Autonomous Integrity Monitoring)

provides a drop down page containing:
- Dest (Destination) and Time (ETA)
- RAIM indicates availability (“yes or “no”) for indicated UTC times. Additional availability
is given for 5 minute intervals before and after ETA.
- and provides input of any waypoint and ETA (within 24 hours of current
time) to compute a predictive RAIM availability. Additional availability is given for 5
minute intervals before and after ETA.
- provides ability to deselect satellites (by satellite number) for either
Destination or Pilot Waypoint Predictive RAIM calculation. Deleting a pilot entry returns
the boxes to dashes. boxes are automatically cleared upon landing.
If the result of predictive RAIM computation is that RAIM conditions will not be available,
is displayed next to RAIM.
FIGURE 00-34-24-09 PREDICTED RAIM PAGE

F2000EX EASY 02-34-24
CODDE 1 PAGE 9 / 16
IRS SELECTION
The IRS selection page provides for selection of installed IRS and displays key information
about them. All data on this page comes from the selected IRS except for
Position (corresponding to master FMS) and Drift Rate, which are
computed by the FMS.
FIGURE 02-34-24-10 IRS SELECTED
indications include:
- – automatic mode at power up. Time to Nav parameter is displayed below the
parameter.
- – automatically displayed when IRS alignment completed (“Time to Nav”
disappears).
- – displayed when position computation is lost while attitude remains available.
A manual heading input is now required, and a input line is
displayed to provide for its input into the IRS.
During initial alignment, IRS alignment position is automatically set to FMS position.
Alignment duration depends on the latitude (approximately 7 min at 45° N or S).

02-34-24 F2000EX EASY
FIGURE 02-34-24-11 IRS SELECTION MODE ALIGN AND ATTITUDE
IRS data displayed on the page is self-explanatory. Time to Nav is not presented during in
flight alignment.
This page is the only place in the EASy system that Wind information is available.
NAV SELECTION
The NAV selection page provides for selection of installed VOR radio’s and displays key
information about them. All data on this page comes from the selected VOR except for
Position (corresponding to the master FMS), Position, and position
sources, which are computed by the FMS. Frequency IDENTS are displayed based on
existing FMS database information. If a data parameter is not available, it is displayed with
amber dashes.
FIGURE 02-34-24-12 NAV SELECTED

F2000EX EASY 02-34-24
The pilot can prevent the FMS from using a particular VOR and/or DME station for position
computation by using the soft key. The soft key displays a NOTAM List
page that contains up to six NOTAM (three permanent, and three temporary). Temporary
NOTAM are cleared at power off and “permanent” NOTAM are stored in FMS memory until
removed by pilot. The default is white dashes. To use it the pilot has to enter the NAVAID
identifier in the NOTAM list. If the custom DB is not available due to a crossloading or
uploading function, is displayed below the NOTAM list and entry boxes are
grayed.
FIGURE 02-34-24-13 NOTAM LIST PAGE
FMS SELECTION
This window provides selection between or mode for each FMS.

is the default selection.
FIGURE 02-34-24-14 FMS SELECTED

02-34-24 F2000EX EASY
If active mode does not match selected mode for any FMS, the soft key
becomes selectable. Clicking displays the problems page.
FIGURE 02-34-24-15 PROBLEMS PAGE
Problems that prevent the active mode from transitioning to selected mode are listed for
each FMS.
Problem messages include:
- – Both FMS (or three if available) do not have the same Custom DB
loaded and can not synchronize. The pilot must transfer Custom DB from one FMS to
the other(s) (requires approximately 1 min).
- – Both FMS (or three if available) do not have the same Navigation DB loaded
and can not synchronize. The same Navigation DB must be reloaded in all FMS from
the red CD. Note this operation can take-up to 45 min.
- – Active mode does not match selected mode of any FMS
- – FMS disagree as to which is the master
- – FMS are unable to synchronize or pilot selected single.
- – Avionics Standard Communications Bus (ASCB) is inoperative, and
information can not be transmitted between FMS. System automatically drops into
mode. Will be accompanied by message and may be accompanied by
or other FMS problem messages.
- – indicated FMS is inoperative
- Dual INOP – indicates that the FMS are not able to operate in synchronous mode due
to excessive automatic transitions to single mode. Usually accompanied by another
message such as , and /or . System latches in
mode until power down.

F2000EX EASY 02-34-24
SENSOR SEL SELECTION
This window provides selection or de-selection of sensors for use by the FMS in their
position calculation.
FIGURE 02-34-24-16 SENSOR SELECTION
The default is the on-side FMS. The right column defaults to the cross-side selected FMS.
The third (non displayed) FMS is available through a drop down menu.
To select a sensor, click the corresponding check box. When the sensor is correctly being
used, a is displayed.
Distance and bearing from the indicated FMS for the sensor are displayed in green.

02-34-24 F2000EX EASY
WX / LSS / TAWS TAB
The tab provides menu-controlled secondary modes / functions of the

Weather Radar, LSS, and TAWS.
Primary controls of these functions are provided by selection and/or soft key in the Sensors
page or through the MKB.
FIGURE 02-34-24-17 WX / LSS / TAWS PAGE
WX controls include:
- Status, Sector, Tilt and Gain
- Mode selection :
o WX – normal weather mode (default)
o GMAP – ground mapping mode
- selection enables:
- (Rain Echo Attenuation Compensation Technique) – attenuation compensation of
radar signal for rainfall
- (Turbulence) – turbulence detection mode
- (Target) – radar target feature
- (Stabilization) – in-flight attitude stabilization
The weather radar powers-up in WX mode with stbilization on (STAB box not checked). All
other sub-modes are off (box not checked).

F2000EX EASY 02-34-24
FIGURE 02-34-24-18 WX DROP DOWN MENUS
LSS (option) controls:

- soft key removes all lightning symbols from display. It is a momentary action
soft key, and is displayed only when an LSS is configured.
TAWS controls can inhibit associated audio warnings include:
- Mode 4 selection
- Mode 5 selection
- Enhanced Mode selection
- Mode 1 selection
and selections can also be set in FMW.
Detailed operation of Weather Radar, LSS, and TAWS are covered in their respective
sections of CODDE 1.

02-34-24 F2000EX EASY

F2000EX EASY 02-34-28
CODDE 1 PAGE 1 / 10
DGT94085 AVIONICS WINDOW ISSUE 15
GENERAL
The AVIONICS window is accessed through the MDU MENU.
FIGURE 02-34-28-00 AVIONICS WINDOW INIT TAB
The AVIONICS window provides system initialization, setup, database management, and
tools through seven main tabs:
-
- Tools
-

02-34-28 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 15 AVIONICS WINDOW DGT94085
TABS DESCRIPTION
INIT TAB
tab is the default tab at power up. provides:

- Initialization of system internal time and date. Values are synchronized to internal
system clock, then to GPS when it becomes available. Manually setting time and date is
allowed only when GPS time is not available. To enter time and date manually, move
cursor to time box and enter information using keyboard. Pressing <ENTER> will enter
data and move cursor to the next box.
- Current Position. The Current Position field contains the master FMS position readout.
Selecting the soft key, pops up the Update FMS Position dialog
box that provides multiple sensor position choices. Radio butttons choice include:
o Lat/Lon. Allows manual entry of latitude and longitude.
o Ref Wpt. Default is nearest airport. Allows manual entry of an airport ICAO code or
any other waypoint. Its coordinates are automatically displayed.
o Available GPS and/or IRS. Choose between available sensors (their individual current
position references are already displayed).
Selecting any radio button activates the soft key. Select to complete the
update process.
FIGURE 02-34-28-01 UPDATE FMS POSITION DIALOG BOX

- . Displays Navigation database cycle (with a choice between two for
currency), Airplane database (appropriate to this airplane), and Charts database
currency (if Charts function is installed). It is the crew’s responsibility to ensure
databases are appropriate and current
- versions. Displays loaded versions of FMS, TOLD and ECL databases. It is
the crew’s responsibility to ensure databases are appropriate and current.

F2000EX EASY 02-34-28
CODDE 1 PAGE 3 / 10
- and . Displays airplane tail number and Flt ID information. Flight ID must
match exactly what is entered at Item 7 of the ICAO flight plan: registration marking of
the airplane (e.g N2567GA) or the flight identification number (e.g KLM511). They are
modifiable and saved by the system. Flt ID is used by the transponder. If deleted, both
display white dashes.
FMS SETUP TAB
FIGURE 02-34-28-02 FMS SETUP TAB OF AVIONICS WINDOW
tab contains all setup functions of the FMS:

- field allows “learning mode” to be enabled or disabled. This
function must be disabled. This mode intends to enhance the aircraft database (ACDB),
it can only be used on specific flights by Dassault Aviation test pilots. Indeed, when
improperly used, this mode can seriously degrade the ACDB and thus FMS
performance computations.
NOTE
must be set to Off.
- selection (default Full Perf). The crew may decide to deselect Full
Perf when the flight is not representative of a normal flight or when the “normal profile”
as depicted in the performance data will not be flown (i.e. short, low altitude legs,
training flights, etc.). When Full Perf is not available, system default is Pilot Spd/FF.
Selection of Pilot Spd/FF or Current GS/FF is recommended only when Full Perf data is
determined to be inaccurate.

02-34-28 F2000EX EASY
PAGE 4 / 10 CODDE 1
NOTE
SmartPerf is a fully integrated, lateral and vertical flight plan predictive program that calculates
optimum speeds and altitudes, ETA’s and fuel figures. It can be used anytime, before and in
flight.
- Flight Summary Output fiels allows for the selection of the desired output medium for
the Post Flight data. The Post Flight data can be output directly to a printer, if installed,
or saved to a disk. The Post Flight data will send to the printer or the DMU via the CMC
after the airplane has landed and park brake is on.
- To insert the fuel quantity burned from engine start to 1,500 FT AAL on the
takeoff path. Once airborne, the actual data supercedes this one.
- To insert the fuel quantity burned from touchdown to engines shutdown.
NOTE
and are estimated by the crew. They default to the last entered figures or
to the airplane database if blanked. Pilot's input is stored in memory at airplane power down.
allow the selection of RNP for a particular phase of flight or the last entered
value. Default values are as follows:
- Departure: 1.0
- Enroute: 2.0
- Remote / Oceanic: 10.0
- Arrival: 1.0
- Approach: 0.3
The order of priority for the active RNP limit is:

- Airplane database values (on initial power-up)
- Pilot’s input override airplane database values during a power cycle. Manual entries are
made from either:
o SENSORS window (Performance Menu in the Navigation Tab), or
o Values entered in the window
All selections are synchronized for all FMS, except for the Flight Summary Output that
applies to the master FMS (only one FMS prints out or save the data).

F2000EX EASY 02-34-28
CODDE 1 PAGE 5 / 10
FMS SPEEDS TAB
FIGURE 02-34-28-03 FMS SPEEDS TAB OF AVIONICS WINDOW
tab: entry windows for speeds used by the FMS. All data within this tab is
synchronized between all FMS when in synchronous mode.
- Depicts speed schedule used by FMS for each POF (departure, climb, descent,
approach and go-around.
- Provides Departure and Approach POF where speeds are applied. Approach and Go-
around speeds are based on TOLD data.
provides:
- A default value from the airplane data base (if data base is not available, this selection
is grayed and not available).
- A manual selection. The manual field default values are the last entered values.
provides entry of a target airspeed and the altitude and range from origin airport
(effective area) for its use. For instance, it can be used to set restrictions for departure
airport airspace. Defaults are 2,500 FT AGL and 4 NM. Speed defaults to the last entered
value, the airplane database value, or 200 kts (if no value is provided by airplane database).
If below 1,500 ft above airfield and the airplane descent more than 200 ft, automatically the
FMS speed revert to CLEAN Approach speed. The FMS understand that it is a quick return
to base.
input the maximum airspeed that the FMS will fly below the entered altitude. It
is possible to delete Speed limit /Altitude (fields are then dashed). At power-up, the FMS
retains the last entered values unless previously deleted; in that case the default values are
250 KT / 10,000 FT.
provides three selections:
- The airplane data base default
- A Vmo/Mmo and manually entered angle
- A manual combination of airspeed / mach / angle

02-34-28 F2000EX EASY
PAGE 6 / 10 CODDE 1
provides for specification of different speeds for all Slats/Flaps (SF)

configurations. They are used for performance planning purposes automatic power control
and crew reference. Default values come from the airplane database but are modifiable by
the crew unless otherwise stated below. Entry of speeds higher than placard speed limits for
a given configuration results in an invalid entry and will not be accepted. Entries smaller than
a minimum IAS indicates a delta from Vref and are displayed as “VRF+” plus the entry. Each
field is as follows:
- provides entry for Clean configuration (default from airplane database or 190
knots)
- provides entry for SF 1 configuration (default from airplane database or 180 knots)
- field is similar in operation to the SF1,
- displays VAP. VAP is not modifiable.
NOTE
During an ILS approach, if LOC and GS are dropped for any reason, the FD will revert to
ROLL/PATH. The FMS concurrently switches to the climb POF mode if ASEL is set to at least
150 feet above current airplane altitude. In the event the AP is engaged in this situation, the
FMS engages the climb schedule set in the FMS Speeds tab (of the AVIONICS window).
FMS instructions for transition to approach speeds are provided in this window. Radius of
approach area is defined by either or :
- check box indicates that approach speed is to be activated at the first
waypoint of the approach. Default is last selection or checked (from airplane database).
- provides a radius from destination at which approach speeds become
active. Default is last entered value or 15 nm (from airplane database).
NOTE 1
If checkbox is not checked at least 5 nm prior to first approach waypoint, FMS speed transitions
to approach speed schedule at next approach waypoint or at selected Dist To Dest (whichever
is further from destination airport).
NOTE 2
If a waypoint is inserted in Flight Plan between first approach waypoint and IAF and a direct to
(DIRTO) this waypoint is activated, it becomes the first approach waypoint.
NOTE 3
When flight plan waypoints require an oblique turn at the IAF, the airplane may not enter a 5
nm radius around the IAF. In this situation, the next approach waypoint will be used as the first
approach waypoint and transition to approach speed schedule will occur at this next waypoint.

F2000EX EASY 02-34-28
CODDE 1 PAGE 7 / 10
NOTE 4
If an approach transition is not selected (i.e. Vectors selected instead) for approaches with
multiple IAF’s, the IAF may not be the first approach waypoint. The first approach waypoint may
be the next waypoint in the approach procedure. As a result, approach speed schedule will
transition at this next waypoint.
provide speeds for different Slats/Flaps (SF) configurations:

- allows an IAS entry, but modification is not recommended. Default is from the
airplane database or 190 kts.
- , , are not modifiable.
After a go around, these speeds remain active until a new approach or change in destination
selection is activated.
NOTE
Use manual speed when SID (Take-Off) or missed approach (Go Around) standard procedures
contain speed constraint.
TOOLS TAB
FIGURE 02-34-28-04 TOOLS TAB OF AVIONICS WINDOW
TOOLS tab provides three time functions:

- Timer and Alarm displays current UTC in green (non-modifiable). Time is derived from
airplane time.
- Timer provides for setting a time duration which counts down to zero. Format is
XXhYYmZZs. Default state is inactive with white dashes displayed. When timer reaches
zero, an aural tone sounds and a UTC label flashes in the HSI until the timer is
stopped. Selecting the Start radio button starts the timer. Stop suspends it.

02-34-28 F2000EX EASY
PAGE 8 / 10 CODDE 1
- Alarm provides for setting a reminder alarm to sound at an upcoming UTC. Format of
this field is XX:YY. Default state is inactive with white dashes displayed. When current
UTC time equals entered alarm time, an aural tone sounds and a UTC label flashes in
the HSI until the alarm is turned off. Selecting the On radio button turns the alarm on.
Selecting Off deactivates it.
Aural timer and alarm tones may be silenced by pressing the SIL pushbutton but UTC label
remains steady until deselection in Tools tab.
AFCS TAB
FIGURE 02-34-28-05 AFCS TAB OF AVIONICS WINDOW
tab contains AFCS selections and settings which include:

- selection automatically changes at each power-up to minimize
hidden latent failure. It can be directly selected by the crew. If selected AFCS fails,
AFCS in Command is automatically transferred. When an AFCS in Command selection
is changed automatically or manually, FD modes remain unchanged.
- AFCS Setting: has the following selections:
o limits bank to ½ of normal value (available only in HDG mode)
o when in LNAV, the pilot entered Bank Factor determines how
aggressively the FMS will veer the airplane, thus how steep the bank angle will be.
The default bank factor is 7. The pilot can input any number from 0 to 15.
When approaching a fly-by waypoint, the lower the bank factor is (usually <7), the
farther the FMS will anticipate the turn. The higher the bank factor is (usually > 7), the
closer the FMS will anticipate the turn.
The FMS ignores the pilot entered Bank Factor when flying SID or STAR.

F2000EX EASY 02-34-28
CODDE 1 PAGE 9 / 10
CUSTOM DB TAB
FIGURE 02-34-28-06 CUSTOM DB TAB OF AVIONICS WINDOW
manages the custom databases of the airplane which include:

- Pilot Waypoints
- Flight Plan
- NOTAM
The FMS pulldown menu provides source selection of displayed custom database (CDB)
information. It is available (and displayed) only when there is a detected difference between
any of the FMS custom databases.
Pilots waypoints: The list contains all currently defined pilot waypoints in the custom data
base. A scroll bar is displayed when the list exceeds window area.
soft key removes selected waypoint from custom data base.
soft key is always selectable. It removes all pilot defined waypoints
from custom data base.
soft key is always selectable. It removes all pilot defined flightplans from
custom data base.
NOTE
The ability to delete a single flight plan is managed through the Preflight Phase on the Flight
Management Window.

02-34-28 F2000EX EASY
is always selectable. It removes all NOTAM from custom data base.
NOTE
The ability to delete a single NOTAM navaide is managed through the SENSORS Window.
is always selectable. It deletes the entire custom data base

(waypoints, flight plans and NOTAM).
The cross-load area is for cross-loading custom databases between FMS:
- “From” selects a single FMS as the source
- “To” selects destination of the cross-load. A one-to-one or a one-to-many transfer can
be selected.
Once “From” and “To” selections have been made, the Xload soft key becomes active.
Selecting Xload initiates the load and causes the soft key to change to Abort soft key.
Selecting Abort cancels the cross-load. (The abort causes the receiving FMS to have an
empty custom database and forces it into the “Single” mode).
During cross-load, the current DB section being transferred and its percent (complete) are
displayed in green. When transfer complete, the FMS are automatically placed in
synchronous mode.
SYSTEM CONFIG TAB
FIGURE 02-34-28-07 AVIONICS WINDOW SYSTEM CONFIG TAB
tab is only available on the ground. It displays configuration information for

all installed software/data base and is used for return to service type operations.
Prev and Next soft keys are used to cycle through the pages. It does not present the SELCAL
code.

F2000EX EASY 02-34-30
CODDE 1 PAGE 1 / 28
DGT94085 WAYPOINT LIST (WPT LIST) ISSUE 14
GENERAL
The WPT LIST window provides the waypoints and associated parameters for the active and
pending FPLN.
It is available in any of the following size:1/6th, 1/3rd vertical, 1/3rd Horizontal, 2/3rd, ½ or full
screen format.
FIGURE 02-34-30-00 WPT LIST WINDOW LAYOUT
WPT LIST LAYOUT
In order to accommodate all of the data for each flight plan leg, the waypoint list has been
divided in two parts:
The left side of the window permanently displays lateral Flight Plan information:
- Course / Distance / WPT name,
- Associated functions; flyover, left turn, right turn, holding pattern,…
The right side of the window displays for each waypoint all associated data necessary to
manage a flight:
- Cross data: crossing constraints,
- Wind / Temp / ISA,
- Spd / Dist / Time,
- Fuel / Wt,
- Lat / Lon.

02-34-30 F2000EX EASY
PAGE 2 / 28 CODDE 1
ISSUE 14 WAYPOINT LIST (WPT LIST) DGT94085
Bottom area of the WPT LIST provides permanent information about destination and
alternate ( DTG, ETE, Fuel Rem).
Turning the CCD knob while in the WPT LIST scrolls the WPT LIST.
COLOR CODE
Angle Altitude
WPT ID CRS/Dist
Speed Time
From Grey
TO
Magenta if LNAV Magenta if VPTH/VGP Magenta if VASEL or VALT
captured captured captured,
Green if predicted,
Amber for Waypoint Green if predicted,
Reversion* Else White
White if Constraint,
Else White
Amber if Unable to meet
Magenta if FMS Speed Magenta if RTA & FMS Spd
selected, selected & LNAV captured,
Green if predicted, Green if ETA,
White if constraint White if Constraint,

Amber if unable to meet
Next Amber for Waypoint Green if predicted Green if predicted,

Reversion*
White if Constraint White if constraint
Else White
Green if predicted Magenta if 1st RTA & FMS Spd
selected & LNAV captured,
White if constraint
Green if ETA,
White if downstream RTA,

F2000EX EASY 02-34-30
CODDE 1 PAGE 3 / 28
DESCRIPTION
WPT LIST ROUTE TYPE CONTROLLER
FIGURE 02-34-30-01 ROUTE TYPE CONTROLLER MENU
Route Type Controller (RTC) (FPLN) pull down menu is used to select between the Active
and Secondary flight plan. The same controller is displayed in the Flight Management
Window (FMW).
A selection made in the RTC affects all windows in the MDU where the selection was made.
Therefore the I-NAV, FMW, and WPT LIST are synchronized to displaying the same flight
plan within a DU.
For the same DU, when in active selection, the WPT LIST and I-NAV display Active and
pending flight plan information.
For the same DU, when in secondary selection, the WPT LIST and I-NAV display Secondary
and non active flight plan information. The airplane symbol is never displayed in a DU used
for secondary FPLN. It is obvious for the crew that the secondary FPLN is in progress.
At the same time; upper MDU can be configured to display Active flight plan and lower MDU
configured to display the secondary FPLN.
The WPT LIST receives the data from the master FMS. This same FMS source is used for
all windows in both MDU.

02-34-30 F2000EX EASY
PAGE 4 / 28 CODDE 1
WPT LIST FLIGHT LOG DATA
FIGURE 02-34-30-02 FLIGHT LOG CONTROLLER PULL DOWN MENU
When viewed in a 1/6th or 1/3rd vertical display, the following options are available for
selection:
The constraints and various operations on a specific waypoint are

Cross accessed through this function. The CROSS dialog box can be
accessed by clicking on this field
Predicted wind, temperature, and ISA for each waypoint are

Wind/Temp/ISA shown. The Wind / Temp / ISA entry dialog box can be accessed
by clicking on this field
The predicted ground speed, distance-to-go (DTG), and ETE for

Spd / Dist / Time
each waypoint are shown. No pilot interaction is permitted
The predicted fuel remaining and airplane gross weight for each
Fuel / Wt
waypoint is shown. No pilot interaction is permitted
The latitude/longitude for each waypoint in the flight plan is

Lat / Lon
displayed. No pilot interaction is permitted
The Cross display is the default selection when the WPT LIST is viewed in a 1/6th or 1/3rd
vertical display.
When viewed in a 1/3rd horizontal or 2/3rd display, the following options are available:
- Wind/Temp/ISA,
- Spd/Dist/Time,
- Fuel/Weight,
- Lat/Lon.

F2000EX EASY 02-34-30
CODDE 1 PAGE 5 / 28
The Cross data remains in view at any time in the second column for a 1/3rd horizontal or
2/3rd display.
The Wind / Temp / ISA display is the default selection for a 1/3rd horizontal or 2/3rd display.
TURN DIRECTION ICONS
For large course changes, the FMS provides a turn direction indication on the WPT LIST. It
consists in an inverse video L (Left) or R (Right) to indicate which direction the airplane is
going to turn when the waypoint is sequenced.
FIGURE 02-34-30-03 L AND R TURN DIRECTION ICONS
WPT LIST GRAPHICAL INTERACTION
I-NAV graphical flight planning and WPT LIST modifications on active and secondary FPLN
use the same menu and the same dialog boxes:
Menu and dialog boxes are not selectable for: TOC, TOD and BOSC waypoint. The
corresponding line on the WPT LIST is displayed with a gray background.
COURSE
The inbound course is displayed immediately following the turn icon space, if the course is
given with respect to True North, a T replaces the degrees symbol.

02-34-30 F2000EX EASY
PAGE 6 / 28 CODDE 1
DISCONTINUITY
FIGURE 02-34-30-04 WPT LIST DISCONTINUITY
A discontinuity is a part in the flight plan where there is no lateral flight plan definition.
Internally the FMS assigns the next waypoint with a leg type of Initial Fix (IF).

F2000EX EASY 02-34-30
CODDE 1 PAGE 7 / 28
NEXT LEG UNDEFINED
FIGURE 02-34-30-05 WPT LIST NEXT LEG UNDEFINED
Open flight plans are defined as flight plans that do not end at the destination. In that
condition, the FMS does not have a lateral path defined to the destination. In that context,
is displayed.

02-34-30 F2000EX EASY
PAGE 8 / 28 CODDE 1
MISSED APPROACH HEADER
FIGURE 02-34-30-06 WPT LIST MISSED APPROACH HEADER
The missed approach header provides a visual break between the primary flight plan and
the missed approach procedure.
The missed approach procedure is appended to the active flight plan when pressing GA
when the final approach fix (FAF) is the "TO" waypoint and the airplane is less than 2NM
from the FAF, or the missed approach point (MAPT) is the "TO" waypoint, or when a "Direct
To" a waypoint of the missed approach procedure is performed.

F2000EX EASY 02-34-30
CODDE 1 PAGE 9 / 28
ALTERNATE FLIGHT PLAN HEADER
FIGURE 02-34-30-07 WPT LIST ALTERNATE FPLN HEADER
The Alternate FPLN header provides a visual break between the primary flight plan and the
alternate flight plan.

02-34-30 F2000EX EASY
HOLDING
When the holding pattern is active, holding is displayed as bellow.
FIGURE 02-34-30-08 WPT LIST HOLDING

F2000EX EASY 02-34-30
EXITING HOLD
FIGURE 02-34-30-09 WPT LIST EXITING HOLD
When the airplane is exiting the hold, the FMS provides an information on the
waypoint list.

02-34-30 F2000EX EASY
ARC TURN
Arc radius
in NM and
navaid
ident
FIGURE 02-34-30-10 WPT LIST ARC TURN
When in a DME arc procedure, the arc radius in NM and the navaid associated with the arc
are displayed as shown above.
Constant radius arc legs are similar but the navaid ident is blank since a navaid is not
required for a constant radius arc leg.

F2000EX EASY 02-34-30
PROCEDURE TURN
FIGURE 02-34-30-11 WPT LIST PROCEDURE TURN
is displayed when the procedure is active.

02-34-30 F2000EX EASY
PATTERN ICONS
Hold icon
Flyover icon
Arc turn icon
Procedure
turn icon
FIGURE 02-34-30-12 WPT LIST PATTERN ICONS

F2000EX EASY 02-34-30
CROSS
FIGURE 02-34-30-13 WPT LIST CROSS 1/3RD VERTICAL DISPLAY FORMAT
The Cross column displays vertical, speed and time crossing predictions and/or constraints
for each waypoint.
The altitude field displays either altitude constraints or predictive altitudes for each waypoint
in the flight plan. Altitude constraints have higher priority over predicted altitudes. If no
pending flight plan exists, the active flight plan altitude is displayed on the lower half of the
row. If a pending flight plan exists, the pending flight plan altitude is displayed on the upper
half of the row only if the altitudes differ by 100 ft.
The altitude can be displayed either in FL format or in feet depending on the transition
altitude or transition level.
AT constraints are displayed with a small line above and below the altitude using the same
color as the constraint, white, cyan, magenta or amber: e.g.
FIGURE 02-34-30-14 AT CONSTRAINT EXAMPLE

02-34-30 F2000EX EASY
AT or ABOVE constraints are displayed with a small line below the altitude using the same
color than the constraint. eg:
FIGURE 02-34-30-15 AT OR ABOVE CONSTRAINT EXAMPLE
AT or BELOW constraints are displayed with a small line above the altitude using the same
color than the constraint. eg:
FIGURE 02-34-30-16 AT OR BELOW CONSTRAINT EXAMPLE
WINDOW constraints are displayed with the higher constraint displayed on the upper line
with a small line above the constraint and the lower constraint displayed on the lower line
with a small line below the constraint. eg:
FIGURE 02-34-30-17 WINDOW CONSTRAINT EXAMPLE
Angle
The angle field displays either angle constraints or predicted angle for each waypoint in
the flight plan. Angle constraints have priority over predicted angles.
Angles constraints are displayed with a small line above and below angle.
Speed
The speed field displays either speed constraints or predicted speeds for each waypoint
in the flight plan. Speed constraints have priority over predicted speeds and FMS speed.
Speed constraints (kt or Mach) are displayed with a small line above and below the
speed.
NOTE
When a speed restriction is input on the Waypoint List for a cruise waypoint, the FMS cruise
speed on the FMW Cruise POF can not be reset. The inserted waypoint speed restriction
remains locked in, even after crossing the waypoint, and is carried over until the destination is
transitioned at the next airfield.

F2000EX EASY 02-34-30
Time
Estimated Time of Departure (ETD) can be manually entered while on ground.

Estimated Time Enroute (ETE) is displayed when the airplane is on the ground. Once the
airplane is airborne or ETD has been entered, the ETE becomes an Estimated Time
Arrival (ETA).
Vertical speed
The FMS computes a vertical speed (VS) for the climb and descent POF. The predicted
VS is the rate needed to meet the altitude constraints if they exist. Otherwise they
represent the estimated VS for the airplane. VS is not displayed when a pending flight
plan exists due to limited space on the cross field.
The predictive VS for the waypoint is displayed in the cross tab above the angle and
speed with an arrow to indicate climb or descent.
WIND / TEMPERATURE / ISA
FIGURE 02-34-30-18 WPT LIST WIND / TEMP / ISA
This column displays wind, temperature and ISA deviation for each waypoint.
Pilot entries are available to define wind for a specific waypoint. The FMS then updates the
wind model for the flight plan, including the pilot entered value for a waypoint. The pilots
entries are not retained by the FMS as constraints. Thus the system always displays system
computed numbers.
The FMS predicts the temperature for the predicted altitude the airplane will be at for each
waypoint in the flight plan. The temperature are computed in the FMS atmosphere model.

02-34-30 F2000EX EASY
SPD / DIST / TIME
FIGURE 02-34-30-19 WPT LIST SPD/DIST/TIME

F2000EX EASY 02-34-30
FUEL / WEIGHT
Fuel remaining predicted by Gross weight predicted by

the FMS for each waypoint. the FMS for each waypoint.
It can be displayed either in It can be displayed either in
thousands of pounds or thousands of pounds or
thousands of kg thousands of kg
FIGURE 02-34-30-20 WPT LIST FUEL WEIGHT

02-34-30 F2000EX EASY
LATITUDE / LONGITUDE
Latitude and
Longitude are
displayed for
each waypoint
FIGURE 02-34-30-21 WPT LIST LAT / LONG
Lat / Lon Entry Format:

ANNNN.NNANNNNN.NN Latitude Longitude

F2000EX EASY 02-34-30
Requirements:
- Latitude:
o Entry in degrees,minutes, and hundredths of minute,
o Alpha entry required to be N or S,
o Minimum numeric entry is one digit,
o First two digits are interpreted as degrees,
o Next two digits are interpreted as minutes,
o Trailing zeros not required,
o Decimal minute not required.
- Longitude:
o Entry in degrees, minutes, and hundredths of minutes,
o Alpha entry required to be E or W,
o First three digits are interpreted as degrees,
- Range:
o Latitude degrees range is 0 to 90,
o Minutes range is 0 to 59,
o Tenths range is 0 to 9,
o Hundredths range is 0 to 9,
o Longitude degrees range is 0 to 59,
o Hundredths range is 0 to 9.
Examples:
Entry displays:
- N0W0 N0000.0E00000.0
- N1W1 N0100.0W00100.0
- N12W12 N1200.0W01200.0
- N123W123 N1230.0W12300.0
- N1234W1234 N1234.0W12340.0
- N1234.5W12345 N1234.5W12345.0
- N1234.5W12345.6 N1234.5W12345.6
- N1234.56W12345.67 N1234.56W12345.67

02-34-30 F2000EX EASY
VERTICAL WAYPOINTS
FIGURE 02-34-30-22 WPT LIST TOC
The figure illustrates a Top Of Climb (TOC) for an example with the Cross flight plan
displayed. The Bottom Of Step Climp (BOSC) and the Top Of Descent (TOD) have the
same properties.

F2000EX EASY 02-34-30
PENDING FLIGHT PLAN MODIFICATIONS
In I-NAV and in the WPT LIST, all pending modifications are displayed in cyan.
When in pending modification the WPT LIST displays stroked grey waypoints when they are
deleted by the crew.
, and soft keys are displayed in cyan when in pending.
ou
FIGURE 02-34-30-23 FLIGHT PLAN MODIFICATIONS

02-34-30 F2000EX EASY
SPECIFIC FUNCTIONS
When flying in an holding pattern, or soft key are displayed.
FIGURE 02-34-30-24 SPECIFIC COMMAND PUSHBUTTON (EXIT HOLD)
NOTE
It is recommended not to exit any holding pattern before the entry point, except if the airplane
track is less than 45° from the inbound track of the holding pattern.
WPT LIST DIRECT TO
When using the short cut on MKB, the cursor automatically jumps on the
field at the top of the WPT LIST (see below). Using the MKB the crew can enter the WPT.
After insertion, the and soft keys are displayed in the I-NAV and the
WPT LIST.
Direct to using the MKB is always possible, whatever the display configuration (4, 3 and 2
DU). When the short cut is activated, the WPT LIST is automatically displayed (if not
displayed before).

F2000EX EASY 02-34-30
FIGURE 02-34-30-25 DIRECT TO IN WPT LIST
HEADERS
One inactive line of the WPT LIST is used for missed approach and alternate headers.
HORIZONTAL SPECIFIC PROCEDURES
All the under mentioned procedures, when selected, are displayed close to the WPT name
in the WPT LIST window (H, F, R, P, A according to the list above):
- Holding pattern,
- Flyover,
- Radial,
- Procedure turn,
- Arc turn.
These symbols are displayed in white or cyan depending on the pending or armed (cyan), or
potential target (white). Symbol is displayed in reverse video when deletion is in progress.
WIND / TEMP DIALOG BOX
FIGURE 02-34-30-26 WIND / TEMP DIALOG BOX
A selection, inside the WPT LIST, allows to define the wind and the
temperature at a given altitude for the selected waypoint.
soft key inserts the new data in the flight plan. cancels all dialog box
entries.

02-34-30 F2000EX EASY
FLY HEADING OR AS ASSIGNED
FIGURE 02-34-30-27 FLY HEADING OR AS ASSIGNED
This leg type only exits between two waypoints of an approach procedure.
When this leg becomes active, LNAV drops to ROL mode. Pilot should select HDG or TRK
as assigned and re-arm LNAV to capture the next leg.

F2000EX EASY 02-34-30
FLY HDG SEL TO INTERCEPT
FIGURE 02-34-30-28 WPT LIST FLY HDG SEL TO INTERCEPT
The pilot has the ability to define a heading inbound to a waypoint.


02-34-30 F2000EX EASY

F2000EX EASY 02-34-32
CODDE 1 PAGE 1 / 8
DGT94085 I-NAV DESCRIPTION ISSUE 14
GENERAL
I-NAV is the Interactive Navigation map of the EASy flight deck. I-NAV map:
- Displays various layers of data base information (terrain, airways, navaids, airports,
geopolitical, airspace …)
- Merges information from on-board sensors (FMS flight plan, aircraft position, weather,
TCAS plots)
- Provides intuitive, synthetic horizontal plane view of aircraft situational environment
Using the CCD, direct modification of flight plans can be completed on the I-NAV map.
All graphical flight plan modifications are performed using the intuitive object-task method:
- Click on map object to be modified (with the CCD)
- Task menu appears containing all valid tasks that can be performed
- Click on desired choice
- Activate choice
FIGURE 02-34-32-00 FULL WINDOW I-NAV

02-34-32 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 14 I-NAV DESCRIPTION DGT94085
I-NAV WINDOW LAYOUT
I-NAV can be displayed in a 1/3, 2/3 or full window format in each MDU. Information
capacity remains the same in all formats.
FIGURE 02-34-32-01 2/3 I-NAV WINDOW IN UPPER MDU
FIGURE 02-34-32-02 1/3 I-NAV WINDOW IN LOWER MDU
Two I-NAV maps can be displayed simultaneously and independently, one on each MDU,
each with a different set of data.

F2000EX EASY 02-34-32
CODDE 1 PAGE 3 / 8
I-NAV MAP
I-NAV map increases situational awareness and eases some aspects of flight planning. It
uses a map projection that displays great circle legs as straight lines. I-Nav uses
topographical color-coding to provide a 3-dimensional display of terrain.
MANAGING THE MAP
A Tool Bar is located at the top of the I-NAV Map for various control functions:
- – this drop down menu enables selection of various symbols, display
functions (WX, terrain, TCAS) and other flight related data (Airways, Airspace
boundaries, Fixes, etc.)
- – recovers one of two default layers of I-NAV Data for display ( or
). Both default choices display Boundaries, Terrain, and Traffic.
o – adds Airports and Alternate FPLN.
o – adds NDB, VOR, Constraints, and Missed Approach.
o Whenever a choice is made using the Menu, the box
changes to which indicates map display data is set manually by the crew.
- checkbox displays a vertical profile at the bottom of the full or 2/3 I-NAV
windows
- Map Center and Orientation – provides various ways to re-center or orientate the map
FIGURE 00-34-32-03 I-NAV TOOL BAR

02-34-32 F2000EX EASY
PAGE 4 / 8 CODDE 1
I-NAV with vertical profile I-NAV without vertical profile

FIGURE 00-34-32-04 2/3 I-NAV WINDOW VERTICAL PROFILE
MAP RANGE ADJUSTMENT
Symbols and text on the map are range-dependent. More details are visible on smaller
scales due to an automatic de-clutter feature. It is the crew responsibility to select
appropriate layers of information (through I-NAV scale and layer selection) depending on
flight phase.
Map range can be adjusted by using CCD data set knob whenever the cursor is in the lateral
map (including scroll frame). The inner knob provides small range adjustment while the
outer knob provides higher range adjustment. Maximum half range is 750 NM; minimum is
0.5 NM.
MAP CENTER AND ORIENTATION
The map may be oriented Heading Up (mag or true) or North Up (only true):
- Heading Up – aircraft positioned at 1/3 of the I-NAV height and map displayed along
aircraft heading. A 180° compass arc is provided. When using the 1/3 display window,
the aircraft is at the bottom of the window. This function is not available with any
“centering” function.
- North Up – map displayed with True North pointing up. Map may be centered on the
aircraft or any waypoint or fix. It is possible to scroll the map in every geographical
direction by using “scroll frame”.

F2000EX EASY 02-34-32
CODDE 1 PAGE 5 / 8
FIGURE 00-34-32-05 I-NAV IN HEADING UP
The scroll frame is the area just inside the edges of the map in North Up format. It is
highlighted when the cursor is within the frame area. To scroll the map, the cursor must be
within the frame area on the desired directional edge (top, either side, or bottom) and the
<ENTER> pushbutton of the CCD the crew must be held depressed. The map continuously
moves until the button is released. When the scrolling action is stopped, the aircraft moves
again on the I-NAV map. Using scroll frame when in Heading Up automatically reverts the
map to North Up.
FIGURE 00-34-32-06 I-NAV SCROLL FRAME

02-34-32 F2000EX EASY
PAGE 6 / 8 CODDE 1
I-NAV DATA MENU
The I-NAV Data Menu provides all controls to manage the layers of the I-NAV map. To
open, click the I-NAV Data menu key in the I-NAV Tool bar. Each item corresponds to a
layer of data (same capacity in North-up or Heading-up).
Display priority (during auto de-clutter) is from top to bottom:
- WX – weather radar image from pilot side PDU WX image (default), and adjustment of
brightness (using CCD knob)
- LSS (optional) – lighting symbols
- Traffic – TCAS traffic plots
- FPLN sub-menu – active flight plan, alternate flight plan and missed approach
- Fixes sub-menu – airports, VOR, ADF, Intersections
- Airways sub-menu – high altitude, low altitude airways
- Airspaces sub-menu – special use, terminal airspaces
- Boundaries – international boundaries, rivers
- Terrain – absolute terrain information and situational awareness terrain (e.g. relative
terrain) and adjustment of its brightness (using CCD data set knob).
FIGURE 02-34-32-07 I-NAV DATA MENU

F2000EX EASY 02-34-32
CODDE 1 PAGE 7 / 8
FMS MESSAGE FIELD
Messages generated by FMS system are displayed in a dedicated box located in the middle
top part of the I-NAV. A white “MSG” annunciation is displayed in the HSI when an FMS
message is displayed in I-NAV.
The dialog box displays the last messages (if many messages are triggered).
FIGURE 02-34-32-08 FMS MESSAGES IN I-NAV
F MS
The last messages can be acknowledged (simultaneously for all FMS) by pressing the MS G
white pushbutton located on the eyebrow.
NOTE
This pushbutton does not illuminate when an FMS message is triggered.
F MS
When I-NAV is not displayed, only the MSG annunciation in the HSI is displayed and the MS G
white pushbutton on the eyebrow has no action (no blind acknowledgement).

02-34-32 F2000EX EASY
PAGE 8 / 8 CODDE 1

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DGT94085 I-NAV UPLINK WX ISSUE 14
INTRODUCTION
The graphical weather function provides visual/graphical displays of up-linked weather

information on I-NAV. Graphical weather is received from the ground station over datalink via
VHF or Satcom.
 For datalink description, refer to CODDE1 - ATA 23 - CMF/AFIS.
Uplink WX is optional. It is available provided CMF/AFIS function is operational.
Uplink products include Radar, Satellite, and Winds aloft.
FIGURE 02-34-33-00 UPLINK WEATHER

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ISSUE 14 I-NAV UPLINK WX DGT94085
I-NAV UPLINK WX
If the airplane is equipped with the weather option, the menu is available by tab
selection along the top of the I-NAV Map.
UPLINK WX CONTROL MENU
uses a drop down type control menu which provides these options:
FIGURE 02-34-33-01 MAP MODE DROP DOWN MENU

- checkbox turns the Satellite layer on/off
- checkbox turns the Radar layer on/off
- checkbox turns the Winds aloft layer on/off. Winds aloft data reports direction
and velocity of winds at different altitude ranges in which winds are considered the
same. Altitude range is set by using the data set knob.
- opens the “Request Data” tab of the Uplink WX dialog box
- updates I-NAV with the most recent up-linked WX products
- opens/closes the Uplink WX data legend
The relative priority for rendering graphical weather products is:

- Radar
- Satellite
- Winds aloft
NOTE
RADAR weather graphics are available for the continental United States only (will be available
elsewhere with a future EASy load). SATELLITE and WINDS weather graphics are available
worldwide.

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UPLINK WX LAYER
The Uplink WX regions display on the lateral map in North Up Map. The Map Mode button is
non-selectable (i.e., grayed out).
Selecting checkbox displays Radar layer data.
FIGURE 02-34-33-02 RADAR LAYER
Selecting checkbox displays Satellite layer.
FIGURE 02-34-33-03 SATELLITE LAYER
NOTE
These figures represent only how Radar or Satellite data is displayed on the lateral map. It
does not represent how the map is configured.

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Uplink WX regions are displayed on the lateral map in North up mode only. The airplane
symbol is removed when Uplink WX displays. The ability to center on the airplane, therefore,
is not available.
Uplink WX can be displayed when the lateral map half range is 100 NM.
FIGURE 02-34-33-04 UPLINK WX DATA REGIONS
When an Uplink WX layer is selected, the following map layers are turned off (i.e., non-
selectable):
- Traffic
- Track Line
- VOR Course Line
- Constraints
- FMS Lateral Deviation
- LSS
- Airborne WX
- SA Terrain
- Vertical Profile
When Uplink WX is turned off, map layers return to original settings.

Any EGPWS alert automatically reconfigures the display to remove the Uplink WX layer.

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UPLINK WX DATA LEGEND
on the Uplink WX menu displays a data legend at the top right side of the I-NAV.
The legend includes a key for (altitude) and (velocity) data.
UPLINK WX CUTOUT
The Uplink WX cutout displays selected WX data layer (SAT, RADAR, WINDS) and
associated time stamps at the bottom right side of the I-NAV.
FIGURE 02-34-33-05 UPLINK CUTOUT AND WEATHER DATA
When new data is available for Radar and Satellite, that label flashes green at a rate of 1
second on, 1 second off until new data is selected for display.
If the time stamp of the Radar or Satellite display differs ≥ 30 minutes, the green time
stamps change to amber.
If the time stamp for the Winds display differs ≥ 3 hours, the time stamp displays in amber.
If the lateral map field of view does not contain data for a selected graphical WX layer (i.e.,
Radar, Satellite, Winds), the annunciation for that layer is amber.

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UPLINK WX DIALOG BOX
Selecting in the Uplink WX control menu accesses a dialog box. The Uplink WX
dialog box provides tabs for individual page selection of:
- Requests for graphical WX products
- Uplink status of files
- Time-based, selectable regions and types of graphical WX currently up-linked
REQUEST DATA PAGE
Select the tab (at top of page) to display the page. This page
allows the crew to request graphical WX products.
FIGURE 02-34-33-06 REQUEST DATA PAGE
The crewmember uses the CCD to select a tile (region) from which to uplink a WX product.
Tiles are outlined in white on the regional map.
- Click once to select the tile, which turns cyan
- Click on a cyan tile to deselect
A maximum of six tiles per request is available for Satellite and Winds; A maximum of four
tiles for RADAR. Once the maximum is selected, the map is grayed out.
The checkbox is not operational.

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provides choice of either RADAR, Satellite, or Winds for selected tiles:

- Click on empty checkbox to select desired product
- Click on a checked box to remove product from the request
If a WX product is unavailable for a particular region, it is non-selectable (i.e., grayed out).
If a product is selected prior to region selection, tiles not supporting that product are non-
selectable (i.e., grayed out).
designates means of transmitting request by selecting appropriate radio
button. Only installed transmit options display.
If the option is unavailable, it is grayed out.
Click to deselect selected map tiles and WX products.
Click to send request to Global Data Center (GDC). After crewmember selects
, WX products and tiles for the previous request are deselected.
Click “X” button to close dialog box.
If the Communication Management Function fails, the message “Datalink Unavailable”
displays. All buttons and map tiles become grayed out.
FIGURE 02-34-33-07 DATALINK UNAVAILABLE INDICATION

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UPLINK STATUS PAGE
Select tab (at top of page) to display the page. It provides

status of files being up-linked to the airplane.
FIGURE 02-34-33-08 UPLINK STATUS PAGE
indicates product currently up-linking followed by an animated ellipsis. A

numeric value indicating percent of uplink completed follows the ellipsis.
The map displays requested tiles using legend-defined (lower left corner) color-coding:
- White – requested but not acknowledged by GDC
- Cyan – acknowledged by GDC, awaiting up-link
- Flashing green – currently up-linking

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UPLINKED DATA PAGE
Select the tab to display the page.

Tiles currently displayed are based on selected WX product for the selected time.
- RADAR – displays tiles with available Radar data
- Satellite – displays tiles with available Satellite data
- Winds – displays tiles with available Winds aloft data
On this page, the rotary data set knob is used to select a specified time stamp of up-linked
WX data for the currently selected product. Previous data requests are stored and available
for viewing until the buffer is filled. At that time, the oldest data is deleted.
FIGURE 02-34-33-09 UPLINKED DATA PAGE
The map displays coded region tiles of data up-linked to the airplane. A legend (lower left
corner) explains tile color meaning:
- Green – requested file information successfully up-linked
- Red on a black background – tiles failed to receive requested file data. Only the
most recent time stamp displays the failed tiles.

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DGT94085 I-NAV GRAPHICAL FLIGHT PLANNING ISSUE 14
GENERAL
Basic as well as complex flight plan modifications can be performed graphically directly on
I-NAV using the intuitive object-task method. Crew click on an object on the map with the
CCD, a task menu is presented which contains all the valid tasks which can be performed on
the selected object.
Note that all graphical flight plan modifications can also be performed on the WPT LIST
window using the same object-task methods or combined between I-NAV and WPT LIST.
LATERAL MAP DISPLAY
The lateral map primary function is to display lateral-positioning information. It is capable, but
not limited to displaying the following information:
- Magnetic or True Heading,
- Graphical representation of the flight plan,
- Navigation data base,
- Weather (radar and lighting),
- Traffic,
- Wind direction and speed,
- Miscellaneous annunciators.
The lateral map has two user selectable display modes:
- North-Up,
- Heading-Up.

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ISSUE 14 I-NAV GRAPHICAL FLIGHT PLANNING DGT94085
North-Up /
Heading-Up user
FIGURE 02-34-34-00 NORTH-UP MODE LATERAL MAP

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FIGURE 02-34-34-01 HEADING-UP LATERAL MAP
LATERAL MAP MANAGEMENT
The I-NAV is capable of being displayed in:

- 2/3 window (default selection),
- full window,
- 1/3 window format.
The lateral map functionality do not change upon window format.

The power-up default selections are:
- North-Up,
- Lateral map half range set to 10 NM,
- selected,
- FMS selected position, if no position is available the map centers on the lat/lon
coordinates: N45° 46.579’ E000° 36.758’ without the airplane symbol displayed,
- IFR Low scheme.

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I-NAV TOOL BAR
FIGURE 02-34-34-02 I-NAV TOOL BAR
I-NAV tool bar provides controls of the main features of the I-NAV map and access to sub-
menus to customize I-NAV contents. I-NAV tool bar is permanently displayed at the top of
the I-NAV window.
If Uplink Weather is installed in the airplane then the Uplink WX menu is displayed instead of
Schemes menu.
I-NAV Data pull down menu
FIGURE 02-34-34-03 I-NAV PULL DOWN MENU
I-NAV Data pull-down menu provides all the controls to manage data layers that can be
displayed on I-NAV:
- WX selection enables display of the weather radar image. This selection is available
in both North-Up and Heading-Up modes. While the cursor remains positioned on
the WX check box, the transparency of the WX layer is capable of being
increased or decreased with the CCD data set knob. When selected the TAD OFF
flag appears, indicating that the color associated to the EGPWS are no more
presented, but the EGPWS remains fully operative,
- LSS selection enables lightning sensors system display (optional),
- Terrain selection enables the terrain layer. While the cursor remains positioned on
the terrain check box, the terrain layer brightness is capable of being
increased (full brightness) or decreased (10% brightness) by turning the data set
knob,

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- Traffic selection enables the Traffic Alert (TA) and Collision Avoidance System
display layer. This selection is available in North-Up or Heading-Up modes,
- FPLN menu allows to select the following flight plan options:
o Missed Approach,
o Alternate,
o Constraints.
FIGURE 02-34-34-04 I-NAV FPLN SELECTIONS
Fixes menu allows the following selections to be displayed on I-NAV:

- Airports,
- VOR,
- NDB,
- Intersection,
- VOR course.
FIGURE 02-34-34-05 I-NAV FIXES SELECTIONS

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Airways menu allows the selection of different airways to be displayed on I-NAV:

- HI ALT,
- LOW ALT.
FIGURE 02-34-34-06 I-NAV AIRWAYS SELECTIONS
Airspaces menu allows the following selections to be displayed on I-NAV:

- Terminal,
- Special Use Airspace (SUA).
FIGURE 02-34-34-07 I-NAV AIRSPACES SELECTIONS
Boundaries selection turns on/off the geopolitical and Latitude/Longitude gridlines layer.

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Schemes pull down menu
Schemes pull-down menu gives access to 3 map schemes offering a pre-defined set of
data layers: IFR HIgh Alt scheme, IFR LOw Alt scheme. Any change to these standards
scheme reverts the I-NAV in Defined Scheme where pilot has all the authority to
select data to be displayed,
FIGURE 02-34-34-08 SCHEMES PULL DOWN MENU
Scheme configuration:
IFR HI SCHEME IFR LOW SCHEME
Airports = Selected Airports = Not Selected

Alternate FPLN = Selected Alternate FPLN = Not Selected
Boundaries = Selected Boundaries = Selected
Constraints = Not Selected Constraints = Selected
High Altitude Airway = Not Selected High Altitude Airway = Not Selected
Intersections = Not Selected Intersections = Not Selected
Low Altitude Airway = Not Selected Low Altitude Airway = Not Selected
LSS = Not Selected LSS = Not Selected
Missed Approach = Not Selected Missed Approach = Selected
NDB = Not Selected NDB = Selected
SUA = Not Selected SUA = Not Selected
Terminal Airspace = Not Selected Terminal Airspace = Not Selected
Terrain = Selected Terrain = Selected
Traffic = Selected Traffic = Selected
VOR Course = Not Selected VOR Course = Not Selected
VOR = Not Selected VOR = Selected
WX = Not Selected WX = Not Selected

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Uplink WX pull down menu (optional)
The Uplink Wx menu is only displayed if airplane is equiped with Uplink Weather option.
FIGURE 02-34-34-09 MAP MODE PULL DOWN MENU

- Satellite selection enables to turn on/off the Satellite layer.
- Radar selection enables to turn on/off the Radar layer.
- Wind selection enables to turn on/off the Winds Aloft layer. Winds Aloft data reports
direction and velocity of winds at different altitude ranges within which winds are
considered the same. The Winds altitude range shall be set using the Data Set knob.
The Winds altitude range field shall be followed by the label “Ft”.
- Request ... selection enables to open the “Request Data” tab of the Uplink WX
dialog box.
- Display Most Recent selection enables to update the INAV with the most recent
uplinked WX products.
- Legend selection enables to open/close the Uplink WX data legend.
Vert Prof check box
Vertical Profile selection turns on / off the vertical profile display.
Map mode menu
Map mode selection allows to select between North-Up or Heading-Up graphical

representation mode.
FIGURE 02-34-34-10 MAP MODE PULL DOWN MENU

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Center Airplane
The soft key allows center the I-NAV on airplane.
Center TO Wpt
This selection is used to center the TO waypoint on the lateral map in North-Up mode.
If the I-NAV reference is Heading-Up, selecting automatically changes to
North-Up selection.
If there is a pending flight plan, the selection follows the pending flight
plan instead of the active flight plan.
Skip Wpt
selection allows to center the next waypoint in the flight plan on the lateral
map display in North-Up. If a waypoint is not currently centered, Skip defaults to the TO
waypoint.
North-Up.
When the destination waypoint has been centered on the lateral map, selecting
displays FROM waypoint centered on the lateral map.
If there is a pending flight plan, the Skip Wpt selection follows the pending flight plan
instead of the active flight plan.
Recall wpt
Selecting centers the previous waypoint in the flight plan on the lateral map
display in North-Up. If a waypoint is not currently centered, Recall defaults to the TO
waypoint.
North-Up.
When the FROM waypoint has been centered on the lateral map, selection of the
displays the destination waypoint centered on the lateral map.
If there is a pending flight plan, the selection follows the pending flight plan
NOTE
When I-NAV displays Secondary Flight Plan, the following options are not available
(corresponding soft keys are grayed): Center Airplane, Center TO, WX layer, Traffic layer, LSS
layer.

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FMS LATERAL DEVIATION
The FMS lateral deviation annunciation is displayed on the right side of the airplane symbol
when in Heading-Up.
xx.x
FIGURE 02-34-34-11 CROSS TRACK ERROR ANNUNCIATION
DESIRED TRACK
The desired track line originates at the center of the airplane symbol, passes through the
track bug and continues on the until the edge of the lateral map.
When in North-Up mode, the desired track line is displayed only when the airplane symbol is
visible on the Lateral Map Display.
When in Heading-Up mode, the desired track line is drawn regardless of the
heading / track bug location (e.g if the bug is behind the airplane, the line is drawn from the
airplane nose to the bottom of the display).
When TRK mode is engaged, the desired track line is magenta, white otherwise.
ANNUNCIATIONS
Wind direction and velocity
FIGURE 02-34-34-12 WIND DISPLAY
The wind direction and velocity is in vector format and is displayed in Heading-Up or
North-Up modes. It is only displayed when the airplane is centered.
The display consists of a digital wind velocity readout and a wind direction arrow
indicating the direction the wind is blowing towards.
The IRS selected on coupled side is the wind data source.

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Navigation source annunciation
Navigation
source
FIGURE 02-34-34-13 NAVIGATION SOURCE ANNUNCIATION
The annunciation color matches the HSI.

The PF selected FMS (master FMS) is the data source.
FMS FLIGHT PLAN MAP DATA
Waypoint
and
identifier
FIGURE 02-34-34-14 FMS FLIGHT PLAN EXAMPLE

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Flyover symbol
FIGURE 02-34-34-15 FLYOVER SYMBOL
Altitude profile point
FIGURE 02-34-34-16 ALTITUDE PROFILE POINT AND IDENTIFIER
Altitude profile points consist in TOC (Top Of Climb), TOD (Top Of Descent) and BOSC
(Bottom Of Step Climb).
Arrow icon
FIGURE 02-34-34-17 TURN ARROW ICON
The arrow icon indicates a turn direction in the flight plan.

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Constraints
FIGURE 02-34-34-18 CONSTRAINTS EXAMPLE
FIGURE 02-34-34-19 ALTITUDE BLOCK CONSTRAINT EXAMPLE
The format matches the representation on the waypoint list.

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MAP SCROLLING
FIGURE 02-34-34-20 SCROLL BAR
The scroll bar is displayed when the cursor is placed at the edge of the map, and disappears
when the cursor is moved away from the scroll bar.
While scrolling is active the following layers are removed:
- Traffic,
- Desired track line,
- VOR course line,
- Constraints,
- Lateral deviation,
- LSS,
- WX,
- VOR,
- NDB,
- Intersections,
- Airports,
- Obstacles,
- Lat/Lon lines,
- Terrain.

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RANGE AND FMS MESSAGE DEDICATED BOX
Range
display
FIGURE 02-34-34-21 FMS MESSAGE DEDICATED BOX AND RANGE EXAMPLE
In Heading-Up mode, the range values vary between 0.5 and 375 NM.
In North-Up mode, the range values vary between 1 and 750 NM.
Message system is independent from the I-NAV control interface and is issued to alert the
pilot of a situation detected by the FMS / TOLD.
The FMS MSG pushbutton, located on eyebrow, only clears one message at a time.

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AIRPORT LAYER
Airports are selectable for display from the I-NAV tool bar menu.
The airports symbols are displayed per the following tables:
DISPLAYED
NAME SYMBOL
RANGE
0.5 ≤ Half range ≤ 5
Airport 0.5 ≤ Half range ≤ 5
None 175 ≤ Half range ≤ 375
FIGURE 02-34-34-22 AIRPORT SYMBOLS

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VOR LAYER
DISPLAYED
CATEGORY NAME SYMBOL
RANGE
VOR
125 ≤ Half range ≤ 200
none 225 ≤ Half range ≤ 375
DME only 125 ≤ Half range ≤ 200
VOR VOR/DME
TACAN 125 ≤ Half range ≤ 200
VORTAC

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VOR are selectable for display from the I-NAV tool bar menu.
FIGURE 02-34-34-23 VOR SYMBOLS
NDB LAYER
CATEGORY SYMBOL DISPLAYED RANGE

NDB
none 52.5 ≤ Half range ≤ 375
NDB are selectable for display from the I-NAV tool bar menu.
FIGURE 02-34-34-24 NDB SYMBOL

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INTERSECTION

Intersection
Intersections are selectable for display from the I-NAV tool bar menu.
AIRWAY
The airway layer consists in high altitude airways (jet airways in the US), low altitude airways
(victor airways in the US) and others non-US airways.
Each airway category is independently selectable for display through the I-NAV tool bar.
FIGURE 02-34-34-25 EUROPE AIRWAY LAYERS

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AIRSPACE

Terminal Airspace

SUA
FIGURE 02-34-34-26 AIRSPACE SYMBOLS

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OBSTACLES
Obstacles are always displayed on the lateral map when the lateral half range is less than or
equal to 10 NM.
Obstacles (defined as obstacles from 200 ft to 1,000 ft AGL), are displayed on the lateral
map as follow:
FIGURE 02-34-34-27 OBSTACLE SYMBOL
LARGE OBSTACLES
Large obstacles (defined as obstacles above 1,000 ft AGL), are displayed on the lateral map
as follow:
FIGURE 02-34-34-28 LARGE OBSTACLE
OBSTACLE INFORMATION
When the cursor is moved over an obstacle currently displayed in the field of view of the I-
NAV lateral map display, the obstacle under the cursor is displayed as follow:
FIGURE 02-34-34-29 CURSOR OVER OBSTACLE

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GEOPOLITICAL
The geopolitical layer consists in the following geopolitical entities:

- Countries / States Boundaries consist in international country boundaries and state
boundaries for Canada and US,
- Lakes and rivers,
- Coastlines.
FIGURE 02-34-34-30 BOUNDARIES AND COASTLINES

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GRAPHICAL FLIGHT PLANNING
SECURING GRAPHICAL FLIGHT PLANNING: PENDING FLIGHT PLAN
In order to secure graphical flight planning functions and provide the capability to review any
flight plan modifications before the system takes it into account, all flight plan modifications
need to be activated or cancelled.
The temporary flight plan in which all the modifications are stored before activation or
cancellation is called the PENDING FLIGHT PLAN. Pending Flight Plan is displayed in cyan
on I-NAV and WPT LIST. Pending flight plan provides all performance parameters for the
pending trajectory: this allows to compare performance between active flight plan trajectory
and pending one.
FIGURE 02-34-34-31 PENDING FLIGHT PLAN ACTIVATION / CANCELLATION SOFT KEYS
To activate pending flight plan, crew must click on the cyan soft key that is
displayed at the bottom of I-NAV (and WPT LIST) as soon as pending mode is entered.
Similarly, pending flight plan can be cancelled by pressing on the soft key.
OBJECT TASK MENU
Displaying the Task Menu associated with a graphical object is accomplished by clicking on
the desired object symbol on the map. The task menu displays all the valid tasks associated
with that object.
FIGURE 02-34-34-32 TASK MENU ON HVE VOR
A click within a task menu item selects the associated function. To exit the menu, move the
cursor outside the menu.

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GRAPHICAL FLIGHT PLANNING TASKS
The following tables defines for all the interactive objects categories of the I-NAV the
associated tasks (and its corresponding dialog box). Note that some objects can combine
task of two of these categories: for instance, a navaid in the flight plan combines tasks from
the active flight plan waypoint category and navaid category.
Airplane symbol object
DIALOG BOX
ASSOCIATED TASKS ASSOCIATED WHAT FOR ?
WITH TASK
Center Map Center Map and lock it on airplane symbol
Defining a lateral flight plan offset when in

Lateral Offset … LAT OFFSET LNAV (It is necessary to click the airplane
symbol first in the I-NAV)
VOR, VOR DME, TACAN, VORTAC category and ADF category
DIALOG BOX
WITH TASK
Center Map Center Map on this object
Direct To Perform a direct to on this object from

present position
Show Info … SHOW INFO Show any data base and FMS progress
information on this object
Tune NAV1 (*) Tune navaid active frequency on NAV1 (*)
(*) For ADF, NAVx is replaced by ADF.

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Active flight plan waypoint category
DIALOG BOX
ASSOCIATED TASKS ASSOCIATED WHAT FOR?
WITH TASK
Center Map Center Map on this waypoint
Direct To Perform a direct to on this waypoint from

present position
Intercept … INTERCEPT Intercept wpt by radial / CRS + distance or

heading select
Amend Route Amend flight plan route downstream this

waypoint
Delete Waypoint Delete this waypoint from flight plan
Define a crossing constraint on this

Cross … CROSS waypoint: altitude (A/B), Speed (IAS,
Mach), Time (at), Angle
Hold … HOLD Define a holding pattern on this waypoint
Modify Procedure Turn of this waypoint IF

Procedure Turn … P. TURN EXISTING (this waypoint is part of a data
base retrieved APPR)
information on this waypoint
NOTE
Tasks from airport or navaid categories can be added if waypoint is an airport or a navaid.

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AIRWAY category
DIALOG BOX
WITH TASK
Center Map Center Map on this airway at the row

position
Intercept Intercept a named fix this airway by

heading select leg
AIRPORT category
DIALOG BOX
WITH TASK
Center Map Center Map on this airport
Direct To Perform a direct to on this airport from

present position
Departure / arrival … PROCEDURE Select a RWY, SID, STAR or APPR for this
airport
Change destination to this airport (pending

Change Dest mode is entered to allow modification of
new route between old destination and this
new destination)
information on this airport

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Lat / Lon object category
DIALOG BOX
WITH TASK

present position
DIRECT WPT object category
DIALOG BOX
WITH TASK
Amend Route Amend flight plan route downstream this

waypoint
Custom waypoint
In order to create a custom waypoint, in the flight plan:

- Select AMEND route on the task menu,
- Enter a name for the custom waypoint in the Show dialog box,
- If the name does not in the FMS database, the Define Wpt dialog box is invoked.
Define the waypoint either by enter: LAT/LONG or PLACE/BEARING/DISTANCE or
PLACE/BEARING/PLACE/BEARING.
The waypoint is automatically saved in the Custom Waypoint database
You can manage your custom waypoints by selecting the tab “Custom DB" in the
AVIONICS window.
Note that, if the waypoints are defined using the cursor, they won't be automatically
saved.

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INSERTING WAYPOINTS
When a pending flight plan modification is open, it is possible to insert multiple waypoints,
airways or terminal procedures during the same operation (using and
if necessary,…).
Multiple waypoints can be inserted in the pending FPLN using I-NAV, during the same
operation. This is indicated by a cyan “rubber band” line that tracks the cursor after selecting
Direct To or Amend Route tasks. Each time the CCD is clicked, a new waypoint is added to
the flight plan and the cyan rubber banding continues from the new waypoint. A line is also
drawn between the last stringed waypoint and the flight plan waypoint on which the FMS
wants to close the modification.
If a mistake is made while stringing waypoints, the crew can delete the waypoint just
entered, change the airway, exit a dialog box then continue the flight plan modifications.
FIGURE 02-34-34-33 FLIGHT PLAN ACTIVATION IN WPT LIST
It is also possible to insert waypoints, airways or procedures by using Amend Route on the
WPT LIST.
WPT can be inserted in sequence during a single flight plan modification by entering the
WPT names through the MKB. If there is only one WPT corresponding to the identifier, it is
automatically inserted in the pending FPLN. If there are multiple WPT corresponding to the
identifier, a list of all corresponding WPT are displayed and the crew has to choose the right
one.

F2000EX EASY 02-34-34
A softkey displayed on I-NAV and WPT LIST allows to insert an airway or procedure
(Arrival or Departure) via the dedicated dialog box (INSERT AIRWAY dialog box or
PROCEDURE dialog box).
and soft keys are automatically displayed in the I-NAV and at the bottom
of the WPT LIST. A click on the soft key activates the FPLN. The pending FPLN
becomes the active FPLN in the WPT LIST and in the I-NAV.
DIALOG BOXES
The dialog boxes are selected through the Task Menu. The Task Menu is displayed by
clicking on the desired object symbol on the map.
The dialog box selected is displayed on the upper left part of the I-NAV.
FIGURE 02-34-34-34 DIALOG BOX

02-34-34 F2000EX EASY
CROSS dialog box
FIGURE 02-34-34-35 CROSS DIALOG BOX
dialog box can be opened for any WPT.

Constraints on the WPT can be inserted:
- Past / Prior To distance crossing,
- Flyover the waypoint,
- ALT crossing (AT, At or above, At or Below),
- Speed constraint CAS/Mach (at and past waypoint),
- Time At Constraint (not available),
- Angle Constraint,
- Climb / Descent override (used for example when the TOD is not computed if the
cruise altitude inserted in the FMW FPLN page was not reached during the flight),
- Vertical Direct To activation (Cleared to alt).
applies constraint in the pending flight plan,
deletes all the constraints on the WPT,
reverts to default constraint from data base (ALT, SPEED, and ANGLE).

F2000EX EASY 02-34-34
HOLD dialog box
FIGURE 02-34-34-36 HOLD DIALOG BOX
dialog box can be opened for any WPT (except destination and specific WPT).
A holding pattern can be inserted with the following parameters:
- RAD or CRS (in TRU and MAG ref),
- Leg Time (MIN) or Leg Distance (NM),
- Right or Left Turn,
- Speed (190 kt by default), Max Endurance option.
Real Time picture of the holding pattern (displayed using same I-NAV orientation: North
Up or Heading Up) is drawn and indicates the QUAD and the type of entry (DIRECT,
PARALLEL, TEAR DROP).
applies constraint in the pending flight plan.
deletes all the constraints on the WPT.
reverts to default values in the FMS fligh plan, if values exist.
reverts to default data base parameters.
NOTE
The turns of the holding pattern are not displayed with the speed defined in the dialog box but
with the speed (TAS) of the airplane when the holding pattern is activated.
It is recommended not to modify the holding speed when FMS speed command is reducing the
speed before entering in holding pattern.
When crossing the fix the airplane speed determines the holding pattern.

02-34-34 F2000EX EASY
PROC TURN dialog box
FIGURE 02-34-34-37 PROC TURN DIALOG BOX
dialog box can be opened on a WPT supporting an existing data base

procedure turn. box allows modifying the following procedure turn
parameters:
- Outbound time (MIN) or distance (NM),
- Angle (between outbound leg and outbound course).
Real time picture of the procedure turn (displayed using same I-NAV orientation: North
Up or Heading Up) is drawn and indicates the direction of turn, boundary distance and
inbound course. , and soft keys have the same
functions as in dialog box.

F2000EX EASY 02-34-34
PROCEDURE dialog box
FIGURE 02-34-34-38 PROCEDURE DIALOG BOX (DEPARTURE TAB)
FIGURE 02-34-34-39 PROCEDURE DIALOG BOX (ARRIVAL TAB)
PROCEDURE dialog box can be open for any airport object or when using
PROCEDURE menu in pending mode. It allows selecting and/or reviewing a complete
terminal procedure. PROCEDURE dialog box contains two tabs: and
.
In tab, one scrolling list is dedicated to Runway selection, one other to SID
and Transition selection (transition are displayed only when a SID is selected).

02-34-34 F2000EX EASY
In tab, scrolling lists allow respectively to select Runway, Approach, Approach

Trans, STAR and STAR Trans. It is possible to directly select an approach with the
corresponding runway automatically selected.
Each time a selection is made in one of the scrolling list, the other lists collapses to
display only the items that connect to the selection: for instance, selecting an approach
automatically selects the corresponding runway and STAR / Trans list collapses to
display only the STAR matching the selected approach.
In both and tabs:
- soft key is used to insert the selected / Runway and/or procedure in the
pending flight plan,
- soft key is used to clear all pilot selection.
check box is used to review the procedure. The dialog box displays, in a
WPT LIST type format, the log of the selected procedure. I-NAV and dialog box revert to
their previous format when exiting view mode. No flight plan modification is authorized in
view mode.
LATERAL OFFSET dialog box
LATERAL dialog box is opened by clicking airplane symbol on the map when in
LNAV mode. It allows defining a lateral offset (0.1 to 30 NM) on authorized legs (not on
procedure, pattern, terminal area and polar region). When offset is applied, it is no more
possible to use PPOS Hold task.
cancels the offset. An FMS message warns the crew when offset ends.
To cancel or modify an active offset, the dialog box has to be re-open by first clicking
airplane symbol in I-NAV and then selecting dialog box.
FIGURE 02-34-34-40 LATERAL OFFSET DIALOG BOX

F2000EX EASY 02-34-34
INSERT AIRWAY dialog box
Insert airway dialog box is opened using the soft key while in pending mode. It
displays all the available airways crossing the last stringed WPT.
Airway scrolling list allows selecting the airway. Exit WPT scrolling list allows selecting
the exit WPT for the selected airway. These WPT can be displayed by their full name
(NAME) or by their identifier (IDENT). NAME / IDENT selection is made through the pull-
down menu above the Exit WPT scrolling list.
FIGURE 02-34-34-41 JOIN AIRWAY DIALOG BOX

02-34-34 F2000EX EASY
INTERCEPT dialog box
INTERCEPT dialog box is open using the task on any WPT of the active
FPLN. The figure illustrates an intercept task on AVN VOR.
dialog box allows defining how to intercept the selected WPT. When the
cursor is inside the dialog box, the CCD knob allows modifying the intercept course
indicated by the cyan arrow. The course and the corresponding radial are displayed on
the top of the dialog box.
Airways that intercept the designated object are also displayed. The format of the
intercepted dialog box is always North Up.
soft key inserts the intercept leg in the pending flight plan.
FIGURE 02-34-34-42 INTERCEPT DIALOG BOX
SHOW INFO dialog box
The Show Info dialog box allows pilots to access information from the navigation
database for a selected object. SHOW INFO dialog box can be opened for any WPT or
NAVAID.
The Show provides information about the active flight plan waypoints.
This information consists of three parts:
- Navigation data base information,
- Flight plan log information
- Crossing point information.
Flight plan log information is the default displayed data.

F2000EX EASY 02-34-34
■ Data Base
The Data Base page is displayed by selecting Data Base tab.
FIGURE 02-34-34-43 DATA BASE TAB OF SHOW DIALOG BOX
Within Data Base page the following informations are accecible:

- VHF Navaids
- NBD
- Airport data
- Runway at the selected airport
- COMM tuning airport
- Airport services
- ILS
- Named waypoint
- Tempory waypoints
- Pilot defined waypoints
The data comes from Jeppesen data base which is loaded with the blue disk that
contains chart.

02-34-34 F2000EX EASY
■ FPLN Log
The Flight Plan Log page is the default page or is displayed by selecting FPLN Log
tab.
FIGURE 02-34-34-44 FPLN LOG TAB OF SHOW DIALOG BOX
Flight Plan Log tab displays the predicted values for the waypoint selected.
While the flight Plan log tab is open, any operation which results in new predicted
values will be reflected dynamically on the flight plan log tab.
Flight Plan log tab for a waypoint is a snapshot of the predicted data displayed in
the waypoint list window, for the waypoint selected by the crew member.
■ Cross Pts
The Crossing Points page is displayed by selecting Cross Pts tab.

The Cross Pts tab uses the data available from the active FPLN and the navigation
database to display the desired crossing point data. Within the Cross Points
category, PPOS Direct, and CROSS Radial computations are be provided.

F2000EX EASY 02-34-34
 PPOS Direct
FIGURE 02-34-34-45 CROSS PTS TAB - PPOS DIR PAGE
The PPOS Direct page displays the direct-to information from the airplane
present position (PPOS) to the waypoint selected by the crew member.
FMS computes the radial from waypoint to PPOS as well as the course,
distance, ETE, and fuel remaining if the airplane were to fly direct from PPOS to
waypoint.
Fuel remaining is displayed in thousands of pound.
If the airplane position is not valid, "PPOS Not Valid" is displayed on ablack
background.
 Cross Rad
Before computation After computation
FIGURE 02-34-34-46 CROSS PTS TAB - CROSS RAD PAGE

02-34-34 F2000EX EASY
The Crossing Radial page displays information on the point which results when
the flight plan path crosses a specified radial.
FMS computes the distance from radial to waypoint as well as the course,
distance, ETE and Fuel remaining if the airplane were to fly from PPOs to
waypoint.
The results of the calculations are displayed in green.
FIGURE 02-34-34-47 CROSS PTS TAB - POINT ABEAM COURSE
The point abeam is the lat/lon location in the flight plan where the Show Info
designated object is 90 degrees to the flight plan
When the Point Abeam Course checkbox is checked, the FMS computes the
distance and radial from the crew member waypoint selection (e.g. KLAX) to
point, which results when the airplane passes abeam a crew member waypoint
selection, as well as the course, distance, ETE, and fuel remaining if the airplane
were to fly direct from PPOS to the point intersection.

F2000EX EASY 02-34-34
DEFINE WPT dialog box
The define waypoint dialog box can be invoked by one of the following scenarios:
- Unknown or custom waypoint entry in the “Enter Identifier” text field in the “Show
Wpt” tab of the show dialog box
- Unknown entry in the “Wpt 1” or “Wpt 2” of the “ETP” tab in the show dialog box
- Unknown entry in the Wpt field of the “PNR” tab in the show dialog box
- Unknown entry in the Waypoint list Text Entry field of Amend route and Direct To
- Unknown entry in the FMW window
- Unknown Entry in the Avionics window
- Selecting the Define Wpt Task Menu on the Map
FIGURE 02-34-34-48 DEFINE WPT DIALOG BOX
Crew member has the possibility to define waypoints either by :

- Latitude/longitude
- Place/bearing/distance
- Place/bearing/place/bearing

02-34-34 F2000EX EASY
■ Latitude/longitude
FIGURE 02-34-34-49 DEFINE WPT DIALOG BOX - LAT/LON FORMAT
The crew member inserts data in latitude and longitude and presses <ENTER> on
the MKB or CCD. The waypoint position is displayed in green.
By clicking on Apply the waypoint is defined, inserted into the database and the
dialog bao is closed.
■ Place/bearing/distance
FIGURE 02-34-34-50 DEFINE WPT DIALOG BOX - PLACE/BEARING/DISTANCE FORMAT
The crew member inserts data place/bearing/distance and presses <ENTER> on


F2000EX EASY 02-34-34
■ Place/bearing/place/bearing
FIGURE 02-34-34-51 DEFINE WPT DIALOG BOX - PLACE/BEARING/ PLACE/BEARING
The crew member inserts data place/bearing/ place/bearing and presses <ENTER>
on the MKB or CCD. The waypoint position is displayed in green.

02-34-34 F2000EX EASY
SHOW FUNCTION
The Show function provides the crew member the capability to display an object on INAV
relative to the current airplane position.
It also allows for the creation of Custom Waypoints and access to the Equal Time Point
(ETP), Point of No Return (PNR), and Lat/Lon Crossing functionality.
FIGURE 02-34-34-52 SHOW DIALOG BOX
When using the SHOW Short cut on MKB, the Show Dialog box pops-up in the I-NAV with
Object tab selected and cursor automatically jumps on the Enter Identifier field.
Object tab
The default Show dialog box display Object tab with "Ident" radio button selected and all
the check boxes checked. The crew member fills it and presses <ENTER> on the CCD or
the MKB. Then the lateral map shall re-scale to display the entered object.
The crew member can manually move the cursor to the “Name” radio button and clicks
on it. The cursor automatically jumps to the “Enter Identifier” field and the crew member
enters the text string and presses <ENTER> on the MKB or CCD. The Select Object
dialog box opens showing all objects whose name starting text matches the text string.
The crew member designates the desired object. Then SHOW dialog boxes close and
the lateral map shall re-scale to display the entered object.

F2000EX EASY 02-34-34
ETP EO tab
ETP (Equal Time Point) is the physical point along the flight plan where the time to go
back to the origin is the same as the time to continue to the destination.
FIGURE 02-34-34-53 EXAMPLE OF AN ETP COMPUTATION
To get the ETP calculations, the crew member must fill the readouts related to both
waypoints: name (identifier), and wind at the cruise altitude. Then a compute key is
available to start the computation.
In case the computed ETP is either behind the A/C or beyond the destination it will be
indicated at the bottom of the box .
PNR tab
PNR (Point of Non Return) is a point along the flight plan where the fuel to reach the
destination is less than the fuel to return to the waypoint.
FIGURE 02-34-34-54 EXAMPLE OF AN PNR COMPUTATION
The principle to operate this function is similar to ETP. The crew member must insert the
waypoint from which the PNR calculation will be performed (it is automatically assumed
that the current flight plan dest is the destination) with the wind at a specified altitude.

02-34-34 F2000EX EASY
L/L Cross tab
This tab enables the crew member to be provided with course/distance and time fuel data
about crossing a waypoint defined with latitude and longitude. This point must be located
along the flight plan.
FIGURE 02-34-34-55 EXAMPLE OF LAT/LON COMPUTATION
Once the data is entered the result will be displayed at the bottom of the tab.
If the crew member enters a latitude/longitude which does not cross the flight plan then
“No Crossing Point Found” message is displayed.

F2000EX EASY 02-34-35
CODDE 1 PAGE 1 / 8
DGT94085 I-NAV VSD ISSUE 14
GENERAL
FIGURE 02-34-35-00 INAV TOOL BAR
The Vert Prof selection (VSD) is available and visible only when the INAV window size is
greater than 1/3rd, but for both Secondary and Active Flight Plans.
The Vert Prof is defaulted to Selected upon power up. When selected, VSD is always
displayed at the bottom of INAV window.
The reference setting for all VSD barometric altitudes is the Pilot Flying barometric setting.
NOTE
Below transition altitude or level, altimeter setting must be set to QNH for the use of VNAV and
VSD.

02-34-35 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 14 I-NAV VSD DGT94085
VERTICAL SITUATION DISPLAY
VSD SELECTION
FIGURE 02-34-35-01 INAV TOOL BAR
The selection/deselection of the VSD is done by the pilot through the INAV tool bar using the
Vert Prof button.
LIST OF OBJECTS DISPLAYED
Airplane
The airplane symbol is allowed to move its position vertically and horizontally on the VSD.
The airplane symbol vertical position in VSD window is computed according to the
airplane barometric altitude. A framed label with green text on a black background
showing the A/C barometric altitude in feet is displayed at A/C symbol height on the Y-
axis scale.
The airplane symbol horizontal position in VSD window is computed according to INAV
modes. The airplane symbol is horizontal, constant in size and always oriented to the
right. The default color of the airplane symbol is white. The zero position of the airplane is
at the center of the symbol represented by a black dot, consistent with INAV.
Cursor Angle and Distance
The angle and horizontal distance values from the airplane symbol zero position to the
cursor position in VSD are displayed at the bottom right corner of VSD.
The cursor is free-flowing within VSD. In case where the two cursors are simultaneously
present in VSD, priority rules are that of MDU cursor conflict. In this case, flight path
angle and horizontal distance are computed with the active cursor position.
Flight Plan
Flight plan items (Waypoints, Legs, TOC, TOD and BOSC, Missed Approach,
Intermediate Leveloffs) are displayed in VSD if FPL is displayed.
Default symbol for flight plan waypoints is the upright four-branch star.

F2000EX EASY 02-34-35
CODDE 1 PAGE 3 / 8
WPT4
WPT3 FL180
FL180
WPT1 WPT2
6000
Non constraint At or BELOW AT or ABOVE AT
FIGURE 02-34-35-02 VSD - FLIGHT PLAN
Waypoints are positioned in VSD according to their predicted barometric altitude.

Waypoints defined by Flight Level are positioned using the VSD barometric reference
setting. The waypoint name are displayed above waypoint symbol.
Default FPL waypoint color is white.
Waypoints with crossing constraints are depicted as follows (constraint symbols replace
default waypoint symbol):
- upward pointing triangle for "AT or ABOVE" constraints
- downward pointing triangle for "AT or BELOW" constraint
- upward and downward pointing triangles for "AT" constraint
- If the constraints layer is selected (via the INAV Data Menu) the numeric value of the
constraint is also displayed to the right of the constraint symbol
The color of the constraints (symbol and text) follows the color shown on the waypoint
list.
If VNAV is engaged then the active leg is displayed in Magenta as follows:
- If VALT or VASEL is active the TO leg is displayed Magenta up to the TOD or BOSC
- If VPTH is active the TO leg is displayed Magenta
FIGURE 02-34-35-03 VSD - TOP OF CLIMB, TOP OF DESCENT
The symbol for top of climb (TOC), Bottom of Step Climb (BOSC) and top of descent
(TOD) is the diamond. Downpath TOC points associated with a BOSC are labeled Top of
Step Climb (TOSC).
The TOD, TOC and BOSC points remain displayed after they are sequenced, until the
FROM waypoint changes. This is in order to maintain the correct path visualization.

02-34-35 F2000EX EASY
PAGE 4 / 8 CODDE 1
Flight Path
FIGURE 02-34-35-04 VSD - ACTUAL AND COMMANDED FLIGHT PATH
Actual flight path is depicted as a solid green line extending from the airplane nose to 2
cm ahead of the airplane.
Actual flight path is displayed if the following conditions are all met :
- Climb/Descent rate exceeds ±300 feet per minute
Commanded flight path is depicted as a solid magenta line extending from the airplane
nose to the limit of VSD window boundary.
Commanded flight path is displayed if the following conditions are all met :
- path mode is active
ILS Beam Symbol
FIGURE 02-34-35-05 VSD - ILS BEAM
ILS beam is positioned appropriately with respect to the glideslope from the Navigation
Database.
Glideslope feather top angle is sharp and ILS beam length in VSD is consistent with that
of INAV lateral map.

F2000EX EASY 02-34-35
CODDE 1 PAGE 5 / 8
Scales
Y1
Y2
Y3
Y4
Xmin Xcenter Xmax
FIGURE 02-34-35-06 VSD - SCALES
The X-axis displays three ticks at the bottom of VSD window: from left to right, Xmin,
Xcenter and Xmax. In Heading Up, a fourth tick, Xquarter, is displayed at the half INAV
range (Xcenter/2).
The Y-axis displays three to five ticks at the left of VSD window. The Y-ticks labels are in
feet and indicate a rounded-off barometric altitude.
The ticks scroll up and down the vertical scale to reflect the airplane motion in the vertical
plan.
Selected Altitude
FIGURE 02-34-35-07 VSD - SELECTED ALTITUDE
The altitude bug and the dashed line are positioned in VSD according to their barometric
altitude.
The altitude label is displayed in a frame, near dashed line to the right in the VSD
window. The altitude label displays selected altitude in feet as set on the ADI.
The Selected Altitude Bug and readout park at the limit of the display when beyond the
displayable range.
Color for altitude bug, dashed line and altitude label complies with the color displayed on
the ADI.

02-34-35 F2000EX EASY
PAGE 6 / 8 CODDE 1
Terrain
FIGURE 02-34-35-08 VSD - TERRAIN
Terrain is displayed on the full length of VSD if available, according to its barometric
altitude. Terrain is extracted from current track or flight plan according to VSD modes.
When terrain or part of the terrain is not available, a crosshatch line is represented at the
bottom of the display. When terrain is available but located below the lower limit of the
vertical scale, only the black background is visible.
MODE DISPLAY
SELECTED MODE
FIGURE 02-34-35-09 VSD - MODE DISPLAY
The mode menu is located at the top right corner of VSD.

The manually selected modes are:
- AutoSelect
- Manual TRK
- Manual FPL
The pending and secondary modes are selected automatically by the system (due to
crew menber selections elsewhere). They are mutually exclusive and have priority over
manually selected modes.
At initialization, the VSD default mode is the AutoSelect mode.

F2000EX EASY 02-34-35
CODDE 1 PAGE 7 / 8
■ Manual TRK mode
The purpose of this mode is to see the terrain straight ahead of the airplane current
track. Therefore, in this mode the airplane is always displayed in VSD.
The terrain displayed in VSD is extracted along the airplane current track.
■ Manual FPL mode
The purpose of this mode is to see the terrain along the active FPL. Therefore, in
this mode the active FPL is always displayed in VSD. If no active FPL exists then
VSD is blank.
The terrain displayed in VSD is extracted along the active FPL displayed in VSD.
In Manual FPL mode, the airplane symbol is removed from the VSD.
■ AutoSelect mode
In this mode, the system selects automatically the Track or FPL mode.
The system selects the FPL mode if E-GPWS Warning/Alert is not active and If the
airplane is on the ground, or if LNAV is active.
The system selects Track mode as soon as FPL mode is not selected.
■ Pending mode
The purpose of this mode is to see the terrain along the pending FPL. Therefore, in
this mode the pending FPL (only) is always displayed in VSD.
The terrain displayed in VSD is always extracted along the pending FPL.
If I-NAV is in pending configuration (active or secondary), pending mode is
automatically selected.
When I-NAV exits from pending configuration, the VSD mode returns to the
previous pilot selected mode.
■ Secondary mode
The purpose of this mode is to see the terrain along secondary FPL. Therefore, in
this mode the secondary FPL is always displayed in VSD whereas the A/C is never
displayed.
The terrain displayed in VSD is always extracted along the secondary FPL (Current
or Pending) displayed in VSD.

02-34-35 F2000EX EASY
PAGE 8 / 8 CODDE 1
I-NAV MODE
As the I-NAV lateral map and the VSD are two different displays of the same situation,
VSD configuration inherits from INAV modes.
■ Point Centering
FIGURE 02-34-35-10 VSD - I-NAV CENTERED ABOUT A FIXED POINT
When I-NAV lateral map is centered about a waypoint, VSD displays situation near
the waypoint according to I-NAV lateral map range.
When I-NAV lateral map is centered about a remote location, VSD is blank.
■ Airplane Centering
FIGURE 02-34-35-11 VSD - I-NAV CENTERED ABOUT THE AIRPLANE
When I-NAV lateral map is centered about the airplane, VSD displays situation near
airplane position according to INAV lateral map range.

F2000EX EASY 02-34-36
CODDE 1 PAGE 1 / 36
DGT94085 ADI ISSUE 15
GENERAL
The Attitude Direction Indicator (ADI) provides the primary information for airplane attitude,
altitude, speeds and autoflight modes.
Flight Modes Annunciator (FMA)
Vertical Speed
tape
Airspeed
tape
Altitude tape
Attitude displayed
FIGURE 02-34-36-00 ADI WINDOW
The Flight Modes Annunciator (FMA) displays the Pilot Flying (PF) side, armed and active
Flight Director (FD) modes, AutoPilot (AP) connection / status, AutoThrottle (AT) modes and
engagement status.
 For more information, refer to CODDE1 / Chapter 02 / ATA 22.

02-34-36 F2000EX EASY
PAGE 2 / 36 CODDE 1
ISSUE 15 ADI DGT94085
FMA
FIGURE 02-34-36-01 FMA PANEL
AP STATUS
When the AutoPilot is engaged, is displayed. When Touch Control Steering is activated,
replaces .
If the AutoPilot is disengaged, will flash until acknowledged by the pilot by pressing the
AP pushbutton or quick disconnect pad, then is removed.
If autopilot is not active, the field will only display a green arrow (pilot flying side).
ACTIVE LATERAL AND VERTICAL MODES
When AutoPilot is engaged in basic mode, and are displayed at their

activation.
Upon automatic mode transitions with AP engaged, the mode flashes in reverse video for
ten seconds and then is displayed in normal video. If the AP is not engaged, the automatic
mode transition flashes normal to blank for ten seconds. There is no flashing of the modes
on the manual transition of the AP modes.
Lateral and vertical references are displayed in magenta, next to the active lateral and
vertical modes.

F2000EX EASY 02-34-36
CODDE 1 PAGE 3 / 36
ACTIVE LATERAL AND VERTICAL MODES ANNUNCIATIONS
ACTIVE LATERAL MODES ACTIVE VERTICAL MODES

LNAV VCLB
ROL VGP
HDG/TRK VASL
LOC VALT
B/C VPTH
PATH
ASEL
ALT
CLB
VS
GA
G/S
WSHR
ARMED LATERAL AND VERTICAL MODES ANNUNCIATIONS
ARMED LATERAL MODES ARMED VERTICAL MODES

LNAV VNAV
LOC G/S
B/C VGP
AUTOTHROTTLE STATUS
When the AutoThrottle is engaged, is displayed. If not, the field is displayed blank.
If the AutoThrottle is disengaged normally, the “A/T” flashes amber background with black
text to amber text with black background for 10 seconds or until acknowledged by the crew
menber.
If the AutoThrottle is disengaged abnormally, the "A/T" flashes amber background with black
text to amber text with black background for as long as the condition exists or acknowledged
by the crew members.

02-34-36 F2000EX EASY
PAGE 4 / 36 CODDE 1
ACTIVE MODES
The active mode, being either “SPD” or “N1”, is displayed to the right of “A/T” as shown in
Figure 02-34-36-01. The active mode is same color-coded as the auto-throttle status. If the
AutoThrottle is disengaged, the active mode is displayed in green text on black background.
AUTOTHROTTLE SUB-MODE OR N1 LIMIT MODE
The AutoThrottle sub-mode or N1 limit mode is displayed below the active mode. The
AutoThrottle sub-mode has priority over the active N1 limit mode.
When the speed limit sub-mode is activated, the annunciation is displayed. When
active, the annunciation flashes for 10 seconds: amber text with black to blank.
The active N1 limit mode is displayed in green. One of the following can be displayed for the
active limit: “CRU” or “RTR”.

F2000EX EASY 02-34-36
CODDE 1 PAGE 5 / 36
ATTITUDE DISPLAY
In the Attitude Display Indicator (ADI), the following information are displayed:
- Altitude and speed tapes,
- AutoPilot and AutoThrottle modes,
- Targets linked to trajectory (speed, ASEL…),
- Cautions and warnings (TCAS, EGPWS),
- Failures, reversions, miscompare information, flags.
AIRPLANE SYMBOL
FIGURE 02-34-36-02 AIRPLANE SYMBOL
The attitude reference airplane symbol is a fixed object displayed in the center of the ADI
sphere. The symbol is displayed in yellow and is used in conjunction with the attitude pitch
tape to reflect airplane pitch.
FLIGHT PATH SYMBOL (FPS)
FIGURE 02-34-36-03 FLIGHT PATH SYMBOL (FPS)
The Flight Path Symbol (FPS) is displayed in green. It represents the airplane earth frame
flight path angle.
NOTE
The FPS indicated on the Secondary Flight Display is an airmass flight path angle.
 For more information, refer to CODDE 1 / Chapter 03 / Technical Information Pages.

02-34-36 F2000EX EASY
PAGE 6 / 36 CODDE 1
ACCELERATION CHEVRON (AC)
Acceleration
Chevron
FIGURE 02-34-36-04 ACCELERATION CHEVRON
The flight path Acceleration Chevron (AC) is displayed green and referenced to the Flight
Path Symbol (FPS). When alongside the FPS, the AC represents a zero acceleration along
flight path. When the AC is above the FPS, the airplane is accelerating. When the AC is
below the FPS, the airplane is decelerating.
FLIGHT DIRECTOR (FD)
The Flight Director (FD) is displayed in magenta. It is referenced to the Flight Path Symbol
(FPS) and represents the path to be followed, as calculated by the AFCS.
When in HUD2 or HUD3 approach, the FD is computed by the HGS (HUD computer). In that
case a HUD2 or HUD3 symbol is displayed at the top of the ADI (amber or green).
It can be removed by pressing twice the FD / TD pushbutton on the GP.
FIGURE 02-34-36-05 FLIGHT DIRECTOR
THRUST DIRECTOR (TD)
FIGURE 02-34-36-06 THRUST DIRECTOR
The Thrust Director (TD) provides speed guidance for speed manual holding.
TD is displayed in magenta and is referenced to the FPS. The guidance given by the TD is
followed by adjusting the engines power to put the Acceleration Chevron (AC) in front of the
TD. When the TD is followed the passenger comfort is the same as when the AT is
engaged.
It can be removed by pressing one time the FD / TD pushbutton on the GP.

F2000EX EASY 02-34-36
CODDE 1 PAGE 7 / 36
ROTATION SYMBOL (ROS)
FIGURE 02-34-36-07 ROTATION SYMBOL (ROS)
The ROtation Symbol (ROS) is a magenta symbol displayed Wheight On Wheel (WOW) in
the lower part of the ADI. It is displayed 11° below the attitude reference (airplane symbol).
At rotation, the pilot must pull up until this symbol is superimposed with the horizon bar,
which means the lift off pitch attitude is correct. It is removed three seconds after lift off.
AOA PATH LIMIT SYMBOL
FIGURE 02-34-36-08 AOA PATH LIMIT SYMBOL
The position of the Angle Of Attack (AOA) path limit is linked to the FPS position. When the
FPS reaches the AOA limit symbol the "STALL” aural warning is triggered.
The AOA path limit symbol is displayed when:
- Airmass AOA is greater than the AOA limit (based upon flaps configuration),
- A windshear is detected.
The AOA symbol is removed when:

- FPS is not displayed,
- Windshear is no longer active,
- Current AOA is less than the AOA limit (based upon flaps configuration).

02-34-36 F2000EX EASY
PAGE 8 / 36 CODDE 1
ATTITUDE PITCH TAPE
The attitude pitch tape can display 35 degrees of field of view, and values between 0 and 
90 degrees.
PITCH COMPRESSION
When the FPS is outside of the pitch tape field of view (e.g high AOA or windshear
condition) a pitch compression is applied to the pitch scale to position the FPS at the correct
value on the pitch scale while maintaining the horizon inside the field of view.
When the compression is greater than a factor of 1, the 1 degree tick marks are removed.
When the compression has reached a factor of 2, the 5 degree tick marks are removed.
The maximum compression factor is 3 (field of view at 105°). Beyond this value the Flight
Path Angle (FPA) is ghosted (dashed lines) to indicate that the FPA value is no longer on
the pitch tape. When the FPA is ghosted, the compression rate is frozen at 3, the tape
remains compressed. Once the FPA is no longer ghosted, the tape begins to expand back
to normal. Once the FPA is ghosted it no longer indicates the correct position, however, it
continues to correctly show a climbing or descending state.
The following symbols are not affected by compression:
- Flight Director (FD),
- Thrust Director (TD),
- AOA path limit symbol.
The following symbols are affected by the compression factor:

- TCAS path targets,
- Flight Path Symbol (FPS).
ROLL SCALE AND POINTER
Tick marks Roll Indicator
FIGURE 02-34-36-09 ROLL SCALE AND POINTER
The roll scale displays the roll angle of the airplane. The tick marks on the scale
represent respectively  10,  20,  30 and  60 degrees; three inverted triangles
represent 0 and  45 degrees.

F2000EX EASY 02-34-36
CODDE 1 PAGE 9 / 36
SLIP / SKID INDICATOR
FIGURE 02-34-36-10 SLIP / SKID INDICATOR
The bottom half of the roll pointer indicates the slip / skid, relatively to lateral acceleration.
Normally displayed in white, it turns amber when the lateral acceleration is too high.
RADIO ALTITUDE READOUT
FIGURE 02-34-36-11 RADIO ALTITUDE READOUT
The radio altitude is displayed in green digits on a black background on the bottom of the
attitude display. Below -20 ft, the display remains at -20; above 2,500 ft the indication is
removed.
BARO M OR RADH READOUT
FIGURE 02-34-36-12 BARO M READOUT
The Radio Altimeter Decision height (RA DH) radout is displayed in white at the same

02-34-36 F2000EX EASY
TCAS PATH TARGET
FIGURE 02-34-36-13 RA SYMBOL
The Resolution Advisory (RA) symbol is separated in two parts.

- Corrective area: a dynamic green “fly to” zone. To avoid the collision, the FPS must be
maintained in the middle of this symbol until end of the RA.
- Peventive area: symbol is a trapezoidal shape. The FPS must be maintained out of this
area.
 For more information, refer to 02-34-45 SURVEILLANCE subsection.
MARKER BEACONS
The marker beacon information is received from the radios. The inner, middle and outer
marker beacons are displayed at the same location: upper right corner of the attitude
display.
FIGURE 02-34-36-14 IM MM OM INDICATION LOCATION
The inner marker is indicated by a white IM text and white outline box.
FIGURE 02-34-36-15 IM INDICATION

F2000EX EASY 02-34-36
The middle marker is indicated by an amber MM text and amber outline box.
The outer marker is indicated by a cyan OM text and cyan outline box.
FIGURE 02-34-36-16 OM INDICATION
When a low to high transition is seen from the appropriate marker beacon, the marker
beacon flashes normal video to blank for 15 seconds then steady.
EGPWS ANNUNCIATION
FIGURE 02-34-36-17 WINDSHEAR INDICATION
The EGPWS messages (WINDSHEAR, PULL UP, AND GND PROX) are displayed in the
same field of ADI. In order of decreasing priority the messages are:
- ,
- following a terrain warning alert or a ground proximity warning,
- following a terrain caution alert or a ground proximity caution,
- .
The annunciation, on the left of the roll pointer, indicates the EGPWS steep
approach mode selected.
FIGURE 02-34-36-18 STEEP ANNUNCIATION

02-34-36 F2000EX EASY
FMS ANNUNCIATION
FIGURE 02-34-36-19 FMS ANNUNCIATION
VTA annunciation is displayed in white text on the ADI when the FMS is indicating a Vertical
Track Alert. When it is displayed it flashes.
APP and TERM annunciations are displayed at the same location. The priority for display is
as follows: APP and TERM.
The APP annunciation indicates if the FMS is operating in the APProach mode. When there
is an approach annunciation, the CDI scale is displayed using approach sensitivity (as set in
the avionics window) and the FMS is using approach criteria for the degrade annunciation.
The approach annunciation is displayed if the flight plan contains an FMS approved
approach, the airplane is in the approach area, the degrade annunciation is turned off, and
FMS is the selected source. If no approach or LOC-based approach is selected from the
FMS database, the approach annunciation will not turn on.
The TERM annunciator is displayed to indicate that the airplane is in either of the following
phase of flight:
- Departure: when the airplane is less than 30 NM flight plan distance from origin or the
Active flight plan leg is part of a departure procedure.
- Arrival: when the airplane is within 30 NM flight of the destination airport or the Active
flight plan leg is part of an arrival procedure, but the airplane is not an approach.
- Missed Approach: if an approach is selected from the database, the missed approach
stars at the Missed Approach Point (MAP) and continues to the MAP holding point.
It indicates that the Required Navigation Performance (RNP) defaults to the terminal value
and consequenltly the FMS CDI goes to terminal sensitivity, i.e. 2 deviation dots
corresponding to default terminal RNP as set in the AVIONICS window.
HUD ANNUNCIATIONS
HUD 2
FIGURE 02-34-36-20 IDLE, FLARE, APPR WARN ANNUNCIATIONS

F2000EX EASY 02-34-36
, , and are displayed in specific conditions. and

are displayed flashing for 10 sec then they are steady.
HUD2 or HUD3 annunciation is displayed in green if the checklist passes. It is displayed in
amber if the checklist is failed and radio altitude is above 200 ft. It is displayed in red if the
checklist is failed and the radio altitude is below 200 ft.
MINIMUMS ALERT
The minimums descent altitude indication is the same for RA DH indication than for BARO
M indication. When approaching minimums, a black window is displayed and when at
minimum, is displayed.
LOW BANK LIMIT ARC
FIGURE 02-34-36-21 LOW BANK LIMIT ARC
The low bank limit arc ( 15°) indication is displayed:

- Automatically when in HDG/Track and crossing 32600 ft in climb,
- When low bank is selected in tab of avionics window.
HEADING SCALE
The heading scale appears in the ADI only in a two DU configuration and when the PNF has
removed the HSI. The scale appears on the horizon line.
FIGURE 02-34-36-22 TWO DU ADI CONFIGURATION

02-34-36 F2000EX EASY
DEVIATION
VERTICAL DEVIATION SCALE
The vertical deviation scale is located on the right side of the ADI when a G/S is detected or
computed by the FMS and VNAV is engaged and approaching the TOD.
FIGURE 02-34-36-23 VERTICAL DEVIATION SCALE VALUES
G/S vertical deviation is detected by radio navigation sensors and VNAV vertical deviation is
computed by the FMS. Depending on the navigation source, the vertical deviation scale is
defined in path angular deviation or in feet altitude deviation. A dedicated pointer is
displayed for each navigation mode.
Radio navigation source
When in radio navigation source (G/S), the vertical deviation scale is defined in angular
deviation.
Each dot on the scale represents respectively:
SCALE VALUES
Second dot up + 0.24  Glide path angle
First dot up + 0.12  Glide path angle
Zero Glide path angle
First dot down - 0.12  Glide path angle
Second dot down - 0.24  Glide path angle

F2000EX EASY 02-34-36
FMS navigation source
When in FMS navigation source (VNAV) the vertical deviation scale is defined in altitude
deviation.
Each dot on the scale means different values depending of the flight of phase computed
by FMS:
■ Approach phase of flight
Approach phase of flight begins at 2 NM from Final Approach Fix.

SCALE VALUES
Zero 0 ft
■ Outside Approach phase of flight
SCALE VALUES
Zero 0 ft
CAUTION
The same scale is displayed for G/S mode and VNAV mode, but depending of the
pointer dots mean differents values.
VNAV POINTER
FIGURE 02-34-36-24 VNAV POINTER
The FMS VNAV vertical deviation pointers are displayed when the FMS CDI is selected for
displayed on the HSI and a vertical deviation is associated to a VNAV descent.
If the active vertical mode is VPTH or VGP, the pointer is displayed in magenta else the
pointer is displayed in cyan.

02-34-36 F2000EX EASY
If in the HSI window the FMS Course Deviation Indicator (CDI) is removed then the VNAV
pointer is removed.
G/S VERTICAL DEVIATION POINTER
FIGURE 02-34-36-25 G/S POINTER
The G/S deviation pointer is displayed if the VOR CDI is selected for display on the HSI, the
radio is tuned to LOC and there is a valid G/S deviation.
If the G/S mode is active the pointer is displayed in magenta, if the G/S mode is armed the
pointer is displayed in cyan, else the pointer is displayed in white.
The expanded lateral deviation scale for Loc deviation is displayed in white at the bottom of
the attitude display. This scale is displayed if active mode is LOC or B/C. The scale is two
dots with a zero point.
FIGURE 02-34-36-26 LATERAL DEVIATION SCALE
deviation
pointers
FIGURE 02-34-36-27 LOC / GLIDE DEVIATION POINTERS

F2000EX EASY 02-34-36
If the active lateral mode is LOC or B/C, LOC CDI is displayed in HSI and it is tuned to LOC,
the lateral deviation pointer is displayed in magenta. If the armed lateral mode is LOC or B/C
the pointer is displayed in cyan, else white if valid, otherwise it is removed. In B/C the CDI
must be selected in front course.
LATERAL EXCESSIVE DEVIATION INDICATOR
If the navigation source is LOC and tuned to LOC, the lateral excessive deviation indicator is
displayed as two triangles when the proper condition exists. (Refer to figure below).
In CAT2, HUD2 or HUD3 modes, if the lateral deviation is exceeding a pre-determined
value, an amber (above 200 ft RA) or red (below 200 ft RA) triangle is displayed to perform
an appropriate correction (the correction direction is indicated by the arrow direction).
VERTICAL DEVIATION EXCESSIVE INDICATOR
If the active navigation source is LOC and tuned to LOC, the vertical deviation excessive
indication is displayed as two triangles when the proper condition exists.
In CAT2, HUD2 or HUD3 modes, if the vertical deviation is exceeding a pre-determined
value, an amber (above 200 ft RA) or red (below 200 ft RA) triangle is displayed to correct
an appropriate direction (the correction direction is indicated by the arrow direction). It takes
between 2 and 4 seconds for the triangle to be displayed depending on the RA.
In CAT2 excessive deviation is displayed from 1 dot deviation of G/S or LOC.
FIGURE 02-34-36-28 EXCESSIVE DEVIATION TRIANGLES

02-34-36 F2000EX EASY
AIRSPEED TAPE
FIGURE 02-34-36-29 AIRSPEED TAPE
AIRSPEED TAPE SCALE
The airspeed tape scale is limited from 30 to 900 kt, with white tick marks indicating every
10 kt.
When the data is deemed invalid, a is displayed on the tape and all the information are
removed.
FIGURE 02-34-36-30 AIRSPEED TAPE INVALID

F2000EX EASY 02-34-36
SPEED REFERENCE POINTER AND ROLLING DIGITS
The airspeed readout is normally displayed in green.
FIGURE 02-34-36-31 AIRSPEED READOUT
It is displayed in amber reverse video when indicated airspeed is less than or equal to the
low speed cue.
FIGURE 02-34-36-32 AMBER AIRSPEED READOUT
It is displayed in red reverse video when:

- Indicated airspeed is less than or equal to the stall warning speed and not WOW,
- Indicated airspeed is greater than or equal to VMO,
- Indicated airspeed is greater than or equal to the Vconstraint.
FIGURE 02-34-36-33 RED AIRSPEED READOUT
MANUAL SPEED BUG
The speed bug is set to the position corresponding to the IAS selected airspeed, using the
SPEED knob on the Guidance Panel (GP) when in MAN position. If the selected airspeed is
beyond the range of the displayed airspeed, the bug is displayed at the appropriate end of
the tape with half of the bug out-of-view. The bug follows the same color code than the
selected readout.
FIGURE 02-34-36-34 MANUAL SPEED BUG

02-34-36 F2000EX EASY
FMS SPEED BUG
The FMS peed bug is placed at the position corresponding to the FMS speed when the
SPEED knob on the guidance panel is set to FMS. If the airspeed is beyond the range of the
displayed airspeed, the bug is displayed at the appropriate end of the tape with half of the
bug out-of-view. The bug follows the same color code than the selected readout.
FIGURE 02-34-36-35 FMS SPEED BUG
NOTE
For any system failure that implies a speed limitation, this limitation may not be honored by
FMS speed. FMS speed must be deselected if not within the speed envelope.
SELECTED AIRSPEED REFERENCE BUG (SPEED OR MACH)
FIGURE 02-34-36-36 AIRSPEED REFERENCE BUG
A speed reference bug can be:

- : MAN,
- : FMS,
- : Tear-drop display when MAN / FMS speed < Low Speed Cue + 5 kts or
MAN / FMS speed > VMO - 5 kts.
If the selected airspeed rotary switch on the Guidance Panel (GP) is selected to MAN
position, the manual bug is displayed in magenta and the FMS bug is white.
If the selected airspeed rotary switch on the GP is selected to FMS position, the FMS bug
and readout is magenta and the manual bug is removed. The GP readout is dashed and the
rotary knob inactive.
At power up, the default value for MAN bug is 80 kt.
Both IAS and MACH selected bugs have the same color scheme.
The IAS selected airspeed is limited from 80 to 400 kt with the resolution of 1 kt. When the
IAS is at maximum speed, the digits are replaced by the characters.

F2000EX EASY 02-34-36
The Mach selected airspeed is limited from Mach 0.40 to 0.99 with the resolution of 0.01
Mach. When the Mach is at maximum, the digits are replaced by the characters.
When the data is invalid, the readout is amber dashed ( ).
LONGITUDINAL ACCELERATION AND MACH READOUT
FIGURE 02-34-36-37 LONGITUDINAL ACCELERATION AND MACH READOUT
The longitudinal acceleration is located at the bottom of the airspeed tape when on ground.
It is displayed in green and has a range of ± .99. On ground, when the data is invalid, the
readout is replaced by an . The is removed when in flight if the data is still
invalid.
The Mach readout is displayed at the bottom of the airspeed tape when in flight. It is
displayed in the same colors as the airspeed digits and has a range of .400 to .998 Mach. It
is displayed when MACH is greater than .450 Mach and is removed below .400 Mach.
When Mach is invalid, the readout is amber dashed (---).
NOTE
The displayed Mach is an indicated Mach. The true Mach shall be calculated with the correction
table provided by the AFM.
AIRBRAKES ANNUNCIATION
FIGURE 02-34-36-38 AIRBRAKES ANNUNCIATION
The airbrakes annunciation or is displayed vertically on the airspeed tape in green

reverse video in normal situations. This indication is in red reverse video if the
CAS message due to AB1 or AB2 is enabled. This indication is in amber
reverse video if the commanded position does not match the actual position.

02-34-36 F2000EX EASY
V-SPEED READOUT AND BUGS
FIGURE 02-34-36-39 V-SPEED BUG
The V-speed digital readout is displayed in white in the upper left corner of the attitude
display. The digital readouts of V1 and V2 are only displayed on-ground. If the data are sent
and invalid, the digital readout is replaced by amber dashes ( V1).
Take-off V-speed bugs are V1, V2, VFR and VFT. The bugs are displayed in white
alongside the airspeed tape, at the corresponding airspeed. The bug values are displayed
when the soft key is depressed in the departure POF of the FMW (T/O data).
Landing V-speed bugs are VAP and VRF. The bugs are displayed in white alongside the
airspeed tape, at the corresponding airspeed. The bug values are displayed when the
soft key is depressed in the arrival POF of the FMW (LDG data tab).
AIRSPEED LIMITATION
Depending on the airplane configuration, a red tape is displayed at the top of the speed
scale to prevent overspeed when flaps are extended or in case of failures that might lower
speed limitations (pitch feel fail, aileron feel fail, etc.). This tape may therefore correspond to
speed lower than VMO / MMO.
In this case, the manual speed bug can still be positioned above the airspeed limitation bar.
airspeed
limitation
tape
FIGURE 02-34-36-40 AIRSPEED LIMITATION ON THE ADI SPEED SCALE

F2000EX EASY 02-34-36
The airspeed limitationt is displayed in red as a thermometer that extends from the top of the
VMO / MMO thermometer to the Vconstraint value. It is based on the following conditions:

CLEAN No constrained
SF1 200 kt
SF2 190 kt
SF3 180 kt
CAS message FIRE ENG .. enabled 250 kt
CAS message FIRE APU enabled 250 kt
0.80 Mach
CAS message MACH TRIM FAIL enabled
with AP disengaged
CAS message PITCH FEEL enabled 0.76 Mach or 260 kt
CAS message AUTO SLATS enabled 270 kt
CAS message UNWANTED SLATS enabled 200 kt
One hydraulic system ( HYDR #1 ENG 1+2PUMP

0.76 Mach or 260 kt
or HYDR #2 PUMP ) is enabled
Gear is down locked 245 kt
Gear not locked (down or up) 190 kt
NOTE
The conversion of mach to IAS is done using a linear equation.

02-34-36 F2000EX EASY
TREND VECTOR
FIGURE 02-34-36-41 TREND VECTOR
The airspeed trend vector is displayed above or below the IAS readout according to the
acceleration or deceleration of the airplane.
Low Speed Cues (LSC)
The normal flight envelope for the airplane is above the LSC.
This LSC is computed using weight from the FMS (high altitude only) the pressure
altitude (high altitude only) from the onside selected ADS, and taking in account the
airplane configuration (SF1, SF2, SF3, SF3 and AB1, SF3 and AB2, clean slats out).
Low speed cue low altitude is filtered to ensure the AFCS can use it as a stable target for
speed protection. When AutoPilot is Off, Low Speed Cue computation comprises a load
factor compensation (LSC is not affected by load factor). When AP is engaged, LSC
computation is not compensated in load factor during turns, aiming at keeping a margin
between LSC and stall warning. This margin allows speed protection to be more efficient.
Stall warning cue
The stall warning cue is displayed in red. It gives indication of the stall speed according to
the airplane configuration.

F2000EX EASY 02-34-36
FIGURE 02-34-36-42 LOW SPEED CUES
 For more information, refer to CODDE1 / Chapte 02 / ATA22.
VMO / MMO THERMOMETER
The VMO / MMO thermometer is displayed as a barber pole (red with white stripes). It
extends from the VMO value to the top of the airspeed tape.
FIGURE 02-34-36-43 VMO / MMO BARBER POLE

02-34-36 F2000EX EASY
OVERSPEED / UNDERSPEED INDICATION (CAT2)
When in overspeed (or underspeed) an amber arrow is displayed close to the speed scale. It
is displayed if the modes CAT2, HUD2 or HUD3 are active, RA is between 15 and 1,000 feet
and indicated airspeed is different from the speed bug by more than 5 kt.
When the warning is displayed, it flashes as long as the condition exists.
FIGURE 02-34-36-44 UNDERSPEED ARROW
DRIFT DOWN INDEX (DDI)
FIGURE 02-34-36-45 DRIFT DOWN INDEX

The Drift Down Index (DDI) is the speed giving the best lift-to-drag ratio and it is only
displayed in clean configuration.
The DDI is the green circle (aka donut) moving along the speed tape.
The DDI value is either calculated with data coming from on-side AOA, ADS and IRS
displayed in the on-side PDU or display from a table using FMS gross weight and altitude.
Below 20,000 ft, the DDI is removed if calculated DDI from AOA is invalid.
The DDI is removed if the data from the table is invalid and the calculated data is invalid.
Since each DDI is computed from its onside ADS, IRS and AOA, DDI discrepancy could
possibly be observed between the two PDUs.
NOTE
In case of discrepancy, always rely the greatest DDI reading.

F2000EX EASY 02-34-36
ALTITUDE TAPE
ALTITUDE TAPE SCALE
The altitude tape scale goes from - 2,000 to 65,000 ft. White tick marks represent every
100 ft.
When altitude is invalid, a is displayed on the tape.
FIGURE 02-34-36-47 ALTITUDE TAPE INVALID

02-34-36 F2000EX EASY
ALTIMETER READOUT IN FT
The altimeter readout is displayed in green. If the altitude is negative, a green NEG is
displayed on the left of the readout.
FIGURE 02-34-36-48 ALTIMETER READOUT
ALTITUDE READOUT IN METERS (M)
FIGURE 02-34-36-49 ALTIMETER READOUT IN METER
The altimeter metric readout is displayed in green. The M label is displayed following the
digital readout to indicate Metric units. When a value is negative, a green minus sign is
displayed on the right of the readout.
ASEL READOUT
FIGURE 02-34-36-50 ASEL INDICATION EXAMPLE
The selected altitude readout is displayed on top of the altitude tape.

If the barosetting is selected to STD, the selected altitude displays a flight level (FL xxx). If
not set to STD, the selected altitude displays 5 digits (xxxxx). At power up the ASEL is
invalid (amber dashes).

F2000EX EASY 02-34-36
The color of the readout and label is:

- Magenta if the vertical active mode is VASL, ASEL, ALT or VALT,
- White if the active vertical mode is:
o G/S, VGP,WSHR modes,
o VPTH with ASEL below the constraint,
o VCLB with ASEL above the constraint,
o VALT or ALT if the altitude is not captured.
- Cyan if ASEL is armed.
When ASEL is invalid, the readout displays amber dashes ( ).
FIGURE 02-34-36-51 ASEL READOUT IN METERS
ASEL BUG
The ASEL bug is displayed on the altitude tape (set using the ASEL knob on the GP). If the
selected altitude is beyond the range of the altitude tape, the ASEL bug is parked at the
appropriate end of the tape with half of the bug out of view.
The bug follows the same color code than the ASEL readout.
FIGURE 02-34-36-52 ASEL BUG
FIGURE 02-34-36-53 HALF ASEL BUG

02-34-36 F2000EX EASY
VNAV BUG
FIGURE 02-34-36-54 VNAV BUG
The VNAV altitude bug is displayed on the altitude tape. If the altitude is beyond the range of
the displayed altitude tape, only half of the bug is visible.
The bug is colored in:
- Magenta if the vertical active mode is VASEL or VALT and at the current altitude,
- Cyan when in VCLB and altitude is below ASEL, or in VPTH and higher than ASEL,
- White otherwise.
If the pointer is at a limit of the scale only half of the pointer is displayed.
BARO M OR TOSA OR GASA BUG
FIGURE 02-34-36-55 BARO M OR TOSA OR GASA BUG
BAROSETTING READOUT
FIGURE 02-34-36-56 BAROSETTING READOUT
The barosetting correction is displayed in green at the bottom of the altitude scale, and is set
using the BARO set knob on the GP:
- When the inches of mercury unit is selected in the Units menu of the HSI tool bar, the
barometer is set in in.Hg (0.1 in.Hg increments for one click),
- When hPa is selected in the Units menu, the barosetting is set in hPa (1 hPa increments
for one click).

F2000EX EASY 02-34-36
When the PUSH STD pushbutton on the GP is depressed, a green STD indication appears
at the bottom of the altitude scales and the altitude is standard.
LOW ALTITUDE AWARENESS
Low altitude
awareness
FIGURE 02-34-36-57 LOW ALTITUDE AWARNESS
The low altitude awareness symbol is displayed when approaching the ground. The ground
is displayed brown with a yellow line at the top. The ground is displayed when the RA is
lower than 550 ft.

02-34-36 F2000EX EASY
VERTICAL SPEED TAPE
FIGURE 02-34-36-58 VERTICAL SPEED TAPE
VERTICAL SPEED TAPE
The vertical speed is a fixed scale with a moving speed pointer. Each tick mark on the scale
represents respectively 0, ± 250 ft/min, ± 500 ft/min, ± 1,000 ft/min, ± 2,000 ft/min, and
± 4,000 ft/min.
When the VS is invalid, all the symbols are removed from the tape and a red VS flag is
displayed at the top of the scale.
FIGURE 02-34-36-59 VERTICAL SPEED TAPE INVALID

F2000EX EASY 02-34-36
VERTICAL SPEED READOUT
The vertical speed readout is displayed in green in the middle of the vertical speed scale. It
indicates vertical speed in feet per minute (100 ft/min increments).
Negative values for the vertical speed are displayed with minus sign at the beginning of the
readout.
FIGURE 02-34-36-60 VERTICAL SPEED AT ZERO
VERTICAL SPEED POINTER
The vertical speed pointer is displayed in green. It gives an analog display of the VS.
VERTICAL SPEED TARGET READOUT AND ARROW
FIGURE 02-34-36-61 VERTICAL SPEED TARGET
The Vertical Speed (VS) target is displayed above the tape in magenta when in vertical
VS captured mode (100 ft/min increments). It is set using the VS / PATH wheel on the GP
when in VS.
The Vertical Speed target bug is displayed on the tape in magenta when in VS mode.
The arrow displayed close to the target indicates if a positive or negative VS is set.

02-34-36 F2000EX EASY
MISCOMPARE ANNUNCIATION
A miscompare flag is displayed when the system detects a difference between two values for
the same sensor.
FIGURE 02-34-36-62 LOCATION OF MISCOMPARE FLAGS ON ADI
When a parameter differs from both ADI, a miscompare flag flashes for 10 sec, then thurns
steady as long as the difference remains:
- - When 6° difference in roll or 5° difference in pitch,
- - When more than 10 % difference between the two,
- - When the difference between the rad-alts exceeds the limit (which varies from 10 ft
on the ground up to 333 ft at 2,500 ft),
- - When the ILS courses differ by more than 1 dot in CAT1 (1/2 dot in CAT 2 or HUD
3),
- - When the glidepath angles differ by more than 1 dot in CAT 1 (1/2 dot in CAT 2 or
HUD 3),
- - When more than 10 kts difference,
- - When more than 200 ft difference.
All these flags cross-refer to an AFM procedure.

F2000EX EASY 02-34-36
FAILURE INDICATIONS
In most cases, if data are invalid the corresponding indication(s) is (are) removed. In some
other cases when it is necessary for the crew to be aware of a failure, the failure indication is
displayed on the ADI in white text with a red background.
FIGURE 02-34-36-63 FAILURE INDICATIONS ON ADI
G/S flag is displayed in place of vertical deviation scale when:

- G/S mode is active or armed and the glide slope receiver is failed,
extended and no glide slope frequency is received.
LOC flag is displayed in place of lateral deviation scale when:

- LOC or B/C mode is active or armed and the localizer receiver is failed,
extended and no localizer frequency is received.
RA flag is displayed when the corresponding RA is failed.

02-34-36 F2000EX EASY
TD flag is displayed when:

- AutoThrottle is failed,
- AutoThrottle is not available,
- On ground when T/R is activated.
FPV flag is triggered when the FPV computations are not available for the corresponding IRS.
(e.g during in flight alignment phase).
FD flag is triggered when the FD computations are not available for the corresponding AFCS.
ATT flag is triggered when attitude from the on-side IRS is lost.
SSEC flag is displayed when Static Source Error Correction from the on-side ADS is lost.

F2000EX EASY 02-34-38
CODDE 1 PAGE 1 / 18
DGT94085 HSI ISSUE 15
GENERAL
The Horizontal Situation Indicator (HSI) window provides:

- Horizontal situation information,
- Permanent radio information,
- Airplane configuration status,
- Major airplane parameters.
Gears and
Flaps and Horizontal
airbrakes FMS nav Heading Heading VOR/LOC
summary readout bug nav Stabilizer trim
indicator indicators
summary
Wind HDG/TRK
indication bug
area readout
Permanent
navigation NAV2 Permanent
data bar radio bar
NAV source WX radar Sensors

annunciator modes status
summary
FIGURE 02-34-38-00 HSI WINDOW LAYOUT

02-34-38 F2000EX EASY
PAGE 2 / 18 CODDE 1
ISSUE 15 HSI DGT94085
HSI FORMAT
Two formats are possible for the HSI window:

- ARC format (120° arc),
- ROSE format (360°).
pushbutton gives access to format selection:
FIGURE 02-34-38-01 ROSE / ARC MENU

F2000EX EASY 02-34-38
CODDE 1 PAGE 3 / 18
HSI WINDOW
HSI window provides horizontal navigation information, airplane configuration status and
permanent radio information. Reversion flags, miscompare flags and failure indication are
also displayed when conditions are met.
Horizontal navigation information is provided on a 120° arc or a 360° rose format.
30
FIGURE 02-34-38-02 ROSE FORMAT
FIGURE 02-34-38-03 ARC FORMAT

02-34-38 F2000EX EASY
PAGE 4 / 18 CODDE 1
In two displays configuration (ARC, ROSE), on the PNF PDU, lower 1/3 may display another
window than the standard HSI window. In that case a heading scale is added to the ADI on
the horizon line.
FIGURE 02-34-38-04 ADI HEADING SCALE
HSI TOOL BAR
FIGURE 02-34-38-05 HSI TOOL BAR
The pilot can fold / unfold the HSI toolbar by clicking on the HSI soft key.
HSI tool bar gathers all controls to customize the HSI content. All these controls are
arranged in sub-menu:
FIGURE 02-34-38-06 BEARING MENU
Using the left bearing menu, the pilot can display in HSI either FMS1 (optional FMS3 if
installed), ADF1 or VOR1 on the primary bearing pointer.
Normally displayed white in the menu, these functions turn green when selected.

F2000EX EASY 02-34-38
CODDE 1 PAGE 5 / 18
FIGURE 02-34-38-07 PRIMARY BEARING
In the right bearing menu, each crew member can choose to display in his HSI, either the
FMS2, FMS3 if option is installed, ADF2 or VOR2 bearing (secondary bearing with diamond
shape), or to remove the bearing (OFF).
FIGURE 02-34-38-08 SECONDARY BEARING
A VOR bearing is based on the selection in the tool bar and not Tuned–to-LOC, if the data is
invalid or Tuned-to-LOC the VOR bearing pointer is removed.
The other bearing pointer, ADF and FMS, are based on the data being valid and the
selection in the tool bar, if the data is invalid or selection is OFF the bearing pointer is
removed.
FIGURE 02-34-38-09 DATA MENU
Arc format offers the possibility to display the weather radar (WX selection) layer, the flight
plan (FPL selection) and the lightning sensor display (LSS selection) if installed. Selection of
these layers is done through the submenu of the HSI feature menu. However, they
can be selected in the HSI tool bar, whatever the format ROSE or ARC.
Terrain layer is not available in HSI since it has its own dedicated display in the PDU lower
1/6 quadrant (TRAFFIC window).
When selecting the flight plan, the FMS CDI selection is automatically checked for display. If
the FMS CDI is already selected, the CDI pointer and lateral deviation scale and pointer are
removed from the display. Then, the lateral deviation is replaced by a digital readout when
the flight plan is selected.

02-34-38 F2000EX EASY
PAGE 6 / 18 CODDE 1
FIGURE 02-34-38-10 UNITS MENU
In the menu, each crew member can choose the units to be displayed in his PDU for
altitude, heading and pressure. The default values are In (FAA configuration) or Hpa (EASA
configuration), Mag and Ft.
FIGURE 02-34-38-11 CDI MENU
In the CDI bearing menu, each crew member can choose to display the VOR and the FMS
CDI. They cannot be removed when displayed in magenta since they are the active source.
When VOR CDI is selected with an ILS frequency, LOC is displayed instead of FMS X and
the Loc / Glide are displayed on the ADI.
HEADING SCALE
In ROSE mode the displayed range is limited from 1° to 360°.

In ARC mode the heading scale shows 120° in front of the airplane.
NAV SOURCE ANNUNCIATOR
When the FMS CDI is displayed the FMS1 or FMS2 or FMS3 (optional) source annunciation
is displayed. When the VOR CDI is displayed the LOC1 or LOC2 source annunciation is
displayed. When CDI is not displayed the corresponding annunciation is removed.
If the left pilot and right pilot are using the same source, the annunciation has an amber box
around it.
When FMS or LOC is failed, the annunciation source is displayed black text on amber
background as displayed in Figure 02-34-38-19.

F2000EX EASY 02-34-38
CODDE 1 PAGE 7 / 18
FMS NAV SUMMARY
FIGURE 02-34-38-12 FMS NAV SUMMARY
FMS Nav Summary gathers the primary short term FMS data in a single area at the ARC
and ROSE format top left corner. The following information is displayed from top to bottom:
- Active FMS TO WPT name,
- DTK (Desired Track … to TO WPT),
- DTG (Distance To Go … to TO WPT),
- ETA (Estimated Time of Arrival … at TO WPT).
This group of data and the FMS Navigation Source Annunciator are only displayed when
FMS CDI is displayed. FMS CDI is automatically displayed when LNAV mode is active or
armed. If LNAV is neither active nor armed, FMS CDI and FMS Nav data can be selected for
display by selecting the “FMS CDI” option in the CDI submenu of the HSI tool bar.
According to the lateral active and armed mode, the color of the FMS data and Nav Source
annunciator and CDI can be magenta (LNAV active), or cyan (LNAV armed) or white (LNAV
not active and not armed).

02-34-38 F2000EX EASY
PAGE 8 / 18 CODDE 1
NAV (VOR / LOC) DATA SUMMARY
FIGURE 02-34-38-13 VOR/LOC DATA SUMMARY
Nav data summary gathers in a single area at the top right corner of the ROSE and ARC
format the following information on the on-side selected VOR / LOC:
- VOR / LOC pointer icon and Tuned Station ident,
- Selected COURSE field,
- DME information if available.
This group of data and the LOC navigation source annunciator are only displayed when
VOR / LOC CDI is displayed. VOR / LOC CDI is automatically displayed when LOC mode is
active or armed.
According to the lateral active or armed mode, the color of the VOR / LOC data and Nav
Source Annunciator and CDI can be magenta (LOC active), cyan (LOC armed) or white
(VOR station tuned or ILS station tuned without LOC active or armed).
COURSE DEVIATION INDICATOR (CDI)
The CDI comes from FMS or the navigation radios based on the primary NAV source.
If the NAV source is FMS, the CDI is positioned corresponding to the desired track digital
readout. The FMS CDI is visually represented with a thick line.
If the NAV source is VOR or LOC, the CDI is positioned corresponding to the course select
digital readout. The VOR or LOC CDI is represented with a thin line.
The two CDI can be displayed at the same time.

F2000EX EASY 02-34-38
CODDE 1 PAGE 9 / 18
30
FIGURE 02-34-38-14 FMS LOC CDI IN ARC MODE
The FMS CDI can be selected through:

- HSI tool bar,
- Selecting a corresponding AP mode.
The VOR / LOC CDI can be selected through:

- HSI tool bar,
- Selecting a corresponding AP mode,
- Selecting on the MKB.
 For the color code, refer to CODDE 1 / Chapter 01/ INTERFACE.

CDI cannot be removed when displayed in magenta since it is the active source. During a
Nav-Nav transfer, the FMS can automatically causes the LOC CDI to be displayed on both
side, and set the appropriate course for the approach (as well as tune the LOC frequency).
Once the approach is armed and LOC is captured, the FMS CDI is automatically removed
from both sides.
If in ARC mode, if the pointer goes beyond the display range of the heading arc scale, a
direction arrow is displayed in the compass indicating the shortest direction to the pointer.
If the flight plan is selected for display through the HSI tool bar, the CDI is removed and the
flight plan is displayed with a digital cross track error.

02-34-38 F2000EX EASY
The lateral deviation scale and pointer are displayed the same color as the corresponding
CDI.
If the two CDIs are displayed, there are two pointers displayed, but there is only one set of
dots displayed for the highest priority CDI. If the FMS and VOR CDI are displayed in white,
the scale follows the FMS CDI.
For deviation values outside the limits the pointer is parked at the appropriate end of the
scale. The scale and pointer rotate with the CDI.
125% 100% 50% 0% 50% 100% 125%

Left Left Left Right Right Right
. Pointer Deflection
FIGURE 02-34-38-15 LATERAL DEVIATION SCALE AND POINTER
Depending on the navigation source, the different dots mean different values:
VOR LOC * FMS

Scale
Lateral Deviation Lateral Deviation Lateral Deviation
125% Right - 15 Degrees + 4 Degrees * +2 RNP
100% Right - 10 Degrees + 2 Degrees * + RNP
50% Right - 5 Degrees + 1 Degrees * +1/2 RNP
0% 0 Degrees 0 Degrees 0 ft
50% Left + 5 Degrees - 1 Degrees * -1/2 RNP
100% Left + 10 Degrees - 2 Degrees * - RNP
125% Left + 15 Degrees - 4 Degrees * - 2 RNP
*: LOC angle lateral deviations depend on runway length. Values give in the above table
correspond to a runway length approximaly equal to 3,000 meters.
When the HSI is displayed in ARC mode, the lateral deviation is the same as in ROSE
mode.
When flight plan is selected (CDI removed), a digital readout and an arrow are displayed for
the FMS lateral deviation (Refer to figure 02-34-38-20):
- The digital readout has a resolution of 0.01 NM up to 0.99 NM and a resolution of
0.1 NM up to 99.9 NM inclusive. When greater than 99.9 NM, the readout has a 1 NM
resolution.
- The arrow is displayed to show the airplane position relative to the flight plan track. An
arrow pointing right is displayed for deviation lower than 0 or left arrow for deviation
greater than 0. The arrow is removed for a 0 deviation.
When flight plan is selected digital readout and arrow are not displayed for LOC / VOR. If
valid the lateral deviation is displayed in the lower part of the ADI.

F2000EX EASY 02-34-38
BEARING POINTERS
The bearing pointers are always displayed in green. The bearing pointer selections are
chosen through the control bar on the HSI.
The primary bearing is a circle and the selections for the pointer are OFF, VOR1, ADF1,
FMS1 and FMS3 (if installed).
The secondary bearing is a diamond and the selections are OFF, VOR2, ADF2, FMS2 and
FMS3 (if installed).
A VOR bearing is based on the selection in the control bar and when the radio is not tuned-
to-LOC. If the data is invalid or tuned-to-LOC, the VOR bearing pointer is removed. The
other bearing pointer, ADF and FMS is based on the data being valid and the selection in
the control bar.
HEADING READOUT
FIGURE 02-34-38-16 HEADING READOUT
The digital heading readout is displayed in green and uses three digits using leading zero.
If the data is invalid, is displayed.
SELECTED HDG / TRK READOUT
Based on the Guidance Panel (GP) selection, the readout label can be HDG or TRK and
uses three digits using leading zero.
If the GP switch indicates HDG, pressing SYNC pushbutton on the GP sets the selected
heading bug to the current displayed heading. If current heading is invalid, then the
pushbutton has no effect on the selected heading bug.
If the GP switch indicates TRK, pressing SYNC pushbutton on the GP sets the selected
track bug to the drift bug. If the drift bug is invalid and on-ground, then pressing the SYNC
pushbutton syncs the selected track to the current heading. If drift bug is invalid and not on-
ground, then pressing the pushbutton has no effect on the selected track bug.
HEADING / TRACK BUG
FIGURE 02-34-38-17 HEADING BUG (SQUARES)
Based on the GP selection, the bug can be displayed as two squares (heading) or two
triangles (track). The bug is positioned according to the selected heading / track.

02-34-38 F2000EX EASY
FIGURE 02-34-38-18 TRACK BUG (TRIANGLES)
If in arc format with heading/tack out of view, an arrow is displayed.
HEADING REFERENCE ANNUNCIATION (TRUE / MAG)
is displayed when in true heading mode. When in magnetic heading mode no

information is displayed.
The pilot selection is made through the tool bar (Units tab).
indicates a heading miscompare. It flashes for 10 sec, then remains steady as long as
the fault persists.
FIGURE 02-34-38-19 HEADING INVALID INDUCING HDG MISCOMPARE
DRIFT BUG
The drift bug is displayed in green. If the value is zero, the drift bug is aligned with the lubber
line.
IDENTIFIER, DISTANCE AND HOLD
When the VOR / LOC CDI is selected for display and a DME distance is available, the DME
station identifier (up to four characters) is displayed along the distance. If the DME station
identifier is the same as the VOR / LOC station (collocated), the DME identifier is not
displayed. DME range is 0 to 524 NM.
is displayed for a DME Hold.

F2000EX EASY 02-34-38
HSI FLIGHT PLAN
Flight Plan
Scroll Icon
25
Range
Lateral Deviation
FIGURE 02-34-38-20 HSI FLIGHT PLAN
The flight plan is driven by the onside FMS Nav Source. Only the active flight plan is
displayed with the waypoint symbols and waypoint idents.
The display is limited to the first four waypoints. Therefore, there not be navaids, airports,
constraints, etc.. displayed.
The flight plan has priority in the drawing order over WX layer.
The symbol is the same shape and color as displayed on INAV.
The range is the same as the ARC range on the HSI.
The flight plan is removed when de-selected in the HSI control bar or the HSI format is
ROSE.

02-34-38 F2000EX EASY
WX AND SENSORS STATUS
TAD OFF (terrain awareness display off)
MSG
DGR
Sensors status
area
FIGURE 02-34-38-21 SENSORS STATUS AREA
Sensors status is summarized in the lower right corner of the HSI. From top to bottom:
- FMS annunciation field: (FMS message is displayed on I-NAV), XTK (offset),
(DeGRaded EPU higher than RNP),
- TAWS annunciation field: , , , TAD OFF
(Terrain Awareness Display off), (test), (failed),
- LSS annunciation field: (normal mode), (calibration), (clear),
(test), (failed),
- TCAS annunciation field:
o TCAS limits: (unrestricted), (ABoVe), (BeloW),
o TCAS mode: (off), (normal operation), (TA without
intruder),or (TA with an intruder), (RA failure),
(test), (failed).
NOTE
is related to TCAS Resolution Advisory. It does not mean Radio Altimeter failure.

F2000EX EASY 02-34-38
WX
annunciations
STAB
FIGURE 02-34-38-22 WX MODE STATUS
WX annunciations are displayed in lower left corner of the HSI:

- First line displays Tilt angle readout ( ), in Automatic mode or none in manual,
- Second line displays Gain value ( ) or TarGeT (TGT) annunciation:
o The gain value is displayed if TGT mode and REACT are not selected. In
automatic gain, the green AUTO is displayed instead of the gain value.
o When TGT alert mode is selected green TGT annunciation is displayed (instead of
gain) and if the radar detects an alert condition, the TGT annunciation turn to
amber and flashes.
- Third line displays WX mode and STAB annunciation:
(REACT), WX/T (TURB), WX/R/T (REACT+TURB), OVRD, WX (failed),
o Amber STAB annunciation is displayed when the WX antenna stabilization is off.

02-34-38 F2000EX EASY
NAVIGATION DATA BAR

This permanent data bar provides time information, navigation information and weight / fuel
status:
Time information
Speed information
Temperature information
Weight and fuel status
FIGURE 02-34-38-23 NAVIGATION DATA BAR

- Time information:
o UTC (from GPS). UTC is white flashing or steady according to the use of Timer or
Alarm (FMS Tools tab of the AVIONICS window),
o Elapse Time (ET) counter. Elapse Time is started using the ET pushbutton adjacent
to each Primary Display Unit (first push: start, second push: stop, third push: reset),
- Speed information:
o TAS (in kt) : the readout is displayed using the data from the selected ADS,
o GS (in kt) : the readout is displayed using the data from the selected IRS,
- Temperature information:
o TAT (in °C) : the readout is displayed using the data from the selected ADS. The
readout is displayed amber between -15 °C and 10 °C, otherwise readout is displayed
green,
o SAT (in °C) : the readout is displayed using the data from the selected ADS,
o ISA (difference in °C) : the readout is displayed using the data from the selected ADS,
- Weight and fuel status:
o FQ (total Fuel Quantity) : the sum of left and right fuel tank quantities. The readout is
displayed in amber if at least one fuel tank quantity is degraded, otherwise it is
displayed green,
o FR (Fuel Remaining) : this data is provided by the FMS. If any of the 2 fuel flow
values is invalid, an amber box is displayed around the FR digital readout value,
o GW (Gross Weight) : the readout is displayed in green with white units of LB or KG
based on the configuration. If the gross weight has not been entered, the GW label is
displayed in red reverse video.

F2000EX EASY 02-34-38
PERMANENT RADIO BAR
 Refer to sections corresponding to ATA 23.
FLAPS AND AIRBARKES INDICATOR
GEAR INDICATORS
HORIZONTAL STABILIZER TRIM INDICATOR

02-34-38 F2000EX EASY

F2000EX EASY 02-34-40
CODDE 1 PAGE 1 / 38
HEAD-UP GUIDANCE SYSTEM
DGT94085 ISSUE 14
GENERAL
INTRODUCTION
The optional Head-up Guidance System (HGS) is an electronic and optical system that
generates and displays information in the pilot's forward field of view.
The system is designed so that the display appears to be towards infinity, allowing the pilot
to see the ouside world as well as the information on the combiner without changing focus.
The HGS provides information during all phases of flight. The displayed information is
derived from airplane instruments and sensor data.
Two different levels of certification of HGS may be installed on the airplane:
- HGS not capable of HUD 2/3,
- HGS capable of HUD 2/3.
The HGS is composed of three components:

- HGS computer,
- HGS combiner.
Flight Deck Overview
■ Controls
Controls of the Head up Guidance System include:

- HGS combiner,
- Flight Management Window,
- Test synoptic page.
■ Indications
Cockpit indications are displayed:

- On HGS combiner,
- On the ADI for flags,
- On the ENG-CAS window for CAS messages.

02-34-40 F2000EX EASY
PAGE 2 / 38 CODDE 1
ISSUE 14 DGT94085
SOURCES
The following paragraph describes the power supply of the different equipment of the Head
up Guidance System.

OHU LH bus A1
HGS computer LH bus A1

F2000EX EASY 02-34-40
CODDE 1 PAGE 3 / 38
DGT94085 ISSUE 14
EQUIPMENT LOCATION
The HGS computer is installed in the nose cone.

The OHU and combiner are located on the left side of the cockpit, above and forward of the
left pilot.
FIGURE 02-34-40-01 - HGS EQUIPMENT LOCATION
OHU
HGS combiner
FIGURE 02-34-40-02 OHU AND COMBINER LOCATION

02-34-40 F2000EX EASY
PAGE 4 / 38 CODDE 1
ISSUE 14 DGT94085
DESCRIPTION
The HGS provides attitude, speed, altitude, flight path, guidance, and other situational
information to the pilot in symbolic format. Basic flight information is available during all
phases of flight. The HGS also provides display functions for Flight Director guidance, HGS
guided approach, visual approach, unusual attitude and take-off guidance.
The pilot is made aware of the loss of any required displayed information for the HGS, due to
unavailable airplane sensor or equipment data, through the obvious blanking of display
elements or the display of special status messages.
The HGS combiner is removed from the pilot's forward field-of view by moving it to the stowed
position. The HGS display brightness can be adjusted, from zero to full intensity through the
brightness control located on the combiner. A manual adjustment mode is available that
allows a constant luminance to be set by the pilot. An automatic adjustment mode is also
available that allows a constant contrast ratio to be set by the pilot (the actual luminance of
the combiner display varies with the sensed luminance of the ambient light).
The HGS records the detected faults (in airplane equipment, airplane sensors and HGS LRU)
and reports the system status to the airplane Central Maintenance Computer (CMC).
In HUD2 and HUD3, the HGS also records the landing performance data and sends it to
printer upon request.
The HGS computer receives the approach parameters like the localizer track, the runway
length, the runway elevation, and the reference glideslope from the Flight Management
Windows.

F2000EX EASY 02-34-40
CODDE 1 PAGE 5 / 38
DGT94085 ISSUE 14

- HGS computer,
- Overhead Unit (OHU),
- HGS combiner.
FIGURE 02-34-40-03 - HGS COMPONENTS
The optical effects of the curved windshield are compensated for in the optics and pre-
distortion map.
HGS COMPUTER
The HGS computer provides the symbology drive signals to the OHU.
These signals are derived from internal calculations, which determine the position and form
of the flight symbology to be presented, dependent on the airplane equipment and sensor
data received by the HGS computer.
The HGS computer provides display functions for Flight Director (FD) guidance, HGS guided
approach, visual approach and unusual altitude.
The HGS computer receives the approach, like the localizer track, the runway length, the
runway elevation, and the reference glideslope from the Flight Management Window. These
parameters are used to display synthetic runway, swinging localizer and glideslope
reference line.
HGS monitor data fed back from OHU to verify the conformal symbols are properly
positioned. HGS blanks the display if a failure is detected or removes the symbol that is not
at its expected position.
OVERHEAD UNIT
The OHU projects the flight symbology, generated by the HGS computer, onto the combiner.

02-34-40 F2000EX EASY
PAGE 6 / 38 CODDE 1
ISSUE 14 DGT94085
HGS COMBINER
The combiner is an optical element that optically combines displayed flight symbology with
the pilot's view through the airplane windscreen.
This optical design permits various symbols, like the artificial horizon, to overlay
corresponding features of the outside world.
The combiner also displays the flight symbology at optical infinity, allowing the pilot to see
the information without a shift in eye focus.
The combiner also includes controls to change brightness and contrast for HGS with EFVS
or brightness only for HGS.
To move the combiner glass from the stow to the operating position, push the stow lever and
rotate the combiner glass down and forward until the combiner glass moves into the
operating position. When the combiner glass moves into the operating position, the stow
switch automatically turns on the high-voltage power supply in the OHU. After a brief warm-
up period, the OHU projects symbology onto the combiner glass.
The HUD display brightness can be adjusted, from zero to full intensity through the
brightness control located on the combiner:
- A manual adjustment mode is available that allows a constant luminance to be set by
the pilot.
- An automatic adjustment mode is also available that allows a constant contrast ratio to
be set by the pilot (the actual luminance of the combiner display varies with the sensed
luminance of the ambient light).

F2000EX EASY 02-34-40
CODDE 1 PAGE 7 / 38
DGT94085 ISSUE 14
PRINCIPAL DIAGRAM
The HGS interconnect includes:

- Video and control from HGS computer to the OHU,
- Video feed back, serial data and combiner settings from OHU to the HGS computer,
- Power from OHU to the combiner,
- Settings and position from the combiner to the OHU.
The HGS computer requires inputs from other systems in the airplane. The HGS receives
these inputs through dual independent input/output subsystems contained within the HGS
computer. These inputs consist of digital and analog data from these sensors and
equipment:
- Inertial Reference Unit (IRU),
- Radio Altimeter (RA),
- Modular Avionics Units (MAU),
- Pilot yoke.
The HGS computer provides outputs to MAU2 consisting of:

- Flight Data Recorder information (FDR),
- Annunciations for displayed in PDU,
- Auto-Throttle data (A/T),
- Maintenance data (CMC).

02-34-40 F2000EX EASY
PAGE 8 / 38 CODDE 1
ISSUE 14 DGT94085
FIGURE 02-34-40-04 HGS INTERFACES
The HGS computer provides source selection among redundant HGS inputs. This allows the
HGS to revert to a valid source when a failure has occurred to the currently selected source.
The source selection in the HGS is the same as the one used in the corresponding ADI.

F2000EX EASY 02-34-40
CODDE 1 PAGE 9 / 38
DGT94085 ISSUE 14
HGS MODES
The HGS has two display formats: primary and approach.

The primary display format is available for
- Take-off,
- Climb,
- Enroute,
- Descent,
- Non ILS approach,
- Go-around,
- Landing.
The approach display format is available for:

- CAT1 approach mode: available for manual or AutoPilot engaged CAT I ILS approach
with minimum decision altitude or RA DH of 200 feet above runway elevation or higher.
- CAT2 approach mode: available for AutoPilot engaged CAT II ILS approach with
minimum decision heights from 199 to 100 feet.
- HUD2 approach mode: available for manual CAT II ILS approach and landing with
- HUD3 approach mode: available for manual CAT III ILS approach and landing with
HUD2 and HUD3 approach modes are available only for airplane equipped with HGS
capable of HUD 2/3.
For HUD2 or HUD3 approach mode, the approach guidance cue displayed in the HUD
combiner and in both PDU is computed by HGS. The guidance is given to touchdown.
For the CAT1 and CAT2 approach mode:
- On airplane equipped with HGS not capable of HUD 2/3: the approach guidance cue
displayed in the HUD combiner and in both PDU is computed by Automatic Flight
Control System (AFCS).
- On airplane equipped with HGS capable of HUD 2/3:
o CAT1 : the approach guidance cue displayed in HUD combiner is computed by HGS
down to 100 feet AGL then it is removed.
o CAT2 : the approach guidance cue displayed in HUD combiner is computed by HGS
until AutoPilot disconnects then it is removed.

02-34-40 F2000EX EASY
ISSUE 14 DGT94085
CONTROL
Crew has control on the Head up Guidance System through:

- Controls on HGS combiner,
- Soft keys in the Flight Management Window (FMW),
- Soft key in the TEST synoptic page.
HUD combiner controls
AIRPLANE WITHOUT EFVS AIRPLANE WITH EFVS
FIGURE 02-34-40-05 - HUD COMBINER CONTROLS
The Combiner contains an integrated display brightness control knob with an

Automatic/Manual selector switch:
- Pull the BRIGHT knob to select automatic (AUTO) brightness mode,
- Push the BRIGHT knob to select manual (MAN) brightness mode,
- Turn the BRIGHT knob to adjust the brightness:
o Rotate the knob clockwise to increase the display intensity,
o Rotate the knob counter-clockwise to decrease the display intensity.
In AUTO mode the brightness automatically changes to maintain the contrast level set by
the pilot. This gives a constant contrast ratio to the detected light conditions and allows
the display to remain visible without manual adjustment as the airplane travels through a
variety of light conditions.
In MAN mode the brightness level does not change once it is set by the pilot. Thus, when
the airplane travels through a variety of light conditions, it is possible for the display to not
be visible.

F2000EX EASY 02-34-40
DGT94085 ISSUE 14
Flight management window
The HGS computer receives the approach and take-off parameters from the MAU via the
Flight Management Window.
■ Arrival Phase Of Flight
The localizer track, runway elevation, glideslope and runway length parameters are
required:
- To display the glideslope reference, the swinging loc and the synthetic runway,
- To perform an HUD 2/3 approach.
The runway length, runway elevation, localizer track and glideslope parameters displayed
in the STAR / App tab of the Arrival POF are sent to the HGS Computer after the crew
members have confirmed them via the HUD CONFIRM soft key.
FIGURE 02-34-40-06 - ARRIVAL POF, STAR/APP TAB OF THE FMW
If the HGS is not installed, the HUD CONFIRM soft key is removed.
Once there is data in all of the four fields (including dashes), HUD CONFIRM soft key
becomes selectable.
Selecting the soft key confirms data for the HGS and the sof tkey becomes non-
selectable again until a change is made to any one of the parameters.
Upon selection of the runwway, all the runway information is retrieved from the database
and displayed automatically.
If the parameters are not confirmed:
- The synthetic runway, the swinging localizer and the glideslope reference are not
displayed,
- The HUD 2/3 approach capability is lost and NO HUD 2/3 annunciation is displayed
in the HUD.

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NOTE
The correct setting of localizer true track is a key element for proper operation of HGS during
approach.
Approach category and minimums information are selected through the Landing Data tab.
If the HGS installed on the airplane is not capable of HUD 2/3, the HUD2 label is not
displayed and the HUD3 soft key is not selectable (greyed out) in the App Category
menu.
FIGURE 02-34-40-07 - ARRIVAL POF, STAR/APP TAB OF THE FMW
 Refer to CODDE 1 / 02-34-20 WINDOWS AND ASSOCIATED TABS: FLIGHT

MANAGEMENT WINDOW sub-section for FMW window description.

F2000EX EASY 02-34-40
DGT94085 ISSUE 14
TEST synoptic
HUD DATA soft key allows to print the landing report while the airplane in on ground.
This soft key is inactive if airplane is not equipped with HGS capable of HUD 2/3.
The HGS landing report shows the parameters after a HUD3 or HUD2 approach:
- Touchdown bank angle (degrees)
- Glideslope deviation at 100 ft (dots)
- Touchdown vertical speed (ft/min)
- Localizer deviation at 100 ft (dots)
- Localizer deviation at touchdown (dots)
- Maximum localizer deviation (dots)
- Maximum localizer deviation during ground roll (dots)
- Maximum speed error negative (kts)
- Maximum speed error positive (kts)
- Touchdown lateral position (ft)
- Touchdown longitudinal position (ft)
FIGURE 02-34-40-08 – TEST SYNOPTIC

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ISSUE 14 DGT94085
INDICATION

- On the HGS combiner,
HUD symbology
The HUD symbology is designed to enable the pilot to control and monitor the airplane
during all flight phases, whether being manually flown or when using the autopilot.
It is designed to be consistent with the ADI display formats to prevent any ambiguity
between the head-up and the head-down displays.
The following symbologies are provided by the HGS:
- Attitude information,
- Airspeed information,
- Altitude information,
- Conformal symbology (Flight path, heading scale, conformal selected course,
conformal selected heading, synthetic runway),
- Energy and speed management (Flight Path acceleration, speed error tape, vertical
speed, thrust director),
- Source annunciations,
- Miscompares and Failure annunciations,
- Flight Management System information,
- Navigation information,
- TCAS advisory with corrective action,
- Flight control mode / HGS mode annunciations,
- Flight director guidance and mode annunciations,
- Autothrottle annunciations,
- EGPWS windshear annunciations,
- Remaining runway distance during rollout at landing,
- Unusual attitude recovery.
Basic flight information is available during all phases of flight.

F2000EX EASY 02-34-40
DGT94085 ISSUE 14
The main symbology differences between ADI and HUD are limited to the airplane
reference symbol, the flight director symbol and the path symbol.
FIGURE 02-34-40-09 - HUD AND ADI SYMBOLOGY DIFFERENCES
The following HUD symbology descriptions and illustrations are presented in six parts:
- Visual take-off symbology: describes symbol used during take-off,
- Enroute symbology: describes symbol used anytime,
- Approach symbology: describes symbols used during an ILS approach,
- Unusual attitude display,
- Flags and reversion anunciations display,
- Advisories and annunciations display.
NOTE
The symbology shown later in this sub-section is for identification purposes only.

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■ Enroute symbology
The enroute display provides situational awareness and flight director information to
the pilot during enroute operations. FMS information is also available. This is the
default display when the airplane is in air.
A typical representation of the symbology for the Enroute display is shown in the
figure.
FIGURE 02-34-40-10 - ENROUTE SYMBOLOGY

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DGT94085 ISSUE 14
SYMBOL ID# SYMBOL ID#
Airplane Reference 1 Digital Distance Data 22
Horizon Line 2 Airspeed Scale 23
Flight Path 3 Selected Airspeed Bugs 24
Flight Path Acceleration 4 Indicated Mach Digital Readout 25
Pitch Scale 5 Altitude Scale 26
Roll Scale and Pointer 6 Odometer / Altitude Drum 27
Conformal Heading Scale and 7 28

Baro Pressure Setting
Index
Conformal Selected Heading Bug 8 Selected Altitude 29
Partial Compass Rose 9 Digital Vertical Speed 30
Selected Heading Bug 10 Flight Director Guidance Cue 31
Heading Source 11 Autopilot Status 32
Digital Selected Heading / Track 12 FMS Annunciations 33
Slip / Skid Indicator 13 FD Lateral Capture Mode 34
Navigation Source 14 FD Lateral Arm Mode 35
Digital Selected Course / Desired 15 36

FD Vertical Capture Mode
Track
Selected Course Arrow 16 FD Vertical Arm Mode 37
Conformal Selected Course Bug 17 Wind Speed and Direction 38
VNAV Scale / VNAV Pointer 18 Autothrottle Annunciations 39
Lateral Deviation Indicator 19 Flight Path Command 40
TO Waypoint 20 Track Angle Pointer 41
To / From Indicator 21 Air Brake Annunciations 42

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■ Take-off symbology
The visual take-off display provides situational awareness to the pilot during the
takeoff roll without active guidance.
This display is invoked when the airplane is not configured for guided take-off. A
typical representation of the symbology for the visual takeoff display is shown in the
following figure.
FIGURE 02-34-40-11 - VISUAL TAKE-OFF SYMBOLOGY

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DGT94085 ISSUE 14
SYMBOL ID#
Rotation Symbol 1
Airspeed Reference Bugs 2
Speed Reference Table 3
Longitudinal Acceleration 4
Ground Lateral Deviation Scale / Pointer 5

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■ Approach symbology
This display is invoked when an ILS approach mode is active.

The HUD 3 and HUD 2 symbology are identical.
The CAT 2 symbolgy is similar to HUD 3/2 symbology with the following
differences:
- Approach guidance cue and Flare command are removed at AutoPilot
desengage.
- Idle Message does not show.
- No HGS Warning Annunciation.
The CAT 1 symbolgy is similar to HUD 3/2 symbology with the following
differences:
- Approach guidance cue is removed below 150 feet AGL.
Both CAT II and CAT III approaches require authorisation and training.

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A typical representation of the symbology for the HGS Approach display in HUD 3
mode is shown in the figure.
FIGURE 02-34-40-12 - APPROACH SYMBOLOGY

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SYMBOL ID#
Glideslope Reference Line 1
Glideslope Deviation Line 2
Swinging Localizer 3
Synthetic Runway 4
Marker Beacons 5
Speed Error Tape 6
Digital Airspeed 7
Digital Barometric Altitude 8
Digital Radio Altitude 9
Digital Decision Height 10
Minimum Height Alert 11
Approach Mode Annunciations 12
Flare Command (HUD 2 or HUD 3 only) 13
HGS Approach Guidance Cue 14
Idle Message (HUD 2 or HUD 3 only) 15
HGS Warning Annunciations (HUD 2 or HUD 3 16

only)
Thrust director cue 17
The HGS Approach Guidance Cue symbol is different according the HGS
capability:
- If HGS is capable of HUD 2/3, the Guidance Cue is controlled by the HGS
Computer:
- If HGS is not capable of HUD 2/3, the Guidance Cue is controlled by the pitch
and roll command signals from the Automatic Flight Control System (AFCS):

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■ Unusual attitude display
During unusual attitudes (same triggering logics as the head down ADI), the HGS
display will automatically switch to a format designed for recognition and recovery
assistance. When the airplane attitude is restored to a stable condition, the display
format is returned to the operating display format. A typical representation of the
symbology for the unusual attitude display is shown in the figure.
FIGURE 02-34-40-13 - UNUSUAL ATTITUDE DSIPLAY
During unusual attitudes, the infrared image (EVS), if displayed, is automatically

removed.

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ISSUE 14 DGT94085
■ Flags and reversion annunciation display
A typical presentation of the failure flags / comparator flags / reversion

annunciations is shown in the figure.
FIGURE 02-34-40-14 - FLAGS AND REVERSION ANNUCIATION

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DGT94085 ISSUE 14
SYMBOL ID#
Alternate Source Selection 1
Longitudinal Acceleration Fault 2
Airspeed Fault 3
Attitude Fault 4
Barometric Altitude Fault 5
Combiner Alignment Message 6
Attitude Comparator 7
Heading Comparator 8
Altitude Comparator 9
Airspeed Comparator 10
Localizer Comparator 11
Glideslope Comparator 12
Radio Altitude Comparator 13
Flight Director Fault 14
Glideslope Fault 15
Heading Fault 16
Localizer Fault 17
Navigation Source Fault 18
Radio Altitude Fault 19
Vertical Speed Fault 20
Flight Path Comparator 21
Thrust director fault 22

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■ Advisories and annunciation display
Typical presentations of advisories and annunciations are shown in the figure.
FIGURE 02-34-40-15 - ADVISORIES AND ANNUCIATION

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DGT94085 ISSUE 14
SYMBOL ID#
Pitch Chevron 1
Conformal Selected Track Bug 2
Conformal Track Angle Pointer 3
Selected Track Bug 4
Track Pointer 5
Angle of Attack Limit 6
Slip/Skid Indicator 7
Excessive Glideslope Deviation 8
Excessive Localizer Deviation 9
Minimum Descent Altitude Pointer 10
FMS VNAV Target Altitude Readout / Pointer 11
Digital Minimum Descent Altitude 12
Minimum Descent Altitude Alert 13
Low Bank Limit Arc 14
TCAS Resolution Advisory Box 15
Windshear / Ground Proximity Annunciations 16
Flare Cue 17
FMS Selected Airspeed 18

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HUD symbology - Supplementary Information
Symbols description and illustrations are grouped under each chapter according to:
- Mode annunciations and roll scale,
- Attitude Direction Indicator,
- Airspeed,
- Altitude,
- Horizontal Situation Indicator and navigation data.
FIGURE 02-34-40-16 - HUD SYMBOLOGY
■ Mode annunciations and roll scale
FIGURE 02-34-40-17 - ANNUNCIATIONS AND ROLL SCALE

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DGT94085 ISSUE 14
■ ADI symbols group
Navigation mode
FIGURE 02-34-40-18 - ADI IN NAVIGATION MODE
Take-off mode
FIGURE 02-34-40-19 - ADI IN TAKE-OFF MODE

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ISSUE 14 DGT94085
Approach mode
FIGURE 02-34-40-20 - ADI IN APPROACH MODE WITH HGS CAPABLE OF HUD 2/3

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■ Airspeed symbols group
FIGURE 02-34-40-21 - AIRSPEED SYMBOLS GROUP
FIGURE 02-34-40-22 - AIRSPEED SYMBOLS GROUP IN TAKE-OFF MODE

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FIGURE 02-34-40-23 - SPECIFIC AIRSPEED SYMBOLS

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■ Altitude symbols group
FIGURE 02-34-40-24 - ALTITUDES SYMBOLS GROUP

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■ Navigation and HSI symbols group
FIGURE 02-34-40-25 - NAVIGATION AND HSI SYMBOLS GROUP
FIGURE 02-34-40-26 - SYMBOLS DISPLAYED IN APPROACH MODE
ADI window
The below description is only applicable for airplane equipped with HGS capable of HUD
2/3.
FIGURE 02-34-40-27 - HUD APPROACH MODE ANNUNCIATION

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DGT94085 ISSUE 14
When HUD2 or HUD3 mode approach is active the following annunciations are displayed
in ADI:
- HUD white annunciation is displayed to indicate the flight director is being driven by
the HGS and not AFCS.
- Approach mode annunciation:

o HUD 2 (HUD 3) is displayed in green if the HUD CAT2 (respectively HUD CAT3)
conditions are valid,
o HUD 2 (HUD 3) is displayed in amber if the conditions are not valid and radio
altitude is above 200 ft,
o HUD 2 (HUD 3) is displayed in red if the conditions are not valid and the radio
altitude is below 200 ft.
- HUD condition:
o is displayed as reminder for the pilot to reduce the airplane thrust levers to
idle for touchdown. If active, the Auto-Throttle reduce the thrust levers to idle.
o is displayed as a reminder for the pilot to initiate flare.
o is displayed below 500 feet AGL when HUD2 or HUD3 capability is lost,
or if approach and landing tolerance is out of tolerance.
, and are displayed flashing for 10 sec then they are steady.
FIGURE 02-34-40-28 - IDLE, FLARE, APPR WARN ANNUNCIATIONS

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ISSUE 14 DGT94085
SYSTEM PROTECTION
SYSTEM MONITORING
The Head up Guidance System monitors:

- The proper operation of the HGS computer and OHU hardware and software,
- The critical symbols,
- The combiner glass alignment.
The critical symbol monitor tests the integrity of the HGS display path by monitoring the
displayed position of 10 selected critical symbols:
- Airplane reference,
- Horizon line,
- Flight path,
- Ground roll reference,
- HGS ground roll guidance cue,
- HGS approach guidance cue,
- Unusual attitude airplane reference,
- Unusual reference horizon line,
- Test symbol,
- Speed error tape.
The critical symbol monitor indicates a failure if a symbol’s measured deviation from the
expected position or the deviation between the calculated sensor value and the actual
sensor input value exceeds a specified tolerance.
The system response to this fault detection is either the blanking of the entire display, or the
removal of the individual critical symbol from the display.
An optically combiner alignment detector using an LED and two detectors continuously
measures the angle of the combiner glass. An advisory CAS message and HUD
annunciation are displayed if the combiner misalignment error gets outside the acceptable
range. The CAS message can be displayed only during CAT2 or HUD 2/3 approach.

F2000EX EASY 02-34-40
DGT94085 ISSUE 14
CIRCUIT BREAKER
The Head-up Guidance System is protected by conventional trip-free circuit breakers

located above the overhead panel.
FIGURE 02-34-40-29 – HGS BREAKERS

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ISSUE 14 DGT94085
ABNORMAL OPERATION
CAS MESSAGES
During CAT2, HUD2 or HUD3 approach, the HUD

ALIGN COMBINER
combiner is not within alignment tolerances.
LH pilot and RH pilot ILS course is different during

CHECK COURSE
HUD2 or HUD3 approach.
HGS capable of HUD 2/3 is not received runway data,

CHECK HUD SETUP
localizer track and glideslope angle.
LH pilot and RH pilot radio altimeter source is the same

CHECK RA SOURCE
during HUD2 or HUD3 approach.
During HUD3 approach the altitude is below 1000 ft

DISENGAGE AP USE HUD
and the AutoPilot is engaged.
HGS is not capable of HUD 2/3 while HUD2 or HUD3

HUD 2/3 NOT AVAIL
approach mode is selected.
HUD FAIL HGS is failed.

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CODDE 1 PAGE 1 / 22
ENHANCED FLIGHT VISION SYSTEM
DGT94085 M2308 ISSUE 14
GENERAL
INTRODUCTION
The Enhanced Flight Vision System (EFVS) is an enhancement of the existing HGS system
(only the HGS capable of HUD 2/3). In case of poor visibility or night condition, the EFVS
improves the perception of external environment.
The expected gain of EFVS (i.e. ability for the LH pilot to see the environmrnt details -
through infrared image - before the RH pilot - through natural vision) depends on the
ambient conditions:
AMBIANT CONDITIONS EXPECTED BENEFIT

Clear night Clear view of outside world, great contrast
Dry obscurants (haze, smoke) Very good view of outside world
Hight moisture, low visibility conditions
Slight gain: 10 to 50 ft or few seconds
(moderate fog, moderate rain)
Very high moisture, low visibility conditions
No gain
(heavy fog, heavy rain)
Although most of the time the scene is viewed first by the LH pilot through the EVS image,
the real scene is generally seen first by the RH pilot. Thanks to the automatic fading, the LH
pilot will normally see the real scene before reaching the approach minima:
- In night conditions: vehicles, obstacles, environment and airport features are visible in
the image provided there is enough infrared contrast (image is weather dependant).
EVS image is mainly valuable on dimmed terrains and in mountainous areas.
- In day conditions: with the conditions listed in the table above, lights are the main
features which are visible in the HGS combiner.
The EFVS has the ability to display an image from the forward looking infrared camera on
the HGS combiner as well as on the MDU.
The system components consist in an Infrared Sensor Unit (ISU), an external InfraRed
Window (IRW), sensor controls and an Airplane Identification Tag (AIT), in addition to the
regular HGS components.

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ISSUE 14 M2308 DGT94085
FLIGHT DECK OVERVIEW
Controls

- HGS combiner,
- Pushbutton on the yoke,
- Rotary switch pushbutton on the instrument panel.
Indications

- On the Head Up Display (HUD) combiner,
- On the VIDEO window,

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DGT94085 M2308 ISSUE 14

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ISSUE 14 M2308 DGT94085
SOURCES

ISU LH bus A1
IRW power LH bus A1
EQUIPMENT LOCATION
The ISU and the IRW are installed in the nose cone upper part under a fairing.
FIGURE 02-34-41-01 – NOSE CONE WITH EFVS

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DGT94085 M2308 ISSUE 14
DESCRIPTION
The Enhanced Flight Vision System (EFVS) has the ability to display an image of the real
world scene in raster format on the HGS combiner as well as on the MDU. This image is
generated by an Infrared Sensor Unit (ISU), which is installed in the nose of the airplane. The
infrared image is scaled, aligned, and adjusted (as required, during initial installation) to
overlay the real world scene as viewed through the HGS combiner. The ISU provides an
image of at least certain runway features (landing lights) and some features of the
surrounding terrain and obstacles. The general intent of providing this type of image to the
pilot is enhanced situational awareness at night and in certain low visibility environmental
conditions.
The infrared sensor image can be selected for display on the HGS combiner and /or MDU
anytime the pilot desires additional situational information.
FIGURE 02-34-41-02 – PRINCIPLE DIAGRAM
The general intent of providing this type of image to the pilot is enhanced situational
awareness at night and in certain low visibility environmental conditions.
During taxiing and take-off the EFVS provides an image of taxiway and runway lights, other
airplane and ground vehicles, as well as other ground features that can be recognized by the
pilot.
During approach and landing the EFVS provides an image of the runway environment, other
airplane and ground vehicles, and ground features.

02-34-41 F2000EX EASY
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ISSUE 14 M2308 DGT94085
PHASE OF FLIGHT INTENDED FUNCTION
Ramp / Taxi Improve the perception of ground marking, lightings,

obstacles, incursion other vehicles.
Improve the perception of runway axis and possible
Take-off
runway incursions.
Improve the perception of surrounding terrain (mountain,
Climb / Descent
coast ….)
Cruise No intended function
Improve the perception of surrounding environment
Approach, Landing (terrain, airport configuration …), and additional means
to acquire the runway reference.
Improve the perception of runway axis, taxiways and
Rollout
possible incursions.
INFRARED SENSOR UNIT:
The Infrared Sensor Unit (ISU) is the key component of the system responsible for
generating the infrared video image. The Infrared Sensor Unit creates a raster format video
image representative of the infrared scene from the nose of the airplane.
INFRARED WINDOW:
The airplane specific InfraRed Window (IRW) is mounted in the airplane to protect the ISU
from the elements, maintain the integrity of the fuselage and allow the scene's infrared
energy to pass through the window and reach the ISU. The IRW includes the window flange
and a connector for installation on specific airplane. The IRW is fitted with an integral
heating element to prevent fogging and icing of the window. The power to this heating
element is controlled by the ISU.
The IRW is fitted with 2 temperature sensors and with a thermal cut off device that switch off
the heating of the IRW when its temperature is above 80°C.
AIRCRAFT IDENTIFICATION TAG:
The Airplane Identification Tag (AIT) is used to identify that the ISU is installed in an
authorized application.

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DGT94085 M2308 ISSUE 14
CONTROL
Crew has control on the Enhanced Flight Vision System through:

- EVS kill / dim pushbutton on the pilot yoke,
- Rotary switch pushbutton on the instrument panel
FIGURE 02-34-41-03 - EFVS CONTROLS LOCATION

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ISSUE 14 M2308 DGT94085
Controls on HGS combiner
FIGURE 02-34-41-04 - EVS CONTROLS
There are 2 control potentiometers (BRighTness and CONTRAST) which are mounted
concentrically on the same shaft on the combiner and wired to the HGS system only.
Adjustment of these display parameters on the IR image are performed by the HGS.
Both potentiometers have 270 degrees of rotation movement, with fixed stops at the
lower and higher ends of their range. This is different from the main HGS display
brightness control, which is a single continuously rotating knob.
The HUD symbology is the master brightness control and the EVS image is the slave: the
EVS image brightness "follows" the HUD symbology brightness and its level is limited by
the symbology brightness. In AUTO mode (SYMBOLOGY control), both EVS image and
symbology brightness evolve with the ambient light.
It is recommended to adjust HUD symbology brightness first, then the EVS image
brightness.

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DGT94085 M2308 ISSUE 14
CONROL FUNCTION DISPLAY
Rotation of the VIDEO BRT

(brightness) control knob clockwise
increases the brightness of the video
image, Rotation counter-clockwise
decreases it.
Video The image is displayed with a

Brightness minimum of 6 shades of luminance at
Control any given brightness level. The
maximum background luminance in
which the video image is to display is
1,100 foot-lamberts. The minimum
background luminance in which the
video image is to display is 0.5 foot-
lamberts.
Video Rotation of the VIDEO CONTRAST

Contrast control knob clockwise increases the
Control contrast of the video image, rotation
counter-clockwise decreases it.

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ISSUE 14 M2308 DGT94085
FIGURE 02-34-41-05 - EVS CONTRAST LOGIC
■ Automatic fading
The EVS image in the HGS combiner is automatically dimmed at

BARO MIN + 50 ft unless no value has been entered for Baro Min in the Flight
Management Window (FMW). The LH pilot can restore the EVS image at the
normal level by depressing the EVS pushbutton on the yoke twice:
- As soon as ground speed becomes lower than 40 kt after landing, or
- As soon as another vertical mode than GA is engaged (i.e. PTH / VPTH, VS,
CLB / VCLB, ASEL / VASEL, ALT / VAL) and above 100 ft HAT.
When one of those two conditions here above is satisfied EVS annunciation flashes
until the pilot depresses the EVS pushbutton once.

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DGT94085 M2308 ISSUE 14
EVS rotary switch pushbutton on the instrument panel.
The EVS rotary switch pushbutton is installed on the instrument panel located on a plate
accessible by both pilots.
FIGURE 02-34-41-06 – EVS ROTARY SWITCH PUSHBUTTON
This rotary switch pushbutton allows controlling the cryogenic cooler and the calibration
display.
NOTE
EVS knob may be seen with difficulty when glareshield is dimmed at night.
The ISU uses a cryogenic cooler for best sensitivity and maximum performance of the
detector. The cryogenic cooler, controlled by the electronics inside the ISU, starts cooling
upon a cool down command from the pilot. A two position rotary switch for the control of
the ISU gain and cryogenic cooler ON/OFF:
- OFF: the cryogenic cooler of the ISU is OFF.
- ON: the cryogenic cooler of the ISU is ON, the ISU gain is set to automatic gain
selection.
A pushbutton located on the top of the EVS rotary switch allows to:
- Correct of non uniformities:
o A short calibration is recommended as soon as a bad image quality is perceived
(trails, excessive saturated image, etc…).
o A long calibration is recommended to obtain a good image quality or when two
consecutive short calibrations have failed. It is also recommended at the beginning
of each approach (if sensor is already ON, refer to CODDE 2 procedure).
- Adapt the scene in front of it for a better image quality.
A long calibration is automatically performed when the camera cooler is manually
switched ON.

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ISSUE 14 M2308 DGT94085
SHORT CALIBRATION LONG CALIBRATION
OBJECTIVE To recover the best image To obtain a good image

quality. quality.
A short depress (< 3 sec.) on

A long depress (> 3 sec.) on
the CAL pushbutton.
ACTIVATION the CAL pushbutton.
Image is removed when
Image is released at 3 sec.
pushbutton is released.
TIME TO PERFORM
(image is not available 7-10 sec. 15-20 sec.
during this delay)
During calibration, CAL annunciation is displayed in the upper left corner of the HUD and
the EVS image is removed.
EVS kill / dim pushbutton on the pilot yoke
The EVS kill / dim pushbutton located on the yoke allows instantly displaying or removing
the EVS image from the HGS combiner.
FIGURE 02-34-41-07 - EVS KILL / DIM PUSHBUTTON
When the unusual attitudes are displayed on the HGS combiner, the EVS image is
automatically removed.
When the correct attitudes are recovered the LH pilot can select the EVS image with the
EVS kill / dim pushbutton.

F2000EX EASY 02-34-41
DGT94085 M2308 ISSUE 14
INDICATION
Display on the Combiner
The EVS mode annunciation on the combiner is surrounded in red:
FIGURE 02-34-41-08 – EVS MODE ANNUNCIATION

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ISSUE 14 M2308 DGT94085
There are up to 2 lines of text displayed as the EFVS mode annunciation:

- The upper line is displayed with large size characters,
- The lower line is displayed with small size characters.
INDICATION FUNCTION
EFVS is not installed on the airplane or EFVS

is OFF.
EFVS is ready to be used and EVS image is

not displayed in HGS combiner (EFVS is not
in initialization or standby mode).
Although EVS annunciation is displayed, no
EVS image is displayed in the HGS combiner
in that case.
EVS image is displayed in HGS combiner.
NOTE
Do not confuse "EVS" and "EVS ●" annunciations which look similar but have different
meanings.

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DGT94085 M2308 ISSUE 14
INDICATION FUNCTION
EVS image is not displayed until the detector

has reached the operating temperature
needed to display a valid image.
The digits displayed below EVS label give the
time to recover image in minutes and seconds
ISU is updating the correction parameters that

are used to correct the image for display
(calibration function).
During this process EVS image is not
displayed.
EVS image is not displayed due to ISU fault :

- Shutdown: an internal sensor determines
that the internal ISU temperature has
exceeded its maximum threshold of
80°C, or.
- Failsafe: a critical fault is detected by the
ISU system, or
- Image degraded: The calibration function
is not completed successfully. The ISU
continues to perform the image
generation functions and maintain the
The NO EVS label flashes during 10
cryogenic cooler at the operating
seconds and becomes steady.
temperature.

02-34-41 F2000EX EASY
ISSUE 14 M2308 DGT94085
Display on the MDU
The IR Video transmitted by the IR sensor is displayed (sensor IR image without any
symbology or modes annunciations added) on the MDU in the video window.
The IR video is connected from the sensor unit to the video module located in the MAU
and then is displayed in the video window in 2/3 format in the MDU (upper or lower) as
commanded by the crew members.
FIGURE 02-34-41-09 – EVS DISPLAYED IN THE VIDEO WINDOW
 Refer to CODDE 1 / 02-34-26 WINDOWS AND ASSOCIATED TABS: VIDEO WINDOW

sub-section for video window description.

F2000EX EASY 02-34-41
DGT94085 M2308 ISSUE 14
Visual interference
■ Blooming effect
Blooming effect may be observed during the final part of some approaches (below
400 ft):
- In very poor weather conditions (fog, snowfall, rainfall) or when breaking out of
the clouds near the approach lights,
- Equipped with a category II lighting systems.
It may appear suddenly in the bottom of the combiner and mask the external view
(1/3 bottom of the combiner), and some symbologies (RA and raw data).
FIGURE 02-34-41-10 BLOOMING EFFECT

02-34-41 F2000EX EASY
ISSUE 14 M2308 DGT94085
■ Roman Candle
Roman candle may be observed in moderate to heavy rainy conditions, for all the
phases of flight when the water droplets streak. This depends on water droplet size
and intensity.
Streaks of water (big droplets) appeared like a series of vertical lines flowing
outward from the bottom of the screen to the top of the screen.
It may completely obscure the external view (especially in the 1/3 bottom area of
the image).
FIGURE 02-34-41-11 ROMAN CANDLE

F2000EX EASY 02-34-41
DGT94085 M2308 ISSUE 14
■ Hot spots
Hot spots may be observed with precipitation.
FIGURE 02-34-41-12 HOTS SPOTS
■ Las Vegas effect
Las Vegas effect (maze of lights) may be observed around hot spots flowing in a
moving scene (lights during take off or approach, neon sign in approach).

02-34-41 F2000EX EASY
ISSUE 14 M2308 DGT94085
■ Persistant image
Persistent images may be observed when the airplane is facing the sun or sunlit
objects and the scene changes.
Persistant image can be erased by a long calibration.
FIGURE 02-34-41-13 PERSISTANT IMAGE
■ Burlap
Burlap effect may be observed in the MDU in low-contrast images when the scene
temperature is greatly different from that during the last calibration.
Burlap effect can be erased by a long calibration.

F2000EX EASY 02-34-41
DGT94085 M2308 ISSUE 14
SYSTEM PROTECTION
CIRCUIT BREAKER
The Enhanced Flight Vision System is protected by conventional trip-free circuit breakers
located above the overhead panel:
- EFVS CTRL circuit breaker (5 A) protect ISU,
- WINDOW POWER circuit breaker (20 A) protect IRU.
FIGURE 02-34-41-14 – EFVS BREAKERS

02-34-41 F2000EX EASY
ISSUE 14 M2308 DGT94085
ABNORMAL OPERATION
CAS MESSAGES
EVS FAIL EVS camera is failed.

The infrared window anti-icing system does not work
EVS: A/I FAIL properly. The expected target temperature of the
window cannot be reached.

F2000EX EASY 02-34-41A
CODDE 1 PAGE 1 / 20
DGT94085 M-OPT006 ISSUE 14
GENERAL
INTRODUCTION
The Enhanced Flight Vision System (EFVS) is an enhancement of the existing HUD 2/3
capable HGS. In case of poor visibility or night condition, the EFVS improves the perception
of external environment.
The expected gain of EFVS (i.e. ability for the LH pilot to see the environmrnt details -
ambient conditions:
AMBIANT CONDITIONS EXPECTED BENEFIT

High moisture, low visibility conditions
No gain
Although most of the time the runway features are viewed first by the LH pilot through the
EVS image, the real scene is generally seen first by the RH pilot. The LH pilot will normally
see the real scene before reaching the approach minima:
- In day conditions: for the conditions listed in the above table, lights are the best seen
features in the HGS combiner.
The EFVS has the ability to display an image from the forward looking infrared camera on
the HGS combiner as well as on the MDU.
The system components consist of an Infrared Sensor Unit (ISU), an external InfraRed

02-34-41A F2000EX EASY
PAGE 2 / 20 CODDE 1
ISSUE 14 M-OPT006 DGT94085
Controls

- HGS combiner,
Indications

- On the Head Up Display (HUD) combiner,

F2000EX EASY 02-34-41A
CODDE 1 PAGE 3 / 20

02-34-41A F2000EX EASY
PAGE 4 / 20 CODDE 1
SOURCES

ISU LH bus A1
IRW power LH bus A1
EQUIPMENT LOCATION
FIGURE 02-34-41-01 – NOSE CONE WITH EFVS

F2000EX EASY 02-34-41A
CODDE 1 PAGE 5 / 20
DESCRIPTION
The Enhanced Flight Vision System (EFVS) has the ability to display an image of the real
world scene in raster format on the HGS combiner as well as on the MDU. This image is
generated by an Infrared Sensor Unit (ISU), which is installed in the nose of the airplane. The
infrared image is scaled, aligned, and adjusted (as required, during initial installation) to
overlay the real world scene as viewed through the HGS combiner. The ISU provides an
image of at least certain runway features (landing lights) and some features of the
surrounding terrain and obstacles. The general intent of providing this type of image to the
pilot is enhanced situational awareness at night and in certain low visibility environmental
conditions.
FIGURE 02-34-41-02 – PRINCIPLE DIAGRAM
During taxiing and take-off the EFVS provides an image of taxiway and runway lights, other
pilot.
During approach and landing the EFVS provides an image of the runway environment, other

02-34-41A F2000EX EASY
PAGE 6 / 20 CODDE 1

Take-off
runway incursions.
Climb / Descent
coast ….)
Rollout
INFRARED WINDOW:

F2000EX EASY 02-34-41A
CODDE 1 PAGE 7 / 20
CONTROL

FIGURE 02-34-41-03 - EFVS CONTROLS LOCATION

02-34-41A F2000EX EASY
PAGE 8 / 20 CODDE 1
FIGURE 02-34-41-04 - EVS CONTROLS
Adjustment of these display parameters on the EVS image are performed by the HGS.
brightness.

F2000EX EASY 02-34-41A
CODDE 1 PAGE 9 / 20
CONROL FUNCTION DISPLAY

decreases it.

lamberts.

FIGURE 02-34-41-05 - EVS CONTRAST LOGIC

02-34-41A F2000EX EASY
FIGURE 02-34-41-06 – EVS ROTARY SWITCH PUSHBUTTON
display.
upon a cool down command from the pilot.
A three position rotary switch for the control of the ISU mode and cryogenic cooler:
- HIGH: the cryogenic cooler of the ISU is on. ISU mode optimized to give the highest
level of details available in the EVS image in most conditions.
- LOW: the cryogenic cooler of the ISU is on. ISU mode dedicated to low visibility
operations.
When the EVS knob is set from OFF to HIGH or LOW, the sensor cool down cycle is
initiated. Cooldown takes approximately 10 minutes, during which no image can be
displayed.
- Correct a bad image quality (trails, excessive saturated image, etc…).
The calibration is initiated as soon as the switch is released.
A calibration is automatically performed when the camera cooler is manually switched on
(HIGH or LOW).

F2000EX EASY 02-34-41A
the EVS image from the HGS combiner. It also allows dimming this image.
The intended function of the kill / dim switch is to improve the ability to see through the
EVS image in the HUD in critical situations, without removing the hands from the yoke
(e.g. IMC to VMC transition, taxiing at night, etc.).
FIGURE 02-34-41-07 - EVS KILL / DIM PUSHBUTTON
automatically removed. When the correct attitudes are recovered the LH pilot can select
the EVS image with the EVS kill / dim pushbutton.
The EVS kill / dim pushbutton has no effect on the EVS image displayed in the MDU, it
only affects the EVS image in the HUD:
- A short depress (< 800 ms) on the EVS pushbutton allows:
o Removing the EVS image,
o Restoring the EVS image (if it was previously removed).
- A long depress (> 800 ms) on the EVS pushbutton allows:
o Dimming the EVS image,
o Setting the EVS image from a dimmed to a not-dimmed status,
o Restoring the EVS image to a dimmed status (if it was previously removed)
Dimming or un-dimming the EVS image will take 1 second, per design, whereas killing or
restoring the image will be instantaneous.

02-34-41A F2000EX EASY
EVS IMAGE DISPLAYED
Long
Long
Short
EVS IMAGE DIMMED

Short
Short
Long
NO EVS IMAGE
FIGURE 02-34-41-08 - HUD EVS IMAGE KILL / DIM SWITCH LOGICS

F2000EX EASY 02-34-41A
INDICATION
At any time, whenever the EVS is operating, the LH pilot can display, dim or remove the
EVS image on the HGS combiner. The EVS image is combined with the HGS symbology.
FIGURE 02-34-41-09 – EVS IMAGE DISPLAYED ON THE HGS COMBINER (WITH HUD SUN VISOR
INSTALLED)
The HUD sun visor can also be used when the EVS is used. This HUD sun visor can be
clipped by the pilot on the concave surface of the glass of the combiner via three nylon
clips. HUD sun visor is intended to be used for all phases of flight, including approach.
FIGURE 02-34-41-10 – HUD SUN VISOR

02-34-41A F2000EX EASY
The EVS mode annunciation is displayed in the upper left corner of the HUD:
FIGURE 02-34-41-11 – EVS MODE ANNUNCIATION
There are up to 2 lines of text displayed as the EFVS mode annunciation:

INDICATION FUNCTION
EFVS is not installed on the airplane or EFVS is

OFF.
EFVS is ready to be used and EVS image is not

displayed in HGS combiner (EFVS is not in
initialization or standby mode).
Although EVS SBY annunciation is displayed, no
EVS image is displayed in the HGS combiner in
that case.

F2000EX EASY 02-34-41A
INDICATION FUNCTION
EVS image is displayed and not dimmed.
EVS image is displayed and dimmed.
EVS image is not displayed until the detector has

reached the operating temperature needed to
display a valid image.
ISU is updating the correction parameters that are

used to correct the image for display (calibration
function).
During this process EVS image is not displayed.

- Shutdown: an internal sensor determines that
the internal ISU temperature has exceeded
its maximum threshold of 80°C, or.
- Failsafe: a critical fault is detected by the ISU
system, or
- Image degraded: The calibration function is
not completed successfully. The ISU
The NO EVS label flashes during continues to perform the image generation
10 seconds and becomes steady. functions and maintain the cryogenic cooler
at the operating temperature.

02-34-41A F2000EX EASY
Display on the MDU
FIGURE 02-34-41-12 – EVS DISPLAYED IN THE VIDEO WINDOW
 Refer to CODDE 1 / 02-34-26 WINDOWS AND ASSOCIATED TABS: VIDEO WINDOW

sub-section for video window description.

F2000EX EASY 02-34-41A
Visual interference
Roman candle may be observed in moderate to heavy rainy conditions, for all the phases
of flight when the water droplets streak. This depends on water droplet size and intensity.
Streaks of water (big droplets) appeared like a series of vertical lines flowing outward
from the bottom of the screen to the top of the screen.
It may completely obscure the external view (especially in the 1/3 bottom area of the
image).
FIGURE 02-34-41-13 ROMAN CANDLE
FIGURE 02-34-41-14 HOTS SPOTS

02-34-41A F2000EX EASY
SYSTEM PROTECTION
CIRCUIT BREAKER
The Enhanced Flight Vision System is protected by conventional trip-free circuit breakers
located above the overhead panel:
- EFVS CTRL circuit breaker (5 A) protect ISU,
- WINDOW POWER circuit breaker (20 A) protect IRU.
FIGURE 02-34-41-15 – EFVS BREAKERS

F2000EX EASY 02-34-41A
ABNORMAL OPERATION
CAS MESSAGES


02-34-41A F2000EX EASY

F2000EX EASY 02-34-42
CODDE 1 PAGE 1 / 10
RADIO-NAVIGATION
DGT94085 ISSUE 18
INTRODUCTION
The radio-navigation system provides ILS, VOR, VOR-DME, VORTAC, TACAN and ADF
tuning and information for navigation purposes.
The second ADF is optional on the F2000S.

02-34-42 F2000EX EASY
PAGE 2 / 10 CODDE 1
RADIO-NAVIGATION
ISSUE 18 DGT94085
Display and tuning of frequencies is done through the Cursor Control Device (CCD), or the
- The NAV / ADF tab of the RADIOS window,
- The I-NAV window,
- The Waypoint list window.

The Permanent Radio Bar of the HSI enables the control and the display of the radio
navigation frequencies:
- The radio navigation source can be selected through a drop down menu: NAV or
ADF.
- The NAV preset (or ADF active) frequency tuning and swapping is done through the
CCD or MKB
FIGURE 02-34-42-01 PULL DOWN MENU FOR NAV SELECTION (LEFT HAND PRB)

F2000EX EASY 02-34-42
CODDE 1 PAGE 3 / 10
RADIO-NAVIGATION
DGT94085 ISSUE 18
RADIOS WINDOW
Through the NAV/ADF tab, the radios window provides the access to NAV/ADF
frequencies and modes selection.
The NAV preset (or ADF active) frequency tuning and swapping is done through the
CCD or MKB.
NAV 1 DME-
Hold check box
NAV 1 active
frequency
NAV 1 AUTO
mode check box
NAV 1 preset
frequency
NAV 2 DME-
Hold check box
NAV 2 active
frequency
NAV 2 AUTO
NAV 2 preset mode check box
frequency
ADF 1 menu
ADF 1 active (active mode
frequency selection)
ADF 2 menu
(active mode
selection)
ADF 2 active frequency
FIGURE 02-34-42-02 NAV / ADF TAB ON THE RADIOS WINDOW
On F2000S without ADF2 option, the ADF2 data is not displayed.
NOTE
Only the NAV preset frequency can be tuned. To activate this frequency, it must be swapped
with the active frequency.
Only the active ADF frequency can be tuned.
If the frequency is out of range, the field flashes in reverse video cyan for a few seconds and
then reverts back to previous value.

02-34-42 F2000EX EASY
PAGE 4 / 10 CODDE 1
RADIO-NAVIGATION
ISSUE 18 DGT94085
To tune and swap the NAV preset (or tune ADF active) frequency:
- Click on the NAV preset frequency box
- The outer ring for units
- The inner ring for decimals,
- Push the ENTER pushbutton on the CCD to swap the NAV active frequency with the
preset frequency.
- +
FIGURE 02-34-42-03 NAV FREQUENCY CHANGE

F2000EX EASY 02-34-42
CODDE 1 PAGE 5 / 10
RADIO-NAVIGATION
DGT94085 ISSUE 18
Pushing the NAV (or ADF) short-cut on the MKB, moves the CCD cursor on the
Permanent Radio Bar on :
- NAV1 (or ADF1) on the left hand PDU
- NAV2 (or ADF2) on the right hand PDU.
If NAV (1 or 2) is not already displayed, it is automatically displayed.
VHF2 VHF1
V HF HF SAT AT C AD F NA V
121.50 121.50
TER R G /S GAIN
AT C
TR FC CR S 121.85 121.85
INH IB INH IB TC AS
AUTO TILT
NAV2 ADF1
STBY SECT S HO W DIR TO
ID OFF
OVRD 109.70
108.75 417.5
HSI RANGE ATC1 ALTOF ATC1 TA/RA
1505
1277 or 1267
1277
FIGURE 02-34-42-04 MKB SHORT-CUT TO NAV OR ADF
The MKB can be used to tune and swap the NAV active frequency:
- Push the SWAP button on the MKB to swap the NAV Active frequency with the preset
frequency.

Pushing the BKUP/NAV short-cut on the MKB, automatically displays the RADIO window
with NAV/ADF tab in the lower 1/6 window of the on-side PDU. It also moves the cursor
to the corresponding NAV frequency field.
FIGURE 02-34-42-05 MKB SHORT-CUT TO BKUP/NAV

02-34-42 F2000EX EASY
PAGE 6 / 10 CODDE 1
RADIO-NAVIGATION
ISSUE 18 DGT94085
I-NAV WINDOW
The lateral map supports the ability to tune NAV radios frequency.
FIGURE 02-34-42-06 NAV / ADF GRAPHICAL TUNING
The pilot can tune a NAV/ADF frequency by clicking on the desired object in the I-NAV
window and selecting the Tune NAV 1 (or ADF1) / Tune NAV 2 (or ADF2) option on the
task menu.
WAYPOINT LIST
The waypoint list supports the ability to tune NAV/ADF radios frequency through the task
menu. The selected NAVAID should be a part of a flight plan.

F2000EX EASY 02-34-42
CODDE 1 PAGE 7 / 10
RADIO-NAVIGATION
DGT94085 ISSUE 18
RADIO-NAVIGATION MODES
NAV MODES
Several modes are available for the NAV setting: DME-H, AUTO and Marker.
DME-H mode
This function holds a DME station frequency by storing it in memory, making selection of
another NAV frequency possible. When selected, a green H and the frequency of the
held station will appear below the DME-H field.
DME-H selection is memorized after shut-down.
FIGURE 02-34-42-07 DME HOLD
AUTO mode
The AUTO mode enables the FMS to automatically tune a NAV frequency. No pilot
interaction is required.
By default AUTO mode is not selected. To activate auto-tune, the “AUTO” mode must be
selected and VOR CDI must be deselected in the HSI bar. The DME distance is not
displayed. When auto-tune is activated, "AUTO" indication is displayed in the permanent
radio bar.
Pressing the CRS shortcut on the MKB deactivates the auto-tune. The auto-tune function
is automatically resumed as soon as the VOR CDI is deactivated.
During auto-tuning, the FMS tunes:
- The VOR of the TO WAYPOINT (if one exists).
- The ILS, only when a procedure associated with an ILS is selected (CAT I, CAT II,
HUD 2 or HUD 3). The Auto mode automatically selects the VOR CDI (within 29 Nm
of the VOR) with the associated CRS on the published approach.

02-34-42 F2000EX EASY
PAGE 8 / 10 CODDE 1
RADIO-NAVIGATION
ISSUE 18 DGT94085
FIGURE 02-34-42-08 SELECTING THE AUTO MODE ON NAV1
Marker
HI or LOW marker selection sets marker sensitivity. Listening to the marker audio can be
done by pressing the MKR pushbutton on the AUDIO panel.
 Refer to sub-section 02-23-05.
ADF MODES
The ADF operates in four modes, selectable in the Mode drop-down menu:
- VOICE mode: opens the bandwidth for improved audio fidelity (not for navigation
purpose).
- BFO (Beat Frequency Oscillator) mode : adds a tone that can be heard through the
ADF receiver when the carrier is on. BFO is used to receive transmitters that do not
have the tone such as coastal or maritime stations,
- ANT mode: receives the ADF station signal only and does not compute a bearing: it is
used for station identification,
- ADF mode: receives the ADF station signal and displays the relative bearing to the
station. The bearing pointer is displayed on the LF or RH HSI (normal operation).
Voice, BFO, ANT and ADF flags are displayed at the top of the ADF box when selected.
FIGURE 02-34-42-09 ADF MODES SELECTION

F2000EX EASY 02-34-42
CODDE 1 PAGE 9 / 10
RADIO-NAVIGATION
DGT94085 ISSUE 18
NAV BACKUP TUNING (A/C EQUIPPED WITH MKB WITH CPDLC FUNCTION)
In case of loss of radio-navigation controls or radio-navigation interface, a backup tuning of

the NAV1 (NAV2) is available using the LH MKB (respectively RH MKB), via a dedicated bus
(ARINC-429) between the MKB and VDR module, passing through the NIM module.
Pressing SHIFT + BKUP/NAV pushbuttons on MKB enables the tuning of the on-side VHF
frequency.
FIGURE 02-34-42-10 NAV BACKUP TUNING (MKB WITH CPDLC FUNCTION)

02-34-42 F2000EX EASY
RADIO-NAVIGATION
ISSUE 18 DGT94085

F2000EX EASY 02-34-45
CODDE 1 PAGE 1 / 52
SURVEILLANCE
DGT94085 ISSUE 15
WEATHER RADAR
NOTE
The Honeywell Primus® 880 Digital Weather Radar System Pilot's Manual may be used as
additional reference documentations.
SYSTEM OVERVIEW
Weather radar is designed for weather detection and ground mapping.

The primary purpose of the airborne weather radar is to detect storms along the fligh path
and give the crew a visual color indication of rainfall intensity and turbulence content. After
proper evaluation, the crew can chart a course to avoid storm areas.
This radar uses a magnetron with a 10 kW nominal power output. The system consists of
WU-880 integrated RTA unit using an 18 inch antenna. The antenna provides a 5.6° radar
beam as depicted in the illustration below (depicted with a zero degree TILT).
FIGURE 02-34-45-00 - WEATHER RADAR BEAM
The weather radar range can be adjusted. The system can detect storms up to 300 NM from
the airplane. A target alert option can be activated to alert the crew when severe weather
outside of the selected range is detected.
The antenna sweep is selectable for either 120° (12 scans per minute) or 60° (24 scans per
minute). When the radar is operated by both controllers, the sweep from left to right is
controlled by the left controller. The right controller controls the right to left sweep.
When one controller is set OFF and the other controller is in an operating mode (mode other
than OFF), the side where the radar is operating controls both radar sweeps.
The antenna tilt is manually adjustable between -15° down and +15° degrees up with
respect to the horizon. When the stabilization feature is active, the antenna tilts to maintain
the line-of-sight with respect to the horizon within 30° pitch attitude limit, regardless of the
airplane attitude. The antenna can be stabilized in the pitch and roll axis through attitude
information from IRS.

02-34-45 F2000EX EASY
PAGE 2 / 52 CODDE 1
SURVEILLANCE
ISSUE 15 DGT94085
The gain is manually adjustable to set the sensitivity of the receiver. The optimum gain
setting is obtained in AUTO mode.
The weather radar can operate in any of the five following primary modes:
- OFF,
- Standby (STBY),
- Weather (WX),
- Ground mapping (GMAP),
- Test (TST).
These primary modes control operation of the radar.
Standby mode
In STBY mode, the antenna is stowed in tilt-up position and the transmitter is deactivated.
To switch the weather radar on standby, both MKB WX RADAR rotary switches must be
set to STBY.
STBY could be selected any time, to keep the system powered but not transmitting.
Test mode
In TST mode, the weather radar operates in selt-test mode. The test mode is triggered
through the TEST synoptic.
CAUTION
When the airplane is on the ground and forced standby is overridden, the radar
transmitter is on and emitting X-band microwave energy in the test mode. Refer to
“Precautions” in this section.
Weather mode
In WX mode, the radar is essentially a precipitation detector. The reflectivity of the

precipitation depends on its intensity and type. WX mode is the default mode at power-
up.

F2000EX EASY 02-34-45
CODDE 1 PAGE 3 / 52
SURVEILLANCE
DGT94085 ISSUE 15
DETECTED BY THE WX RADAR NOT DETECTED BY THE WX RADAR

- Rainfall - Light clouds, fog or wind (too small
droplets or no precipitation at all)
- Wet hail and wet turbulence
- Clear air turbulence (no
- Ice crystals, dry hail, dry snow
precipitation)
(these 3 elements only give small
reflections) - Windshear (no precipitation except
in microburst)
- Sandstorms
- Lightning (those are detected by
the LSS system, if airplane fitted)
- Volcanic ash and small dust
particules
In WX mode, the transmitter is transmitting and the antenna is scanning. The storm
intensity levels are displayed in four bright colors. Each color represents a specific level
of precipitation.
When preset gain is selected (AUTO mode), the displayed colors are calibrated to rainfall
rates. The radar is not calibrated when variable gain is being used, but calibration is
restored if Rain Eco Attenuation Compensation Technique (REACT) mode or Target
(TGT) mode is selected.
The system is calibrated as decribed below:
RAINFALL RATE COLOR
Moderate rainfall Green
1 to 4 mm/h
0.04 to 0.16 in/h
Less severe rainfall Yellow

4 to 12 mm/h
0.16 to 0.47 in/h
Heavy rainfall Red

12 to 50 mm/h
0.47 to 2 in/h
Very heavy rainfall Magenta

> 50 mm/h
> 2 in/h

02-34-45 F2000EX EASY
PAGE 4 / 52 CODDE 1
SURVEILLANCE
ISSUE 15 DGT94085
Ground mapping mode
The Ground MAPping (GMAP) mode enables to produce more returns from less
reflective targets on the ground. The TILT control is turned down until the desired amount
of terrain is displayed. The degree of down-tilt depends upon airplane altitude and
selected range.
The reflected signals from various ground surfaces are displayed in three colors:
GROUND SURFACE COLOR

Least reflective returns cyan
for standing water
Moderate returns for the Yellow

groun
Strong returns for cities Magenta

and mountains
PRECAUTIONS
Heating and radiation effects of weather radar can be hazardous to life. Personal must
remain at a distance greater than 12 feet from the radiating antenna in order to be outside
the envelope where radiation exposure levels equal or exceed 5 mW/cm².
When the airplane is on the ground, the radar emission is automatically inhibited to avoid
any potential hazard on ground personnel, unless the OVRD mode is used; in that case the
following precautions must be respected:
- Dot not operate if personnel are standing too close to the 270° forward sector of
airplane and at a distance less than 12 ft,
- Direct nose of airplane so that antenna scan sector is free of large metallic objects such
as hangars or other airplane, for a distance of 100 ft, and tilt antenna fully upwards,
- Do not operate the radar during airplane refueling operations within 100 ft.

F2000EX EASY 02-34-45
CODDE 1 PAGE 5 / 52
SURVEILLANCE
DGT94085 ISSUE 15
MKB CONTROL
The primary control for the weather radar is the WX RADAR multifunction knob. The crew
can directly access functions using the rotary switch, the inner knob allowing to set a value.
FIGURE 02-34-45-01 - WEATHER RADAR CONTROL ON MKB
- OFF: radar is off.

- STBY: the radar is powered without transmitting. It takes two minutes to warm up. When
the rotary switch is moved to STBY, a alert flashes for two minutes at the
bottom of the HSI window, then STBY is displayed steady.
- AUTO: the system automatically sets the antenna tilt and the radar gain depending on
the HSI range (the inner rotary knob does not control the gain).
- GAIN: when in this position, rotate the inner rotary knob to manually adjust the gain (the
antenna tilt does not vary).
- TILT: the weather radar is not capable of automatically tilting the beam into the wet,
lower portions of cells: thus the pilot has to manage the tilt dynamically to locate the
rainfall. In TILT position, the pilot can manually tilt the antenna, in turning the inner
rotary knob (the gain remains steady). Manual TILT mode should be exclusively used
for weather analysis.
- OVRD: airplane on the ground, the radar is transmitting. Maintain the rotary switch on
OVRD for 4 seconds to activate this mode (spring loaded position).
- SECT: in pushing the inner rotary knob, the pilot swaps the antenna scan from 120° (12
scans per minute) to 60° (24 scans per minute). At power up the default is 120°.
- HSI RANGE: adjust the range when HSI window is in ARC format.

02-34-45 F2000EX EASY
PAGE 6 / 52 CODDE 1
SURVEILLANCE
ISSUE 15 DGT94085
AUTO tilt
The AUTO tilt mode simply adjusts the 5.6° beam to the earth’s surface at the selected
HSI range, assuming that the surface is near sea level. AUTO tilt is best suited to work at
high altitude while in the weather surveillance mode; i.e. when the airplane is in cruise
and there is no weather within 100 NM. The crew menbers can then use the HSI range
knob to frequently sweep the beam down to avoid overflying any fast developing storm.
The tilt value in AUTO mode is given in the table below, depending on the selected HSI
range and the airplane altitude. Shorter range selections increase the down-tilt of the
antenna.
HSI range (NM)
50 200
Altitude (ft)
40,000 -3 0
20,000 +0.5 +1.5
Ground +4 +4
FIGURE 02-34-45-02 - AUTO TILT ANGLE (+/-1) VALUES FOR A 18" RADAR ANTENNA
NOTE
Manual TILT provides a ±15° authority, whereas the TILT knob gives ±2° control in AUTO
mode. TILT might be used in AUTO mode during cruise for quick weather analysis. A more
complete weather analysis might require the use of manual TILT.

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AUTO gain
In AUTO, the radar uses the optimum gain to detect standard thunderstorm cells (the
manual setting is available and may be used to perform in depth weather analysis).
NOTE
On ground, the weather radar automatically switches to forced standby mode (status indicates
FSBY). To exit forced standby mode, select either STBY, or OVRD (4 sec) position on the
rotary switch.
Using both controllers enables different setting.
TEST SYNOPTIC PAGE
The weather radar has a self-test mode that is engaged through the test synoptic page on
the MDU.
FIGURE 02-34-45-03 - TEST SYNOPTIC

The self-test is available only if IRS are in navigation mode.
In the self-test mode, a special test pattern (1) shows on the HSI and the INAV window. The
test pattern supplies a series of green/yellow/red/cyan/magenta/white bands to show that
the signal-to-color conversion circuits in the weather radar operate satisfactorily.

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FIGURE 02-34-45-04 - TEST PATTERN
During the test, appears on the HSI and I-NAV windows.

If the test fails:
- appears on the HSI and I-NAV windows,
- WEATHER RADAR FAIL appears in CAS area.
On ground, as long as the rotary switch is out of OFF, STBY or OVRD, displays on
the HSI and I-NAV windows. The transmitter and antenna do not work.

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SENSORS PAGE CONTROLS (WX / LSS / TAWS)
This page displays the onside radar controller status.

The Mode/Sub-Mode selections are only available for the onside scanning.
FIGURE 02-34-45-05 - WX FUNCTION
In the Mode scroll menu the pilot can select:

- WX: the radar works in weather detection mode,
- GMAP: the radar works in ground mapping mode.
FIGURE 02-34-45-06 - WX FUNCTION
Sub-modes allow to access specific radar functions.

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These sub-modes are:
- REACT (Rain Echo Attenuation Compensation Technique). As the radar energy travels
through rainfall, the raindrops reflect a portion of the energy back toward the airplane.
This results in less energy being available to detect raindrops at greater ranges. This
process continues throughout the depth of the storm, resulting in a phenomenon known
as attenuation. The amount of attenuation increases with an increase in rainfall rate and
with an increase in the range traveled through the rainfall (i.e., heavy rain over a large
area results in high levels of attenuation, while light rain over a small area results in low
levels of attenuation). Storms with high rainfall rates can totally attenuate the radar
energy making it impossible to see a second cell hidden behind the first cell. In some
cases, attenuation can be so extreme that the total depth of a single cell cannot be
shown. Without some form of compensation, attenuation causes a single cell to appear
to weaken as the depth of the cell increases. The radar incorporates attenuation
compensation (REACT) that adjusts the receiver gain by an amount equal to the
amount of attenuation. That is, the greater the amount of attenuation, the higher the
receiver gain and thus, the more sensitive the receiver. Attenuation compensation
continuously calibrates the display of weather targets, regardless of the amount of
attenuation. With attenuation compensation, weather target calibration is maintained
throughout the entire range of a single cell. The cell behind a cell remains properly
calibrated, making proper calibration of weather targets at long ranges possible.
REACT adjusts the displayed levels of affected radar returns and effectively boosts the
classification of returns that may be affected by signal attenuation. When receiver gain
is set to maximum, the REACT technology creates a cyan (blue) field that indicates
areas where further compensation is not possible. Any target detected within the cyan
field cannot be calibrated and should be considered as very dangerous (magenta). If a
strong ground target is positioned in front of a weaker target, it can cause an increase in
sensitivity in that area, which in turn causes a REACT spoke in the weaker target.
- TURB (TURBulence): TURB sub-mode is used to detect air turbulence with the
associated rainfall intensity. Areas of potentially hazardous turbulence are displayed in
white color. The turbulence detection becomes more efficient when associated with a
40NM HSI range and a tilt that does not give ground reflections. TURB sub-mode
should only be used temporarily for quick analysis of radar returns. As for heavy rainfall
areas it is recommended to frequently adjust the tilt antenna when in WX + TURB
mode, since the turbulence areas vary with the altitude.
- TGT (TarGeT): when TGT sub-mode is selected (SENSOR page, WX/LSS/TAWS tab),
the system checks for severe (red) weather targets beyond the selected range and
within 7.5° sector. Target Alert is inactive within the display range. TGT is displayed (instead of
gain). A Target Alert (TGT flashing) is declared if the target has the depth and range
characteristics given in the following table. When TGT is selected the manual gain
cannot be used.

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HSI Range (NM) Target Depth (NM) Target Range (NM)
5 5 5 – 55
10 5 10 – 60
25 5 25 – 75
50 5 50 – 100
100 5 100 – 150
200 5 200 – 250
- STAB (STABilization): this checkbox defaults to not checked at airplane power-up.

When STAB checkbox is not checked, stabilization is on and the radar antenna sweep
is parallel to the ground. When STAB checkbox is checked, the stabilization is off and
the radar antenna sweep is parallel to the wing of the airplane.
DISPLAYS
The WX radar layer can be displayed in the HSI and in the I-NAV:
WX layer in the HSI
To obtain the WX layer in the HSI, the crew has to select the WX function in the Data
menu of the HSI. The layer is only displayed when in ARC format.
WX
annunciations
FIGURE 02-34-45-07 - WX DISPLAY ON HSI

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The radar sweep is displayed with an amber arc as the antenna makes the sweep.
The weather radar annunciations are displayed on the lower left portion of the HSI:
- First line displays: Tilt Angle value ( ), direction ( or ), tilt mode ( in automatic
mode, none in manual mode)
- Second line displays gain value ( ) or target annunciation:
o The gain value is displayed if TGT mode and REACT are not selected. In
automatic gain, the green AUTO is displayed instead of the gain value.
o When target alert mode is selected green TGT annunciation is displayed (instead
of gain) and if the radar detects an alert condition, the TGT annunciation turn to
amber and flashes.
- Third line displays WX mode and STAB annunciation.
(REACT), WX/T (TURB), WX/R/T (REACT+TURB), OVRD, WX (failed).
o Amber STAB annunciation is displayed when the radar antenna stabilization is off.
WX layer in the I-NAV
In the I-NAV, select the WX layer through the I-NAV Data menu of the I-NAV toolbar.
Adjust brightness of the layer with the CCD rotary knob when the cursor is on the WX
position of the menu as shown below.
FIGURE 02-34-45-08 - WX DISPLAY SELECTION THROUGH I-NAV DATA MENU
The WX layer can be displayed in either HDG or North Up configuration.

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The weather radar is displayed as below:
WX status
FIGURE 02-34-45-09 - WX DISPLAY IN I-NAV
Distinguishing between ground echoes and convective cells
In WX mode, depending on the tilt setting, it may be difficult to distinguish between

ground echoes and real convective cells.
On the weather display the ground echoes generally look smaller, sharper, more packed,
well defined and usually more angular than the weather targets; they are more often
arc-shaped and parallel to the range marks on the HSI and I-NAV. The weather targets
usually appear with less definite shapes and tend to remain relatively unchanged. (see
illustration below)

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TILT 0.6↑ TILT 2.6↓
FIGURE 02-34-45-10 - WX RADAR IMAGE IN I-NAV WITH GAIN AUTO AND DIFFERENT TILT
WX status
When the WX layer is selected, the WX annunciations appear in the lower left-corner of I-
NAV window.
The WX annunciations contain five lines of data:
- The first line displays which controller is active: green LEFT or RIGHT annunciation
as selected by the PILOT SIDE selector on the Guidance Panel. The pilot side WX
controller controls the layer on the lateral map.
- The second line displays antenna stabilization: amber STAB is displayed to indicate
that the radar antenna stabilization is off.
- The third line displays Tilt information: Tilt angle value ( ), direction ( or ), tilt
mode ( in automatic mode, none in manual mode)
- The fourth line displays Target/Gain information: when target alert mode is selected
green TGT annunciation is displayed. When the radar detects an alert condition, the
TGT annunciation turns to amber and flashes. The gain value is displayed ( ) if
TGT mode and REACT are not selected. In automatic gain, the green AUTO is
displayed instead of the gain value.

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CIRCUIT BREAKER
The weather radar is protected by conventional trip-free circuit breakers located above the
overhead panel.
FIGURE 02-34-45-11 - WEATHER RADAR CIRCUIT BREAKER

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LIGHTNING SENSOR SYSTEM
SYSTEM DESCRIPTION
Lightning Sensor Sytem (LSS) is an option, control and display are available only if the LSS
is installed on the airplane.
The LSS is used to detect and locate areas of lightning activity in a 200 NM radius around
the airplane and to give the crew a visual display of lightning rate of occurrence and position
relative to the airplane.
LSS is an enhancement to the weather radar system to aid the crew in finding areas of
storm activity and operates in junction with the weather radar system. LSS information can
also be displayed when weather radar system is off or failed.
LSS consists of the following components:
- Lightning sensor processor
- Lightning sensor antenna
The LSS is always powered on. The system can be safely operated on the ground because
it is passive (it does not transmit).
CONTROL AND DISPLAY
The LSS indicates cells of lightning activity using white symbols that show three levels of
lightning activity in a circular cell around symbol. The white rate symbol upgrades in level as
more lighting strokes are detected in the cell and downgrades in level as two minutes pass
with no new lightning strokes being detected.
An alert symbol is displayed at the outermost range arc of the display and is shown for five
seconds to indicate a lightning stroke on that bearing. This symbol is displayed in magenta.
LSS symbols are the following:
Level 1 Light Level 2 Medium Level 3 Heavy Alert
FIGURE 02-34-45-12 - LIGHTNING INTENSITY

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When the first lightning stroke occurs, the alert symbol is displayed for five seconds on the
bearing of the stroke, and a level 1 white symbol is displayed at the strongest part of the
stroke. If, 30 seconds later, another stroke is detected in the cell, an alert symbol is
displayed for five seconds. The level 1 symbol location is moved to the average position of
the two strokes. If another stroke is detected within 30 seconds, an alert symbol is displayed
for five seconds, the white symbol is upgraded to level 2 and the location is changed to the
average of the three strokes. After one more minute and no lightning stroke is detected (two
minutes after the first stroke), the rate symbol is downgraded to level 1 but the position is not
moved. If no more strokes are detected in the cell one more minute (two minutes after the
last stroke), the rate symbol is removed from the display.
If additional strokes are detected, the level symbol is upgraded and its position is updated.
Any strokes detected outside existing cells, a level symbol is displayed at the new locations.
The crew can verify the operation of the LSS by triggering LSS test trough the TEST
window. The test sends simulated lightning activity to the antenna for a complete test of the
system. This results in a lighning symbol display at a bearing of 45° right at 25 NM. The
simulation advances the severity to a lightning level 3 within 15 seconds after entry in the
test mode. A lightning alert is generated along the outermost range at a bearing of 45° right
and remains for 3 to 7 seconds. The level 3 symbol degrades and fades out within 2
minutes.
The soft key removes all the lightning symbols from the display. This soft key is
available in the SENSORS window.
FIGURE 02-34-45-13 - LSS CLEAR ECHO

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LSS symbols and LSS modes are displayed in the HSI if the LSS is selected through the
control bar and if the HSI format is ARC. The LSS modes are displayed in the lower right
corner of the HSI.
CLEAN
GEAR
UP
LX
FIGURE 02-34-45-14 - LIGHTNING DISPLAY
LSS symbols and LSS modes are displayed in the I-NAV if the LSS is selected through the
I-NAV Data pull-down menu.
The LSS modes displayed in HSI and I-NAV are the following:
- Normal mode:
- Self calibration mode :
- Clear mode:
- Test mode:
- LSS failure:
NOTE
LX amber indication is displayed during HF transmission.

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CIRCUIT BREAKER
The Lightning Sensor System is protected by conventional trip-free circuit breakers located
FIGURE 02-34-45-15 - LSS CIRCUIT BREAKER

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ATC / TCAS
The mode S transponder (ATC) and the Traffic Alert and Collision Avoidance System (TCAS)
are embedded in EASy.
The electronic control box for the ATC and TCAS is displayed in the 1/6 RADIO window of
each PDU, in clicking on the ATC/TCAS tab. On the MKB, shortcuts give a direct access to
ATC and TCAS functions.
The TCAS is an onboard advisory system that is designed to avoid air collisions, working as
an ultimate safety net. The TCAS detects the conflicting traffics in the airplane vicinity by
interrogating the surrounding aircraft transponders, and assists the pilot in avoiding the
intruders. Should the intruder being also equipped with a mode S transponder, the two
systems can communicate to elaborate a synchronized strategy. The computed coordinated
Resolution Advisories allow the two aircraft pilots to fly an escape maneuver. The TCAS is
unable to detect any non-transponder equipped aircraft.
The TCAS graphical display is available on the I-NAV and on each PDU, where the TCAS
display (TRAFFIC window) supersedes the 1/6 lower window.
ATC SELECTION AND CODE SETTING

At power up, the transponder defaults to ATC 1. The flight-crew can select ATC 1or 2
anytime in the 1/6 RADIO window (ATC / TCAS tab).
The pilot can enter the transponder code in three ways:
- Moving the cursor in the 'ATC box', in the Permanent Radio Bar (HSI window),
- Clicking on the ATC / TCAS tab of the 1/6 RADIO window,
- Pressing the ATC shortcut on the MKB, the cursor will then jump directly into the 'ATC
box', in the Permanent Radio Bar.
The current ATC mode is displayed in green above the transponder code in the ATC / TCAS
tab of the 1/6 RADIO window. When the transponder replies to the ground station, a
appears left of the transponder code.
FIGURE 02-34-45-16 - ATC SELECTION ON RADIOS WINDOW

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ATC IDENT
Air Traffic Controller may request an aircraft to “IDENT,” to aid controllers to quickly identify
a specific airplane. For that the pilot manually enables the “IDENT” state by pressing the ID
pushbutton on the MKB, which highlights the airplane to Air Traffic Controller.
Upon push on the ID pushbutton on the MKB, ID is displayed on ‘ATC box’ in the permanent
radio bar.
ATC / TCAS MODES
In the ATC / TCAS tab of the RADIO window, the flight-crew can select any of the following
transponder modes :
- STBY: the transponder is powered but does not receive nor transmit. The TCAS does
not work when STBY is selected.
- Alt Off: the transponder works in the modes A and S, but does not transmit the airplane
altitude. The TCAS is off when Alt Off is selected.
- Alt On: the transponder works in the three modes A, C and S and transmits the airplane
altitude. The TCAS is off when Alt On is selected.
- TA Only: the transponder works in the three modes A, C and S and transmits the
airplane altitude. The TCAS detects the intruders, warns the flight-crews, but does not
compute any resolution advisory nor escape maneuver.
- TA/RA: the transponder works in the three modes A, C and S and transmits the airplane
altitude. The TCAS detects the intruders, warns the flight-crews, and computes the
resolution advisory or escape maneuver.
The transmitted altitude comes from the PILOT SIDE selected ADS (1 or 2).
On ground, when IAS < 60 kt, ATC does not respond to the mode A and C interrogations,
but responds only to the mode S selective interrogations and acquisition squitters are
broadcasted.
Four different modes are available for TCAS:

- Standby mode: TCAS is off,
- TA / RA mode: TCAS generates both RA and TA,
- TA Only mode: TCAS generates only TA, RA is inhibited (display and aural alerts):
o Manually when TA only mode is selected,
o Automatically:
˜ Below 900 ft AGL during approach
˜ Below 1,100 ft AGL during take off
- Test mode: TCAS test is in progress.
Two levels of advisories correspond to time-based protection zones around the airplane are
provided:
- Resolution Advisories (RA), warning area:
o Indicate what vertical maneuver to be performed or avoided in order to assure safe
separation.
- Traffic Advisories (TA), caution area:
o Indicate the range, bearing and relative altitude of the intruder to aid in visual
acquisition of the intruder airplane.

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The TCAS test mode is selected through TEST synoptic page. This function is described
further in this section.
The other TCAS modes are selectable on the ATC / TCAS tab of the RADIOS window.
The menu, available in the ATC / TCAS tab of the RADIOS window, allows
to select the following modes:
- TA / RA mode allows the TCAS to compute traffic and resolution advisories (default
selection),
- TA Only mode provides traffic advisory only,
- Alt Off mode allows the system to switch off the altitude transmission,
- Alt On allows to transmit the airplane altitude (standard pressure altitude from PF side
ADS).
Even if they are not displayed in HSI and I-NAV all intruders are used to compute
information (intruder position, TA, RA).
FIGURE 02-34-45-17 - ATC / TCAS MODE PULL DOWN MENU
The soft key allows to switch from stand-by mode to selected mode and vice
versa.
FIGURE 02-34-45-18 - ACTIVATING / DEACTIVATING THE SELECTED MODE

(TA/RA FOR EXAMPLE)
It is also possible to switch between the selected mode and the stand-by mode, by pressing
on the short cut key on the MKB.

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FIGURE 02-34-45-19 - SWITCHING BETWEEN THE SELECTED MODE

AND THE STAND-BY MODE WITH ATC / TCAS SHORT CUT
The result is displayed both in the XPDR / TCAS page and at the bottom of the HSI.
 See 02-34A-38 for HSI window description.
When the ATC is switched to an active mode other than Alt Off, an indication of the airplane
altitude is displayed in the ATC / TCAS tab of the RADIOS window.
The altitude readout is the current altitude output from the ATC. If no value is available,
amber dashes are displayed.
FIGURE 02-34-45-20 - ALTITUDE INDICATION ON THE ATC / TCAS TAB
NOTE 1
During windshear and / or GPWS / TAWS warnings, TCAS switches automatically into a TA
Only mode with inhibited aural warning. In this mode RA are not issued and current RA become
TA. The TCAS remains in TA Only mode for 10 seconds after the windshear or GPWS / TAWS
warning is removed.

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TCAS DISPLAY OPTIONS
Altitude display
The crew can select how the TCAS plots are displayed in the traffic window (PDU) and in
I-NAV. The altitude display can be absolute or relative:
- Absolute altitude corresponds to the airplane altitude (the absolute altitude depends
on the baro settting selected by the pilot). The mode is temporary and
reverts to mode after 10 seconds,
- Relative altitude indicates the vertical separation between airplane and intruders:
o + 10 means the intruder is 1,000 ft above,
o - 05 means the intruder is 500 ft below.
FIGURE 02-34-45-21 - RELATIVE ALTITUDE SELECTION
Vertical range
The pilot can choose the vertical range of the TCAS through four modes, by selecting,
Above, Below, A/B (Above/Below) or Normal, in the V Range menu:
FIGURE 02-34-45-22 - VERTICAL RANGE SETTING

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Each V Range corresponds to a display area:

- range shows the intruders that are flying within 2,700 ft above and below
airplane (default selection),
- range gives a higher display range above airplane of 7,000 ft and 2,700 ft
below,
- range gives a higher display range below airplane of 7,000 ft and 2,700 ft
above,
- Above / Below ( ) shows all the traffic that are flying within ± 7,000 ft of the
airplane altitude.
A/B
FIGURE 02-34-45-23 - TCAS VERTICAL RANGE DISPLAY
NOTE
Though non-displayed, the intruder are still monitored by the TCAS.

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TCAS LAYER SYMBOLOGY
The TCAS symbology consists of 4 different shapes, which indicate the threat level of each
intruder:
INTRUDER TYPE SYMBOL
Other Traffic
Proximate Traffic
Traffic Advisory
Resolution Advisory
Each TCAS symbol has an associated altitude display which can be either absolute or
relative following the selection performed through the RADIOS window and a vertical speed
symbol:
- Altitude is displayed on a 3-character field representing hundred of feet (i.e. +20, -20)
and in the same color as the plot symbol:
o Above the plot symbol for relative altitudes greater than or equal to zero,
o Below the plot symbol for relative altitudes less than zero.
- The vertical speed symbol consists in an arrow pointing in the direction of the intruder
vertical speed.
TCAS in layer in the TRAFFIC window
The TRAFFIC window is accessed through:

- 1/6 lower window menu of each PDU,
- The TRFC pushbutton of each MKB.
This window provides a heading up format to display TCAS plots at short range (5 NM).
FIGURE 02-34-45-24 - TCAS PLOTS ON TRAFFIC WINDOW

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The traffic window is associated with the TCAS aural warnings. In case of any TA or RA
alert, the TRAFFIC window automatically pops up on the Pilot Flying PDU.
This function provides the PF with an immediate and clear view of the traffic threat.
The short key on the MKB brings up the TRAFFIC window at any time.
FIGURE 02-34-45-25 - TRFC SHORT CUT ON MKB
TCAS in layer in the I-NAV window
The TCAS layer is selectable on the I-NAV through the I-NAV Data menu via the Traffic
checkbox.
FIGURE 02-34-45-26 - I-NAV DATA MENU

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FIGURE 02-34-45-27 - TCAS DISPLAY ON I-NAV
In the I-NAV window, the scale of the TCAS follows the selected scale of the display.
TA on I-NAV TA on TRAFFIC window
FIGURE 02-34-45-28 - TRAFFIC ADVISORY ON I-NAV AND ON TRAFFIC WINDOW

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RESOLUTION ADVISORY GUIDANCE
When a Resolution Advisory is detected:

- The TRAFFIC window is automatically displayed on PF PDU,
- Guidance is displayed on both ADI (Attitude display and Vertical Speed tape).
The Resolution Advisory (RA) symbol is separate in two parts:

- A preventive area, the Flight Path Symbol must be maintained out of this area:
o One or two red fixed size trapezoidal shaped in the ADI,
o One or two red bar on the vertical speed tape.
- A corrective area to avoid the collision. The Flight Path Symbol must be in this area until
end of the RA:
o A dynamic green box (“fly to” zone) located in the ADI,
o Green red bar on the vertical speed tape.
FIGURE 02-34-45-29 - RA DESCENT
FIGURE 02-34-45-30 - RA CLIMB

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The below table gives the various RA vertical preventive and/or corrective manoeuvres:
RA DISPLAY DESCRIPTION
Preventive: do not descend
Preventive: do not climb
Corrective: climb
Corrective: descend
Preventive: maintain present altitude
Corrective: climb
Preventive: descent
Corrective: descend
Preventive: climb
Special condition

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TCAS AURAL WARNING
DESCRIPTION LEVEL VOICE MESSAGE TYPE
Follows a climb advisory when

TCAS has determined that a TCAS RA "DESCEND, DESCEND, NOW,
reversal of vertical speed is Single
WARNING DESCEND, DESCEND, NOW"
necessary to provide adequate
separation.
Follows a descend advisory
when TCAS has determined TCAS RA "CLIMB, CLIMB, NOW,
that a reversal of vertical speed Single
WARNING CLIMB, CLIMB, NOW"
is necessary to provide
adequate separation.
Indicates that the pilot must
immediately increase the TCAS RA "INCREASE DESCENT,
descent rate to that shown by Single
WARNING INCREASE DESCENT"
the green zone on the vertical
speed tape.
immediately increase the climb TCAS RA "INCREASE CLIMB,
Single
rate to that shown by the green WARNING INCREASE CLIMB"
zone on the vertical speed tape.
immediately begin to descend TCAS RA
"DESCEND, DESCEND" Single
at the rate indicated in the ADI WARNING
window.
"DESCEND, CROSSING
Indicates that the pilot must TCAS RA DESCEND,
start a descent at the rate Single
WARNING DESCEND, CROSSING
shown in the ADI window.
DESCEND"
Indicates that the pilot must TCAS RA "CLIMB, CROSSING CLIMB,

start a climb at the rate shown Single
WARNING CLIMB, CROSSING CLIMB"
in the ADI window.

immediately begin to climb at TCAS RA
"CLIMB, CLIMB" Single
the rate indicated in the ADI WARNING
window.

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DESCRIPTION LEVEL VOICE MESSAGE TYPE
The target vertical speed must

be reduced to 2000, 1000, 500
or 0 feet per minute, as TCAS RA "ADJUST VERTICAL SPEED,
Single
indicated in the ADI WARNING ADJUST"
(A/C without M3394 or
SB F2000EX-286)
The target vertical speed must
be reduced to 0 feet per minute, TCAS RA
as indicated in the ADI "LEVEL OFF, LEVEL OFF" Single
(A/C with M3394 or WARNING
SB F2000EX-286)
Safe separation is based upon
maintaining the current vertical TCAS RA "MAINTAIN VERTICAL SPEED,
speed which is depicted by the Single
WARNING MAINTAIN"
green zone on the vertical
speed tape.
Maintain vertical speed while TCAS RA "MAINTAIN VERTICAL SPEED,
crossing the intruder’s flight Single
WARNING CROSSING MAINTAIN"
path.
Indicates that certain changes
in vertical speed may not be
safe. The pilot is to monitor the TCAS RA "MONITOR VERTICAL SPEED,
vertical speed of the airplane, Single
WARNING MONITOR VERTICAL SPEED"
keeping the vertical speed
pointer out of the red area on
the vertical speed tape.
TCAS predicts an intruder will TCAS TA
enter the collision area within 20 "TRAFFIC, TRAFFIC” Single
to 48 seconds CAUTION
Confirms the encounter has

ended and separation is TCAS RA
increasing. A return to the "CLEAR OF CONFLICT” Single
original ATC clearance profile is WARNING
expected.

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TCAS TEST
The test mode is available in all TCAS modes and can be initiated at any time, on the
ground or in flight.
Test is started by pressing the TCAS soft key on the TEST window. During test:
- “TCAS TEST” aural is heard,
- TRAFFIC window is automatically popped up on the PF PDU,
- Four TCAS plots are displayed on TRAFFIC window and in the I-NAV window,
- RA guidance is displayed in the ADI (when the test is run in flight, the RA guidance is
not displayed),
- is displayed at the bottom of the HSI window.
After eight seconds and if test is successful, “TCAS TEST PASS” voice aural is announced.
If the test fails, a “TCAS TEST FAIL” voice aural is announced, and TCAS FAIL message is
displayed.
FIGURE 02-34-45-31 - TCAS TEST

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CIRCUIT BREAKER
The Traffic Crew Alterning System and the Air Traffic Control are protected by conventional
trip-free circuit breakers located above the overhead panel.
FIGURE 02-34-45-32 - TCAS AND ATC CIRCUIT BREAKERS

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EGPWS
GENERAL SYSTEM DESCRIPTION
The purpose of the Enhanced Ground Proximity Warning System (EGPWS) is to give crew
information to prevent Controlled Flight Into Terrain (CFIT) or severe windshear.
The EGPWS system uses a lot of airplane parameters to provide:
- Displays,
- Crew aural alerts,
- Visual annunciation,
- Messages.
The system is designed to be fully compatible with normal operations of the airplane. The
probability of unwanted alerts is close to zero during the flight if the crew members follow the
published IFR trajectories.
The functions integrated in the EGPWS system are:
- GPWS: Basic Ground Proximity Warning System (six modes),
- EGPWS enhanced modes:
o Windshear detection and alerting,
o Excessive bank angle alert,
o Terrain Clearance Floor,
o Terrain and Obstacles awareness alerting and warning.
GPWS MODES
The functions hereafter are part of the basic GPWS integrated in the EGPWS system. When
the EGPWS enhanced modes are lost in case of failure or if the terrain function has been
de-selected by the crew, these modes are always active.
Mode 1 - Excessive rate of descent
2500
RADIO ALTITUDE (FEET)
"
TE
2000
A
R
K
1500
IN
"S
1000
"PULL UP!"
500
0
0 2000 4000 6000 8000
DESCENT RATE (FEET/MINUTE)
FIGURE 02-34-45-33 - EXCESSIVE RATE OF DESCENT

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If the airplane penetrates the outer (yellow) alert boundary:

- The voice aural “SINKRATE” is generated,
- The annunciation is displayed in the ADI.
If the airplane penetrates the inner (red) alert boundary:
- The voice aural “PULL UP” is generated,
The alert boundaries are defined in terms of airplane vertical speed and radio altitude.
Mode 1 is active regardless of the flight phase whenever Radio Altitude is valid and
tracking less than 2,450 ft AGL. Lower level cutoff when using Inertial Vertical Speed
(IVS) occurs at 10 feet radio altitude during landing. With IVS the mode is re-enabled at
30 feet radio altitude during takeoff.
Mode 2 - Excessive terrain closure rate
Mode 2 has two sub-modes, referred to as mode 2A and mode 2B, the active sub-mode
being determined by the airplane configuration.
■ Mode 2A
2500
2000
Speed Expansion
1500
"
AIN
ERR
1000
T
"PULL UP!"
AIN
500
RR
"TE
0
0 2000 4000 6000 8000 10000
TERRRAIN CLOSURE RATE (FEET/MIN)
FIGURE 02-34-45-34 - EXCESSIVE TERRAIN CLOSURE RATE
Mode 2A is enabled when the conditions for enabling mode 2B are not met (see
below). The mode 2A maximum upper boundary is reduced to 950 ft for all
airspeeds when Terrain Awareness functions are available and of high integrity.
If the airplane penetrates the mode 2A alerting envelope (yellow):
- The voice aural “TERRAIN TERRAIN” is generated initially,
If the airplane continues to penetrate the envelope (red):
- The voice aural “PULL UP” is repeated continuously generated,
- The annunciation is displayed in the ADI until the warning envelope
is exited.

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■ Mode 2B
FIGURE 02-34-45-35 EXCESSIVE TERRAIN CLOSURE RATE - MODE 2B
Mode 2B provides a desensitized alert envelope, allowing normal landing approach

maneuvering close to the terrain without producing unwanted alerts.
Mode 2B is active regardless of the flight phase whenever the radio altitude is valid
and tracking less than 2,450 ft AGL.
Mode 2B is enabled for four conditions:
- Whenever flaps are selected to the landing position,
- If the airplane is performing an ILS approach and is within  2 dots of both
localizer and glideslope centerlines,
- If the airplane is within 10 miles and 3500 ft of the destination runway and the
Terrain Awareness function is of high integrity,
- During the first 60 seconds after take-off.
If the airplane penetrates the mode 2B envelope with either gear or flaps not in
landing configuration:
- The voice aural “TERRAIN TERRAIN” is generated initially,
If the airplane continues to penetrate the envelope, then:
- The voice aural “PULL UP” is repeated continuously
is exited.
If the airplane penetrates the mode 2B envelope with both gear and flaps in landing
configuration:
- The voice aural “TERRAIN” is repeated until the envelope is exited.

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Mode 3 – Altitude loss after take-off
2500
2000
1500
1000
"DON'T SINK"
500
0
0 200 400 600
ALTITUDE LOSS (FEET)
FIGURE 02-34-45-36 - ALTITUDE LOSS AFTER TAKE-OFF
Mode 3 is enabled after Take-Off or Go- Around when landing gear or flaps are not in the
landing configuration, and stays enabled until the EGPW detects that the airplane has
gained sufficient altitude so that it is no longer in the Take-Off phase of flight.
If the airplane penetrates the mode 3 envelope:
- The voice aural “DON'T SINK DON'T SINK” is generated,
Mode 4 - Unsafe Terrain Clearance
■ Mode 4A
FIGURE 02-34-45-37 - UNSAFE TERRAIN CLEARANCE - MODE 4A

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With gear still up:

- If the airplane penetrates the boundary at 500 feet radio altitude, the voice
aural will be “TOO LOW GEAR”,
- Above 190 knots the upper boundary increases linearly with airspeed to a
maximum of 1000 feet radio altitude at 250 knots or more. Penetrating this
boundary produces the voice aural “TOO LOW TERRAIN” and the
annunciation is displayed in the ADI.
The mode 4A maximum is reduced to 500 ft when Terrain Inhibit is not selected,
and Terrain Clearance Floor function is enabled or Terrain Awareness function is
available and operating in a state of high integrity.
■ Mode 4B
FIGURE 02-34-45-38 - UNSAFE TERRAIN CLEARANCE - MODE 4B
With gear down and flaps not in landing configuration:

- Penetration below 159 knots results in the voice aural “TOO LOW FLAPS”,
- Above 159 knots the voice aural is “TOO LOW TERRAIN” and the
The mode 4B maximum is reduced to 245 ft when Terrain Inhibit is not selected,
and the Terrain Clearance Floor function is enabled or the Terrain Awareness
function is available and operating in a state of high integrity.

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■ Mode 4C
FIGURE 02-34-45-39 - UNSAFE TERRAIN CLEARANCE - MODE 4C
The sloped portion of the envelope boundary is described by the equation:

Minimum terrain clearance  0.75  Radio altitude
Mode 4C is based on a minimum terrain clearance, or floor, that increases with
radio altitude during takeoff. A value equal to 75% of the current radio altitude is
accumulated in a long term filter. Any decrease of radio altitude below the filter
value with gear or flaps up will result in the voice aural.
If the airplane penetrates the mode 4C envelope:
- The voice aural is ”TOO LOW TERRAIN”,
NOTE
Mode 3 versus mode 4C: to keep these two different take-off mode protections clear it can
simply be remembered that mode 3 protects against the airplane gradually sinking down to
terrain and mode 4C protects against terrain that is gradually rising.

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Mode 5 – Excessive glideslope deviation
FIGURE 02-34-45-40 - EXCESSIVE GLIDESLOPE DEVIATION
The first alert activation occurs whenever the airplane is more than 1.3 dots below the
beam and is called a “soft” glideslope alert because the volume level of the “Glideslope”
alert is approximately one half (-6 dB) that of the other alerts.
A second alert boundary occurs below 300 feet radio altitude with greater than 2 dots
deviation and is called “loud” or “hard” glideslope alert because the volume level is
increased to that of the other alerts.
Mode 5 alerts activate the amber annunciation in the ADI.

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Mode 6 – Altitude awareness call-outs
Mode 6 provides alerts and call-outs for descent below predefined altitudes, decision
height (DH), minimums, approaching decision height and approaching minimums.
MODE 6 MINIMUMS
MINIMUMS Provides Minimums call out for descent below minimums setting
MODE 6 APPROACHING DH
APPROACHING Provides Approaching Minimums call out for descent below
MINIMUMS minimums setting plus 80 feet
MODE 6 ALTITUDE CALL-OUTS

1,000 Provides One Thousand call out for descent below 1,000 feet
500 Provides Five Hundred call out for descent below 500 feet
300 Provides Three Hundred call out for descent below 300 feet
200 Provides Two Hundred call out for descent below 200 feet
50* Provides Fifty call out for descent below 50 feet
40* Provides Forty call out for descent below 40 feet
30* Provides Thirty call out for descent below 30 feet
20* Provides Twenty call out for descent below 20 feet
10* Provides Ten call out for descent below 10 feet
5 Provides Five call out for descent below 5 feet
NOTE
*: means that annunciations are mandatory for HUD CAT III approaches

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EGPWS - ENHANCED MODES
Windshear detection
FIGURE 02-34-45-41 - WINDSHEAR DETECTION
Windshear detection is active between 10 and 1,500 ft AGL during the initial Take-Off
and final approach phases of flight.
Windshear warning alerts are given for decreasing headwind (or increasing tailwind) and
severe vertical downdrafts. The windshear warning activates:
- The voice aural “WINDSHEAR WINDSHEAR WINDSHEAR”
- The annunciation in the ADI.
Windshear caution alerts are given for increasing headwind (or decreasing tailwind) and
severe updrafts. The windshear caution activates:

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Excessive Bank Angle Call-out
FIGURE 02-34-45-42 - EXCESSIVE BANK ANGLE CALL-OUT
A Bank Angle curve violation produces the aural “BANK ANGLE BANK ANGLE”.
Terrain Clearance Floor
Basic TCF creates an increasing terrain clearance envelope (using Radio Altitude AGL)
around the intended airport runway directly related to the distance from the runway.
The RFCF function provides alerts based on height (MSL, not AGL) above the destination
runway also directly related to the distance from the runway.
TCF is active whenever a valid radio altitude is present. RFCF is active whenever the
airplane is within 5 Nm of the runway.
When the airplane penetrates the TCF (or RFCF) alert envelope:
- The voice aural “TOO LOW TERRAIN” is generated

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245 FT
CONVENTIONAL TCF
CONVENTIONAL TCF
ENVELOPE BIAS FACTOR

45°
RUNWAY
245 FT
FIGURE 02-34-45-43 - TERRAIN CLEARANCE FLOOR

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Terrain and Obstacles Alerts
Two envelopes are computed, one corresponding to a terrain caution alert level and the
other to a terrain warning alert level.
SLOPES = GREATER OF FPA OR +6 DEG
FLIGHT PATH ANGLE

(FPA)
TERRAIN FLOOR
WARNING CAUTION
AREA AREA
SLOPES VARY WITH FPA
WARNING LOOK AHEAD DISTANCE
CAUTION LOOK AHEAD DISTANCE
WARNING LOOK UP DISTANCE
CAUTION LOOK UP DISTANCE
LOOK AHEAD DISTANCES VARY WITH GROUND SPEED AND DISTANCE TO RUNWAY
TERRAIN FLOOR VARIES WITH DISTANCE TO RUNWAY
FIGURE 02-34-45-44 - CAUTION ENVELOPE - PERSPECTIVE VIEW

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During a terrain caution alert:

- A specific audio alert is generated:
o If terrain caution alert: voice aural “CAUTION TERRAIN, CAUTION TERRAIN,”,
o If obstacle caution alert: voice aural “CAUTION OBSTACLE, CAUTION
OBSTACLE”.
- The annunciation is displayed in the ADI,
- The TRAFFIC window is popped-up in the COUPLE SIDE station with terrain layer
flashing yellow.
The aural warning is repeated every 10 seconds if still within the terrain caution envelope.
During a terrain warning alert:
o If terrain alert: voice aural “TERRAIN TERRAIN, PULL UP”,
o If obstacle alert: voice aural “OBSTACLE OBSTACLE, PULL UP”.
flashing red.
The phrase “PULL UP” is then repeated continuously while within the warning envelope.
TERRAIN DISPLAY
MDU I-NAV (if selected)
I-NAV can display all three types of terrain display: absolute terrain, Terrain Awarness
Display (TAD) and alerting terrain. All I-NAV informations are displayed based on the
same airplane FMS position.
Absolute terrain and TAD terrain are available on Noth Up format. Alerting terrain is not
available in this format to avoid confusion about the terrain threat direction.
Absolute terrain
Only displayed on I-NAV via theTerrain layer selection. This terrain can be dimmed.
Terrain color code is based on absolute height above sea level (blue, green, brown).
Terrain Awarness Display (TAD)
Only displayed on I-NAV when absolute terrain is displayed. If WX layer is also selected
TAD is inhibited (annunciated by TAD OFF on the I-NAV bottom right).TAD can be
dimmed in conjunction with the absolute terrain. The color code is based on relative
height between the airplane compare to the terrain (high intensity for red, high and low
intensity for yellow, low and very low intensity for green). EGPWS geometric altitude is
used to determine the color of terrain. The TAD is displayed 20 NM around the airplane
FMS (Pilot Flying side) position.

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The following table indicates the TAD colors and elevations:
Color Indication
Solid red Terrain / obstacle threat area – Warning.
Solid yellow Terrain / obstacle threat area – Caution.
50 % red fill Terrain / obstacle that is more than 2,000 ft above airplane altitude.
50 % yellow fill Terrain / obstacle that is between 1,000 and 2,000 ft

above airplane altitude.
25 % yellow fill Terrain / obstacle that is between 500 ft (250 ft with gear down)
below to 1,000 ft above airplane altitude.
50 % green fill Terrain / obstacle that is between 500 ft (250 ft with gear down)
below to 1,000 ft below airplane altitude.
16 % green fill Terrain / obstacle that is between 1,000 and 2,000 ft

below airplane altitude.
Black No significant terrain / obstacle.
EGPWS Alert Display (Alerting Terrain)
If there is a terrain alert, the I-NAV is automatically forced in HDG UP format with a 5 NM
range. There is no pop-up if the terrain is not displayed. The flashing red or yellow terrain
cannot be dimmed.
TRAFFIC window pop-up in case of terrain alert
In case of CAUTION or WARNING terrain alert, there is a 1/6 PDU window POP-UP on
the pilot flying side. This window only displays EGPWS alerting terrain, flashing red or
yellow. The display is HDG UP oriented with a full 5 NM range (not modifiable).
NOTE
In case of EGPWS alert, the TCAS mode is automatically selected in TA only. - After a 1/6
window pop-up on the pilot flying side, there is no automatic return to previous selection at the
end of the alert.

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CONTROLS AND STATUS DISPLAYS
Controls
The following controls are available for the EGPWS system:

- EGPWS test: allows to test the system (TEST page),
- Flaps override: allow the crew to simulate flaps in landing configuration (no alert)
whatever the flaps configuration. This allows flying without too low flaps aural alert
which appears at 250 ft RA during approach if SF3 configuration is not set. This
function is available in the MDU FMW Arrival page and in the PDU SENSORS
windows,
NOTE
If flaps override remains selected above 250 kts GND PROX 1 FAIL message is displayed.
Flaps override must be deselected after go-around.
- pushbutton on the MKB: allows to inhibit "GLIDE SLOPE" aural warning. This
function can be activated when in approach if the crew anticipate to fly below the
glide (e.g. for visual approach). This function is also available in the PDU SENSORS
window,
- pushbutton on the MKB: allows to desactivate the enhanced modes Terrain
Clearance Floor and Terrain and Obstacles alerts to avoid unwanted alerts.
Conditions to use this function are described in AFM, Limitations section. This
function is also available in the PDU SENSORS window,
- Steep approach: allows steep landing without GPWS mode 1 nuisance alert ("SINK
RATE"). This function is selectable in the MDU FMW arrival page and in the PDU
SENSORS window (refers to the description of FMW windows and associated tabs
for more details).
Status displays
The above selections statuses are displayed in the lower part of the PDU (HSI window):
- : test in progress,
- : Terrain failure,
- : Flaps override is selected,
- : G/S inhibit is selected,
- : Terrain inhibit is selected.
White CAS message allows the crew to have permanent status information of the
associated EGPWS sensor selected mode:
FLAP OVRD G/S CANCEL TERR INHIBIT

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On the upper part of the PDU (ADI window), STEEP is displayed when the STEEP
APPROACH mode is selected.
FIGURE 02-34-45-45 - STEEP ANNUNCIATION
VISUAL AND AURAL ALERTING
Visual
An EGPWS alerts is displayed in the ADI window:

- Flashing in case of EGPWS warning,
- Flashing in case of other EGPWS caution alerts,
- Flashing in case of windshear warning,
- Flashing in case of windshear warning.
FIGURE 02-34-45-46 - WINDSHEAR INDICATION
CAS messages
The following failures are possible with the EGPWS system:

- EGPWS system failure: EGPWS 1 FAIL is diplayed on CAS window,
- Basic Ground Proximity Warning System failure (modes 1 to 6):
GND PROX 1 FAIL appears on CAS window. This CAS message can be activated
if one or more of the GPWS basic modes is inoperative. For any GPWS mode that
remains operational, aural and visual alerts can be provided.
- Windshear failure: WINDSHEAR 1 FAIL appears on CAS window.
- Terrain failure or unavailable: TERR 1 FAIL is displayed on CAS window. In
addition, an amber TERR indication is displayed in the lower part of the PDU.

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Aural warning
ALERT / WARNING CONDITION AURAL WARNING
MODE 7 WINDSHEAR WARNING WINDSHEAR WINDSHEAR WINDSHEAR
MODE 1 PULL UP PULL UP
MODE 2 PULL UP PREFACE TERRAIN TERRAIN
TERRAIN TERRAIN (FAA) TERRAIN

TERRAIN AWARENESS PREFACE
AHEAD (EASA)
TERRAIN AWARENESS WARNING PULL UP
OBSTACLE OBSTACLE (FAA) OBSTACLE

OBSTACLE AWARENESS PREFACE
AHEAD (EASA)
OBSTACLE AWARENESS WARNING PULL UP
MODE 2 TERRAIN TERRAIN TERRAIN
MODE 6 MINIMUMS MINIMUMS
CAUTION TERRAIN (PAUSE) CAUTION

TERRAIN AWARENESS CAUTION
TERRAIN (7 sec pause)
CAUTION OBSTACLE (PAUSE) CAUTION

OBSTACLE AWARENESS CAUTION
OBSTACLE (7 sec pause)
MODE 4 TOO LOW TERRAIN TOO LOW TERRAIN
TCF TOO LOW TERRAIN TOO LOW TERRAIN
MODE 6 ALTITUDE CALL-OUTS Selected call-out
MODE 4 TOO LOW GEAR TOO LOW GEAR
MODE 4 TOO LOW FLAPS TOO LOW FLAPS
MODE 1 SINKRATE SINKRATE (PAUSE) SINKRATE
MODE 3 DON’T SINK DON’T SINK (PAUSE) DON’T SINK
MODE 5 GLIDE SLOPE GLIDE SLOPE
MODE 6 APPROACHING DH APPROACHING MINIMUMS
MODE 6 BANK ANGLE BANK ANGLE (PAUSE) BANK ANGLE
MODE 7 WINDSHEAR ALERT (Quiet)

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SYSTEM LIMITATION
The performance of the EGPWS terrain protection is linked with the performance of
navigation. RNP must be maintained at the good level.
If the terrain function is not available, the basic GPWS function remains active (if all sensors
required by this function are available).

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ABNORMAL OPERATION AND
DGT94085 BACK-UP INSTRUMENTATION ISSUE 15
REVERSION
The Reversion Panel provides a mean for crewmember to do several types of manual or
automatic reversion: sensor reversion (left and right), AGM (Advance Graphics Module)
reversion and DAU (Data Acquisition Unity) reversion.
In addition, the Reversion Panel allows dimming the four display units and to switch to
PDU/MDU format when only two displays are available.
FIGURE 02-34-50-00 REVERSION PANEL CONTROLS
SENSOR REVERSION
Each side of Reversion Panel (RP) is dedicated to the onside sensors reversion. 2 IRS, 1
RA, 2 ILS/VOR, and 2 ADS sensors, and 2 FMS are installed aboard the airplane (the third
FMS and/or IRS and the second RA are optional).
ADS, RA and IRS
pushbutton is not operational when only one RA is installed.
On a two sensors system, the reversion is made from one to the other sensor by pressing
on the corresponding pushbutton. Pressing a second time reverts to the first sensor (on-
side sensor).
IRS, RA and ADS reversion captions are located in the ADI. When a reversion is done,
the name of the reverted sensor appears in amber, indicating that both pilots are using
the same sensor.

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ISSUE 15 BACK-UP INSTRUMENTATION DGT94085
If a double cross-side reversion is performed (both are using different sensors but not
their on-side sensors), the ADI indication is still displayed but in white, showing the
sensor currently used.
When the airplane is equipped with three sensors (IRS ):
- The first reversion (from a nominal situation) on one side, only displays a white
reversion symbol on the corresponding ADI,
- The second push reverts to the next sensor ( the one used by the other crew
member).
In that case the reversion symbol is displayed in amber in both ADI.
- A third push brings the on-side sensor back and lights off the reversions symbols
(original situation).
FIGURE 02-34-50-02 IRS REVERSION FROM LH STATION
When in abnormal operation (IRS 3 displayed on pilot slide), the annunciation is

displayed in white.
When the pilot and the copilot are using the same source, the annunciation is displayed
in amber.
FIGURE 02-34-50-03 ADI AMBER SENSOR REVERSION

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ILS / VOR reversions
Depending on whether a LOC or a VOR is detected by the system, the reversion

indication is different.
■ LOC
The ILS source caption is only displayed in the HSI. When an ILS reversion is
performed, the source symbol is framed in amber while the color corresponding to
the target status remains (white, cyan or magenta).
FIGURE 02-34-50-04 LOC 2 REVERSION (LH PDU)
■ VOR station
When the VOR CDI is selected for display via the HSI control bar or by selecting
APP on the GP or selecting CRS on the MKB and tuned to LOC, the source is
LOC 1 / LOC 2 / B/C 1 or B/C 2 (B/C is displayed instead of LOC when the selected
course is not within  95° of the present heading.) else the source is removed.
The priority is based on the current AP mode. The highest priority is for an active
mode (magenta CDI), the second highest is for an armed mode (cyan CDI) and
white in the lowest priority.
If both CDI are white, the FMS CDI is, by default, the highest priority. The source
number is based on the RP selection.
For a VOR, the source is still the LOC but the ident is notified as VOR. When a
reversion is done, the LOC source caption and the VOR ident caption are boxed in
amber. The source remains colored according to the target status.
FIGURE 02-34-50-05 VOR 2 REVERSION (LH PDU)

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FMS reversions
In a three FMS configuration, the reversion indications are different. A third FMS is
available as an option, there are two different configurations to consider when using the
FMS:
- Two FMS configuration,
- Three FMS configuration.
When the CDI is selected for display via the HSI control bar or by selecting LNAV on the
GP, the source FMS 1, FMS 2 or FMS 3 is displayed.
The source number is based on the selection in the reversion controller. The initial default
is 1 for the left side and 2 for the right side.
In a two FMS configuration, after a first push on the FMS reversion pushbutton, all FMS
navigation sources indications (in HSI and in I-NAV) are boxed in amber. The source and
the ident keep their color, in order to continue displaying the status of the target,
In a three FMS configuration (option), the procedure slightly differs:
- At first push on the FMS reversion pushbutton, the FMS 3 indication only appears on
the concerned pilot side, colored according to the status of the target,
NOTE
If the reversion is made on the PF side, the FMS source displayed in the I-NAV is also
FMS 3 (as the I-NAV uses the same sources than the PF).
- After the second push, all FMS navigation sources indications (in both HSI and in I-
NAV) are boxed in amber,
- After the third push, the system recovers a normal configuration.
FIGURE 02-34-50-06 FMS REVERSION FROM THE LEFT SIDE (PILOT FLYING SIDE)-HSI AND I-
NAV IN A 3-FMS CONFIGURATION

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NOTE
As the I-NAV uses the sensor of the Pilot Flying station, a reversion on the same sensor for
each pilot station implies all systems in the airplane use the same sensor.
AGM/DU REVERSION
The RP has four concentric dual knobs corresponding to each display: the inner one for the
display dimming control, the outer one for the Advance Graphic Module (symbol generator)
reversion.
The inner knob is used to dim the corresponding DU, and when fully turned counter-
clockwise past detent, is shut it off. In this case, the system is reconfigured itself
automatically to take into account the loss of display.
 For more information, refer to chapter 01 / Section 01/ Sub-section 15 (Menus and pages
adaptation)
The Advance Graphic Module knob can be set to two positions, AUTO and REV:
- REV position, the system reconfigue assuming the corresponding AGM is failed or not
be used.
An AGM can be reverted by setting the corresponding outer knobs on the RP to REV.
 For more information, refer to Chapter 01 / Section 20 / Sub-section 25 (Reversion Panel)
FIGURE 02-34-50-07 SG REVERSION INDICATION
When at least one AGM is reverted, the SG (Symbol Generator) white annunciation is
displayed in the ADI on the right of the altitude scale

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PAGE 6 / 40 CODDE 1
DAU REVERSION
The RP has two-position knobs labelled DAU1 and DAU2. DAU1 refers to the generic I/O
and custom I/O modules located in MAU 1, and DAU2 refers to the ones located in MAU 2.
Each DAU has two channels, A and B, corresponding to modules IO channel A and B.
When the DAU1 (DAU2) knob is in AUTO position, the avionics display uses the data
coming from DAU1 (DAU2) channel A if valid, else system reverts to channel B. In this case
there is no reversion annunciation
FIGURE 02-34-50-08 DAU REVERSION INDICATION
When DAU1 knob is set to REV position, DAU1 amber annuciation appears at the top left
corner of each ADI. In this case, the avionics display uses the data coming from DAU1
channel B.
channel B.
PDU/MDU BUTTON
The PDU/MDU button is used to toggle the PNF display between a PDU format and an MDU
format in the case of a degraded configuration where only two displays with valid formats
are still available (two displays off or red Xed).

F2000EX EASY 02-34-50
CODDE 1 PAGE 7 / 40
SECONDARY FLIGHT DISPLAY
The Secondary Flight Display (SFD) is an integrated solid state standby instrument, providing
self-sensing of airplane attitude and display of air data from another equipment source (the Air
Data Unit).
FIGURE 02-34-50-09 SFD LOCATION
The ADU is part of the Electronic Stand-By System (ESBS). It computes the static and pitot
pressures and provides the SFD with:
- An average uncorrected static pressure,
- A dynamic pressure.
The SFD is located on the cockpit panel between LH PDU and UP MDU.
The SFD stands for both pilots in normal/abnormal/emergency operations and is dedicated to
the display of :
- Attitude,
- Flight Path Symbol (FPS) which represents an airmass flight path symbol (contrary to the
PDU ones which is an earth frame flight path symbol),
- Airspeed,
- Altitude data.
SFD controls include:
- NAV pushbutton inoperative at this time,
- Inch/hPa pushbutton to toggle baro units,
- Baro setting knob.

02-34-50 F2000EX EASY
PAGE 8 / 40 CODDE 1
Flight Path Symbol.
Barometric pressure setting

Mach number displayed in hPa or inches of
mercury.
Airspeed. A moving tape

display includes a rolling Altitude.
digit numeric display of
airspeed.
Metric Altitude in meters.
NAV pushbutton.
Baro knob.
HP/IN pushbutton
hPa or in.Hg.
FIGURE 02-34-50-10 SECONDARY FLIGHT DISPLAY
The sensors used by the SFD are fully independent from the airplane primary sensors (inertial
system, anemometric sensors).
The Static Source Error Correction (SSEC) and VMO/MMO tables are integrated in the SFD.
When the SFD starts up for the first time, or under cold start conditions (power interrupted for
more than two minutes) the unit aligns its inertial sensors to give accurate attitude information.
The initialization display consists of a countdown timer (180 to 0 seconds).
In case of complete airplane electric power supply failure, the SFD is still powered by its
dedicated stand-by battery. This battery is a Ni-Cd one with a total capacity of 4 A.h (ST-BY
battery duration = 2h 40 min worst case, at end of lamp life, max brightness).

F2000EX EASY 02-34-50
CODDE 1 PAGE 9 / 40
IN ANY OPERATIONAL MODE
The SFD features:

- A fixed airplane symbol consistent with the PDU ones is displayed in the center of the
SFD. It gives the airplane attitude,
FIGURE 02-34-50-11 AIRPLANE SYMBOL

- A sky/ground raster (cyan/brown) rotating around the airplane symbol and moving in
pitch,
- An horizon that separates the sky from the ground. Whatever is the pitch angle, a
minimum sky / ground graphical representation remains in view, for the pilot to quickly
recover a normal attitude. In that case the horizon is not displayed. When the data is
invalid, the ADI turns cyan and the flag is displayed,
- A Flight Path Symbol (FPS) based on the air data parameters of the self contained
attitude sensors,
FIGURE 02-34-50-12 FLIGHT PATH SYMBOL (FPS)

- The symbol moves only in the vertical axis centered on the SFD screen, the wings are
always parallel to the lower edge of display. The symbol is displayed in foreground (on
and not behind the attitude scale). This symbol is removed when the data is deemed
invalid or if going out of range,
- For the calculation the normal range is:
o Roll attitude  65°,
o Pitch attitude + 35° / - 20°.
Out of these ranges the FPS is removed.
This symbol is comparable to the PDU one when in zero wind condition. In windy
conditions, the FPS takes into account the wind gradient.
- An attitude pitch tape enable to display at least an upper bound of 15° and a lower
bound of 30° of pitch as current pitch of zero degrees. It displays values between 0 and
± 90°. The tape moves down for positive inputs and up for negative inputs. The labels
and lines are white. Red pitch chevrons are displayed to enhance an excessive attitude
situation (nose up or diving attitude). When the data is deemed invalid, the tape is
removed.
- A roll scale having:
o White marks representing ± 10, ± 20, ± 30 and ± 60 degrees,
o Inverted triangles representing 0 and ± 45 degrees,

02-34-50 F2000EX EASY
- A roll pointer, moving,

o Counterclockwise when banking to the right,
o Clockwise when banking to the left.
The scale and pointer are displayed in white. When the data is deemed invalid, the
pointer and scale are removed.
- A speed tape ranging from 30 to 900 kt. White marks are every 20 kt ranging from 40 to
900 kt. The speed tape scrolls up (down) when speed decreases (increseases). When
the data is invalid, a large X is displayed on the speed tape and the whole information is
removed.
- An airspeed readout consisting of a green digital airspeed representation
when IAS > 30 kt (up to 30 kt no value is displayed). If the indicated airspeed is  to
Vmo, the indicated airspeed readout becomes white on a red background. When the
data is deemed invalid, the readout is removed,
- A Mach number readout (in the lupper-left corner).
FIGURE 02-34-50-11 MACH NUMBER READOUT

It consists of a green three digit readout (green) pre-fixed by a decimal point and
displayed when the airplane reaches 0.400 Mach. When the Mach number is invalid, the
readout is amber dashed.
When the Mach number  Mmo, the readout turns white on a red background, so as the
indicated airspeed.
FIGURE 02-34-50-12 MACH NUMBER ABOVE OR EQUAL MMO INDICATION

F2000EX EASY 02-34-50
- An altitude tape ranging from - 2,000 to 65,000 ft.

It shows white marks every 200 ft. The tape scrolls down (up) when the altitude increases
(decreases). When the data is invalid, a large X is displayed on the speed tape and the
whole information is removed.
When in metric, the digital readout appears green, followed by M for meters. The altitude
is still rtanging from - 2,000 to 65,000 ft, converted in meters.
If the altitude is negative, a – is displayed. The metric altitude is always displayed but can
be suppressed by pin programming.
- The altimeter setting is displayed in green (in the upper-right corner). Adjustement of
both hPa and in.Hg is achevied via the rotactor in setting the figures by 1 hPa or .01
inch.
FIGURE 02-34-50-14 BARO PRESSURE READOUT

Both can be displayed using a dedicated control. The adjustment of the value is possible
through the rotactor which selects the value step by step (1 hPa or 0.01 inHg). A direct
STD selection is possible (press the STD pushbutton) in that case is displayed
instead of the digital value.
When the system is power supplied by the Electronic Stand-By System (ESBS) dedicated
stand-by battery, a specific is displayed.
FIGURE 02-34-50-15 BAT INDICATION

02-34-50 F2000EX EASY
IN APPROACH MODE
ILS data are not available because no ILS buses are connected to SFD.
ILS Localizer indicator: is displayed.
ILS G/S indicator: is displayed.
This information is shown only if NAV function is activated. ILS information is displayed on
selection of the NAV pushbutton (front bezel).
FIGURE 02-34-50-16 SFD IN APPROACH MODE
BACK COURSE (B/C) MODE
ILS Localizer indicator: is displayed. When data is deemed invalid is displayed.

At present time, the data is deemed invalid because no ILS buses are connected on the
SFD (option).
FIGURE 02-34-50-17 SFD IN B/C MODE

F2000EX EASY 02-34-50
FAILURE FLAGS DISPLAY
FIGURE 02-34-50-18 FAILURE FLAGS DISPLAY

02-34-50 F2000EX EASY
STAND-BY COMPASS
The stand-by compass displays magnetic heading. A correction card located next to the
compass, indicates the calibration of the instrument.
During Stand-By compass operation, windshield heating PILOT and COPIL pushbuttons must
be depressed OFF to avoid magnetic field disturbance.
FIGURE 02-34-50-19 STAND-BY COMPASS
FIGURE 02-34-50-20 STAND-BY COMPASS LOCATION

F2000EX EASY 02-34-50
FMS MESSAGES
Most part of FMS messages are displayed in I-NAV, except a few ones that can show in other
windows (FMW, sensors page, etc.).
The below table gives for each message in first column:
- The explanation in the second column,
- The clearing logic in third column.
The clearing logic indicates if any FMS message can be cleared either:
- Automatically (AUTO) when FMS input changes, or
F MS
- Manually (PILOT) when the pilot pushes the MS G pushbutton.
MESSAGE EXPLANATION CLEARING
AUTO:
When selecting
“Anti-Ice OFF” or
On the “takeoff config” or "Landing Config" tab:
A/I INIT ABOVE when inputting
10 DEG C The pilot selects “Anti-Ice ON” while entered OAT is an OAT below
above +10 °C. +10°C
PILOT
ACTIVE MODE The system automatically switches from TRU to PILOT
IS MAG HDG MAG when leaving one of the polar cutout regions.
ACTIVE MODE The system automatically switches from MAG to PILOT
IS TRUE HDG TRU when entering one of the polar cutout regions.
AIRCRAFT DB When attempting to cross load an aircraft database

from one FMS to another one: both databases are PILOT
SYNCHRONIZED
already the same, thus cross load is not performed.
When FMS is in VCLB mode, and both conditions

are met:
ALT
CONSTRAINT - Down path in the WPT list, an altitude constraint PILOT
DELETED exists.
- A/C current altitude is less than 150 ft from this
altitude constraint.

02-34-50 F2000EX EASY
BRG/CRS MUST The pilot must T-suffix the bearing / course entry
(“T” for TRUE) because the referenced waypoint is PILOT
BE IN TRUE
outside the coverage of the magnetic variation table.
BUSY REENTER The pilot attempts to make a change to the custom

database while the cross side FMS had locked it (for PILOT
LAST CHG
a change it is making).
In either case: AUTO:

- 1. VCLB is the active vertical mode, and 1. A/C flies below
o a) “AT” or “AT or BELOW” constraint exists; constraint
ALT+150ft
CHECK ALT o b) current altitude is 150 ft (or more) above the
constraint. 2. A/C flies
CONSTRAINT
above constraint
- 2. VPTH is the active vertical mode, and ALT–150ft
o a) “AT” or “AT or ABOVE” constraint exists;
o b) current altitude is 150 ft (or less) below the PILOT
constraint.
AUTO:
1. When above
1. When climbing through 1000 ft above TRANS TRANS ALT, set
ALT, or leveling off above TRANS ALT + 250 ft, and STD.
CHECK BARO the altimeters are not set to STD
2. When below
SET
2. When descending through 1000 ft below TRANS TRANS LVL set
LVL, or leveling off below TRANS LVL - 250 ft, and QNH
the altimeters are still set to STD.
PILOT
CHECK DATA
An attempt to use the data loader has failed. PILOT
LOAD
AUTO:
When computed
fuel burn to
CHECK DEST The predictive fuel burn to destination is greater DEST is less
FUEL than the fuel on board (FOB). than FOB
PILOT

F2000EX EASY 02-34-50
GPS 1 position differs from FMS position by more

than 10 NM.
CHECK GPS 1
PILOT
POSITION Once the pilot clears this message, it will not display
again until the position difference has been reduced
to less than 5 NM, and then grows above 10 NM.

than 10 NM.
CHECK GPS 2
PILOT
IRS 1 position differs from FMS position by more

than 10 NM.
CHECK IRS 1
PILOT

than 10 NM.
CHECK IRS 2
PILOT

than 10 NM.
CHECK IRS 3
PILOT
While processing a loaded FPLN that contains

temperatures and winds aloft, the FMS detects that,
for any WPT:
CHECK LOADED
Wind velocity is not within specified range PILOT
WIND/TEMP -
- Wind direction is not within specified range

- Temperature is not within specified range

02-34-50 F2000EX EASY
AUTO:
When FMS
computed
CHECK The predictive reserve fuel is greater than the one reserve fuel is
RESERVE FUEL the pilot has entered in “Fuel Res” on “Alt/Spd” tab less or equal
at preflight Phase Of Flight. than “Fuel Res”.
PILOT
AUTO:
When adjusting
CHECK IAS to meet the
SPD/ALTITUDE A/C descending in VPTH: speed and altitude limits
will be exceeded, based on the current IAS. SPD/ALT limit.
LIMIT
PILOT
AUTO:
When VNAV
determines that
CHECK SPEED VNAV cannot respect the speed constraint at a the speed
CONSTRAINT given WPT. constraint will be
met.
PILOT
FMS navigation mode is DME/DME or VOR/DME,

and VOR/DME1 position differs from FMS position
CHECK by more than 10 NM. Further displaying will be
VOR/DME 1 inhibited until the difference in position is less than 5 PILOT
POSITION NM.
Note: if another sensor is the primary means (i.e.
GPS), this message will never reappear.

POSITION NM.

F2000EX EASY 02-34-50
CHECK Any of the TOLD computed V-speeds (sent to ADI

speed tape) differs from the FMS calculated PILOT
VSPEEDS
V-speed by more than 2 kt.
AUTO:
When the
difference in Fuel
COMPARE FUEL FMS computed and FQMC sensed fuel quantities Qty is less than
QUANTITY differ by more than 2.5% of the BOW (Basic 1% of BOW for
Operating Weight) for 1 minute. 10 sec.
PILOT
PILOT:
CONFIRM
If the pilot enters an RNP value greater than the The entry must
RNP ENTRY: default one, the FMS requires confirmation of the be confirmed
pilot’s entry (YES or NO?). since it is greater
YES - NO than the default
value.
AUTO:
When the
CROSSWIND This message shows on the “takeoff config” or computed
EXCEEDS "Landing Config" tab, if the calculated crosswind is X-wind is less
35KTS greater than 35 kt. than 35 kt.
PILOT
When attempting to cross load a custom database

CUSTOM DB from one FMS to another one: both custom PILOT
SYNCHRONIZED databases are already the same, thus cross load is
not performed.
DATA BASE OUT On power up: the database date does not match the PILOT
OF DATE FMS date.
DATA LOADER
The data loader is being used. PILOT
IN USE
DB TRANSFER
The user aborts the current database transfer. PILOT
ABORTED
DB TRANSFER The database X-load has been successfully PILOT
COMPLETE completed.

02-34-50 F2000EX EASY
DB TRANSFER
The database X-load is in progress. PILOT
IN PROGRESS
DUPLICATE FLT The name the pilot entered to save the active flight PILOT
PLAN NAME plan already exists in the custom database.
END OF FLIGHT The present waypoint becomes the FROM waypoint PILOT
PLAN and is the last one in the flight plan.
AUTO :
- When
crossing
88°N
When either: southbound.
ENTERING
- Crossing 89°N northbound - When
POLAR REGION
crossing
- Crossing 89°S southbound 88°S
northbound.
PILOT
EXCEEDS
CEILING The pilot enters a FL higher than the one displayed PILOT
ALTITUDE in “Ceil” on “Cruise Summary” page.
EXCEEDS CERT This message shows in the Phase Of Flight window

when pilot has entered a flight level higher than PILOT
CEILING
FL470 into the FMS.
EXCEEDS MAX The computed gross weight is greater than the PILOT
GROSS WEIGHT MRW (Max Ramp Weight).
AUTO: when
LDG gross
This message shows amber in the landing Phase Of weight is less
EXCEEDS MAX
Flight window when the computed LDG gross than MLW.
LANDING WT
weight is greater than MLW (Max Landing Weight).
PILOT
AUTO:
When changing
EXCEEDS P The pressure altitude of the landing runway is above QNH.
ALTITUDE LIMIT 10,000 ft.
PILOT

F2000EX EASY 02-34-50
AUTO:
If takeoff or landing computations result in either:
When entering a
EXCEEDS WIND - Headwind being > 50 kt or, new surface
LIMITS wind.
- Tailwind being > 10 kt.
In this case, takeoff or landing calculations halt.
PILOT
AUTO :
- When
crossing
89°N
When either: northbound.
EXITING POLAR
- Crossing 88°N southbound - When
REGION
crossing
- Crossing 88°S northbound 89°S
southbound.
PILOT
FLIGHT PLAN Attempting to insert a waypoint in the active (or

stored) flight plan would result in exceeding the PILOT
FULL
maximum number of waypoints.
AUTO:
In either case:
When descent
FLT PATH - The computed descent angle (including the flare) angle becomes
ANGLE TOO is greater than 6°. less or equal
STEEP - A VTA (Vertical Track Alert) is displayed on ADI than 6°.
for a FAF where the descent angle is greater
than 6°.
PILOT
FLT PLAN When activating a pattern in a stored flight plan, the

pattern fix is not in the same location as when the PILOT
CHANGED
pattern page was entered.
FLT PLAN When any part of a new uplinked flight plan is PILOT
RECEIVED available for review.

02-34-50 F2000EX EASY
AUTO:
When these 3 conditions are met:
When HA leg is
FMS EXITING - Holding to Altitude (HA) is the Next leg. sequenced.
HOLD - The airplane reaches the altitude of the HA leg.
- Time to the holding fix < 1 minute. PILOT
FPL CONTAINS The flight plan being activated contains undefined or PILOT
INVALID WPT invalid waypoints.
FPL STORAGE
The memory storage for flight plans is full. PILOT
FULL
FULL PERF is the active performance mode, and at

least three internal errors have occurred while the
FULL PERF FMS either computes the active Flight Plan or
“What if”. PILOT
UNAVAIL
FULL PERF will not be available until these errors
are resolved.
AUTO:
When the
conditions
GPS RAIM The GPS RAIM value exceeds the limit for the triggering the
ABOVE LIMIT current phase of flight. message no
longer exist.
PILOT
AUTO:
When the
conditions
GPS RAIM triggering the
UNAVAILABLE The GPS receiver cannot generate RAIM. message no
longer exist.
PILOT
HIGH HOLDING When TAS and the wind combined will cause the
airplane to infringe the holding protected area PILOT
GRD SPD
(according to FAA standard)
HIGH PCDR The Procedure Turn cannot be flown at the current PILOT
TURN GRD SPD ground speed with a standard bank angle.

F2000EX EASY 02-34-50
In any of the following cases:

- An error occurred in A/C database
INVALID
- Wrong version of the A/C database PILOT
AIRCRAFT DB
- “Aircraft” field is empty on INIT tab
An empty database will replace the one in use.
INVALID The test of an uploaded custom database has PILOT
CUSTOM DB failed.
When attempting to delete:

- A WPT that is in a procedure turn.
INVALID A WPT from which the next leg is an arc.
- PILOT
DELETE
- A leg referenced to a procedure altitude (a
course from a fix to an altitude, or a heading to
an altitude).

- Attempting a Vertical DIR TO a waypoint without
any altitude constraint.
INVALID DIRECT
- VALT being the active vertical mode: the pilot PILOT
TO
requests a Vertical DIR TO a waypoint that
shows either “AT”, “AT or ABOVE”, or “AT or
BELOW”, and the current altitude is within 150 ft
of this altitude constraint.
INVALID ENTRY The pilot’s entry is not in the correct format. PILOT
INVALID FPLN
The graphical flight plan revision is not allowed. PILOT
OPERATION
At power-up, the Navigation Database test has

INVALID NAV DB failed (access to certain FMS pages will be PILOT
restricted).
INVALID NOTAM
The integrity test of the NOTAM file has failed. PILOT
LIST
ISA DEV The pilot inputs a temperature at any altitude that

makes the ISA Deviation at another altitude get out PILOT
EXCEEDED
of the range: ISA – 80°C / ISA + 50°C

02-34-50 F2000EX EASY
AUTO:
LANDING OUT Shows when “EXCEEDS MAX LDG WEIGHT”, When conditions
OF LIMITS “FIELD LENGTH LIMITED”, or “APPROACH CLIMB for the 3
LIMITED” are displayed on the landing tab. messages do not
exist.
AUTO:
When the "'END
OF FLIGHT
LAST LEG The active leg is the last one of the flight plan and PLAN" message
the TO WPT is not the destination airport. is displayed.
PILOT
NDB OVER MAX The Navigation Database exceeds the maximum

size, and access to the FMS pages will be PILOT
SIZE
restricted.
The specified FPLN is not one of the 7 valid types

(active, active pending, secondary, secondary
NO FLIGHT pending, what if, temporary, EOSID).
PILOT
PLAN
This message is also displayed when trying to
activate a stored flight plan with a name that is not
in the database.
AUTO:
When these
- The airplane is airborne. conditions no
NO POSITION
SENSORS - No sensor is being used as primary means of longer exist.
navigation.
- HDG and/or TAS are invalid. PILOT
NO PRESENT An entry that requires the present position is made, PILOT
POSITION and the A/C present position is invalid.
NOT IN DATA The pilot requests some data that is not in the PILOT
BASE database.

F2000EX EASY 02-34-50
A Lateral Offset is automatically cancelled, in any of

the following cases:
- A DIR TO is performed.
- The FROM waypoint is changed.
- The TO waypoint is changed.
OFFSET
A stored flight plan is activated. PILOT
CANCEL -
- The active leg is part of a procedure (i.e. SID,

STAR, and Approach).
- The active leg is in a terminal area (10 NM from
origin ARPT, 25 NM from destination)
- The active leg is in the Polar region.
When the airplane flies a lateral offset, in any of the

following cases: AUTO:
- The course is changed by more than 90° When entering

the polar region
OFFSET - The A/C joins a pattern (Holding or Procedure or when
CANCEL NEXT Turn). manually
WPT - FMS sequences a leg which is part of an cancelling the
instrument procedure (i.e. SID, STAR, and offset.
Approach)
- The airplane is in the terminal area (10 NM from PILOT
origin ARPT, 25 NM from destination).
When either:
- The pilot requests PERF/VNAV computation
while sufficient data is missing
PERF VNAV - FULL PERF is the active mode and an FMS PILOT
UNAVAILABLE internal error occurred.
This message is often issued when the pilot hits
VNAV on the guidance panel while fuel and weight
figures are not initialized.
The current RNP has been manually entered, and

both conditions are met:
PILOT RNP
- Phase of Flight transitions to Arrival or APP PILOT
CANCEL
- Current RNP is greater than the default value for
the next leg.

02-34-50 F2000EX EASY

PILOT RNP
CANCEL NEXT - At next WPT, RNP will transition to Arrival or PILOT
WP APP value.
the next leg.
RADIALS DO
NOT The pilot specified courses/radials do not cross. PILOT
INTERSECT
AUTO:
When the
RAIM WILL The GPS RAIM value will exceed the limit for the conditions no
EXCEED LIMIT phase of flight, at the requested time. longer exist.
PILOT
REQUESTED A downlink request has been sent (e.g. REQFPN,
DATA NOT REQPWI, etc.) and no response was received after PILOT
RCVD ten minutes.
RESET ALT SEL The selected altitude (ASEL) is higher than the PILOT
previously entered initial cruising altitude.
RESET FMS commands an altitude change, but the pilot PILOT
ALT SEL? has not entered this altitude in ASEL.
AUTO:
When entering
SAT/ISA LIMIT The pilot inputs a temperature at any altitude that another
EXCEEDED makes the SAT at another altitude get out of the temperature.
range: -73°C / + 55°C
PILOT
SET IRS 1 MAG
IRS 1 needs magnetic heading to align. PILOT
HDG
SET IRS 2 MAG
HDG
SET IRS 3 MAG
HDG

F2000EX EASY 02-34-50
SINGLE ALL Both FMS are no longer synchronized, and switch to PILOT
SINGLE mode.
STORED FPL A Stored Flight Plan is the active FPL and three PILOT
PERF UNAVAIL internal errors occurred in FMS.
SYNCHRONOUS FMS 1 and FMS 2 synchronize while FMS 3 works PILOT
FMS 1-2 independently (single mode).
SYNCHRONOUS FMS 1 and FMS 3 synchronize while FMS2 works PILOT
T.O. ENTRIES When on the ground, the pilot attempts to make an

entry on the “takeoff config” tab while the power PILOT
INHIBITED
levers are advanced for takeoff.
AUTO:
When the
calculation result
TAKEOFF OUT is within the
OF LIMITS FMS computed takeoff data is out of limits.
limits.
PILOT
Temperature compensation mode is automatically

TEMP COMP or manually cancelled.
PILOT
CANCELLED
If destination ARPT or selected APP is changed,
then TEMP COMP is automatically cancelled.
If the computed TOW is greater than any of the AUTO:

following weigh:
When computed
TO WEIGHT - Certified MTOW TOW is less than
LIMITED - CLB gradient limiting MTOW these 4 MTOW.
- RWY length limiting MTOW

- Obstacle limiting MTOW PILOT

02-34-50 F2000EX EASY
FMS rejects such user-defined PD (Place-distance)

because it would lie on any part of:
- An arc, or
UNABLE *PD - A Heading leg, or

PILOT
PLACEMENT - A Heading to Altitude leg, or
- A Direct To leg, or
- A procedure turn, or
- A course to fix (CF).
UNABLE
APPROACH A lateral modification is requested to the FAS (Final PILOT
MOD APP Segment).
AUTO:
- FMS not in
Auto Tune
FMS working in Auto Tune, this message is - FMS does

displayed when : not “own”
this freq.
- FMS "owns" the VOR/DME frequency, AND
- Inserted and
UNABLE The pilot-selected VOR/DME frequency does not
- actual freq
AUTOTUNE match the auto-tuned one for 10 seconds in the match
air or 60 seconds on the ground, AND
- Message
- The message has not been issued in the past has already
15 minutes. been
displayed.
PILOT
UNABLE CDB When trying to access the custom data base while PILOT
XLOAD IN PROG "CROSS LOAD" is in progress.
When either:
- A/C in the holding pattern, the pilot attempts to
change the course or the turn direction.
UNABLE HOLD
- Holding pattern defined by time (distance), the PILOT
CHANGE
pilot attempts to change the default distance
(time).

F2000EX EASY 02-34-50
UNABLE NEXT FMS determines that the airplane cannot reach the AUTO / PILOT
ALT next altitude constraint.
UNABLE When the pilot attempts to enter an offset when

flying a SID, a STAR, a holding pattern, or when the PILOT
OFFSET
airplane is in the Polar region.
When the pilot attempts to change the default

UNABLE PCDR values of a procedure turn (angle of turn, time and PILOT
TURN CHANGE distance, etc.) while currently flying the procedure
turn.
AUTO:
When displayed
In flight, when FMS position is valid and the EPU is less than
UNABLE RNP RNP.
displayed EPU is greater than the current RNP.
PILOT
AUTO:
When displayed
UNABLE RNP In flight, when FMS position is valid and the EPU is less than
NEXT WPT displayed EPU is greater than the next leg RNP. next leg RNP.
PILOT
UNABLE TUNE In RADIOS window, on NAV/ADF tab: the AUTO PILOT
REQUEST checkbox is not ticked.
USED BY The pilot attempts to delete a stored user-defined PILOT
ACTIVE FPL WPT that is used in the onside active flight plan.
USED BY
OFFSIDE ACT The pilot attempts to delete a stored user-defined PILOT
FPL WPT that is used in the offside active flight plan.
USING This message follows "FULL PERF UNAVAIL".

CURRENT PILOT
The performance software degrades to "CURRENT
GS/FF
GS/FF" mode.
VERT DIR OVER The pilot enters a Vertical DIR TO, and the
computed angle, from present position to the PILOT
MAX ANG
waypoint, is greater than 6°.

02-34-50 F2000EX EASY
VERT DIR The pilot enters a Vertical DIR TO, and the
UNDER MIN computed angle, from present position to the PILOT
ANG waypoint, is less than 1°.
AUTO:
When VGP
VGP FMS is the NAV source, ILS is not displayed on becomes
UNAVAILABLE HSI, and the pilot has pressed APP pushbutton, but available.
VNAV determines that VGP is not available.
PILOT
WHAT IF PERF Internal FMS errors occurred while computing PILOT
UNAVAIL "What If".
PILOT:
WIND The pilot enters a wind velocity at any altitude that
EXCEEDED AT makes the wind velocity exceed 250 KT at cruising When entering a
CRZ ALT altitude. new wind
velocity.

F2000EX EASY 02-34-50
TOLD MESSAGES
SOURCE
DESCRIPTION (ALL FMS
TARGET
MESSAGE (INCLUDING CLEARING OR
DISPLAY
THE TRIGGERING MECHANISM) SPECIFIC
FMS)
This message is issued if there is
ACCEL NO TABLE no table data for the takeoff Takeoff
AUTO ALL
DATA acceleration calculation for the data tab
given inputs.
This message is issued if the

ACCEL OUT OF acceleration input is out of Takeoff
AUTO ALL
BOUNDS acceptable range for data tab
computations.
Takeoff
ALT OUT OF This message is issued if the data tab
altitude input is out of acceptable AUTO ANY
BOUNDS Landing
range for computations.
tab
Takeoff
ANTI-ICE ON This message is issued if anti-ice data tab
setting is "ON" while the AUTO ALL
ABOVE 10C Landing
temperature > 10° Celsius.
tab

APPROACH CLIMB max approach and landing climb Landing
gradient limited weight is invalid AUTO ALL
LIMITED tab
or target can not be achieved
with entered conditions.
This message is issued if one of

the following conditions is
satisfied:
1. The max climb gradient Takeoff
CLIMB LIMITED AUTO ALL
limited weight is invalid, data tab
2. The takeoff weight is

greater than the Max
Takeoff Weight.

02-34-50 F2000EX EASY
SOURCE
TARGET
DISPLAY
FMS)
This message is issued if one or Takeoff

DATA NOT more data items that are required data tab
for the takeoff or landing AUTO ALL
INITIALIZED Landing
computations have not been
initialized. tab
FIELD LENGTH This message is issued if Landing

computed landing field lengh > AUTO ALL
LIMITED tab
runway length
This message is issued if Takeoff

FIELD LIMITED computed landing field lengh is AUTO ALL data tab
above runway length
This message is issued if the Takeoff

FLD LEN OUT OF field length input is out of data tab
AUTO ALL
BOUNDS acceptable range for Landing
computations. tab

GRAD OUT OF climb gradient input is out of Takeoff
AUTO ALL
computations.

INVALID ANTI-ICE anti-ice setting is invalid for the AUTO ALL
data tab
computation.
This message is issued if

INVALID OBS Obstacle distance or Obstacle Takeoff
Elevation is greater than AUTO ALL
ENTRY data tab
maximum allowable value or
distance zero is less than zero.

MAX TO WT NO no table data for the max takeoff Takeoff
AUTO ALL
TABLE DATA weight calculation for the given data tab
inputs.

F2000EX EASY 02-34-50
SOURCE
TARGET
DISPLAY
FMS)

MAX LD WT NO no table data for the max landing Landing
AUTO ALL
TABLE DATA weight calculation for the given tab
inputs.
This message is issued if takeoff Takeoff

OBSTACLE LIMITED weight does not permit to clear AUTO ALL
data tab
the obstacle.
Takeoff
PERF WT OUT OF This message is issued if Takeoff data tab
AUTO ALL
BOUNDS Weight is less than 24000 lb. Landing
tab
PITCH ATT NO This message is issued if there is Takeoff

no table data for the pitch attitude AUTO ALL
TABLE DATA data tab
calculation for the given inputs.
This message is issued if there is Takeoff

REQD DIST NO no table data for the required data tab
AUTO ALL
TABLE DATA takeoff distance calculation for Landing
the given inputs. tab
RWY SLOPE OUT This message is issued if runway Takeoff

slope is outside the limits for this AUTO ALL
OF LIMITS data tab
value (+/-2.5)
SLOPE OUT OF This message is issued if the Takeoff

slope input is out of the range for AUTO ALL
BOUNDS data tab
the computation.
Takeoff
TEMP OUT OF This message is issued if the data tab
temperature input is out of the AUTO ALL
BOUNDS Landing
range for the computation.
tab
Takeoff
takeoff or landing temperature is AUTO ALL
ENVELOP Landing
out of the temperature envelope.
tab

02-34-50 F2000EX EASY
SOURCE
TARGET
DISPLAY
FMS)

THRES > RWY takeoff runway threshold > data tab
departure runway length or if the AUTO ALL
LENGTH Landing
landing runway threshold >
arrival runway length tab
TO N1 NO TABLE This message is issued if there is Takeoff

no table data for the takeoff N1 AUTO ALL
DATA data tab
VBFL OUT OF This message is issued if the Vbfl Takeoff

input is out of the range for the AUTO ALL
BOUNDS data tab
computation.
VMBE OUT OF This message is issued if the Takeoff

Vmbe input is out of the range for AUTO ALL
BOUNDS data tab
the computation.
VMIN OUT OF This message is issued if the Takeoff

Vmin input is out of the range for AUTO ALL
BOUNDS data tab
the computation.
Takeoff
VSPD NO TABLE This message is issued if there is data tab
no table data for the V speed AUTO ALL
DATA Landing
tab
V2 OUT OF This message is issued if the V2 Takeoff

BOUNDS data tab
computation.
Takeoff
WEIGHT OUT OF This message is issued if the data tab
weight input is out of the range AUTO ALL
BOUNDS Landing
for the computation.
tab
Takeoff
WIND OUT OF This message is issued if the data tab
headwind input is out of the AUTO ALL
BOUNDS Landing
tab

F2000EX EASY 02-34-50
SOURCE
TARGET
DISPLAY
FMS)
Takeoff
headwind is outside the limits for AUTO ALL
LIMITS Landing
the value (-10 to 50)
tab

02-34-50 F2000EX EASY
CAS MESSAGES

ADF .. FAIL On ground, indication of ADF (1/2) receiver failure.
ADS .. FAIL Failure of Air Data System (1/2).
AGM .. FAIL Indicated AGM module is failed.
APM ..+..+.. FAIL On ground, failure of three or more of the indicated

APM modules.
APM MISCOMPARE Indicates miscomparaison of the APM settings on

ground.
ASCB XX PRI BUS FAIL On ground, primary bus failure on one (LH/RH) ASCB.
ASCB XX BKUP BUS FAIL On ground, backup bus failure on one (LH/RH) ASCB
avionics bus (Dual Backup Bus Failure).
CCD XX FAIL On ground indication of complete failure of (LH/RH)

CCD.
CHECK DU XX A possible fault/error has been detected on display

(LH/UP/LW/RH).
CONTROL IO .. FAIL On ground, indicated control IO module (1/2) is failed.
CONFIG MONITOR 1+2 FAIL Configuration management system 1 and 2 fail.
CUSTOM IO .. FAIL On ground, indicated custom IO module (1/2) is failed.
CUSTOM IO ..A FAIL Indicated channel A of custom IO (1/2) is failed (on

ground and in flight).
CUSTOM IO ..B FAIL On ground, indicated channel B of custom IO (1/2) is

failed.
DU XX OVHT Overheating of (LH/UP/LW/RH) display unit.
EGPWS 1 FAIL Failure of corresponding TAWS system.
FMS .. FAIL On ground, failure of corresponding FMS (1/2/3).
FMS .. -GPS1+2 POSITION MISC Miscompare detected between FMS and GPS position.

F2000EX EASY 02-34-50

GEN IO .. FAIL On ground, indicated generic IO (1/2) module is failed.
GEN IO ..X FAIL On ground, indicated channel (A/B) of generic IO (1/2)

is failed.
GND PROX 1 FAIL Loss of basic GPWS modes.
IRS .. ALIGNING On ground, IRS (1/2/3) aligning and excessive airplane

motion is detected.
IRS .. FAIL Critical failure of IRS (1/2/3).
IRS .. POS ENTRY IRS (1/2/3) has failed the alignment test due to an
invalid pos init entry.
MAU .. FAN FAIL On ground, failure of two fans on the indicated MAU
(1/2).
MAU ..X FAIL Failure of MAU channel (1A/1B/2A/2B).
MAU ..X OVHT Overheating of MAU channel (1A/1B/2A/2B).
MKB XX FAIL On ground indication of failure of (LH/RH) MKB.
MONIT WARN .. FAIL On ground, failure of monitor warning (1/2/3) software.
NAV .. FAIL Failure of NAV (1/2) receiver.
RADALT .. FAIL Failure of radio altimeter (1/2).
SYSTEM CONFIG FAIL System is unable to setup due to configuration

mismatch.
TCAS FAIL Failure of TCAS system.
TERR 1 FAIL Failure of Terrain awarness funcion.

UNABLE FMS ../GPS1+2
MONITOR Monitor FMS/GPS miscompare not available.
VALIDATE CONFIGURATION On ground, indicates the configuration of the MAU

modules needs validated.
WEATHER RADAR FAIL Failure of weather radar system.
WINDSHEAR 1 FAIL Failure of windshear protection system.
XPDR .. FAIL Failure of transponder system (1/2).

02-34-50 F2000EX EASY

ADF .. FAIL In-flight, indication of ADF (1/2) receiver failure.
On ground, indication of Graphical Flight Planning is

AGM .. /FMS .. GFP INOP not possible with the indicated AGM (1/2/3/4)/FMS
(1/2/3) combination.
AGM .. DATABASE ERROR On ground, indicated AGM (1/2/3/4) databse is corrupt

or missing.
AGM .. DATABASE OLD On ground, indicated AGM (1/2/3/4) database is out of

date.
ALIGN COMBINER The HUD combiner is not within alignment tolerances

when in the operating position (optional).
APM .. FAIL Failure of one or two APM.
ASCB XX PRI BUS FAIL In-flight, primary bus failure on one (LH/RH) ASCB.
ASCB XX BKUP BUS FAIL In-flight, backup bus failure on one (LH/RH) ASCB
In-flight, at least one module of the Control IO, Custom

AVIONICS IO FAIL IO (except Custom IO 1A and 2A) and Generic IO is
failed.
CCD XX FAIL In-flight indication of complete failure of (LH/RH) CCD.
CHECK COURSE LH pilot and RH pilot ILS course is different during

HUD2 or HUD3 approach (optional).
CHECK HUD SETUP HGS capable of HUD 2/3 is not received runway data,
localizer track and glideslope angle (optional).
CHECK RA SOURCE LH pilot and RH pilot radio altimeter source is the same
during HUD2 or HUD3 approach (optional).
CONFIG MONITOR .. FAIL Indication of one configuration management (1 or 2)

failure.
DATABASE MODULE .. FAIL On ground, indicated database module is failed.
DISENGAGE AP USE HUD During HUD3 approach the altitude is below 1000 ft
and the AutoPilot is engaged (optional).
EVS: A/I FAIL The infrared window anti-icing system does not work
properly (optional).

F2000EX EASY 02-34-50

EVS FAIL EVS is failed (optional).
FLAP OVRD Flap override has been selected.
GPS.. FAIL Failure of corresponding GPS (1/2/3).
G/S CANCEL G/S cancel has been selected.
HUD 2/3 NOT AVAIL HGS is not capable of HUD 2/3 while HUD2 or HUD3
approach mode is selected (optional).
HUD FAIL HUD failure (optional).
IRS .. ALIGNING In-flight, IRS (1/2/3) is aligning (message turns off

when in NAV mode).
IRS .. FAIL In-flight, indication of IRS (1/2/3) failure
IRS .. POS ENTRY IRS (1/2/3) alignment is complete but no valid initial
position has been received.
LSS FAIL Failure of Lightning Sensor System (optional).
MAU ..X FAN FAIL Single fan failure at any time or dual fan failure for the
indicated MAU (1/2) has occured in flight.
MKB XX FAIL In flight, indication of MKB (LH/RH) failure.
NIC BATTERY At least one battery available in MAU NIC module is

low.
TAT XX FAIL Failure of TAT (LH/RH)
TERR INHIBIT Terrain inihibt has been selected.

02-34-50 F2000EX EASY

F2000EX EASY 02-34_0-00
ATA 34_0 NAVIGATION (EASY II)
CODDE 1 PAGE 1 / 8
TABLE OF CONTENTS
DGT94085 ISSUE 21
02-34_0-00 TABLE OF CONTENTS
02-34_0-05 GENERAL
Introduction
02-34_1 NAVIGATION (EASY II) – FMS
02-34_1-10 NAVIGATION ARCHITECTURE

Position sensors
Position computation
Navigation architecture
02-34_1-11 SENSORS MANAGEMENT

Sensors window
Navigation tab
Sensors reversion
02-34_1-20 AVIONICS WINDOW

General
Tabs description
02-34_1-21 FLIGHT MANAGEMENT WINDOW

General
Pre-flight phase of flight (POF)
Departure POF
Cruise POF
Arrival POF
Post-flight POF
FMS approaches
02-34_1-22 WPT LIST

General
Description

02-34_0-00 F2000EX EASY
PAGE 2 / 8 CODDE 1
TABLE OF CONTENTS
ISSUE 21 DGT94085
02-34_1-23 FMS AND TOLD MESSAGES

FMS messages
TOLD messages
02-34_1-30 FLIGHT PLAN INSERTION

Introduction
FMS position initialization
Flight plan insertion
02-34_1-31 I-NAV GRAPHICAL FLIGHT PLANNING

General
Lateral map display
Graphical flight planning
02-34_2 NAVIGATION (EASY II)
02-34_2-00 RADIO-NAVIGATION
Introduction
Controls and indications
Radio-Navigation modes
NAV backup tuning (A/C equipped with MKB with CPDLC function)
02-34_3-00 SFD
Secondary Flight Display
02-34_4-00 STAND-BY COMPASS

Stand-by compass
02-34_5-00 AIR DATA SYSTEM (ADS)

Air Data System (ADS)

F2000EX EASY 02-34_0-00
CODDE 1 PAGE 3 / 8
TABLE OF CONTENTS
DGT94085 ISSUE 21
02-34_6-00 RADAR ALTIMETER (RA)

Radar Altimeter (RA)
02-34_8-00 JEPPESEN CHARTS

General
Airport selection
Chart type tabs
Special function
02-34_10-00 EGPWS
EGPWS
02-34_11-00 RAAS (OPTION)

General
Description
System protection
Abnormal operation

02-34_0-00 F2000EX EASY
PAGE 4 / 8 CODDE 1
TABLE OF CONTENTS
ISSUE 21 DGT94085
02-34_12-00 SVS (OPTION)

General
Description
System protection
Abnormal operation
02-34_13 NAVIGATION (EASY II) - XPDR / TCAS
02-34_13-05 XPDR / TCAS - GENERAL

Introduction
System architecture
Cockpit overview
02-34_13-10 XPDR / TCAS - DESCRIPTION

XPDR functions
TCAS functions
Controls & indications
Traffic information display
Circuit Breaker
CAS messages

F2000EX EASY 02-34_0-00
CODDE 1 PAGE 5 / 8
TABLE OF CONTENTS
DGT94085 ISSUE 21
02-34_14 NAVIGATION (EASY II) - WXR & LSS
02-34_14-05 GENERAL
Introduction
Flight deck overview
General information
Operating modes
Standby mode
Ground mapping (GMAP) mode
Weather detection (WX) mode
Automatic weather mode
Operating sub-modes
Equipment location
Electrical power source

Introduction
Controls
Indications
02-34_14-30 SYSTEM PROTECTIONS

System monitoring
Active protection
02-34_14-40 GROUND OPERATION

Precautions
02-34_15-00 I-NAV GRAPHICAL WEATHER

Introduction
I-NAV uplink WX
I-NAV XM weather

02-34_0-00 F2000EX EASY
PAGE 6 / 8 CODDE 1
TABLE OF CONTENTS
ISSUE 21 DGT94085
02-34_20 NAVIGATION (EASY II) - HGS (OPTION)
02-34_20-05 GENERAL
Introduction
System architecture
Equipment location

Controls
Indications

System monitoring
Active protection
02-34_20-50 ABNORMAL OPERATION

CAS messages
02-34_21 NAVIGATION (EASY II) - EVS WITH ROCKWELL-COLLINS HGS (OPTION)
02-34_21-00 EVS WITH ROCKWELL-COLLINS HGS (OPTION)

General
Description
System protection
Abnormal operation

F2000EX EASY 02-34_0-00
CODDE 1 PAGE 7 / 8
TABLE OF CONTENTS
DGT94085 ISSUE 21
02-34_22 NAVIGATION (EASY II) - FALCONEYE HUD (OPTION)
02-34_22-05 GENERAL (A/C WITH M5000 AND M-OPT060)

Introduction
02-34_22-05A GENERAL (A/C WITH M5000 AND M-OPT062)

Introduction
02-34_22-10 DESCRIPTION (A/C WITH M5000 AND (M-OPT060 OR M-OPT062))

System architecture
Equipment location
02-34_22-20 CONTROLS AND INDICATIONS (A/C WITH M5000 AND M-OPT060)

Controls
Indications
02-34_22-20A CONTROLS AND INDICATIONS (A/C WITH M5000 AND M-OPT062)

Controls
Indications

System monitoring
Active protection

CAS messages

02-34_0-00 F2000EX EASY
PAGE 8 / 8 CODDE 1
TABLE OF CONTENTS
ISSUE 21 DGT94085
02-34_23 NAVIGATION (EASY II) - FALCONEYE HUD WITH EVS (OPTION)
02-34_23-05 GENERAL (A/C WITH M5000 AND M-OPT061)

Introduction
02-34_23-05A GENERAL (A/C WITH M5000 AND M-OPT063)

Introduction
02-34_23-10 DESCRIPTION (A/C WITH M5000 AND (M-OPT061 OR M-OPT063))

System architecture
Equipment location
02-34_23-20 CONTROLS AND INDICATIONS (A/C WITH M5000 AND M-OPT061)

Controls
Indications
02-34_23-20A CONTROLS AND INDICATIONS (A/C WITH M5000 AND M-OPT063)

Controls
Indications

System monitoring
Active protection

CAS messages

CAS messages

F2000EX EASY 02-34_0-05
CODDE 1 PAGE 1 / 2
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
The ATA 34 EASy II - Navigation chapter is split in following sub-chapters:

- 34_1: FMS (Flight Management System) including:
o Position computation,
o Position Sensors management,
o AVIONICS Page,
o FMW and WPT LIST winedows description,
o Flight Plan insertion scenario and INAV graphical flight planning.
- 34_2: Radio Navigation including VOR / DME, ADF, ILS,
- 34_3: SFD: Secondary Flight Display,
- 34_4: Stand by compass,
- 34_5: ADS: Air Data System,
- 34_6: Radar Altimeter,
- 34_8: Jeppesen Charts option,
- 34_10: EGPWS: Enhanced Ground Proximity Warning System,
- 34_11: RAAS: Runway Awareness and Advisory System (optional),
- 34_12 : SVS: Synthetic Vision System (optional),
- 34_13: XPDR / TCAS: Transponder / Traffic Collision Avoidance System,
- 34_14: WXR - LSS: Weather Radar – Lightning Sensor System (optional),
- 34_20: HGS (option),
- 34_21: HGS EVS (option),
- 34_22: FalconEye HUD (option),
- 34_23: FalconEye HUD with EVS (option),
- 34_40: CAS messages.

02-34_0-05 F2000EX EASY
PAGE 2 / 2 CODDE 1
GENERAL
ISSUE 20 DGT94085
FLIGHT PLANNING IN FLIGHT MODIFICATION

(LONG TERM ACTION) (SHORT TERM ACTION)
FMW interfaces with: I-NAV window interfaces with:

- Flight plan selection/edition - Interactive map
- Performance initialization - Route amendment
- Performance data review - Dialog boxes
- SID and STAR selection and review - Secondary fligh plan
- T/O and LDG data computation - Uplink weather (optional)
- XM graphical weather (optional)
SENSORS window interfaces with:
- Navigation sensors WPT LIST window interfaces with:
- Transponder / Weather radar (WX) / - Route amendment
Lightning Sensor System (LSS) / - Dialog boxes
Terrain Awareness and Warning - Flight log data
System (TAWS) / Traffic alert and
- WPT list Route Type Controller (RTC)
Collision Avoidance System (TCAS)
AVIONICS window provides an interface for:
- INIT tab FMW window allows updating LDG data
- FMS set up data
- Auto speed tab
- Tools tab
- AFCS tab
- Custom DB tab

F2000EX EASY 02-34_1-10
ATA 34_1 NAVIGATION (EASY II) - FMS
CODDE 1 PAGE 1 / 8
NAVIGATION ARCHITECTURE
DGT94085 ISSUE 20
POSITION SENSORS
EASy Flight Management System is a multi-sensor area navigation (RNAV) system, and
comprises 2 FMS (3rd one as an option). Both use the following input devices to compute the
airplane position and performance data:
- 2 DME,
- 2 VOR,
- 2 IRS, (3rd one as an option),
- 2 GPS modules.
NAVIGATION RESOURCES
The navigation uses three main devices:

- Modular Radio Cabinet (MRC),
- Global Positioning System (GPS).
Two independent MRC are installed: MRC 1 under the floor, immediately forward of the
entranceway; MRC 2 in the nose cone.
Each MRC houses:
- 1 VOR/ILS/VHF Data Link (VIDL) module,
- 1 DME module,
- 1 ADF module,
- 1 VHF module,
- 1 transponder (XPDR),
- 1 Network Interface Module (NIM).
VOR and ADF raw data can be displayed on the HSI.
Inertial Reference System (IRS)
The airplane is fitted with 2 micro Inertial Reference Units (IRU). A third IRU is available
as an option. Each IRS gives inertial position, velocities and accelerations, and IRS-GPS
hybrid velocities.
IRS operation requires system initialization (entry of latitude and longitude) during
alignment. GPS position is usually used for initialization. Once aligned, the IRS receives
GPS autonomous data and air data information (altitude, altitude rate, and true air speed)
from an Air Data System (ADS).
No control device is required for IRS mode management. Each IRS manages its modes
(alignment, navigation, end of flight) without any crew action.

02-34_1-10 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 20 DGT94085
Two types of automatic alignment are performed on ground by an IRU in NAV mode:
- Stationary align (Full)
- Auto re-align
Stationary alignment (full) commences approximately 5 seconds after initial power on.
Duration of full alignment requires 5 to 17 minutes depending on current latitude
(between 78° North and 78° South). Longer times are required at higher latitudes.
Current position is entered as a function of FMS position and should be entered within the
alignment period. No navigational information is available from the IRS during stationary
alignment. Excessive airplane movement during alignment will result in automatic full re-
alignment beginning 30 seconds after the excessive movement ends.
Auto re-align starts when no airplane motion is detected while in navigation mode after
stationary alignment (initial alignment) is complete. By this re-alignment, an IRU
periodically corrects position and heading, and zeroes out any velocities until motion is
detected. During alignment, the IRU continues to provide valid navigation data. Auto re-
align continues updating at one-minute intervals until excessive motion is detected.
Approximately one minute after the airplane stops motion, auto re-align will re-
commence.
■ IRS sequence alignment interrupted
It is possible to taxi during an IRS stationary alignment (initial alignment). However,

it will require restarting a complete stationary alignment once motion ceases. While
the airplane is taxiing, alignment is interrupted. Once it stops (GS = 0 kts) and
remains stationary, the system waits for one minute before commencing a new full
alignment sequence.
■ IRS in-flight alignment
After an IRS in-flight shutdown (i.e. transient loss of electrical power), an in-flight
alignment is automatically commenced without any crew action once electrical
power is restored. IRS attitudes are recovered within 5 seconds if the airplane is
maintained wings level without any pitch or roll movements. Automatic alignment
will continue for 5 to 17 minutes depending on current latitude. Airplane
accelerations and maneuvers will shorten the time to complete the alignment.
During alignment, a pilot can manually enter a heading on the SENSORS window.
The Flight Path Symbol (FPS) and Acceleration Chevron (AC) are not available
from this IRS until re-alignment is complete.
Global Positioning System (GPS)
2 GPS modules are installed, one per Modular Avionics Unit (MAU).
Both GPS work automatically, without any pilot action.
The FMS uses GPS valid data to compute airplane position.
The pilot can read each GPS independent position in SENSORS window.
As an option, these GPS can support SBAS services currently available (WAAS and
EGNOS).

F2000EX EASY 02-34_1-10
CODDE 1 PAGE 3 / 8
DGT94085 ISSUE 20
POSITION COMPUTATION
The FMS determines the best reference position update source (e.g. blended GPS position,
DME-DME radio position, VOR-DME radio position or blended IRS position) to use for
computing the airplane position. Current FMS mode is displayed in the SENSORS window.
The FMS uses a position and velocity filter. If no reference position source is available, the
FMS uses a Dead Reckoning (DR) mode of navigation.
In DR mode, a "NO POSITION SENSOR" FMS message is triggered and displayed in the
FMS message box in the I-NAV window. A "MSG" label is also displayed in each HSI
indicating a new FMS message.

02-34_1-10 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 20 DGT94085
RNP VALUE MANAGEMENT
The FMS manages the RNP value with regards to the flight phase. Transition into or
between these flight phases is as follows:
- Departure: when the airplane is less than 30 Nm from origin (direct distance is
considered) or the active flight plan leg is part of a departure procedure (SID).
- Oceanic / Remote: when the airplane is more than 200 Nm from the nearest NAVAID,
more than 30 Nm from origin or destination airport, and not flying a terminal area
procedure. The FMS transitions out of the oceanic / remote phase of flight, when the
closest NAVAID to the airplane is less than 65 Nm away or when the departure, arrival,
approach, or missed approach phase of flight conditions apply.
- En route: when the airplane is not in the Oceanic, Departure, Arrival, Approach or
Missed Approach phases.
- Arrival: when the airplane is within 30 Nm of the destination airport or the active flight
plan leg is part of an arrival procedure (STAR), but the airplane is not on an approach.
- Approach: if the active flight plan leg is part of an approach procedure selected from
the navigation database and the airplane is within 2 Nm of the Final Approach Fix (FAF)
or between FAF and the Missed Approach Point.
- Missed approach: if an approach is selected from the database, the missed approach
starts at the Missed Approach Point (MAP) and continues to the MAP holding point.
Note that the TERM annunciation is displayed in the ADI when the FMS is in Departure,
Arrival or Missed Approach flight phase.
For each phase of flight, the FMS will consider the following default RNP value:
- Departure: 1.00
- En route 2.00
- Oceanic / Remote: 4.00
- Arrival: 1.00
- Approach: 0.30
The crew can modify the default flight phase RNP value in the AVIONICS window / FMS
Setup tab, or can manually modify the current RNP value in the SENSORS window /
Navigation tab / Performance page.
 Refer to sections 02-34_1-20 and 02-34_1-11 respectively for further details.
When the crew manually enters an RNP value, priority is given to this manual entry (note
that a confirmation is required if this entry is higher than the current RNP default value)
The FMS will cancel the manual entry (and display the related FMS message “PILOT RNP
CANCEL”) when transitioning into a flight phase of lower RNP value or when the flight phase
transitions to Arrival or Approach.

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HIGH LATITUDE NAVIGATION
The “high latitude area” is defined as being above 72° 30' N or below 59° 30' S when
entering and below 72° N or above 59° S when leaving the area.
The FMS automatically switches to true heading when entering one of the high latitude
areas. HSI heading is switched to true and the FMS message ACTIVE MODE IS TRUE
HDG is displayed. The FMS indeed calculate the magnetic heading in adding the true
heading to the stored magnetic variation. Magnetic variation up to 73° N or 60° S is stored in
the FMS. Beyond these latitudes, the FMS cannot calculate the magnetic heading.
Upon leaving a high latitude area provided MAG remains the selected mode, the FMS and
HSI automatically switch back to magnetic heading. The FMS message ACTIVE MODE IS
MAG HDG is displayed when the switch occurs.
POLAR NAVIGATION
CAUTION
This function is not certified.
The polar area is defined as being above 85° N or below 85° S when entering and below
84° N or above 84° S when leaving the area.
ANNUNCIATIONS
FMS annunciations appear on the PDU and MDU when certain conditions exist.
PDU annunciations appear as 2 – 4 letters. Examples include:
- APProach mode (APP),
- TERMinal mode (TERM),
- DeGRaded mode (DGR).
MDU annunciations appear in an FMS message field that pops up in the upper portion of the
I-NAV map (if selected). A "MSG" label is also displayed in each HSI indicating a new FMS
message.
MDU message reports include:
- Unable Required Navigation Performance (RNP) condition,
- Position input differs from the FMS position by a pre-determined distance,
- FMS operational messages,
The FMS supports RNP operations down to RNP 0.3. It provides:

- Current default RNP with a manual override capability,
- Estimated Position Uncertainty (EPU) values,
- RNP capability in terms of navigation accuracy and integrity.

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FIGURE 02-34_1-10-00 - FMS ARCHITECTURE
EASy FMS architecture can be understood as a single integrated navigational system

supported by 2 or 3 FMS operating in a synchronized or single manner. The EASy system
provides a single output to the crew for navigation and AFCS operation. FMS can be
considered as input systems supporting a single flight plan on the flight deck. Due to removal
of dedicated FMS Control Display Units, the master FMS receives pilot input through the
graphical interface or a keyboard. The master FMS feeds the other FMS(s).
Each pilot can directly view guidance information provided by the selected FMS.
The master FMS for entry of all data is the Pilot Flying (PF) FMS (as determined by the PILOT
SIDE pushbutton on the Guidance Panel). When operating in synchronized mode, data
entered either through a keyboard or graphically is distributed to other FMS(s).
While the active flight plan operates on the EASy flight deck, either crew members can plan a
secondary flight plan. Activation of a secondary flight plan is made graphically.
Although the system is capable of operating in single mode, it operates most efficiently in
synchronized mode as continual system crosschecks provide increased system accuracy.
Integrated NAVigation map (I-NAV) information presented on the MDU is from PF FMS.

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Each FMS contains 3 types of database:

- Navigation database (NAV DATABASE),
- Performance database (AIRCRAFT DATABASE),
- User database (CUSTOM DATA BASE).
Each FMS uses the following hardware resources:
- FMS processor card,
- Advanced Graphics Modules (AGM) for data displaying on PDU and MDU,
- Input / Output module to interface with external systems,
- Network interface card to connect to the Avionics Standard Communications Bus
(ASCB-D), which is a high integrity airplane wide bus network,
- A data loader,
- Display units (PDU / MDU).
FMS functions include:
- Position computation,
- Lateral NAVigation (LNAV),
- Vertical NAVigation (VNAV),
- Speed management,
- Flight plan management,
- Take-Off and Landing Data (advisory TOLD).

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SENSORS MANAGEMENT
DGT94085 ISSUE 20
SENSORS WINDOW
SENSORS window can be displayed (using MENU on CCD) in the lower 1/6 of both PDU’s. It
provides access to:
- Airplane position sensors management (IRS, VOR / DME, GPS),
- Navigation function (FMS),
- Environment sensors (WX, LSS and TAWS).
FIGURE 02-34_1-11-00 - SENSORS WINDOW SELECTION
There are two main tabs:

- provides access to multiple levels of navigation information,
- provides primary menu operation/display for Lightning Sensor System
(LSS), and secondary menu for operation/display of Weather Radar (WX) and Terrain
Awareness and Warning System (TAWS).

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FIGURE 02-34_1-11-01 - SENSORS WINDOW NAVIGATION TAB

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NAVIGATION TAB
In the tab, a drop-down menu in the top left corner allows selection of different
levels of navigation information. These selections provide hierarchical navigation status.
The highest levels contain summary information and provide graphics for quick
understanding. Lower levels contain specific sensor information and detail. They are used to
resolve higher selection navigation issues.
FIGURE 02-34_1-11-02 - NAVIGATION TAB DROP-DOWN MENU
PERFORMANCE SELECTION
The highest level page (default), called Performance, provides a summary of navigation
status:
- Estimated Position Uncertainty (EPU),
- Required Navigation Performance (RNP) for the current POF,
- FMS Horizontal Navigation Mode.

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FIGURE 02-34_1-11-03 - PERFORMANCE DROP-DOWN MENU
The choice of any FMS is available in Performance. The selected FMS is the data source for
the page and provides EPU, RNP, and Horizontal Mode. In fully synchronous mode, RNP
should always be identical for all FMS.
FIGURE 02-34_1-11-04 - PERFORMANCE SELECTION
The graphical presentation provides a synthesis of airplane navigation performance using

limit circles: EPU is green, RNP is white dots.
RNP values vary according to each POF.
RNP is settable in the upper right corner. Default values come from the RNP setup (if
adjusted in tab) or the database. The value is displayed in green (default) or white
(pilot entry). If a pilot entry is greater than the default value, a dialog box “ Confirm Entry”
pops up with “Yes” or “No” selections.
The EPU value is computed by the indicated FMS. It is green (normal) or amber (when
exceeding RNP value). It’s value corresponds to ring radius in NM. If EPU is greater than
RNP, the EPU circle fills in and turns amber to alert the pilot.

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FIGURE 02-34_1-11-05 - RNP LOWER THAN EPU
Horizontal Mode readout at the bottom of the window displays current FMS navigation
mode in green. Possible modes are:
- GPS
- GPS SBAS
- DME/DME
- VOR/DME
- IRS
- IRS Hybrid
- Dead Reckoning
- No navigation
For example, during a FMS approach, RNP is automatically selected at 0.3 NM. If EPU
becomes higher than RNP, the APP annunciation at the top of the ADI disappears and the
indication is displayed at the bottom of the HSI. The FMS message "UNABLE RNP"
would be displayed in the INAV window.
In this example, if in IMC conditions, the crew is required to perform a Go-Around.

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SUMMARY SELECTION
This page provides a graphical presentation of the relative position of all position sources
including the currently calculated airplane position.
FIGURE 02-34_1-11-06 - NAVIGATION TAB SUMMARY SELECTION
Current airplane coordinates are displayed in the top right corner. The soft key
updates current position of the indicated FMS.
NOTE
The Navigation tab soft key only affects the selected FMS when in Single mode.
The check boxes on the left hand side enables or disables indicated position source display
on the graphic.
The graphic depicts current airplane position in the center (as computed by the selected
FMS). The white range ring is set to current RNP value. A digital readout displays range.
The display is always depicted North Up.
Position sources are displayed relative to the airplane. If a source is beyond the page limit, it
is indicated with an arrow at the correct bearing.
Labels for the sensor positions are:
- F = FMS
- G = GPS
- I = IRS
- N = Nav Radio

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Update FMS Position Menu
When the Update soft key is clicked, the Update FMS Position Menu drops down:
FIGURE 02-34_1-11-07 - UPDATE FMS POSITION SELECTED
The drop-down menu provides selection choices to update FMS current position:
- provides for a manual latitude and longitude
- provides for a waypoint identifier. The Lat/Lon of that point is then
determined and displayed adjacent to that radio button in green.
- All other configured source radio buttons and their respective positions.
Clicking updates indicated FMS position with selected position.

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GPS SELECTION
The GPS selection page provides for selection of installed GPS and displays key information
about them. All data comes from the selected GPS. It is not modifiable.
FIGURE 02-34_1-11-08 - NAVIGATION TAB GPS SELECTION
(Receiver Autonomous Integrity Monitoring) is the horizontal integrity limit of RAIM

(Horizontal Figure Of Merit) is the horizontal accuracy (in NM) of the calculated GPS
position. It is equivalent to EPU.
(Horizontal Dilution Of Precision) corresponds to horizontal quality from a geometry
calculate an accurate position. HFOM is a function of HDOP.
Miles from FMS 1 Position is the distance between current GPS position and current FMS
position (in this case, FMS 1 is the FMS in control). The displays provide Lat/Lon and NM
differences.
Alt is the geometric altitude (in Ft) of the airplane above the WGS-84 model of the Earth
surface. It is used by the EGPWS to validate RA data and for CFIT protection.
(Vertical Figure Of Merit) is vertical accuracy (in Ft) of the calculated GPS altitude.
(Vertical Dilution Of Precision) corresponds to vertical quality from a geometry
calculate an accurate altitude. VFOM is a function of VDOP.

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Clicking the soft key (Predictive Receiver Autonomous Integrity Monitoring)

provides a drop-down page containing:
- Dest (Destination) and Time (ETA)
- RAIM indicates availability (“yes or “no”) for indicated UTC times. Additional availability
is given for 5 minute intervals before and after ETA.
- and provides input of any waypoint and ETA (within 24 hours of current
time) to compute a predictive RAIM availability. Additional availability is given for 5
minute intervals before and after ETA.
- provides ability to deselect satellites for either Destination or Pilot Waypoint
Predictive RAIM calculation. Enter the PRN number in the field to deselect
satellites Predictive RAIM calculation at the Destination or at a Waypoint. Deleting a
pilot entry returns the boxes to dashes. boxes are automatically cleared
upon landing.
If the result of predictive RAIM computation is that RAIM conditions will not be available,
is displayed next to RAIM.
FIGURE 00-34_1-11-09 - PREDICTED RAIM PAGE

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SBAS GPS (optional)
FIGURE 00-34_1-11-10 - NAVIGATION TAB GPS SELECTION WITH SBAS GPS
When a SBAS capable GPS is installed, some information are added or modified.
Mode indicates the GPS navigation mode:
- Navigation
- Nav-SBAS
- Approach-SBAS
SBAS provider indicates the name of SBAS provider (WAAS, MSAS, EGNOS), or
Auto when enroute SBAS is selected and SBAS signal is available.
Enroute SBAS reflect the GPS enroute selection in AVIONICS window / FMS Setup
tab
HINT and VINT indicate the SBAS integrity level. If SBAS is not in use or not
available, the VINT is removed and HINT is replaced by RAIM .

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IRS SELECTION
The IRS selection page provides for selection of installed IRS and displays key information
about them. All data on this page comes from the selected IRS except for
Miles from FMS X Position (corresponding to master FMS) and Drift Rate, which are
FIGURE 02-34_1-11-11 - IRS SELECTED
indications include:
- – automatic mode at power up. Time to Nav parameter is displayed below the
parameter.
- – automatically displayed when IRS alignment completed (“Time to Nav”
disappears).
- – displayed when position computation is lost while attitude remains available.
A manual heading input is now required, and a input line is
displayed to provide for its input into the IRS.
During initial alignment, IRS alignment position is automatically set to FMS position.
Alignment duration depends on the latitude (approximately 7 min at 45° N or S).

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FIGURE 02-34_1-11-12 - IRS SELECTION MODE ALIGN AND ATTITUDE
IRS data displayed on the page is self-explanatory. Time to Nav is not presented during in
flight alignment.
NAV SELECTION
The NAV selection page provides for selection of installed VOR radio’s and displays key
information about them. All data on this page comes from the selected VOR except for
Miles from FMS X Position (corresponding to the master FMS), Position, and position
sources, which are computed by the FMS. Frequency IDENTS are displayed based on
existing FMS database information. If a data parameter is not available, it is displayed with
amber dashes.
FIGURE 02-34_1-11-13 - NAV SELECTED

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The pilot can prevent the FMS from using a particular VOR and/or DME station for position
computation by using the soft key. The soft key displays a NOTAM List
page that contains up to six NOTAM (three permanent, and three temporary). Temporary
NOTAM are cleared at power off and “permanent” NOTAM are stored in FMS memory until
removed by pilot. The default is white dashes. To use it the pilot has to enter the NAVAID
identifier in the NOTAM list. If the custom DB is not available due to a crossloading or
uploading function, is displayed below the NOTAM list and entry boxes are
grayed.
FIGURE 02-34_1-11-14 - NOTAM LIST PAGE
FMS SELECTION
This window provides selection between or mode for each FMS.

is the default selection.
FIGURE 02-34_1-11-15 - FMS SELECTED

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If active mode does not match selected mode for any FMS, the soft key
becomes selectable. Clicking displays the problems page.
FIGURE 02-34_1-11-16 - PROBLEMS PAGE
Problems that prevent the active mode from transitioning to selected mode are listed for
each FMS.
Problem messages include:
- Custom DB – Both FMS (or three if available) do not have the same Custom
Data-Base (DB) loaded and can not synchronize. The pilot must transfer Custom DB
from one FMS to the other(s) (requires approximately 1 min).
- Nav DB – Both FMS (or three if available) do not have the same Navigation DB loaded
and can not synchronize. The same Navigation DB must be reloaded in all FMS from
the red CD. Note that this operation can take-up to 45 min.
- Mode Diff – Active mode does not match selected mode of any FMS.
- Slave – FMS disagree as to which is the master.
- Single – FMS are unable to synchronize or pilot selected single.
- ASCB INOP – Avionics Standard Communications Bus (ASCB) is inoperative, and
information can not be transmitted between FMS. System automatically drops into
Single mode. Will be accompanied by Single message and may be accompanied by
FMS .. INOP or other FMS problem messages.
- FMS .. INOP – indicated FMS is inoperative.
- Dual INOP – indicates that the FMS are not able to operate in synchronous mode due
to excessive automatic transitions to single mode. Usually accompanied by another
message such as Single , Custom DB and /or Nav DB . System latches in Single
mode until power down.

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SENSOR SEL SELECTION
This window provides selection or de-selection of sensors for use by the FMS in their
position calculation.
FIGURE 02-34_1-11-17 - SENSOR SELECTION
The default is the on-side FMS. The right column defaults to the cross-side selected FMS.
The third (non displayed) FMS is available through a drop-down menu.
To select a sensor, click the corresponding check box. When the sensor is correctly being
used, a is displayed.
Distance and bearing from the indicated FMS for the sensor are displayed in green.

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SENSORS REVERSION
The Reversion Panel provides a mean for crewmember to do several types of manual or
automatic reversion: sensor reversion (left and right), AGM (Advance Graphics Module)
reversion and DAU (Data Acquisition Unity) reversion.
In addition, the Reversion Panel allows dimming the four display units and to switch to
PDU/MDU format when only two displays are available.
FIGURE 02-34_1-11-18 - REVERSION PANEL CONTROLS
SENSOR REVERSION
Each side of Reversion Panel (RP) is dedicated to the onside sensors reversion. 2 IRS, 1
RA, 2 ILS/VOR, and 2 ADS sensors, and 2 FMS are installed aboard the airplane (the third
FMS and/or IRS and the second RA are optional).
ADS, RA and IRS
pushbutton is not operational when only one RA is installed.
On a two sensors system, the reversion is made from one to the other sensor by pressing
on the corresponding pushbutton. Pressing a second time reverts to the first sensor (on-
side sensor).
IRS, RA and ADS reversion captions are located in the ADI. When a reversion is done,
the name of the reverted sensor appears in amber, indicating that both pilots are using
the same sensor.

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If a double cross-side reversion is performed (both are using different sensors but not
their on-side sensors), the ADI indication is still displayed but in white, showing the
sensor currently used.
If the airplane is equipped with three sensors (IRS):
- The first reversion (from a nominal situation) on one side, only displays a white
reversion symbol on the corresponding ADI,
- The second push reverts to the next sensor (the one used by the other crew
member).
In that case the reversion symbol is displayed in amber in both ADI.
- A third push brings the on-side sensor back and lights off the reversions symbols
(original situation).
FIGURE 02-34_1-11-19 - IRS REVERSION FROM LH STATION
When in abnormal operation (IRS 3 displayed on pilot slide), the annunciation is

displayed in white.
When the pilot and the copilot are using the same source, the annunciation is displayed
in amber.
FIGURE 02-34_1-11-20 - ADI AMBER SENSOR REVERSION

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ILS / VOR reversions
Depending on whether a LOC or a VOR is detected by the system, the reversion

indication is different.
■ LOC
The ILS source caption is only displayed in the HSI. When an ILS reversion is
performed, the source symbol is framed in amber while the color corresponding to
the target status remains (white, cyan or magenta).
FIGURE 02-34_1-11-21 - LOC 2 REVERSION (LH PDU)

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■ VOR station
When the VOR CDI is selected for display via the HSI control bar or by selecting
APP for LOC based approach on the Guidance Panel (GP) or selecting CRS on the
MKB and tuned to LOC, the source is LOC 1 / LOC 2 / B/C 1 or B/C 2 (B/C is
displayed instead of LOC when the selected course is not within ± 95° of the
present heading.) else the source is removed.
The priority is based on the current AP mode. The highest priority is for an active
mode (magenta CDI), the second highest is for an armed mode (cyan CDI) and
white in the lowest priority.
If both CDI are white, the FMS CDI is, by default, the highest priority. The source
number is based on the RP selection.
For a VOR, the source is still the LOC but the ident is notified as VOR. When a
reversion is done, the LOC source caption and the VOR ident caption are boxed in
amber. The source remains colored according to the target status.
FIGURE 02-34_1-11-22 - VOR 2 REVERSION (LH PDU)
FMS reversions
In a three FMS configuration, the reversion indications are different. A third FMS is
available as an option, there are two different configurations to consider when using the
FMS:
- Two FMS configuration,
- Three FMS configuration.
When the CDI is selected for display via the HSI control bar or by selecting LNAV on the
GP, the source FMS 1, FMS 2 or FMS 3 is displayed.
The source number is based on the selection in the reversion controller. The initial default
is 1 for the left side and 2 for the right side.
In a two FMS configuration, after a first push on the FMS reversion pushbutton, all FMS
navigation sources indications (in HSI and in I-NAV) are boxed in amber. The source and
the ident keep their color, in order to continue displaying the status of the target,

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In a three FMS configuration (option), the procedure slightly differs:

- At first push on the FMS reversion pushbutton, the FMS 3 indication only appears on
the concerned pilot side, colored according to the status of the target,
NOTE
If the reversion is made on the PF side, the FMS source displayed in the I-NAV is also
FMS 3 (as the I-NAV uses the same sources than the PF).
- After the second push, all FMS navigation sources indications (in both HSI and in I-
NAV) are boxed in amber,
- After the third push, the system recovers a normal configuration.
FIGURE 02-34_1-11-23 - FMS REVERSION FROM THE LEFT SIDE (PILOT FLYING SIDE) -
HSI AND I-NAV IN A 3-FMS CONFIGURATION
NOTE
As the I-NAV uses the sensor of the Pilot Flying station, a reversion on the same sensor for
each pilot station implies all systems in the airplane use the same sensor.

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AGM/DU REVERSION
The RP has four concentric dual knobs corresponding to each display: the inner one for the
display dimming control, the outer one for the Advance Graphic Module (symbol generator)
reversion.
The inner knob is used to dim the corresponding DU, and when fully turned counter-
clockwise past detent, is shut it off. In this case, the system is reconfigured itself
automatically to take into account the loss of display.
 For more information, refer to sub-section 01-15-25 Menus and pages adaptation.
The Advance Graphic Module knob can be set to two positions, AUTO and REV:
- REV position, the system reconfigue assuming the corresponding AGM is failed or not
be used.
An AGM can be reverted by setting the corresponding outer knobs on the RP to REV.
 For more information, refer to sub-section 01-20-25 Reversion Panel.
FIGURE 02-34_1-11-24 - SG REVERSION INDICATION
When at least one AGM is reverted, the SG (Symbol Generator) white annunciation is
displayed in the ADI on the right of the altitude scale

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DAU REVERSION
The RP has two-position knobs labelled DAU1 and DAU2. DAU1 refers to the generic I/O
and custom I/O modules located in MAU 1, and DAU2 refers to the ones located in MAU 2.
Each DAU has two channels, A and B, corresponding to modules IO channel A and B.
When the DAU1 (DAU2) knob is in AUTO position, the avionics display uses the data
coming from DAU1 (DAU2) channel A if valid, else system reverts to channel B. In this case
there is no reversion annunciation
FIGURE 02-34_1-11-25 - DAU REVERSION INDICATION
channel B.
channel B.
PDU/MDU BUTTON
The PDU/MDU button is used to toggle the PNF display between a PDU format and an MDU
format in the case of a degraded configuration where only two displays with valid formats
are still available (two displays off or red Xed).

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AVIONICS WINDOW
DGT91832 ISSUE 20
GENERAL
The AVIONICS window is accessed through the MDU MENU.
FIGURE 02-34_1-20-00 - AVIONICS WINDOW INIT TAB
The AVIONICS window provides system initialization, setup, database management, and
tools through seven tabs:
- Init ,
- FMS Setup ,
- Auto Speeds ,
- Tools ,
- AFCS ,
- Custom DB ,
- System Config ,

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TABS DESCRIPTION
INIT TAB
Init tab is the default tab upon power up. Init tab provides:
- Initialization of system internal time and date. Values are synchronized to internal
system clock, then to GPS when it becomes available. Manually setting time and date is
allowed only when GPS time is not available. To enter time and date manually, move
cursor to time box and enter information using keyboard. Pressing <ENTER> will enter
data and move cursor to the next box.
- Current Position. The Current Position field contains the master FMS position readout.
Selecting the soft key, pops up the Update FMS Position dialog
box that provides multiple sensor position choices. Radio butttons choice include:
o Lat/Lon. Allows manual entry of latitude and longitude.
o Ref Wpt. Default is nearest airport. Allows manual entry of an airport ICAO code or
any other waypoint. Its coordinates are automatically displayed.
o Available GPS and/or IRS. Choose between available sensors (their individual current
position references are already displayed).
Selecting any radio button activates the soft key. Select to complete the
update process.
FIGURE 02-34_1-20-01 - UPDATE FMS POSITION DIALOG BOX

- displays Navigation database cycle (with a choice between two for
currency), Airplane database (appropriate to this airplane), and Charts database
currency (if installed). It is the crew’s responsibility to ensure databases are appropriate
and current.
- displays loaded versions of FMS, TOLD and ECL databases. It is the crew’s
responsibility to ensure databases are appropriate and current. TOLD function is
available on F2000LXS/S with M3381 or M3688.

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AVIONICS WINDOW
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- and . displays airplane tail number and Flt ID information. Flight

identification must match exactly what is entered at Item 7 of the ICAO flight plan:
airplane registration marking of the airplane (e.g N2567GA) or the flight number (e.g
KLM511). They are modifiable and saved by the system. Flt ID is used by the
transponder. If deleted, both display white dashes.
FMS SETUP TAB
FIGURE 02-34_1-20-02 - FMS SETUP TAB OF AVIONICS WINDOW

tab contains all setup functions of FMS:
- field allows “learning mode” to be enabled or disabled. This
function must be disabled. This mode intends to enhance the aircraft database
(ACDB), it can only be used on specific flights by Dassault Aviation test pilots. Indeed,
when improperly used, this mode can seriously degrade the ACDB and thus FMS
performance computations.
- selection (default Full Perf). The crew may decide to deselect Full
Perf when the flight is not representative of a normal flight or when the “normal profile”
as depicted in the performance data will not be flown (i.e. short, low altitude legs,
training flights, etc.). When Full Perf is not available, system default is Current GS/FF.
Selection of Pilot Spd/FF or Current GS/FF is recommended only when Full Perf data is
determined to be inaccurate.
NOTE
SmartPerf is a fully integrated, lateral and vertical flight plan predictive program that calculates
optimum speeds and altitudes, ETA’s and fuel figures. It can be used anytime, before and in
flight.

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- Flight Summary Output field allows for the selection of the desired output medium for
the Post Flight data. The Post Flight data can be output directly to a printer, if installed,
or saved to a disk. The Post Flight data will send to the printer or the DMU via the CMC
after the airplane has landed and park brake is on.
- GPS Enroute SBAS field is displayed only on EASy II airplane with the LPV
approaches option. The GPS position is SBAS corrected by default (On checked), and
can be deactivated in ticking the Off radio button. Selecting On or Off does not impact
the LPV availability.
- To insert the fuel quantity burned from engine start to 1,500 FT AAL on the
take-off path. Once airborne, the actual data supercedes this one.
- To insert the fuel quantity burned from touchdown to engines shutdown.
NOTE
and are estimated by the crew. They default to the last entered figures or
to the airplane database if blanked. Pilot's input is stored in memory at airplane power down.
- allows the selection of RNP for a particular phase of flight or the last
entered value. The default values are as follows:
o Departure: 1.0,
o Enroute: 2.0,
o Remote / Oceanic: 4.0
o Arrival: 1.0,
o Approach: 0.3,
o Missed approach: 1.0.
The order of priority for the active RNP limit is:

- Airplane database values (on initial power-up)
- Pilot’s entries override airplane database values during a power cycle. Manual entries
are made from either:
o SENSORS window (Performance Menu in the Navigation Tab), or
o window
All selections are synchronized for all FMS, except for the Flight Summary Output that
applies to the master FMS (only one FMS prints out or save the data).

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AUTO SPEEDS TAB
FIGURE 02-34_1-20-03 - EASY II - FMS SPEEDS TAB ON AVIONICS WINDOW
AUTO Speeds tab: entry windows for speeds used by the FMS. All data within this tab are
synchronized between all FMS when in synchronous mode.
- Depicts speed schedule used by FMS for each POF (departure, climb, descent, and
approach),
- Provides Departure and Approach POF where speeds are applied. Approach speeds
can be based on TOLD computed values. If TOLD not installed, the values are based
on manual speeds.
provides entry of a target airspeed and the altitude and range from origin airport
(effective area) for its use. For instance, it can be used to set restrictions for departure
airport airspace. Defaults are 2,500 FT AGL and 4 NM. Speed defaults to the last entered
value, the airplane database value, or 200 kts (if no value is provided by airplane database).
If below 1,500 ft above airfield and the airplane descent more than 200 ft, automatically the
FMS speed reverts to CLEAN Approach speed. The FMS understand that it is a quick return
to base.
provides:
- A default value from the airplane data base (if the data base is not available this
selection is grayed and not available),
- A manual selection. The manual field default values are the last entered values.

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Crz Spd contains a drop-down menu and associated speed and Mach number fields. It is a
replication of the FMW/Pre-flight tab cruise settings.
- The possible selection from the cruise speed menu are:
o Manual: the pilot inserts IAS and Mach number,
o LRC: Long Range Cruise,
o MAXEND: Maximum Endurance,
o MAXSPD: Maximum Speed.
- Speeds and Mach number fields display:
o For Manual menu selection, the default value or crew selection;
o For LRC, MAXEND or MAXSPD, the FMS computed values that are not modifiable.
The selection is synchronized with the selection done in the FMW / Alt/Spd tab.
Descend field contains three selections:
- The airplane data base default (if the data base is not available this selection is grayed
and not available) ,
- A Vmo/Mmo and manually entered angle,
- A manual combination of airspeed / Mach / angle.
defines the maximum airspeed that the FMS will fly below the entered
altitude. It can be used to set general speed restrictions for airspace, such as 250 knots
below 10,000 ft. It is possible to delete Speed limit /Altitude (fields are then dashed). At
power-up, the FMS retains the last entered values unless previously deleted. In such case,
default values are 250 KT / 10,000 Ft.
provides a way to enter a speed for each Slats/Flaps (SF) configuration. These
fields are used for performance planning purposes automatic power control and crew
reference. Default values come from the airplane database but are modifiable by the crew
unless otherwise stated below. Entry of speeds higher than placard speed limits for a given
configuration results in an invalid entry and will not be accepted. Entries smaller than a
minimum IAS indicates a delta from Vref and are displayed as “VRF+” plus the entry. Each
field is as follows:
- provides entry for Clean configuration (default from airplane database or 190
knots).
- provides entry for SF1 configuration (default from airplane database or 190 knots).
- provides entry for SF2 configuration (default from airplane database or 190 knots).
- displays VAP. VAP is not modifiable.
NOTE
During an ILS or LPV approach, if LOC or LSBA and GS or VSBA are dropped for any
reason, the FD will revert to ROLL/PATH. The FMS concurrently switches to the climb POF
mode if ASEL is set to at least 150 feet above current airplane altitude. In the event the AP
is engaged in this situation, the FMS engages the climb schedule set in the FMS Speeds
tab (of the AVIONICS window).
AGL field allows the crew to define the height of the arrival volume by entering the desired
altitude. The default value is 10000 or the last entered value.

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FMS instructions for transition to approach speeds are provided in this window. Radius of
approach area is defined by either or Radial to Dest :
- check box indicates that approach speed is to be activated 5 Nm prior
the first waypoint of the approach. Default is last selection or checked (from airplane
database).
- Radial to Dest provides a radius from destination at which approach speeds become
active. Default is last entered value or 15 nm (from airplane database).
NOTE 1
If checkbox is not checked at least 5 Nm prior to first approach waypoint, FMS speed
transitions to approach speed schedule at next approach waypoint or at selected Dist To Dest
(whichever is further from destination airport).
NOTE 2
If a waypoint is inserted in Flight Plan between first approach waypoint and IAF and a direct to
(DIRTO) this waypoint is activated, it becomes the first approach waypoint.
NOTE 3
When flight plan waypoints require an oblique turn at the IAF, the airplane may not enter a
5 Nm radius around the IAF. In this situation, the next approach waypoint will be used as the
first approach waypoint and transition to approach speed schedule will occur at this next
waypoint.
NOTE 4
If an approach transition is not selected (i.e. Vectors selected instead) for approaches with
multiple IAF’s, the IAF may not be the first approach waypoint. The first approach waypoint may
be the next waypoint in the approach procedure. As a result, approach speed schedule will
transition at this next waypoint.

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Constraint : this section allows to advise the crew when a speed constraint or other speed
limit is currently being honored as the speed target.
If any of the following limits are the source of the current speed target, the “Constraint:” title
followed by explanatory text is displayed in magenta or cyan:
- If the speed target is based on slats / flaps limit, the explanatory text displayed the
speed target and the flaps configuration (i.e. 200 KT – Placard SF1),
- If the speed target is based on gear limit, the explanatory text displayed the speed
target and origin limit (i.e. 245 KT – Placard Gear),
- If the speed target is based on speed constraint, the explanory text displayed the speed
target and the ident of the waypoint (i.e. 215 KT SUNSS)
If none of the conditions in this subsection exist, the “Constraint:” title is displayed in white
with no explanatory text.
Hold Speed displays, when the airplane is holding, the flown airspeed (as set in the
waypoint list) along with the holding fix name.
When the holding speed becomes active (anticipating the hold or in the hold), the “Hold
Speed:” title, the speed and the associated holding waypoint are displayed in magenta
(active) or cyan (armed). When no holding speed is active, the “Hold Speed:” title is
displayed in white with no associated speed.
The active schedule considered by the FMS is highlighted in the "Auto Speeds" tab by
displaying the schedule's name (“Departure:”, “Climb:”, “Crz Spd:”, “Descent:,” “Approach:”)
in magenta if the speed mode selected on Guidance Panel is “FMS” or in cyan if the
selected speed mode is “Man”.
The altitude speed limit is considered as a schedule and can be displayed as active.
The names of all non-active schedules are displayed in white.

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TOOLS TAB
FIGURE 02-34_1-20-04 - TOOLS TAB OF AVIONICS WINDOW
TOOLS tab provides a QFE / QNH convertor and three time functions:
- QFE/QNH convertor: All fields are white dashed when opening this window, except
“Airport Elev” that defaults to the destination airport elevation as per the
FMW/STAR/App tab. The pilot can input any other elevation in a mandatory 4-digit
format.
- When inputing a value in any pressure (or altitude) field, this field displays white, while
the 3 other fields display the results in green.
- Pilot's inserted values in Airport Elev, QFE, QNH, HPA fields are reset to default:
o Each time another tab is selected, OR
o Each time the windowing display is changed.
- displays current UTC in green (non-modifiable). Time is derived
from airplane time.
- is used to set a time lapse which counts down to zero. The format is
XXhYYmZZs. The default state is inactive with white dashes displayed. When the timer
reaches zero, an aural tone sounds and a UTC label flashes in the HSI until the timer is
stopped. Selecting the Start radio button starts the timer. Selecting stop suspends it.
- is used to set a reminder alarm to sound at an upcoming UTC. The format of
this field is XX:YY. The default state is inactive with white dashes displayed. When
current UTC time equals entered alarm time, an aural tone sounds and a UTC label
flashes in the HSI until the alarm is turned off. Selecting the On radio button turns the
alarm on. Selecting Off deactivates it.
The aural timer and alarm tones may be silenced by pressing the SIL pushbutton.

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AFCS TAB
FIGURE 02-34_1-20-05 - AFCS TAB OF AVIONICS WINDOW
AFCS tab contains AFCS selections and settings which include:

- selection automatically changes at each power-up to minimize
latent failure. It can be directly selected by the crew. In case of an AFCS failure, AFCS
in Command is also automatically changed. The FD modes revert to basic mode.
- AFCS Setting: has the following selections:
o limits bank to ½ of normal value (available only in HDG mode)
o when in LNAV, the pilot entered Bank Factor determines how
aggressively the FMS will veer the airplane, thus how steep the bank angle will be.
The default bank factor is 7. The pilot can input in this field any number from 0 to 15.
When approaching a fly-by waypoint, the lower the bank factor is (usually <7), the
farther the FMS will anticipate the turn. The higher the bank factor is (usually > 7), the
closer the FMS will anticipate the turn. The FMS ignores the pilot entered Bank Factor
when flying SID or STAR.

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CUSTOM DB TAB
FIGURE 02-34_1-20-06 - CUSTOM DB TAB OF AVIONICS WINDOW
manages the Custom DataBases of the airplane which include:

- Pilot Waypoints
- Flight Plan
- NOTAM
The FMS drop-down menu provides source selection of displayed Custom DataBase (CDB)
information. It is available (and displayed) only when there is a detected difference between
any of the FMS custom databases.
Pilots waypoints: The list contains all currently defined pilot waypoints in the custom data
base. A scroll bar is displayed when the list exceeds window area.
soft key removes selected waypoint from custom data base.
soft key is always selectable. It removes all pilot defined waypoints
from custom data base.
soft key is always selectable. It removes all pilot defined waypoints from
Custom DataBase. The waypoints in the WPT LIST remain until overflown.
NOTE
The ability to delete a single flight plan is managed through the preflight phase on the Flight
Management Window.

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is always selectable. It removes all NOTAM from the custom

database.
NOTE
The ability to delete a single NOTAM navaide is managed through the SENSORS Window.
is always selectable. It deletes the entire custom data base

(waypoints, flightplans and NOTAM).
The cross-load area is for the cross-loading custom data base between FMS:
- “From” selection allows to select a single FMS as the source of custom data base,
- “To” selection allows to select destination of the load. A one to one or a one to many
transfer can be selected.
Once “From” and “To” selections have been made, the Xload soft key becomes active.
Selecting Xload initiates the load and causes the soft key to change to Abort soft key.
Selecting Abort cancels the cross-load. (The abort causes the receiving FMS to have an
empty custom database and forces it into the “Single” mode).
During cross-load, the current DB section being transferred and its percent (complete) are
displayed in green. When transfer complete, the FMS are automatically placed in
synchronous mode.
SYSTEM CONFIG TAB
FIGURE 02-34_1-20-07 - AVIONICS WINDOW SYSTEM CONFIG TAB
tab is only available on the ground. It displays configuration information for

all installed software/data base and is used for return to service type operations.
Prev and Next soft keys are used to cycle through the pages. It does not present the
SELCAL code.

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GENERAL
The Flight Management Window is accessible from the main menu on the
CCD. It provides pilot interface for:
- FMS performance initialization,
- SID, STAR and approach retrieval and review,
- Advisory Take-Off and Landing Data (TOLD) computation.
FIGURE 02-34_1-21-00 - FLIGHT MGMT WINDOW (1/2 FORMAT)
NOTE
TOLD function is available on F2000LXS/S with M3381 or M3688.

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The Flight Management Window (FMW) can be displayed on either MDU in the 1/6, 1/3
horizontal.
1/3 HORIZONTAL WINDOW 1/6 WINDOW
FIGURE 02-34_1-21-01 - FLIGHT MGMT WINDOW FORMATS
The FMW provides access to Flight Management System (FMS) performance using:
- Route Type Controller (RTC),
- Phase Of Flight selection (POF).
RTC
POF
FIGURE 02-34_1-21-02 - FMW RTC AND POF SELECTOR (1/2 WINDOW)

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ROUTE TYPE CONTROLLER (RTC)
In the FMW and WPT LIST windows, a Route Type Controller (RTC), located in the top left
corner, toggles between active and secondary flight plans. These controllers are identical in
function.
RTC IN FMW RTC IN WPT LIST
FIGURE 02-34_1-21-03 - RTC DROP-DOWN MENU
The active flight plan is the flight plan currently in use by the FMS. The active flight plan is
the primary flight plan and contains:
- FROM waypoint,
- Destination,
- Missed approach procedure,
- Alternate flight plan (if desired and inserted).
While one FPLN is active, the FMS provides capability to build and review a completely
independent flight plan. This is designated as the secondary flight plan.
A secondary flight plan contains (as a minimum):
- FROM waypoint,
- Destination.
A secondary FPLN display in the I-NAV map can be distinguished by:

- “Secondary” embedded in the border,
- No airplane symbol,
- FLPN route lines are dashed instead of solid.
When a secondary FPLN is saved, performance information is stored, but departure (runway
and SID) and arrival (STAR, approach, and runway) information is not.
The Take-Off and Landing Data (TOLD) function is only available when active FPLN is
selected in the RTC.

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PHASE OF FLIGHT SELECTION
The FMW contains Phases Of Flight (POF) information pages sequenced and organized to
crew tasks during flight.
FIGURE 02-34_1-21-04 - PHASE OF FLIGHT SELECTION
Manual selection tabs, indicating each phase, are located at the top of the window. Each
tab, with its corresponding POF pictogram, displays in green when selected. Selection of a
tab displays the appropriate POF page. Each window displays multiple fields relative to
selected POF for selected Route Type.
The five POF pages contain:
- Preflight – flight plan creation/selection, including altitude, speed and fuel requirements.
- Departure – runway and SID selection including weather data initialization and advisory
take-off (TOLD) performance computations.
- Cruise – performance summary data including what-if computations and One Engine
Out conditions.
- Approach – terminal procedures (runway, approach and STAR), including weather data
initialization and advisory landing (TOLD) performance computations.
- Post-flight – summary data.
After entering parameters, the cursor automatically moves to the next field or tab to ease
insertion of data and provide sequential prompts.
FIGURE 02-34_1-21-05 - 1/2 WINDOW LAYOUT

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PRE-FLIGHT PHASE OF FLIGHT (POF)
The pre-flight POF provides for system initialization, active flight plan selection, performance
initialization, and weight data. The figure below illustrates pre-flight POF displayed using a 1/2
window.
FIGURE 02-34_1-21-06 - PRE-FLIGHT POF TAB 1/2 WINDOW
FPLN PAGE
The Flight PLan (FPLN) tab provides the ability to create, retrieve, save and delete a FPLN.
FPLN can be created entirely by the crew or modified from a stored FPLN.
FIGURE 02-34_1-21-07 - FPLN TAB

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There are three ways to enter the FPLN origin and destination airports:
- Key in airports ICAO identifier for Origin and Destination fields using MKB,
- Key in a FPLN name in field (ICAO identifier dash separated; e.g. KTEB-
KCMH). Origin and Destination fields are automatically updated after <ENTER>
activation on CCD or MKB,
- Select a flight plan from the Stored FPLN .
and soft keys respectively deletes the selected flight plan from the stored
FPLN list or saves the active (or secondary) flight plan to the stored FPLN list.
soft key inserts the selected flight plan into the pending flight plan.
Pilot selection
This selection allows the pilot to create a flight plan by directly inserting Origin and
Destination or by selecting a flight plan from the Stored FPLN list. Pilot is the default
selection.
FIGURE 02-34_1-21-08 - AVAILABLE SELECTIONS FOR THE ACTIVE FPLN
The check box is used to reverse and (and an entire

FPLN).
AFIS selection (optional)
The Airborne Flight Information System (AFIS) can be used to download a flight plan and
weather information from a flight planning provider.
 Refer to section 02-23 for AFIS description.
Upon initial entry to this page, all soft keys are unselectable (greyed out) and all boxes
default to white dashes.
AFIS data is requested by either Number (default) or FPLN Data.

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When the Number radio button is selected, the Transmit Request soft key remains
greyed out until a number has been entered. Once entered, Transmit Request soft key
becomes available (cyan). Selecting Transmit Request initiates transmission of a flight
plan request to the AFIS provider.
When the FPLN Data radio button is selected, the Transmit Request soft key is greyed
out until Orig, Dest, ETD and Date have been entered. Once this data has been properly
entered, the Transmit Request soft key becomes available. Selecting Transmit
Request initiates transmission of a flight plan request to the AFIS provider.
If there is a Communication Management Function (CMF) failure, the Transmit Request
soft key remains unselectable.
Once the requested flight plan is received, the FMS message (on the I-NAV map) FLT
PLN RECEIVED is displayed and the soft key becomes selectable to download
flight plan data.
downloads the flight plan directly to the active or secondary flight plan (as
determined by RTC selection).
FIGURE 02-34_1-21-09 - FPLN TAB AFIS SELECTION

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DMU selection
DMU provides selection of a flight plan from one of the physical media (CD/DVD,
PCMCIA 1 or PCMCIA 2) that can be inserted into the data loader if the DMU is available
(connected and operating).
FIGURE 02-34_1-21-10 - FPLN TAB DMU SELECTION (CD/DVD)
NOTE
The data loader must be closed and locked to authorize the reading of PCMCIA card.
LAN selection
LAN provides selection of a flight plan from a PC connected to the airplane LAN, if
available (properly configured, connected and operating).
FIGURE 02-34_1-21-11 - FPLN TAB LAN SELECTION

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Secondary selection
“Secondary” enables the secondary flight plan to be moved into the Active flight plan, with
or without performance computation (according to the “Perf Init” checkbox).
FIGURE 02-34_1-21-12 - FPLN TAB SECONDARY SELECTION
NOTE
The Insert key remains in cyan even if the flight plan is correctly sent to active flight plan.
ALT/SPD TAB
The Altitude Speed tab provides input for mission parameters and forecasted weather data.
FIGURE 02-34_1-21-13 - ALT / SPD TAB

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The upper part of the tab gathers mission parameters:

- Cruise Speed : Long Range Cruise , Maximum Endurance ,
Maximum Speed , or ,
- Fuel reserves Fuel Res: NBAA standard, Time, or Pounds,
- Initial cruise altitude Init Crz Alt
- Step Increment Step Inc
Crz Spd Selections
The Cruise Speed drop-down menu contains:

- LRC – Long Range Cruise is defined as a cruise mach providing maximum distance
at a given altitude. This speed is faster than maximum specific range speed and
considered worthwhile due to reduced flight time and overall flight hour costs.
- Max End – Maximum endurance speed is defined as the speed where fuel flow is
minimized.
- Max Spd – Maximum speed is defined as the maximum speed the airplane can fly.
- Manual – requires a specific cruise speed entry of both Mach number and knots
(entry boxes appear when Manual selected).
NOTE
The first three options are available only when Full Perf is the active performance mode. In Pilot
Spd / FF or Current GS / FF, only Manual is available.
FIGURE 02-34_1-21-14 - ALT / SPEED TAB - FUEL RESERVE

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Fuel Res
The Fuel Reserve drop-down menu contains:

- NBAA – Minimum reserve based on a 200 NM alternate under no-wind conditions. If
an alternate is entered greater than 200 NM far from the destination airport, then the
fuel required for this alternate is computed instead of the 200NM reserve. The
required reserve also includes a 30 minute holding time at the end of the mission.
- Time – Reserve with reference to a designated length of time (hours and minutes).
- Pounds – Reserve with reference to a fuel quantity in pounds.
Once entered, this information is transferred to the Cruise POF page. An FMS message
is displayed when remaining fuel reaches computed value (NBAA, Time or Pounds).
Init Crz Alt
As any mandatory data, Initial Cruise Altitude is initially displayed with white boxes. It
should be set to a flight level compatible with FPLN length for operational efficiency.
Step Inc
Step Increment is anticipated incremental step climb interval for performance

calculations. Initially it is displayed with white dashes as it is an optional entry. It is
displayed only in the Full Perf mode.
Wind/Temp
The lower part of the page enables to set the expected enroute atmospheric conditions:
wind and temperature (either temperature or ISA deviation) for entered given altitude. It is
worth inserting Wind/Temp aloft at the closest FL.
If left blank, the FMS will use zero wind and ISA conditions (tempered by actual onboard
sensors while inflight) for all cruise predictions.
It also possible to enter winds received by AFIS (if available) along the FPLN.

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FUEL / WEIGHT TAB

The tab is used to enter fuel and weight information for the Active flight plan.
FIGURE 02-34_1-21-15 - FUEL / WEIGHT TAB

Basic Operating Weight ( ) is initially filled with either the last pilot entered value or the
default one from the airplane database .
is displayed green when Fuel Quantity is received from the FQMC on power-up. It
turns white if the crew manually changes this value. It reverts back to green once Fuel Flow
is detected (e.g. engine start) since FQMC input is updated to the FMS during engine start.
If manual entry is deleted, this field is restored to the fuel quantity gauged by the FMQC.
indicates the total number and average weight (in pounds) of each passenger.
The first field is the number of passengers and is initially displayed with white boxes
(mandatory data). The second is the weight per passenger and is initially displayed in white
with the last manually entered value during a continuous power cycle. If power was
interrupted, the default value comes from the aircraft database.
is indicated in pounds and is initially displayed with white boxes (mandatory data).
is automatically displayed in green once all weight data is entered regardless of
the soft key status.
is automatically calculated once origin and destination have be inserted and actuated.
It is updated with activated calculations.
, , for destination are computed by the system on command
( soft key) and displayed once calculation is complete. Fuel Req and Fuel Res
are in thousands of pounds. Fuel FOM (Figure Of Merit) provides calculation tolerance in
lbs. down to 100 lbs. accuracy.
Upon completion of pre-flight POF data entry, the soft key is highlighted. Clicking
starts performance computations. Once calculation is complete, ETE (hours +
minutes) and fuel values (thousands of pounds) are displayed in green and the waypoint list
is updated.
This information is available only in Full Perf mode.

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DEPARTURE POF
The departure POF contains three tabs:

- SID – retrieves and activates departure procedures
- Takeoff Config – enables to configure take-off and departure parameters
- Takeoff Data – displays advisory take-off data computed by the Take-Off and Landing
Data (TOLD) function.
- QFE/QNH – enables to perform QFE/QNH computations
FIGURE 02-34_1-21-16 - DEPARTURE POF (1/2 WINDOW)
CAUTION
Complete SID tab data prior to Take-off Config tab to avoid resetting parameters.
SID TAB
The SID tab is used to retrieve runway and departure information from the navigation
database and to place it in the pending FPLN. It automatically displays parameters for the
departure runway.
Depressing the soft key opens a procedure dialog box, enabling the crew to
select the take-off runway as well as the SID procedure and related transition.
The proposed list is retreived from the Navigation database, for the selected Origin airport.
Once the resulting flight plan modifications are activated, the runway and SID identifiers are
displayed in green in the SID tab.
 Refer to sub-section 02-34_1-31 I-NAV GRAPHICAL FLIGHT PLANNING for Procedure
Dialog Box description.

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With TOLD Without TOLD
FIGURE 02-34_1-21-17 - SID TAB IN DEPARTURE POF
and are initially displayed with dashes and may be left blank.
However, when an obstacle is a departure issue, TOLD calculation requires this information
(elevation and distance from runway end) to account for these parameters. The crew is
alerted (by amber message) when minimum take-off requirements are not satisfied.
CAUTION
Manually entered obstacle clearance restrictions for TOLD computation apply only
through the second segment. All other SID obstacles / altitude restrictions are not
accounted for in TOLD computations.
TOSA corresponds to Take Off Safety Altitude. The value defaults to 400 ft above the
runway elevation indicated in the field. If no elevation is available it defaults to white
dashes. The maximum settable TOSA value is 25,400 ft. Setting a value sets the bug on the
altitude tape on both ADI. When Secondary is the selected flight plan, the TOSA field is
removed. Note that the TOSA value is used by the TOGA guidance mode to transition from
the initial climb to the acceleration phase.
 Refer to sub-section 02-22A-10 for details.
Trans Alt corresponds to transition altitude and defaults to the last pilot entry or the airplane
database. Pilot entries are maintained through power off cycles. The crew is responsible for
confirming its accuracy and changing when necessary.
Trans Alt in the SID tab is synchronized with Trans Lvl in the STAR/App tab in the arrival
Phase Of Flight.
Trans Alt / Trans Lvl is used for both the Active and Secondary FPLN. These parameters
can be modified only on the Active flight plan using either the SID or STAR/App tabs.

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TAKEOFF TABS (CONFIG AND DATA)
Takeoff tabs provide a method for crew members to input airport and airplane data,
calculate take-off performance and display critical departure parameters.
provides the input format and provides computed results.
Takeoff Config Tab
Takeoff Config tab provides for input of critical airport and airplane data required for
TOLD computations.
With TOLD Without TOD or manual Vspeed selected

FIGURE 02-34_1-21-18 - TAKEOFF CONFIG TAB
The upper part of the tab window is dedicated to the insertion of runway conditions (wind,
pressure, temperature). Except for surface winds, default entries are provided for all fields
as per airplane’s sensors. Surface winds are required entries (white boxes). Winds provided
in the METAR reports are usually referenced to true north, the wind provided by the tower or
ATIS is usually referenced to Magnetic north (unless otherwise specified e.g. at airfield
where magnetic variation is important). The wind direction to be entered in the
tab is a magnetic value.
field: entering either a Celsius or Fahrenheit value causes the system to automatically
compute and display the other parameters.
The field initially defaults to the baro setting of the PF PDU.
The field initially defaults to a sensed value if one is available or green boxes,
until a runway is selected. Once a runway altitude is available, the pressure altitude is
computed from the runway altitude and the .

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The lower part of the tab is specific to the TOLD function and used to compute take-off data.
These parameters are removed when the “manual” Vspeeds check-box is selected in the
tab or when working on a Secondary FPLN.
FIGURE 02-34_1-21-19 – DROP-DOWN MENUS IN TAKE-OFF CONFIG TAB
drop-down menu provides two possible selections: On or Off. Default is Off.

When selected On, take-off data is computed using “Anti-ice – On” tables. This field
remains in amber if the airplane’s anti-ice system status is not consistent with the TOLD
selection.
drop-down menu provides selection of slats and flaps position 1 or 2. Default is
position 2. This field remains in amber if the airplane’s actual configuration is not
consistent with the TOLD selection.
defaults to the value computed in the pre-flight POF.
Rwy Cond drop-down menu provides two possible selections: Dry or Wet. Default is
Dry. Basic take-off runway distance is computed with the selected runway condition
tables. This field is displayed in white or amber as controlled by the TOLD function.
The soft key is used to start TOLD computation. It is enabled once all required
fields are filled in and whenever a change in one of these boxes is detected.

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Takeoff Data Tab
tab provides a synthesis of take-off data. It can be considered to be an

electronic take-off card.
FIGURE 02-34_1-21-20 - TAKE-OFF DATA TAB
Origin airport, selected runway, and SID are displayed at the top of the tab once activated
within the flight plan.
Take-off weight and wind component are displayed with either Auto or Manual Vspeed.
Take-off weight, take-off distance and runway available are self-explanatory.
Wind is given as head-wind or tail-wind, and cross-wind component.
Wind data display as:

- ↓ = headwind
- ↑ = tailwind
-  = right crosswind
-  = left crosswind
Pitch Att is the pitch target at VR in case of an engine failure after V1.
N1 information corresponds to N1 of the day calculated by the FMS using temperature
entered by the crew.
field corresponds to the acceleration expressed in G at brake release.
All computed information is displayed after has been selected on
Take-off Config tab.

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FIGURE 02-34_1-21-21 - TAKEOFF CONFIG AND TAKEOFF DATA TABS MANUAL VSPEED
If the checkbox is selected or if the FPLN box is set to Secondary then the
"Vspd" fields and field are manual entry field. In such case, "Vspd" fields have
no defaulted display values. If switching from TOLD to , the "Vspd" values are
kept as default values.
Take-off weight and wind components remain displayed
message is displayed in the Takeoff Config tab.
Once there is a valid data in at least one of the "Vspd" fields (either by TOLD computation
or manual entry) the soft key becomes selectable. Clicking on this soft key sends
Vspeeds to speed tapes and ADI windows in both PDUs.
soft key once again becomes selectable if the Vspeeds are recomputed by TOLD
function (via selection of the soft key on the Takeoff Config tab), or are
manually adjusted by the crew (when checkbox is selected).

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Take-off data computations – degraded cases
Whenever the current airplane configuration (slats / flaps, anti-ice, pressure altitude) does
not match the selected configuration on Takeoff Data tab, the mismatch item is
highlighted in amber and the Vspeed values are displayed in amber. Press Alt is in amber
when difference with Elev in SID tab is above 200 ft (the problem may occur if QFE
baroset is selected).
If a problem exists with the take-off and landing computations such that it is determined
that take-off is not possible, the Vspeeds are not displayed, all other information are
removed, and an amber message is displayed indicating the problem
( , ).
 Refer to sub-section 02-34_1-23 for TOLD messages description.
FIGURE 02-34_1-21-22 - TAKE-OFF DATA COMPUTATIONS - DEGRADED CASES
soft key is displayed as non-selectable.

 Refer to QRH1 – Book 2 – PERF / TOLD USER GUIDE.

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QFE/QNH TAB
This tab displays a QFE / QNH calculator.
FIGURE 02-34_1-21-23 - QFE/QNH TAB
All fields default to white dashed when opening this window, except Airport Elev that
defaults to the departure airport elevation as indicated in the “SID” tab. The pilot can input
any other elevation in a mandatory 4-digit format.
When inputting a value in any pressure (or altitude) field, this field is displayed in white,
while the 3 other fields display the results in green.

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CRUISE POF
Cruise POF provides four tabs of information:

- Cruise Summary
- What-If Init
- What-If Data
- E.O. Range
They provide a summary of current cruise conditions and various range calculations based on
both current conditions and projected scenarios.
FIGURE 02-34_1-21-24 - CRUISE POF (1/2 WINDOW)

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CRUISE SUMMARY TAB
Spd (airspeed), Crz (cruise altitude), and Step (step climb) are based on inputs from
preflight unless updated by the crew. Updates are input using the What-If Init tab.
(Ceiling) and Opt (Optimum altitude) are based on a blend of available information.
The FMS uses manual input predictions, current condition measurements, and the selected
choice on FMS Setup tab to obtain these figures.
is the maximum altitude for any given IAS / Mach mode, based on current FMS weight
and computed wind/temperature conditions.
Opt is the altitude between max certified ceiling (51,000 ft) and sea level at which the
greatest specific range can be achieved for any given IAS / Mach mode, based on current
FMS weight and computed wind/temperature conditions
Both of these altitudes will vary depending on selected speed (Manual, Max speed, or Max
Endurance Speed).
In Figure 02-34_1-21-24, Ceil FL428 and Opt FL426 would mean maximum altitude is
42,800 ft and optimum altitude is 42,600 ft for the current speed mode (Spd).
Specific range is calculated using current FMS weight and current wind / temperature from
aircraft database performance data (Smart Perf) once sufficient learning has been
performed.
NOTE
Since Ceiling, Optimum altitude and specific range are calculated from the airplane database,
they are based on information that is not certified. It is subject to potential errors contained in
the database.
Fuel summary information is displayed digitally and with synthetic bar-graphics to display
projected fuel remaining at destination and alternate based on a blend of current mission
parameters (speed, cruise altitude, step climbs, atmospheric conditions), current airplane
weight and predicted mission conditions (for remainder of flight).
There are two pairs of fuel bar-graphics: the left pair represents destination fuel, the right
pair represents alternate fuel.
The white bars in both pairs represent pre-planned fuel prior to take-off (labeled “Preflt”).
The green bars represent current fuel estimates during flight (labeled “Actual”).
A white line represents fuel reserves as defined before take-off.

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In the event of an engine out condition, tab title becomes (Cruise

Summary Engine Out) to inform crew that predictions are based on Engine-Out data.
NOTE
For NBAA computed fuel reserves, white bars do not extend to the alternate, since alternate
fuel is included in NBAA computations.
To Reserves represents Range and Endurance available excluding reserve requirements

(white line).
Destination and alternate identifiers are displayed beneath the bars along with ETE.
FIGURE 02-34_1-21-25 - CRUISE SUMMARY TAB NORMAL AND ENGINE OUT

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WHAT-IF TABS (INIT AND DATA)
What-If tabs provide a method for crews to input a scenario, calculate its effect on fuel,
range and flight time, and display results for the active FPLN. It is not available for a
secondary FPLN.
What-If Init provides the input format and What-If Data provides computed results.
What-If Init Tab
What-If Init tab is used to modify critical parameters to calculate the effects of potential
changes on the overall flight plan. These modifications can be made either in-flight or
during preflight.
For more details on boxes in this tab refer to the Alt/Spd tab of the preflight phase of
flight. Defaults are the current (active) settings.
soft key is greyed-out until a change is made on this page.
Clicking initiates performance computations, and greys-out the soft key.
FIGURE 02-34_1-21-26 - WHAT-IF INIT TAB NORMAL

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What-If Data Tab
What-If Data tab displays results from What-If computations.

New data conditions are displayed in green at the top of the page for each of the
categories.
New fuel prediction (cyan) is displayed next to the current estimate (green).
Reserves are indicated by a white line and accompanying digital data.
Destination, to where predicted data applies, is displayed in the lower left corner.
Selecting Activate moves changes into the active flight plan and clears this window.
Selecting Cancel clears the window without changing active flight plan data.
Activate and Cancel soft keys are not available when greyed-out.
FIGURE 02-34_1-21-27 - WHAT-IF DATA TAB NORMAL

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E.O. RANGE TAB
E.O Range tab displays critical information to the crew regarding a potential Engine Out
situation. No crew input is available. E.O. computations are continually updated during flight.
This tab is not available for the Secondary flight plan.
The FMS computes optimum range, speed, and altitude for engine out conditions using
current airplane weight and OAT. Crz Alt and Crz Spd are determined by the FMS during
these computations.
To Reserve Fuel is the ETE and Range excluding reserve requirements.
To Zero Fuel and ISA Dev are self-explanatory.
When an Engine Out condition is detected, this tab is removed and the titles of the other
tabs are renamed as indicated below:
FIGURE 02-34_1-21-28 - E.O. RANGE TAB NORMAL

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ARRIVAL POF
Arrival POF provides an interface for selection of arrival, approach and landing configuration,
as well as landing data. The figure below illustrates the arrival POF displayed in a 1/2 window.
FIGURE 02-34_1-21-29 - ARRIVAL POF 1/2 WINDOW
STAR/APP TAB
STAR/App tab is used to select and display arrival procedures (STAR and Approach) and
landing runway parameters. Clicking soft key drops down the
menu to display available runways, approaches and STAR for destination. Select
appropriate radio buttons to load data into temporary storage.
soft key becomes active when any data is selected in the menu. Clicking
places temporary arrival and approach data into the I-NAV window and WPT LIST.
After confirming accuracy of data, click Activate (available in I-NAV window or WPT list)
which inserts the tempory data into flight plan and causes the menu to disappear
(display returns to STAR/App page). On the STAR/App page, confirm Dest, RW, Appr, and
STAR contain accurate data. If incorrect, repeat selection process (click ).
Upon selection of a runway, all runway information are retrieved from the navigation
database and displayed in green. The runway picture itself is static and does not change
based on runway length or width.
The runway diagram displays all runway data base parameters (heading, elevation, width,
length, ILS glide slope, displaced threshold and runway slope). This information must be
cross-checked by the crew. These parameters can be overridden if necessary, and will be
displayed in white when changed.

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For circling approaches, complete the page with direct approach data (e.g. ILS 35L) but
insert for runway in use (e.g. 304° for Rwy 30). Other information such as Elev,
Rwy Length, Disp Thr, Slope and Baro Min may also need to be manually entered for the
runway in use. Once computed, wind computations are related to the runway in use
(Rwy 30).
FIGURE 02-34_1-21-30 - ARRIVAL POF FOR CIRCLING APPROACH
When (displaced threshold) is entered, available runway length is recalculated.

Slope (runway slope) is indicated in tenths of a percent with an up (positive) or down
(negative) arrow.
Glide field shall be filled in with the final approach segment published descent angle. This
value is used to compute the Vertical Path Reference Line displayed in the ADI and in the
HGS.
(transition level) defaults to the last entered value. When a new software load
occurs, the default is 18,000 feet.
field corresponds to the Go Around Safety Altitude. The value defaults to 800 ft
above the runway elevation indicated in the field. If no elevation is available it defaults
to white dashes. The maximum settable G/A SA value is 25,800 ft. Setting a value sets the
bug on the altitude tape on both ADI. When Secondary is the selected Active flight plan, the
field is removed.
soft key sends loc true track, glide slope reference, landing elevation and runway
length to the HUD for synthetic runway display. It is linked to the Loc Trk, , , and
length boxes. If the Head up Guidance System is not installed, the soft key is not
displayed.

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NOTE
The correct setting of the localizer true track is a key element for proper HGS operation
during approach. It is automatically inserted for CAT III approaches. Its accuracy must be
verified by the crew.
Inacurate setting of the Loc Trk value may result in a slight misalignment of the final
approach axis ("swinging LOC") displayed in the HGS.
FIGURE 02-34_1-21-31 - STAR / APP TAB
NOTE 1
As FMW standard, any pilot modified data is displayed in white.
NOTE 2
CLR
DEL on MKB deletes any input and resets the default database parameter.
Once re-entered, every value are displayed in green.

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LANDING TABS (CONFIG AND DATA)
Landing tabs provide a method for crews to input airport and airplane data, calculate landing
performance, and display critical parameters. Landing Config provides the input format and
Landing Data provides computed results.
Landing Config Tab
Landing Config tab is used to input airport and airplane data required for TOLD
computations.
FIGURE 02-34_1-21-32 - LANDING CONFIG TAB
The upper part of the tab window is used to enter weather conditions (wind, pressure,
temperature). Default entries are provided for all fields except for surface winds.
The wind provided in the METAR reports are usually referenced to true north, the wind
provided by the tower or ATIS is usually referenced to Magnetic north (unless otherwise
specified e.g. at airfield where magnetic variation is important). The wind direction to be
entered in the tab is a magnetic value.
Surface Wind - displays white dashes by default. Manually input the surface wind
magnetic direction and magnitude.
Gusting - displays white dashes by default. A value must be inserted, e.g. if not gusting
input the surface wind magnitude.
– enter either a °C or °F value. The FMS automatically converts into other unit.
– defaults to 1013 hPa or 29.92 in. The entered value determines the unit in
use. This field turns to amber when the entered value is not consistent with the baro
setting of the coupled side PDU
– the runway pressure altitude is computed from its elevation and .

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The lower part of the page provides for entry of aircraft data:
FIGURE 02-34_1-21-33 - LANDING CONFIG TAB WITH T COMP MENU
defaults to the FMS computed one, wich may be manually modified.

offers two options: “On” and “Off”. If "On", the landing performance data are
computed accordingly.
Ops Factor defaults to 1.67, and is used to compute the Landing Field Length (LFL)
from TOLD calculated Landing Distance (LD): LFL = LD x LDG FACTOR).
NOTE
It is the crewmembers’ responsibility to apply appropriate adjustments to computed data for
landing runway conditions.
Wind Cor is displayed in green and is automatically computed by the TOLD according
to the selected surface wind and gust data: WIND COR = ½ headwind + full gust (limited
to 20 kt). If TOLD is unavailable, Wind Cor displays +0. The pilot may manually modify
Wind Cor that displays then in white.
T Comp provides three selections: “Off”, “Cold” and “Cold/Hot”. The default state is Off.
Each time the selection is changed the OAT value is reset to TOLD. Temperature
compensation is applied only to the active flight plan.
- T Comp set to "Off" : no altitude or flight path angle correction is computed.
- T Comp set to "Cold" : the altitude and flight path angle are only compensated for
temperatures below ISA, ranging from -54° C to ISA.
- T Comp set to "Cold/Hot" : the altitude and flight path angle are compensated for
temperatures in the range -54° C / +50° C.
TAWS Set dialog box provides the same functions as TAWS in the SENSORS window.

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FIGURE 02-34_1-21-34 - TAWS SETTING DIALOG BOX
Ticking checkbox has no influence on the calculation of the landing

performance.
 Refer to CODDE2 03-16-40 "Steep approach and Landing" for this calculation.
The “RAAS inhibit” is displayed only if the option is available.
In Failures section of the Landing Config tab, the pilot can input any landing distance
penalty in LD Inc, and any speed increment in Vref+ as instructed by any applicable AFM
procedure. In the Landing Data tab, the approach speed and landing distance are
automatically updated.
soft key is is available and highlighted when:

- All mandatory boxes are completed,
- A change to the TOLD data are (automatically) detected,
- Clicking on soft key.
When the “Manual” checkbox is ticked in the Landing Config tab, all configuration data
used by the TOLD are removed.

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Landing data tab
Landing Data tab provides a synthesis of landing data. It can be considered as an

electronic take-off and landing data card.

FIGURE 02-34_1-21-35 - LANDING DATA TAB
T he upper part of the page provides a summary of the selected procedures and gathers
approach category and minimums selection. The lower part provides a synthesis of
landing data and can be considered as an electronic landing data card.
New terminology used for minimums (RA DH and BARO M) allows compliance with new
regulations and terminology, especially concerning FMS VNAV approaches, and
CAT2 / CAT3 ILS approaches:
RA DH: approach minimum based on Radio Altimeter (RA) (normally CAT2 / HUD2 and
HUD3 precision approaches).
BARO M: approach minimum based on barometric altitude / height (CAT1 ILS,
LNAV / VGP, LOC, B / C, LPV, RNP and all non-precision approaches).
App Cat is linked to the next input fields on top of this tab. Selecting an Approach
Category automatically makes RA DH or BARO M display along with the lowest
acceptable minimum. The pilot must input the published minimum.

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The figure below describes the drop-down menu contents for the App Cat selection:
FIGURE 02-34_1-21-36 - LANDING DATA TAB WITH APP CATEGORY DROP-DOWN MENU
App Cat drop-down menu shows the selection that are available based on approach
type that has been selected on the STAR/APP tab.
The HUD2 and HUD3 approach types are only displayed on airplane equipped with a
CAT3 HUD.
If LPV approach option is not installed, the LPV selection is removed from the App Cat
drop-down menu
App Cat selection is default to CAT1 if no other approach category has been selected
either automatically or manually.
When CAT1 appears (or is selected):
- BARO M is automatically displayed with the entry field for decision altitude that
shows the lowest acceptable DA:
o Runway elevation (as displayed on the STAR/App tab) + 200 ft or,
o + 200 ft, if no runway elevation is available.
NOTE
After having selected CAT1 in the App Cat drop-down menu, should the pilot select RA DH, the
system automatically switches to CAT2 but CAT1 still remains displayed in App Category box.
However, when LOC is next captured, the pilots will read a CAT 2 in ADI as a warning.
When CAT2 / HUD2 is selected:

- RA DH is automatically displayed with the DH entry field.
- The CAT2 DH ranges from 100 ft to 199 ft. This selection also impacts TOLD
computations by limiting the Maximum Landing Weight.
 Refer to AFM for TOLD computations.

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When HUD3 is selected:

- RA DH is automatically displayed with the DH entry field,
- The CAT3 DH ranges from 50 ft to 99 ft.
When LOC is selected:
shows the lowest acceptable MDA:
When B/C is selected:

When LNAV / VGP approach is selected:


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For airplane with LPV approach capability, when LPV XXXX approach is selected
(XXXX = the first 4 digits of the FAS data approach type identifier):
The LPV is selectable in the App Cat drop-down menu when a RNAV GPS approach
with LPV minimums has been previously selected in the STAR/App tab.
NOTE
When a RNAV GPS approach with LPV mimimums has been selected in the STAR / App tab,
LPV is default “App Cat”. The crew can then switch to LNAV / VGP to input LNAV or
LNAV / VNAV minimum.
T Comp soft key is selectable if the temperature compensation is activated in the

Landing Config tab. Ticking on T Comp makes the “T Comp Calculator” dialog box
display.
When a value is entered in "Altitude", the system computes and displays the
compensated altitude in "T Comp Alt". The pilot can enter the published DA / MDA in
"Altitude" to get the compensated one.
The displayed OAT in this calculator is the ground temperature as entered in the
Landing Config tab, which is the reference for the compensation.
FIGURE 02-34_1-21-37 - LANDING DATA TAB WITH T COMP DIALOG BOX DISPLAYED

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The lower section of the page provides a quick-view summary of Landing Data. It can be
considered as an electronic landing card. It is used for displaying the computed Landing
information, for confirming the computed or entered Vspeeds and for sending them to
both PDUs.
Landing data are removed when manual Vspeeds are selected or when a secondary
FPLN is selected. In this case, VRF* (VRF* = VREF + Vref+), VAPP, VFR and VFT becomes
optional entry fields (no default value).
The green runway section depicts a quantitative length of runway required compared to
the useable runway length. The runway symbol is static and does not change of shape
according to the active runway characteristics. The green highlight is a relative
percentage based on (Landing Field Length) compared to (Landing Distance
Available).
Wind is displayed in standard format: direction, magnitude and gust (if greater than the
magnitude). Next to the right, the surface wind components are displayed along with
explicit arrows.
By ticking check box, the pilot can input Vspeed that supersede the TOLD
computed ones. In this case, preceding inputs related to the airplane configuration are
deleted, and the message appears on the Landing Config
tab. Landing weight and wind components remain displayed.
Clicking on makes the Vspeeds display on both PDUs.
 Refer to QRH1 – Book 2 – PERF / TOLD USER GUIDE.
FIGURE 02-34_1-21-38 - LANDING DATA TAB MANUAL VSPEED

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is displayed when a failure impacts the landing performance (e.g. flap

extension fails). The pilot must check the synoptic to analyze the corresponding
limitations.
FIGURE 02-34_1-21-39 - LANDING DATA CHECK STATUS

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■ TOLD Messages
When the actual airplane configuration does not match the selection in
tab, the conflicting item is amber highlighted, and the Vspeeds are
not displayed.
, are displayed when LFL is longer
than LDA. Consequently, Vspeeds and other TOLD parameters are not displayed.
FIGURE 02-34_1-21-40 - LANDING DATA TAB (TOLD PROBLEMS)
Data Not Initialized appears when any required input is missing (not inserted or
unavailable).
 Refer to sub-section 02-34_1-23 for TOLD messages description.

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QFE/QNH TAB
This tab displays QFE / QNH calculator.
FIGURE 02-34_1-21-41 - QFE/QNH TAB
All fields are white dashed when opening this window, except Airport Elev that defaults to
the destination airport elevation from “STAR/App” tab. The pilot can input any other
elevation in a mandatory 4-digit format.
When inputing a value in any pressure (or altitude) field, this field displays white, while the 3
other fields display the results in green.

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POST-FLIGHT POF
The post-flight POF provides a flight summary. The figure below illustrates the post-flight POF
displayed in a 1/2 window.
FIGURE 02-34_1-21-42 - POST FLIGHT POF
Post-flight POF supports three tabs labeled Flight Sum 1, Flight Sum 2, and Flight Sum 3 for
the Active flight plan. Post-flight pages are unavailable for the Secondary flight plan.
When the Printer checkbox for the Flight Summary Output is checked on the Avionics
window / FMS Setup tab, information displayed on the three Flight Sum tabs is sent to the
printer in text format upon landing. This information is saved to a file upon landing if the Disk
checkbox for Flight Summary Output selection is checked.
FLIGHT SUM 1
Tail # on this tab is synchronized with Tail # on the Avionics window Init tab (i.e. entry on
Flight Sum 1 tab will be reflected on the Avionics window Init tab, and vice-versa). If there
is no value available from the Avionics window, this box displays white dashes.
Crew boxes default to dashes and are used for entry of the pilots’ names.
Passengers displays the number of passengers from the Fuel/Weight tab from the pre-
flight POF. If not defined, the area is blank.
FLIGHT SUM 2
All associated data for display is provided by the FMS and is based on the values recorded
and computed for the Active flight plan. If a particular data item is not available for display,
then its associated display field is blank.
Avg TAS displays average airspeed based on Flight Time and air distance. If Air Dist is
displayed in amber, Avg TAS is also displayed in amber.

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Air Dist displays total air distance for the flight. During flight, if TAS becomes invalid,
Air Dist displays in amber at the last valid value. When TAS becomes valid again, distance
computation resumes with the assumption that TAS since the last valid value was constant
and equal to current value. With TAS valid again, Air Dist will be displayed in green as
Avg GS displays average ground speed based on Block Time and ground distance. If
Gnd Dist is displayed in amber, Avg GS is also displayed amber.
Gnd Dist displays total ground distance for the flight. During flight, if ground speed becomes
invalid, Gnd Dist displays in amber at the last valid value. When ground speed becomes
valid again, distance computation resumes with the assumption that ground speed since the
last valid value was constant and equal to current value. With ground speed valid again,
Gnd Dist will be displayed in green as computed by the FMS.
ICAO identifiers for the active flight plan’s origin and destination is displayed in green
beneath their respective takeoff and landing icon.
Taxi Time displays time recorded when at least one engine was running and the parking
brake was released for the first time after system power-up. Any subsequent setting and/or
releasing of the parking brake does not cause Taxi Time to change.
T/O Time displays takeoff time (Zulu) in green.
Ldg Time displays landing time (Zulu) in green.
Apron Time displays time recorded when the parking brake was set or all engines are shut
down after flight. If the parking brake is set, and then released and later reset, the latest time
is captured.
Flight Time is elapsed time in flight measured once T/O Time is displayed.
Block Time is overall duration between Taxi Time and Apron Time. If in flight or after
landing prior to setting parking brake, it is duration between Taxi Time and current time.
Block Time is displayed as as soon as Taxi Time is available.
For quick turn operations (power is not shut down), Apron Time continues to be displayed
until the airplane goes airborne again. Once airborne for the next leg, the last release of the
parking brake prior to takeoff is used as the new Taxi Time.
FLIGHT SUM 3
All associated data for display is provided by the FMS and is based on the values recorded
and computed for the Active flight plan. If a particular data item is not available for display,
then its associated display field is blank.
Fuel Used values (FU1, FU2) are the same as those displayed on the Fuel Synoptic.
Drift Rates values (IRS1 Drift, IRS2 Drift, etc.) for all installed IRS are the same as those
displayed on the Sensors window.

F2000EX EASY 02-34_1-21
DGT94085 ISSUE 20
FMS APPROACHES
The FMS offers lateral and vertical guidance for various types of approaches and lines on
minima. The FMS lateral guidance (LNAV) can be used either with standard vertical guidance
modes (e.g. ALT, PATH, VS, ASEL), or with FMS vertical guidance (VNAV) modes:
- On the initial approach segment: VPTH, VASEL, VALT
- On the final approach segment: VGP
 Refer to AFM for details on the applicable limitations.
 Refer to CODDE2 for approach recommendations.

02-34_1-21 F2000EX EASY
ISSUE 20 DGT94085
APPROACH TYPE SELECTION AND CHARACTERISTICS
The approach procedure is selected in the FMW / Arrival POF / STAR/App tab. This
procedure is activated in the waypoint list or in the I-NAV.
All waypoint constraints are taken from the database. They allow the system to build the
lateral and vertical trajectory.
These constraints are displayed in white at approach selection. Four types of constraints
exist: AT, AT or ABOVE, AT or BELOW and WINDOW.
These constraints can be modified by the pilot in the waypoint list.
Three waypoints are important for the final approach for vertical guidance computation:
- RWY (runway)
This waypoint is located at the runway threshold and always has an AT altitude
constraint of runway threshold + 50 ft.
- FAF (Final Approach Fix)
Between the FAF and the MAPT, the final approach path and the final approach course
are defined. The final approach course may be different from the runway course. Both
courses can not be modified by the pilot.
- MAPT (Missed Approach PoinT)
This waypoint is the first waypoint of the missed approach. If pilots do not have the
runway in sight at the MAPT, they must perform a Go-Around.
The altitude constraint at the MAPT is the bottom of the defined approach procedure.
This waypoint is not necessarily at the place where the MDA is reached.
It is not possible to change, delete or insert a waypoint between the FAF and the MAPT.
The final approach path ends:
- At the MAPT if:
o The MAPT is more than 0.2 NM before the runway threshold,
or
o After the runway threshold.
- At the runway threshold + 50 ft if the MAPT is located less than 0.2 NM from the
runway threshold.

F2000EX EASY 02-34_1-21
DGT94085 ISSUE 20
USE OF FMS APPROACH MODES
FMS approach modes can be used for all kinds of non-precision approaches (RNAV GPS or
GNSS, NDB, NDB-DME, VOR, VOR-DME, VORTAC…).
The pilot must select the baro-minimum that corresponds to the intended approach and the
kind of FD guidance expected to be used during final. Selection of a value below the runway
elevation plus 250 ft is not possible.
NOTE
The FMS based approaches are QNH operation only. The system is not design for QFE
operations.
VGP
VGP is available when the following information are published and known by the FMS:
- Final approach slope between the FAF and the MAPT
- Threshold Crossing Height (TCH).
If the slope and the TCH are not published but MAPT is located ahead of the runway
threshold, VGP approach should still be available.
VPG is not available for approaches featuring a MAPT located beyond the runway
threshold. In such case, PATH mode can be used on the final approach segment.
The vertical profile proposed by the system should be checked by the crew in the WPT
LIST. It is the crew's responsibility to check the system-proposed VGP angle against the
chart-published descent angle.
NOTE 1
VGP mode shall not be used when the published path is below 3° PATH (for example -2.7°) as
in such cases, the VGP mode forces the reference path to -3° and capture occurs after the
FAF.
NOTE 2
VGP is the only approach mode approved to fly RNAV approaches down to the published
LNAV-VNAV minimum. If VGP is not available, PATH can be used using LNAV published
minimum.

02-34_1-21 F2000EX EASY
ISSUE 20 DGT94085
The APP pushbutton on the Guidance Panel enables to arm the VGP mode, provided the
following conditions are fulfilled:
- VGP vertical deviation scale and pointer are displayed on the ADI,
- FAF is the active TO waypoint or the airplane is less than 5 Nm from the FAF,
- And FMS is operating correctly i.e:
o LNAV active,
o FMS.. displayed as the active NAV source next to the HSI,
o FMS not in degraded or DR mode.
NOTE
When a Vertical Direct To is performed on the FAF, the vertical deviation scale is used for the
Vertical Direct To function. As the VGP also requires the vertical deviation scale, the VGP
mode cannot be armed as long as the Vertical Direct To is not sequenced. The sequence can
occur 50 ft above the FAF at the earliest.
This is the reason why, in such cases, if a Vertical Direct To the FAF is performed, VGP cannot
be armed before the FAF. This can generate a late capture of the final approach path and a
steep slope to quickly recover the reference path between the FAF and the MAPT.
Other VNAV modes
The FMS chooses the appropriate guidance modes (VPTH, VALT, VASEL…) to follow
the approach trajectory. VNAV can be used up to the FAF, but VPTH is not approved to
fly the final approach segment from the FAF to the MAPT. PATH shall be used instead.
No pilot specific action is required for VNAV approaches in addition to the ASEL
management.

F2000EX EASY 02-34_1-22
CODDE 1 PAGE 1 / 30
WPT LIST
DGT94085 ISSUE 20
GENERAL
The WPT LIST window provides the waypoints and associated parameters for the active and
pending FPLN.
It is available in any of the following size:1/6th, 1/3rd vertical, 1/3rd Horizontal, 2/3rd, ½ or full
screen format.
FIGURE 02-34_1-22-00 - WPT LIST WINDOW LAYOUT
WPT LIST LAYOUT
In order to accommodate all of the data for each flight plan leg, the waypoint list has been
divided in two parts:
The left side of the window permanently displays lateral flight plan information:
- Course / Distance / WPT name,
- Associated functions; flyover, left turn, right turn, holding pattern,…
Right side of the window displays for each waypoint all associated data necessary to
manage a flight:
- Cross data: crossing constraints,
- Wind / Temp / ISA,
- Spd / Dist / Time,
- Fuel / Wt,
- Lat / Lon.

02-34_1-22 F2000EX EASY
PAGE 2 / 30 CODDE 1
WPT LIST
ISSUE 20 DGT94085
Bottom area of the WPT LIST provides permanent information about destination and
alternate ( DTG, ETE, Fuel Rem).
Turning the CCD knob while in the WPT LIST scrolls the WPT LIST.
COLOR CODE
ANGLE ALTITUDE
WPT ID CRS/DIST
SPEED TIME
From Gray
Magenta if LNAV Magenta if VPTH/VGP Magenta if VASEL or VALT

captured captured captured,
Amber for Waypoint Green if predicted, Green if predicted,

Reversion *
Else White White if Constraint,
Else White
Magenta if RTA & FMS Spd

TO selected and LNAV captured
Green if ETA,
Magenta if FMS Speed
selected, White if Constraint,
Amber if unable to meet
Green if predicted,
White if constraint
Amber for Waypoint Green if predicted Green if predicted,

Reversion *
White if constraint
Else White White if Constraint
Magenta if 1st RTA & FMS Spd
selected and LNAV captured,
Next Green if predicted
Green if ETA,
White if constraint
White if downstream RTA,
*Waypoint reversion is when a pilot defined (custom) waypoint is inserted into the active
flight plan, but then subsequently changed or deleted in the Custom Database.

F2000EX EASY 02-34_1-22
CODDE 1 PAGE 3 / 30
WPT LIST
DGT94085 ISSUE 20
DESCRIPTION
WPT LIST ROUTE TYPE CONTROLLER
FIGURE 02-34_1-22-01 - ROUTE TYPE CONTROLLER MENU
Route Type Controller (RTC) (FPLN) pull-down menu is used to select between the Active
and Secondary flight plan. The same controller is displayed in the Flight Management
Window (FMW).
A selection made in the RTC affects all windows in the MDU where the selection was made.
Therefore the I-NAV, FMW, and WPT LIST are synchronized to displaying the same flight
plan within a DU.
For the same DU, when in active selection, the WPT LIST and I-NAV display Active and
pending flight plan information.
For the same DU, when in secondary selection, the WPT LIST and I-NAV display active and
pending flight plan information. The airplane symbol is never displayed in a DU used for
secondary FPLN. It is obvious for the crew that the secondary FPLN is in progress.
At the same time; upper MDU can be configured to display Active flight plan and lower MDU
configured to display the secondary FPLN.
The WPT LIST receives the data from the master FMS. This same FMS source is used for
all windows in both MDU.

02-34_1-22 F2000EX EASY
PAGE 4 / 30 CODDE 1
WPT LIST
ISSUE 20 DGT94085
WPT LIST FLIGHT LOG DATA
FIGURE 02-34_1-22-02 - FLIGHT LOG CONTROLLER PULL-DOWN MENU
When viewed in a 1/6th or 1/3rd vertical display, the following options are available for
selection:
Cross The constraints and various operations on a specific waypoint are
accessed through this function. The CROSS dialog box can be
accessed by clicking on this field
Wind/Temp/ISA Predicted wind, temperature, and ISA for each waypoint are shown.
The Wind / Temp / ISA entry dialog box can be accessed by clicking on
this field. By default it is set to 0 wind, ISA temperature at predicted
flight level, no ISA deviation. These values can be updated manually or
via the AFIS (insert wind in FPLN). It takes into acount the current
conditions during the flight.
Spd / Dist / Time The predicted ground speed, Distance-To-Go (DTG), and Estimate
Time Enroute (ETE) for each waypoint are shown. No pilot interaction is
permitted.
Fuel / Wt The predicted Fuel remaining and airplane gross Weight for each
waypoint is shown. No pilot interaction is permitted.
Lat / Lon The Latitude/Longitude for each waypoint in the flight plan is displayed.
No pilot interaction is permitted.
The Cross display is the default selection when the WPT LIST is viewed in a 1/6th or 1/3rd
vertical display.
When viewed in a 1/3rd horizontal or 2/3rd display, the following options are available:
- Wind/Temp/ISA,
- Spd/Dist/Time,
- Fuel/Weight,
- Lat/Lon.

F2000EX EASY 02-34_1-22
CODDE 1 PAGE 5 / 30
WPT LIST
DGT94085 ISSUE 20
The Cross data remains in view at any time in the second column for a 1/3rd horizontal or
2/3rd display.
The Wind / Temp / ISA display is the default selection for a 1/3rd horizontal or 2/3rd display.
TURN DIRECTION ICONS
For large course changes, the FMS provides a turn direction indication on the WPT LIST. It
consists in an inverse video L (Left) or R (Right) to indicate which direction the airplane is
going to turn when the waypoint is sequenced.
FIGURE 02-34_1-22-03 - L AND R TURN DIRECTION ICONS
WPT LIST GRAPHICAL INTERACTION
I-NAV graphical flight planning and WPT LIST modifications on Active and Secondary FPLN
use the same menu and the same dialog boxes:
Menu and dialog boxes are not selectable for: TOC, TOD and BOSC WPT. The
corresponding line on the WPT LIST is displayed with a gray background.
COURSE
The inbound course is displayed immediately following the turn icon space, if the course is
given with respect to True north, a T replaces the degrees symbol.

02-34_1-22 F2000EX EASY
PAGE 6 / 30 CODDE 1
WPT LIST
ISSUE 20 DGT94085
DISCONTINUITY
FIGURE 02-34_1-22-04 - WPT LIST DISCONTINUITY
A discontinuity is a part in the flight plan where there is no lateral flight plan definition.
Internally the FMS assigns the next waypoint with a leg type of Initial Fix (IF).

F2000EX EASY 02-34_1-22
CODDE 1 PAGE 7 / 30
WPT LIST
DGT94085 ISSUE 20
NEXT LEG UNDEFINED
FIGURE 02-34_1-22-05 - WPT LIST NEXT LEG UNDEFINED
Open flight plans are defined as flight plans that do not end at the destination. In that
condition, the FMS does not have a lateral path defined to the destination and performance,
VNAV, FMS Speeds can not be computed. In that context, is
displayed.

02-34_1-22 F2000EX EASY
PAGE 8 / 30 CODDE 1
WPT LIST
ISSUE 20 DGT94085
MISSED APPROACH HEADER
FIGURE 02-34_1-22-06 - WPT LIST MISSED APPROACH HEADER
The Missed Approach header provides a visual break between the primary flight plan and
the missed approach procedure.

F2000EX EASY 02-34_1-22
CODDE 1 PAGE 9 / 30
WPT LIST
DGT94085 ISSUE 20
ALTERNATE FLIGHT PLAN HEADER
FIGURE 02-34_1-22-07 - WPT LIST ALTERNATE FPLN HEADER
The Alternate FPLN header provides a visual break between the primary flight plan and the
alternate flight plan.

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
HOLDING
When the Holding pattern is active, holding is displayed as bellow (logic for the Exit Hold,
Resume… soft keys are described in the I-NAV chapter).
FIGURE 02-34_1-22-08 - WPT LIST HOLDING

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
EXITING HOLD
FIGURE 02-34_1-22-09 - WPT LIST EXITING HOLD
When the airplane is exiting the hold, the FMS provides an information on the
waypoint list.
NOTE
Some holdings are automatically exited when holding target is reached (holding to altitude,
holding to fix). If required, the crew members can "Resume" the hold until manual termination is
selected via the "Exit" soft key.

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
ARC TURN
FIGURE 02-34_1-22-10 - WPT LIST ARC TURN
When in a DME arc procedure, the arc radius in NM and the navaid associated with the Arc
are displayed as shown above.
Constant radius arc legs are similar but the navaid ident is blank since a navaid is not
required for a constant radius arc leg.

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
PROCEDURE TURN
FIGURE 02-34_1-22-11 - WPT LIST PROCEDURE TURN
is displayed when the procedure is active.

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
PATTERN ICONS
FIGURE 02-34_1-22-12 - WPT LIST PATTERN ICONS
The first "Delete Waypoint" action will delete the pattern associated to the waypoint.

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
CROSS
RD
FIGURE 02-34_1-22-13 - WPT LIST CROSS 1/3 VERTICAL DISPLAY FORMAT
The Cross column displays vertical, speed and time crossing predictions and/or constraints
for each waypoint. It is not possible to define the Time At constraint for a CROSS WPT.
Altitude
The Altitude fields displays either altitude constraints or predictive altitudes for each
waypoint in the flight plan. Altitude constraints have higher priority over predicted
altitudes. If no pending flight plan exists, the Active flight plan altitude is displayed on the
lower half of the row. If a pending flight plan exists, the pending flight plan altitude is
displayed on the upper half of the row only if the altitudes differ by 100 ft.
The altitude can be displayed either in FL format or in feet depending on the transition
altitude or transition level.

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
AT constraints are displayed with a small line above and below the altitude using the
same color as the constraint, white, cyan, magenta or amber: e.g.
FIGURE 02-34_1-22-14 - AT CONSTRAINT EXAMPLE
AT OR ABOVE constraints are displayed with a small line below the altitude using the
same color than the constraint. eg:
FIGURE 02-34_1-22-15 - AT OR ABOVE CONSTRAINT EXAMPLE
AT OR BELOW constraints are displayed with a small line above the altitude using the
same color than the constraint. eg:
FIGURE 02-34_1-22-16 - AT OR BELOW CONSTRAINT EXAMPLE
WINDOW constraints are displayed with the higher constraint displayed on the upper line
with a small line above the constraint and the lower constraint displayed on the lower line
with a small line below the constraint. eg:
FIGURE 02-34_1-22-17 - WINDOW CONSTRAINT EXAMPLE
Temperature compensation can be applied to the waypoint of active flight plan. After
temperature compensation has been activated, the corresponding line of the
compensated waypoint displayed the text “TComp” in white above the time to signify the
compensation.
FIGURE 02-34_1-22-18 - TEMPERATURE COMPENSATION

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
Angle
The angle field displays either angle constraints or predicted angle for each waypoint in
the flight plan. Angle constraints have priority over predicted angles.
Angle constraints are displayed with a small line above and below angle.
Speed
The Speed field displays either speed constraints or predicted speeds for each waypoint
in the flight plan. Speed constraints have priority over predicted speeds.
Speed constraints (kt or Mach) are displayed with a small line above the speed.
NOTE
Speed constraints in climb phase (before TOC) apply to FMS speeds before the
waypoint on which the constraint is displayed.
Speed constraints in cruise or descent phase (after TOC) apply to FMS speeds after the
waypoint on which the constraint is displayed
When a speed restriction is input on the Waypoint List for a cruise waypoint, the FMS
cruise speed on the FMW Cruise POF can not be reset. The inserted waypoint speed
restriction remains locked in, even after crossing the waypoint, and is carried over until
the destination is transitioned at the next airfield.
Time
Estimated Time of Departure (ETD) can be manually entered while on ground.

Estimated Time Enroute (ETE) is displayed when the airplane is on the ground. Once the
airplane is airborne or ETD has been entered, the ETE becomes an Estimated Time
Arrival (ETA).
Vertical speed
The FMS computes a vertical speed (VS) for the climb and descent POF. The predicted
VS is the rate needed to meet the altitude constraints if they exist. Otherwise they
represent the estimated VS for the airplane. VS is not displayed when a pending flight
plan exists due to limited space on the cross field.
The predictive VS for the waypoint is displayed in the cross tab above the angle and
speed with an arrow to indicate climb or descent.

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
WIND / TEMPERATURE / ISA
FIGURE 02-34_1-22-19 - WPT LIST WIND / TEMP / ISA
This column displays wind, temperature and ISA deviation for each waypoint.
Pilot entries are available to define wind for a specific waypoint. The FMS then updates the
wind model for the flight plan, including the pilot entered value for a waypoint. The pilots
entries are not retained by the FMS as constraints. Thus the system always displays system
computed numbers.
The FMS predicts the temperature for the predicted altitude the airplane will be at for each
waypoint in the flight plan. The temperature are computed in the FMS atmosphere model.
To compute time and fuel along the flight plan, the FMS "blends" sensed values with pilot
Wind/Temp inserted values. The Wind/Temp at the current WPT is 100% sensed and 0%
inserted. For WPT located further in the WPT LIST, the sensed value is gradually decreased
to the benefit of pilot's entry.

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
SPD / DIST / TIME
FIGURE 02-34_1-22-20 - WPT LIST SPD / DIST / TIME

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
FUEL / WEIGHT
FIGURE 02-34_1-22-21 - WPT LIST FUEL WEIGHT

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
LATITUDE / LONGITUDE
FIGURE 02-34_1-22-22 - WPT LIST LAT / LONG
Lat / Lon Entry Format:

ANNNN.NNANNNNN.NN Latitude Longitude

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
Requirements:
- Latitude:
o Entry in degrees,minutes, and hundredths of minute,
o Alpha entry required to be N or S,
o First two digits are interpreted as degrees,
- Longitude:
o Entry in degrees, minutes, and hundredths of minutes,
o Alpha entry required to be E or W,
o First three digits are interpreted as degrees,
- Range:
o Latitude degrees range is 0 to 90,
o Tenth srange is 0 to 9,
o Hundredths range is 0 to 9,
o Longitude degrees range is 0 to 59,
o Minute range is 0 to 59,
o Hundredths range is 0 to 9.
Examples
Entry displays:
- N0W0 N0000.0E00000.0
- N1W1 N0100.0W00100.0
- N12W12 N1200.0W01200.0
- N123W123 N1230.0W12300.0
- N1234W1234 N1234.0W12340.0
- N1234.5W12345 N1234.5W12345.0
- N1234.5W12345.6 N1234.5W12345.6
- N1234.56W12345.67 N1234.56W12345.67

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
VERTICAL WAYPOINTS
FIGURE 02-34_1-22-23 - WPT LIST TOC
The figure illustrates a Top Of Climb (TOC) for an example with the Cross flight plan
displayed. The Bottom Of Step Climb (BOSC) and the Top Of Descent (TOD) have the
same properties.
When the airplane is within 50 NM from TOD, the FMS ignores any “Step Inc”.

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
PENDING FLIGHT PLAN MODIFICATIONS
In I-NAV and in the WPT LIST, all pending modifications are displayed in cyan.
When in pending modification the WPT LIST displays stroked gray waypoints when they are
deleted by the crew.
, and soft keys are displayed in cyan when in pending.
FIGURE 02-34_1-22-24 - FLIGHT PLAN MODIFICATIONS
If, in a pending flight plan, an altitude constraint associated with a waypoint is modified for
temperature compensation, the modified value is displayed in cyan above the current
constraint on the waypoint list.

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
SPECIFIC FUNCTIONS
When flying in an holding pattern, or soft key are displayed.
FIGURE 02-34_1-22-25 - SPECIFIC COMMAND PUSHBUTTON (EXIT HOLD)
NOTE
It is recommended not to exit any holding pattern before the entry point, except if the airplane
track is less than 45° from the inbound track of the holding pattern.

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
WPT LIST DIRECT TO
When using the short cut on MKB, the cursor automatically jumps on the
field at the top of the WPT LIST (see below). Using the MKB the crew can enter
the WPT. After insertion, the and soft keys are displayed in the I-NAV
and the WPT LIST.
Direct to using the MKB is always possible, whatever the display configuration (4, 3 and 2
DU). When the short cut is activated, the WPT LIST is automatically displayed (if
not displayed before).
FIGURE 02-34_1-22-26 - DIRECT TO IN WPT LIST
HEADERS
One inactive line of the WPT LIST is used for missed approach and alternate headers.
HORIZONTAL SPECIFIC PROCEDURES
All the under mentioned procedures, when selected, are displayed close to the WPT name
in the WPT LIST window (H, F, R, P, A according to the list above):
- Holding pattern,
- Flyover,
- Radial,
- Procedure Turn,
- Arc Turn.
These symbols are displayed in white or cyan depending on the pending or armed (cyan), or
potential target (white).

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
WIND / TEMP DIALOG BOX
FIGURE 02-34_1-22-27 - WIND / TEMP DIALOG BOX
A selection, inside the WPT LIST, allows to define the wind and temperature at
a given altitude for the selected waypoint.
soft key inserts the new data in the flight plan. cancels all dialog box
entries.

02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
FLY HEADING OR AS ASSIGNED
FIGURE 02-34_1-22-28 - FLY HEADING OR AS ASSIGNED
This leg type only exists between two waypoints of an approach procedure.

F2000EX EASY 02-34_1-22
WPT LIST
DGT94085 ISSUE 20
FLY HDG SEL TO INTERCEPT
FIGURE 02-34_1-22-29 - WPT LIST FLY HDG SEL TO INTERCEPT
The pilot has the ability to define a heading inbound to a waypoint.


02-34_1-22 F2000EX EASY
WPT LIST
ISSUE 20 DGT94085
FROM WAYPOINT
The pilot has the ability to change the active leg by changing the FROM waypoint, which is
defined as the last waypoint that was sequenced in the waypoint list and is always greyed
out. The pilot defines the new FROM waypoint by clicking on its name on the waypoint list
and selecting FROM WAYPOINT.
For example, in the figure below, the current FROM waypoint is KPHX. After clicking on
GUP on the waypoint list and selecting FROM WAYPOINT:
- GUP will be selected in the first line of the waypoint list, and depicted in grey. It
becomes the new FROM waypoint,
- GUP44 will become the next TO waypoint.
FIGURE 02-34_1-22-30 - WPT LIST FROM WAYPOINT
When vectored to a final approach course which contains numerous waypoints, using the
FROM WAYPOINT feature ensures proper waypoint sequencing when intercepting the
course by selecting the desired active segment. Several waypoints may have been passed
during the heading change; this feature allows rejoining the wanted segment, versus the
FMS sequencing back to the original segment left.

F2000EX EASY 02-34_1-23
CODDE 1 PAGE 1 / 24
FMS AND TOLD MESSAGES
DGT94085 ISSUE 20
FMS MESSAGES
Most part of FMS messages are displayed in I-NAV, except a few ones that can show in other
windows (FMW, sensors page, etc.).
The below table gives for each message in first column:
- The explanation in the second column,
- The clearing logic in third column.
The clearing logic indicates if any FMS message can be cleared either:
- Automatically (AUTO) when FMS input changes, or
- Manually (PILOT) when the pilot pushes the pushbutton.

02-34_1-23 F2000EX EASY
PAGE 2 / 24 CODDE 1
ISSUE 20 DGT94085
AUTO:
When selecting
“Anti-Ice OFF” or
On the “takeoff config” or "Landing Config" tab:
A/I INIT ABOVE when inputting
10 DEG C The pilot selects “Anti-Ice ON” while entered OAT is an OAT below
above +10 °C. +10°C
PILOT
ACTIVE MODE The system automatically switches from TRU to PILOT
IS MAG HDG MAG when leaving one of the polar cutout regions.
ACTIVE MODE The system automatically switches from MAG to PILOT
IS TRUE HDG TRU when entering one of the polar cutout regions.
AIRCRAFT DB When attempting to cross load an aircraft database

from one FMS to another one: both databases are PILOT
SYNCHRONIZED
already the same, thus cross load is not performed.
When FMS is in VCLB mode, and both conditions
are met:
ALT
CONSTRAINT - Down path in the WPT list, an altitude constraint PILOT
DELETED exists.
- A/C current altitude is less than 150 ft from this
altitude constraint.
BRG/CRS MUST The pilot must T-suffix the bearing / course entry
(“T” for TRUE) because the referenced waypoint is PILOT
BE IN TRUE
outside the coverage of the magnetic variation table.
BUSY REENTER The pilot attempts to make a change to the custom

database while the cross side FMS had locked it (for PILOT
LAST CHG
a change it is making).

F2000EX EASY 02-34_1-23
CODDE 1 PAGE 3 / 24
DGT94085 ISSUE 20
In either case: AUTO:

- 1. VCLB is the active vertical mode, and 1. A/C flies below
o a) “AT” or “AT or BELOW” constraint exists; constraint
ALT+150ft
CHECK ALT o b) current altitude is 150 ft (or more) above the
constraint. 2. A/C flies
CONSTRAINT
above constraint
- 2. VPTH is the active vertical mode, and ALT–150ft
o a) “AT” or “AT or ABOVE” constraint exists;
o b) current altitude is 150 ft (or less) below the PILOT
constraint.
AUTO:
1. When above
1. When climbing through 1000 ft above TRANS TRANS ALT, set
ALT, or leveling off above TRANS ALT + 250 ft, and STD.
CHECK BARO the altimeters are not set to STD
2. When below
SET
2. When descending through 1000 ft below TRANS TRANS LVL set
LVL, or leveling off below TRANS LVL - 250 ft, and QNH
the altimeters are still set to STD.
PILOT
CHECK DATA
An attempt to use the data loader has failed. PILOT
LOAD
AUTO:
When computed
fuel burn to
CHECK DEST The predictive fuel burn to destination is greater DEST is less
FUEL than the fuel on board (FOB). than FOB
PILOT

than 10 NM.
CHECK GPS 1
PILOT

02-34_1-23 F2000EX EASY
PAGE 4 / 24 CODDE 1
ISSUE 20 DGT94085

than 10 NM.
CHECK GPS 2
PILOT

than 10 NM.
CHECK IRS 1
PILOT

than 10 NM.
CHECK IRS 2
PILOT

than 10 NM.
CHECK IRS 3
PILOT
While processing a loaded FPLN that contains

temperatures and winds aloft, the FMS detects that,
for any WPT:
CHECK LOADED
Wind velocity is not within specified range PILOT
WIND/TEMP -
- Wind direction is not within specified range

- Temperature is not within specified range
AUTO:
When FMS
computed
CHECK The predictive reserve fuel is greater than the one reserve fuel is
RESERVE FUEL the pilot has entered in “Fuel Res” on “Alt/Spd” tab less or equal
at preflight Phase Of Flight. than “Fuel Res”.
PILOT

F2000EX EASY 02-34_1-23
CODDE 1 PAGE 5 / 24
DGT94085 ISSUE 20
AUTO:
When adjusting
CHECK IAS to meet the
SPD/ALTITUDE A/C descending in VPTH: speed and altitude limits
will be exceeded, based on the current IAS. SPD/ALT limit.
LIMIT
PILOT
AUTO:
When VNAV
determines that
CHECK SPEED VNAV cannot respect the speed constraint at a the speed
CONSTRAINT given WPT. constraint will be
met.
PILOT

POSITION NM.

POSITION NM.
CHECK Any of the TOLD computed V-speeds (sent to ADI

speed tape) differs from the FMS calculated PILOT
VSPEEDS
V-speed by more than 2 kt.

02-34_1-23 F2000EX EASY
PAGE 6 / 24 CODDE 1
ISSUE 20 DGT94085
AUTO:
When the
difference in Fuel
COMPARE FUEL FMS computed and FQMC sensed fuel quantities Qty is less than
QUANTITY differ by more than 2.5% of the BOW (Basic 1% of BOW for
Operating Weight) for 1 minute. 10 sec.
PILOT
PILOT:
CONFIRM
If the pilot enters an RNP value greater than the The entry must
RNP ENTRY: default one, the FMS requires confirmation of the be confirmed
pilot’s entry (YES or NO?). since it is greater
YES - NO than the default
value.
AUTO:
When the
CROSSWIND This message shows on the “takeoff config” or computed
EXCEEDS "Landing Config" tab, if the calculated crosswind is X-wind is less
35KTS greater than 35 kt. than 35 kt.
PILOT
When attempting to cross load a custom database
CUSTOM DB from one FMS to another one: both custom PILOT
SYNCHRONIZED databases are already the same, thus cross load is
not performed.
DATA BASE OUT On power up: the database date does not match the PILOT
OF DATE FMS date.
DATA LOADER
The data loader is being used. PILOT
IN USE
DB TRANSFER
The user aborts the current database transfer. PILOT
ABORTED
DB TRANSFER The database X-load has been successfully PILOT
COMPLETE completed.
DB TRANSFER
The database X-load is in progress. PILOT
IN PROGRESS

F2000EX EASY 02-34_1-23
CODDE 1 PAGE 7 / 24
DGT94085 ISSUE 20
DUPLICATE FLT The name the pilot entered to save the active flight PILOT
PLAN NAME plan already exists in the custom database.
END OF FLIGHT The present waypoint becomes the FROM waypoint PILOT
PLAN and is the last one in the flight plan.
AUTO :
- When
crossing
88°N
When either: southbound.
ENTERING
- Crossing 89°N northbound - When
POLAR REGION
crossing
- Crossing 89°S southbound 88°S
northbound.
PILOT
EXCEEDS
CEILING The pilot enters a FL higher than the one displayed PILOT
ALTITUDE in “Ceil” on “Cruise Summary” page.
EXCEEDS CERT This message shows in the Phase Of Flight window

when pilot has entered a flight level higher than PILOT
CEILING
FL470 into the FMS.
EXCEEDS MAX The computed gross weight is greater than the PILOT
GROSS WEIGHT MRW (Max Ramp Weight).
AUTO: when
LDG gross
This message shows amber in the landing Phase Of weight is less
EXCEEDS MAX
Flight window when the computed LDG gross than MLW.
LANDING WT
weight is greater than MLW (Max Landing Weight).
PILOT
AUTO:
When changing
EXCEEDS P The pressure altitude of the landing runway is above QNH.
ALTITUDE LIMIT 10,000 ft.
PILOT

02-34_1-23 F2000EX EASY
PAGE 8 / 24 CODDE 1
ISSUE 20 DGT94085
AUTO:
If takeoff or landing computations result in either:
When entering a
EXCEEDS WIND - Headwind being > 50 kt or, new surface
LIMITS wind.
- Tailwind being > 10 kt.
In this case, takeoff or landing calculations halt.
PILOT
AUTO :
- When
crossing
89°N
When either: northbound.
EXITING POLAR
- Crossing 88°N southbound - When
REGION
crossing
- Crossing 88°S northbound 89°S
southbound.
PILOT
FLIGHT PLAN Attempting to insert a waypoint in the active (or

stored) flight plan would result in exceeding the PILOT
FULL
maximum number of waypoints.
AUTO:
In either case:
When descent
FLT PATH - The computed descent angle (including the flare) angle becomes
ANGLE TOO is greater than 6°. less or equal
STEEP - A VTA (Vertical Track Alert) is displayed on ADI than 6°.
for a FAF where the descent angle is greater
than 6°.
PILOT
FLT PLAN When activating a pattern in a stored flight plan, the

pattern fix is not in the same location as when the PILOT
CHANGED
pattern page was entered.
FLT PLAN When any part of a new uplinked flight plan is PILOT
RECEIVED available for review.

F2000EX EASY 02-34_1-23
CODDE 1 PAGE 9 / 24
DGT94085 ISSUE 20
AUTO:
When HA leg is
FMS EXITING - Holding to Altitude (HA) is the Next leg. sequenced.
HOLD - The airplane reaches the altitude of the HA leg.
- Time to the holding fix < 1 minute. PILOT
When the FMS selected FAS data block does not
match the one loaded in the GPS. AUTO:
Note: when the pilot selects LPV in “App Cat” When the FAS
FMS-LPV drop-down menu, the FMS sends the FAS (Final data blocks
MISCOMPARE Approach Segment) data block to the GPS unit, match.
which will then compute the lateral and vertical
deviations along the FAS. Such FAS data block is
referred as “WASS XXXX” on the approach chart PILOT
header.
FPL CONTAINS The flight plan being activated contains undefined or PILOT
INVALID WPT invalid waypoints.
FPL STORAGE
The memory storage for flight plans is full. PILOT
FULL
FULL PERF is the active performance mode, and at

least three internal errors have occurred while the
FULL PERF FMS either computes the active Flight Plan or
“What if”. PILOT
UNAVAIL
FULL PERF will not be available until these errors
are resolved.
AUTO:
When the
conditions
GPS RAIM The GPS RAIM value exceeds the limit for the triggering the
ABOVE LIMIT current phase of flight. message no
longer exist.
PILOT

02-34_1-23 F2000EX EASY
ISSUE 20 DGT94085
AUTO:
When the
conditions
GPS RAIM triggering the
UNAVAILABLE The GPS receiver cannot generate RAIM. message no
longer exist.
PILOT
HIGH HOLDING When TAS and the wind combined will cause the
airplane to infringe the holding protected area PILOT
GRD SPD
(according to FAA standard)
HIGH PCDR The Procedure Turn cannot be flown at the current PILOT
TURN GRD SPD ground speed with a standard bank angle.

- An error occurred in A/C database
INVALID
- Wrong version of the A/C database PILOT
AIRCRAFT DB
- “Aircraft” field is empty on INIT tab
An empty database will replace the one in use.
INVALID The test of an uploaded custom database has PILOT
CUSTOM DB failed.
When attempting to delete:
- A WPT that is in a procedure turn.
INVALID A WPT from which the next leg is an arc.
- PILOT
DELETE
- A leg referenced to a procedure altitude (a
course from a fix to an altitude, or a heading to
an altitude).

- Attempting a Vertical DIR TO a waypoint without
any altitude constraint.
INVALID DIRECT
- VALT being the active vertical mode: the pilot PILOT
TO
requests a Vertical DIR TO a waypoint that
shows either “AT”, “AT or ABOVE”, or “AT or
BELOW”, and the current altitude is within 150 ft
of this altitude constraint.

F2000EX EASY 02-34_1-23
DGT94085 ISSUE 20
INVALID ENTRY The pilot’s entry is not in the correct format. PILOT
INVALID FPLN
The graphical flight plan revision is not allowed. PILOT
OPERATION
At power-up, the Navigation Database test has

INVALID NAV DB failed (access to certain FMS pages will be PILOT
restricted).
INVALID NOTAM
The integrity test of the NOTAM file has failed. PILOT
LIST
ISA DEV The pilot inputs a temperature at any altitude that

makes the ISA Deviation at another altitude get out PILOT
EXCEEDED
of the range: ISA – 80°C / ISA + 50°C
AUTO:
LANDING OUT Shows when “EXCEEDS MAX LDG WEIGHT”, When conditions
OF LIMITS “FIELD LENGTH LIMITED”, or “APPROACH CLIMB for the 3
LIMITED” are displayed on the landing tab. messages do not
exist.
AUTO:
When the "'END
OF FLIGHT
LAST LEG The active leg is the last one of the flight plan and PLAN" message
the TO WPT is not the destination airport. is displayed.
PILOT
The FMS loads an LPV approach, but the GPS AUTO:

does not load the FAS data block for this approach. When GPS
correctly loads
Note: when the pilot selects LPV in “App Cat”
the FAS data
LPV APP LOAD drop-down menu, the FMS sends the FAS (Final
block.
FAILS Approach Segment) data block to the GPS unit,
which will then compute the lateral and vertical
deviations along the FAS. Such FAS data block is
referred as “WASS XXXX” on the approach chart
header. PILOT
NDB OVER MAX The Navigation Database exceeds the maximum

size, and access to the FMS pages will be PILOT
SIZE
restricted.

02-34_1-23 F2000EX EASY
ISSUE 20 DGT94085
The specified FPLN is not one of the 7 valid types

(active, active pending, secondary, secondary
NO FLIGHT pending, what if, temporary, EOSID).
PILOT
PLAN
This message is also displayed when trying to
activate a stored flight plan with a name that is not
in the database.
AUTO:
When these
- The airplane is airborne. conditions no
NO POSITION
SENSORS - No sensor is being used as primary means of longer exist.
navigation.
- HDG and/or TAS are invalid. PILOT
NO PRESENT An entry that requires the present position is made, PILOT
POSITION and the A/C present position is invalid.
NOT IN DATA The pilot requests some data that is not in the PILOT
BASE database.
A Lateral Offset is automatically cancelled, in any of
the following cases:
- A DIR TO is performed.
- The FROM waypoint is changed.
- The TO waypoint is changed.
OFFSET
A stored flight plan is activated. PILOT
CANCEL -
- The active leg is part of a procedure (i.e. SID,

STAR, and Approach).
- The active leg is in a terminal area (10 NM from
origin ARPT, 25 NM from destination)
- The active leg is in the Polar region.

F2000EX EASY 02-34_1-23
DGT94085 ISSUE 20
When the airplane flies a lateral offset, in any of the

following cases: AUTO:
- The course is changed by more than 90° When entering

the polar region
OFFSET - The A/C joins a pattern (Holding or Procedure or when
CANCEL NEXT Turn). manually
WPT - FMS sequences a leg which is part of an cancelling the
instrument procedure (i.e. SID, STAR, and offset.
Approach)
- The airplane is in the terminal area (10 NM from PILOT
origin ARPT, 25 NM from destination).
When either:
- The pilot requests PERF/VNAV computation
while sufficient data is missing
PERF VNAV - FULL PERF is the active mode and an FMS PILOT
UNAVAILABLE internal error occurred.
This message is often issued when the pilot hits
VNAV on the guidance panel while fuel and weight
figures are not initialized.

PILOT RNP
- Phase of Flight transitions to Arrival or APP PILOT
CANCEL
the next leg.

PILOT RNP
CANCEL NEXT - At next WPT, RNP will transition to Arrival or PILOT
WP APP value.
the next leg.
AUTO:
Only one SBAS GPS is available and predictive When an

PREDICT LPV software determines that the system will not be able alternate SBAS
UNAVAIL to track the final approach segment with the GPS is available.
required accuracy.
PILOT

02-34_1-23 F2000EX EASY
ISSUE 20 DGT94085
RADIALS DO
NOT The pilot specified courses/radials do not cross. PILOT
INTERSECT
AUTO:
When the
RAIM WILL The GPS RAIM value will exceed the limit for the conditions no
EXCEED LIMIT phase of flight, at the requested time. longer exist.
PILOT
REQUESTED A downlink request has been sent (e.g. REQFPN,
DATA NOT REQPWI, etc.) and no response was received after PILOT
RCVD ten minutes.
RESET ALT SEL The selected altitude (ASEL) is higher than the PILOT
previously entered initial cruising altitude.
RESET FMS commands an altitude change, but the pilot PILOT
ALT SEL? has not entered this altitude in ASEL.
AUTO:
When entering
SAT/ISA LIMIT The pilot inputs a temperature at any altitude that another
EXCEEDED makes the SAT at another altitude get out of the temperature.
range: -73°C / + 55°C
PILOT
SET IRS 1 MAG
HDG
SET IRS 2 MAG
HDG
SET IRS 3 MAG
HDG
SINGLE ALL Both FMS are no longer synchronized, and switch to PILOT
SINGLE mode.
STORED FPL A Stored Flight Plan is the active FPL and three PILOT
PERF UNAVAIL internal errors occurred in FMS.

F2000EX EASY 02-34_1-23
DGT94085 ISSUE 20
SYNCHRONOUS FMS 1 and FMS 3 synchronize while FMS2 works PILOT

T.O. ENTRIES When on the ground, the pilot attempts to make an

entry on the “takeoff config” tab while the power PILOT
INHIBITED
levers are advanced for takeoff.
AUTO:
When the
calculation result
TAKEOFF OUT is within the
OF LIMITS FMS computed takeoff data is out of limits.
limits.
PILOT
Temperature compensation mode is automatically

TEMP COMP or manually cancelled.
PILOT
CANCELLED
If destination ARPT or selected APP is changed,
then TEMP COMP is automatically cancelled.
If the computed TOW is greater than any of the AUTO:
following weigh:
When computed
TO WEIGHT - Certified MTOW TOW is less than
LIMITED - CLB gradient limiting MTOW these 4 MTOW.
- RWY length limiting MTOW

- Obstacle limiting MTOW PILOT
FMS rejects such user-defined PD (Place-distance)

because it would lie on any part of:
- An arc, or
UNABLE *PD - A Heading leg, or

PILOT
PLACEMENT - A Heading to Altitude leg, or
- A Direct To leg, or
- A procedure turn, or
- A course to fix (CF).

02-34_1-23 F2000EX EASY
ISSUE 20 DGT94085
UNABLE
APPROACH A lateral modification is requested to the FAS (Final PILOT
MOD APP Segment).
AUTO:
- FMS not in
Auto Tune
FMS working in Auto Tune, this message is - FMS does

displayed when : not “own”
this freq.
- FMS "owns" the VOR/DME frequency, AND
- Inserted and
UNABLE The pilot-selected VOR/DME frequency does not
- actual freq
AUTOTUNE match the auto-tuned one for 10 seconds in the match
air or 60 seconds on the ground, AND
- Message
- The message has not been issued in the past has already
15 minutes. been
displayed.
PILOT
UNABLE CDB When trying to access the custom data base while PILOT
XLOAD IN PROG "CROSS LOAD" is in progress.
When either:
- A/C in the holding pattern, the pilot attempts to
change the course or the turn direction.
UNABLE HOLD
- Holding pattern defined by time (distance), the PILOT
CHANGE
pilot attempts to change the default distance
(time).
UNABLE NEXT FMS determines that the airplane cannot reach the AUTO / PILOT
ALT next altitude constraint.
UNABLE When the pilot attempts to enter an offset when

flying a SID, a STAR, a holding pattern, or when the PILOT
OFFSET
airplane is in the Polar region.
When the pilot attempts to change the default

UNABLE PCDR values of a procedure turn (angle of turn, time and PILOT
TURN CHANGE distance, etc.) while currently flying the procedure
turn.

F2000EX EASY 02-34_1-23
DGT94085 ISSUE 20
AUTO:
When displayed
In flight, when FMS position is valid and the EPU is less than
UNABLE RNP RNP.
displayed EPU is greater than the current RNP.
PILOT
AUTO:
When displayed
UNABLE RNP In flight, when FMS position is valid and the EPU is less than
NEXT WPT displayed EPU is greater than the next leg RNP. next leg RNP.
PILOT
UNABLE TUNE In RADIOS window, on NAV/ADF tab: the AUTO PILOT
REQUEST checkbox is not ticked.
USED BY The pilot attempts to delete a stored user-defined PILOT
ACTIVE FPL WPT that is used in the onside active flight plan.
USED BY
OFFSIDE ACT The pilot attempts to delete a stored user-defined PILOT
FPL WPT that is used in the offside active flight plan.
USING This message follows "FULL PERF UNAVAIL".

CURRENT PILOT
The performance software degrades to "CURRENT
GS/FF
GS/FF" mode.
VERT DIR OVER The pilot enters a Vertical DIR TO, and the
computed angle, from present position to the PILOT
MAX ANG
waypoint, is greater than 6°.
VERT DIR The pilot enters a Vertical DIR TO, and the
UNDER MIN computed angle, from present position to the PILOT
ANG waypoint, is less than 1°.
AUTO:
When VGP
VGP FMS is the NAV source, ILS is not displayed on becomes
UNAVAILABLE HSI, and the pilot has pressed APP pushbutton, but available.
VNAV determines that VGP is not available.
PILOT

02-34_1-23 F2000EX EASY
ISSUE 20 DGT94085
WHAT IF PERF Internal FMS errors occurred while computing PILOT

UNAVAIL "What If".
PILOT:
WIND The pilot enters a wind velocity at any altitude that
EXCEEDED AT makes the wind velocity exceed 250 KT at cruising When entering a
CRZ ALT altitude. new wind
velocity.
WPT STORAGE The custom database is full.

PILOT
FULL
The FMS rejects the pilot’s entry.

F2000EX EASY 02-34_1-23
DGT94085 ISSUE 20
TOLD MESSAGES
SOURCE
TARGET
DISPLAY
FMS)
ACCEL NO TABLE no table data for the takeoff Takeoff
AUTO ALL
DATA acceleration calculation for the data tab
given inputs.
ACCEL OUT OF acceleration input is out of Takeoff
AUTO ALL
computations.
Takeoff
ALT OUT OF This message is issued if the data tab
altitude input is out of acceptable AUTO ANY
BOUNDS Landing
range for computations.
tab
Takeoff
ANTI-ICE ON This message is issued if anti-ice data tab
setting is "ON" while the AUTO ALL
ABOVE 10C Landing
temperature > 10° Celsius.
tab

APPROACH CLIMB max approach and landing climb Landing
gradient limited weight is invalid AUTO ALL
LIMITED tab
or target can not be achieved
with entered conditions.
This message is issued if one of

the following conditions is
satisfied:
1. The max climb gradient Takeoff
CLIMB LIMITED AUTO ALL
limited weight is invalid, data tab
2. The takeoff weight is

greater than the Max
Takeoff Weight.

02-34_1-23 F2000EX EASY
ISSUE 20 DGT94085
SOURCE
TARGET
DISPLAY
FMS)
This message is issued if one or Takeoff

DATA NOT more data items that are required data tab
for the takeoff or landing AUTO ALL
INITIALIZED Landing
computations have not been
initialized. tab
FIELD LENGTH This message is issued if Landing

computed landing field lengh > AUTO ALL
LIMITED tab
runway length
This message is issued if Takeoff

FIELD LIMITED computed landing field lengh is AUTO ALL data tab
above runway length

FLD LEN OUT OF field length input is out of data tab
AUTO ALL
BOUNDS acceptable range for Landing
computations. tab

GRAD OUT OF climb gradient input is out of Takeoff
AUTO ALL
computations.

INVALID ANTI-ICE anti-ice setting is invalid for the AUTO ALL
data tab
computation.
This message is issued if

INVALID OBS Obstacle distance or Obstacle Takeoff
Elevation is greater than AUTO ALL
ENTRY data tab
maximum allowable value or
distance zero is less than zero.

MAX TO WT NO no table data for the max takeoff Takeoff
AUTO ALL
TABLE DATA weight calculation for the given data tab
inputs.

F2000EX EASY 02-34_1-23
DGT94085 ISSUE 20
SOURCE
TARGET
DISPLAY
FMS)

MAX LD WT NO no table data for the max landing Landing
AUTO ALL
TABLE DATA weight calculation for the given tab
inputs.
This message is issued if takeoff Takeoff

OBSTACLE LIMITED weight does not permit to clear AUTO ALL
data tab
the obstacle.
Takeoff
PERF WT OUT OF This message is issued if Takeoff data tab
AUTO ALL
BOUNDS Weight is less than 24000 lb. Landing
tab
PITCH ATT NO This message is issued if there is Takeoff

no table data for the pitch attitude AUTO ALL
TABLE DATA data tab
This message is issued if there is Takeoff

REQD DIST NO no table data for the required data tab
AUTO ALL
TABLE DATA takeoff distance calculation for Landing
the given inputs. tab
RWY SLOPE OUT This message is issued if runway Takeoff

slope is outside the limits for this AUTO ALL
OF LIMITS data tab
value (+/-2.5)
SLOPE OUT OF This message is issued if the Takeoff

slope input is out of the range for AUTO ALL
BOUNDS data tab
the computation.
Takeoff
temperature input is out of the AUTO ALL
BOUNDS Landing
tab
Takeoff
takeoff or landing temperature is AUTO ALL
ENVELOP Landing
out of the temperature envelope.
tab

02-34_1-23 F2000EX EASY
ISSUE 20 DGT94085
SOURCE
TARGET
DISPLAY
FMS)

THRES > RWY takeoff runway threshold > data tab
departure runway length or if the AUTO ALL
LENGTH Landing
landing runway threshold >
arrival runway length tab
TO N1 NO TABLE This message is issued if there is Takeoff

no table data for the takeoff N1 AUTO ALL
DATA data tab
VBFL OUT OF This message is issued if the Vbfl Takeoff

BOUNDS data tab
computation.
VMBE OUT OF This message is issued if the Takeoff

Vmbe input is out of the range for AUTO ALL
BOUNDS data tab
the computation.
VMIN OUT OF This message is issued if the Takeoff

Vmin input is out of the range for AUTO ALL
BOUNDS data tab
the computation.
Takeoff
VSPD NO TABLE This message is issued if there is data tab
no table data for the V speed AUTO ALL
DATA Landing
tab
V2 OUT OF This message is issued if the V2 Takeoff

BOUNDS data tab
computation.
Takeoff
WEIGHT OUT OF This message is issued if the data tab
weight input is out of the range AUTO ALL
BOUNDS Landing
for the computation.
tab
Takeoff
headwind input is out of the AUTO ALL
BOUNDS Landing
tab

F2000EX EASY 02-34_1-23
DGT94085 ISSUE 20
SOURCE
TARGET
DISPLAY
FMS)
Takeoff
headwind is outside the limits for AUTO ALL
LIMITS Landing
the value (-10 to 50)
tab

02-34_1-23 F2000EX EASY
ISSUE 20 DGT94085

F2000EX EASY 02-34_1-30
ATA 34_1 NAVIGATION (EASY II) – FMS
CODDE 1 PAGE 1 / 24
FLIGHT PLAN INSERTION
DGT94085 ISSUE 20
INTRODUCTION
This chapter chronologically describes the steps of flight plan insertion from airplane power
on through engine start.
This description does not take into account normal procedures checklist.
 Refer to CODDE2 / Chapter 02 for normal procedures checklist.

02-34_1-30 F2000EX EASY
PAGE 2 / 24 CODDE 1
ISSUE 20 DGT94085
FMS POSITION INITIALIZATION
In the lower MDU, view the window, Init tab. Verify initial data (Time, Date).
FIGURE 02-34_1-30-00 - AVIONICS WINDOW INITIAL TAB
In “Databases”, the flight crew can check version and validity of the installed databases.
Note that “charts” is only displayed when the option electronic Jeppesen charts is installed.
In “Tail number”, the pilots input airplane registration, and in “Flt ID” the callsign (as in the
ICAO FPLN) that the transponder transmits to ATC radars. Note that the pilot can also insert
the Flight ID in the Flight Management Window.
Click on the soft key. A dialog box appears:
FIGURE 02-34_1-30-01 - UPDATE FMS POSITION DIALOG BOX

F2000EX EASY 02-34_1-30
CODDE 1 PAGE 3 / 24
DGT94085 ISSUE 20
The dialog box displays (in the right column) radio buttons with corresponding available
geographic positions:
- Lat/Lon – Last known FMS position (at power off), which may be changed by crew input
from the keyboard
- Ref Wpt – Closest airport to the last known FMS position. Its ICAO identifier is displayed
in the box under Ref Wpt
- GPS1 / GPS2 – Current position computed by the selected GPS receiver
- IRS1 / IRS2 / IRS3 (if installed) – Current position as computed by the selected IRS.
These selections are normally dashed until alignment cycle complete
IRS and FMS alignment is normally performed on GPS position. Select the radio button of
choice, click on soft key. This initializes “Current Position” to choice selected.
Click on FMS Setup tab:
FIGURE 02-34_1-30-02 - FMS SETUP TAB
Select Off.
In normal flight, is defaulted to Full Perf.
has two checkbox choices: or . Default is both
unchecked. If were checked, a disk must be inserted in the loader to receive output at
the end of the flight. only outputs data to the onboard printer.
GPS Enroute SBAS has two checkbox choices. Deselecting SBAS augmented signal
does not impact LPV availability.
IRS Hybrid has two checkbox choices.
For and , fill in an estimated take-off fuel burn and landing fuel
allowance.
 Refer to CODDE2 Power On.
are already filled in, based on certification values. Usually there is nothing to
change here. Leave the default settings for this example. (To get database defaults,
highlight the box, press CLR DEL on the MKB. The database default will appear in the box).

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Select the Auto Speeds tab.

EASy FMS uses these speed schedules in all the phases of flight. The pilot can chose other
settings for the climb cruise and descent.
In the bottom right corner, the FMS uses this speed schedule after takeoff and in approach
phase.
 Refer to CODDE2 and to the airport charts (STAR, SID, IAC, etc…).
For F2000LXS SN ≥ 293 and F2000S SN ≥ 731:

- The "V2, V2+10 KT" and "VRF*, VRF*+25 KT" values are the TOGA speed targets
applicable to the initial climb (up to TOSA / GASA). The speed target "VFT KT" is
applicable to the acceleration segment (SLATS/FLAPS retraction).
FIGURE 02-34_1-30-03 - AUTO SPEED TAB

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DGT94085 ISSUE 20
With the cursor in the AVIONICS window, press on CCD and click on
:
FIGURE 02-34_1-30-04 - FMS SPEEDS TAB CHANGE TO FMW
This extends the 1/6 FLIGHT MGMT window (FMW) to a 1/2 window while replacing the
AVIONICS window. The pre-flight Phase Of Flight tab is the default display.

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NOTE
As an aid for data insertion, the cursor normally moves to the next entry box whenever data is
“clicked“ into place. Therefore, automatic cursor movements are assumed (and not mentioned)
unless additional clarity is required.
For this example, a flight plan from Teterboro, NJ (KTEB) to Columbus, OH (KCMH) is being
entered. The alternate is Cincinnati, OH (KCVG). Route details are supplied as needed.
From the Flight Management Window (pre-flight Phase Of Flight tab), enter data in the FPLN
tab as follows:
FIGURE 02-34_1-30-05 - FLIGHT MGMT WINDOW
is the default FPLN Source, and use it for this example.
To create a new flight plan, move cursor to FPLN Name and enter origin and destination
(separated by “-“ as shown) using the MKB. A stored FPLN could be selected, but for training
purposes we are creating a new one. Press <ENTER> or click on CCD and the cursor moves
to . Notice that both and were automatically filled in and
was illuminated by the system. From here, the cursor steps through to each next step when
the CCD is clicked (or <ENTER> pressed).
Now verify (KTEB) and click the CCD. Verify (KCMH) and click again. For
this example, enter KCVG in , and press <ENTER> (or click). If an alternate is not
desired, simply click on the empty box to move the cursor to the softkey.
Click on , which inputs the information into “pending” and moves the cursor to the
softkey on the WPT LIST (on the upper MDU). It is not necessary to activate yet.
Origin and Destination (Alternate) appear in green beside their field.

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FIGURE 02-34_1-30-06 - FPLN STARTED IN WPT LIST
The rest of the FPLN can be inserted directly on the WPT LIST.
Immediately below the departure airport waypoint is an drop-down menu. Move cursor
to the menu box (immediately below the origin) and either:
- Enter a fix using the MKB keypad or
- Click on . A drop-down menu appears with three choices:
o Airway
NOTE
During this process, if the I-NAV map is displayed with a sufficiently large scale, the origin,
destination and alternate appear in cyan as waypoints (stars). Each successive waypoint
appears as they are clicked, with a cyan line from the previous waypoint.

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FIGURE 02-34_1-30-07 - FPLN ENTRY IN WPT LIST
For this example, type in “FJC” on the MKB, then <ENTER>. After entering “FJC”, a
secondary page appears with a choice of FJC in either “USA” or “CHINA”. The
cursor is located in the top box (USA). Click (using the CCD) on the 1st choice (USA). That
waypoint’s information is moved to the selection box with white letters and a white border. The
cursor moves to the softkey (in the lower right corner). Click on to enter the
waypoint and return to the WPT LIST.
FIGURE 02-34_1-30-08 - FPLN ENTRY SELECT OBJECT

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NOTE
When entering waypoints in the WPT LIST, and multiple choices of any waypoint are available,
a cyan box appears around the closest choice in the page. All waypoints with
the same ID are listed in order of distance from the previous waypoint (closest at the top), with
a country indication next to waypoint name.
It is not possible to enter more than 100 waypoints in the WPT LIST.
Type in and insert the next waypoint "ETX" in a similar manner. Then enter the airway "J60"
with its exit point "DRAPE". As "ETX" defines the entry point onto the "J60" airway, click on
to display drop-down menu with three choices:
o Airway
Select "Airway", then "J60" in Airway list and select "DRAPE" as Exit Wpt. Notice that "Exit
Wpt" can be filtered by "Name" (ICAO waypoint name) or "Ident" (Navaid name).
FIGURE 02-34_1-30-09 - FPLN ENTRY JOIN
NOTE
Scrolling (using the CCD Data Set Knob) is required to view portions of the list when it
exceeds window size).
After inserting DRAPE, complete FPLN with VINSE J80 AIR (KCMH).

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Insert "VINSE" in the WPT LIST, then click , select , select "J80" and
“BELLAIRE” (stands for “AIR” navaid which can also be selected with filter Ident). Then click
.
An alternative to insert an aiway with Exit Wpt is to type in directly in the WPT LIST (in
filed): J60.DRAPE, J80.BELLAIRE…
FIGURE 02-34_1-30-10 - FPLN ENTRY JOIN AIRWAY
After inserting BELLAIRE, FPLN entry is complete except for the SID, STAR and Approach.
The STAR will be entered next; the SID and Approach will be entered later.
To enter the STAR, first click on the “X” in the upper right of the page that
appeared when BELLAIRE was inserted. An underlying page appears. Click on
for drop-down choices. Select .
FIGURE 02-34_1-30-11 - FPLN ENTRY KCMH ARRIVAL

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Skip boxes for runway and approach choices and select “BREMN3” with the “AIR” transition,
then .
FIGURE 02-34_1-30-12 - FPLN ENTRY ARRIVAL

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Scroll the WPT List down to view BREMN. Move the cursor to BREMN and click which brings
down a drop-down menu. Select , which brings in the page again. Move
cursor to highlight the. box (lower left of WPT LIST) and click. Destination (KCMH) is
added to the list and the cursor moves to the softkey.
FIGURE 02-34_1-30-13 - FPLN ENTRY DESTINATION
Before activating, double-check for accuracy of all FPLN entries.
NOTE
Once the FPLN is activated, cyan waypoints and routes turn white.

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FIGURE 02-34_1-30-14 - COMPLETE FPLN IN WPT LIST
Check the FPLN route for accuracy, discontinuities and that Destination is the last waypoint.
This example requires the scroll feature to view the entire WPT List. Check the WPT LIST and
I-NAV map to insure all legs are correct. Use a combination of scale adjustment and
/ to view the FPLN on the I-NAV map. If correct, then click on
to confirm.

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FIGURE 02-34_1-30-15 - COMPLETE FPLN IN I-NAV
NOTE
If an incorrect waypoint is been found in the FPLN, click on the waypoint in question in either
the I-NAV map or the WPT LIST. A drop-down menu appears. Select and click.
The cursor moves to the softkey. A cyan line is drawn on the I-NAV map to display
the pending change. If correct, click on to complete delete process.

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DGT94085 ISSUE 20
FIGURE 02-34_1-30-16 - I-NAV AND WPT LIST WINDOW CHANGE SEQUENCE
A change in FPLN was just received and must be inserted. The FPLN now reads ELIOT J60
DRAPE VINSE J80 AIR. A leg from ELIOT to ETX must be added and one from FJC to ETX
must be deleted. To accomplish this, click on KTEB and place ELIOT in the page. After
entering, click in the ensuing page. Select J80, filter Exit Wpt by ”Ident” and select
“ETX”. Once Insert is clicked, the new route is inserted and FJC is deleted. If everything is
correct, click on Activate to confirm.

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FIGURE 02-34_1-30-17 - SEQUENCE TO CHANGE LEGS IN FPLN
NOTE
Additional methods of changing flight plans and removing waypoints are discussed in other
chapters.
Clicking on Activate accepts the flight plan into memory and moves the cursor to the lower
MDU, into the Flight Management Window ( Alt / Spd tab, ”Crz Spd” block):
FIGURE 02-34_1-30-18 - ALT / SPD TAB

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Navigating through the Alt / Spd tab is aided by automatic cursor movement to the next box
as it did in the FPLN tab.
Clicking on Crz Spd box activates a drop-down menu box containing the following choices:
- LRC – Long Range Cruise
- Max End – Maximum Endurance speed
- Max Spd – Maximum Speed
- Manual – adds two boxes (Mach / IAS combination) next to Crz Spd box
For this example, click “Manual” and insert “.82” and “300” in the M and Kt boxes.
Click on Fuel Res to drop down another menu containing:
- NBAA – provides NBAA standard reserves
- Time – requires a time (in minutes to be used)
- Pounds – requires a minimum fuel load reserve
Click “NBAA” for this example.
Continue inserting data on this tab with the following given conditions:
- Initial cruise altitude – FL340
- Step increase – 0 feet
- Wind/Temperature at – FL340
- 265 T / 85 Kt
- -47oC / + 5 ISA Deviation (input either temperature or ISA Deviation and the other will be
calculated)
The cursor moves to the FUEL / Weight tab when this data input is complete.
FIGURE 02-34_1-30-19 - FUEL / WEIGHT TAB

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In the FUEL / Weight tab, complete all boxes (BOW, Fuel, etc.) with the following data:
- BOW – 25000 Lbs
- Fuel – 10002 Lbs (Use CLR DEL key on MKB to set box to actual fuel quantity)
- Passengers – 1 at 190 Lbs
- Cargo – 50 Lbs
When all required inputs are satisfied, the button illuminates. Click . The
system re-computes ETE and computes , and . The
computed results are displayed both here and on the WPT LIST:
FIGURE 02-34_1-30-20 - FUEL / WEIGHT TAB AND WPT LIST ESTIMATION DATA
NOTE
At power up, the green value in the Fuel box is total fuel quantity as indicated by fuel gauges.
It must be updated for correct computations during pre-flight if refuelling is done after power up.
Fuel quantity (indicated in the Fuel box) is automatically synchronized with the fuel remaining
after first engine start (initial fuel flow detection) and as long as one engine is operative. The
fuel quantity stops to be synchronized with the fuel remaining after all engines are stopped
(cessation of fuel flow).

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Select the departure POF on the FMW:
FIGURE 02-34_1-30-21 - DEPARTURE POF FMW
In the SID tab, click on to drop down the procedure dialog box. Select
Departure Runway (01), then SID Transition (TETRO5):
FIGURE 02-34_1-30-22 - SID TAB PROCEDURE DIALOG BOX
NOTE
Select the check box to check departure route before insertion.

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Click :
FIGURE 02-34_1-30-23 - SID TAB PROCEDURE DIALOG BOX INSERT
The cursor moves to the WPT LIST on the softkey.

In this example, cancel the discontinuity, if one exists, by clicking on the Discontinuity box. A
drop-down menu appears. Click “Delete Wpt” which removes the discontinuity, then confirm
by clicking .
NOTE
It is not always acceptable to delete a discontinuity. They are frequently used to serve as a
“break“ in the flight plan to allow for ATC instructions to the next fix (i.e. radar vectors, etc.). It is
up to the crew to determine when it is appropriate to delete each discontinuity.
The fuel computed for the flight may change when a discontinuity is maintained in the flight
plan.

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FIGURE 02-34_1-30-24 - I-NAV AND WAYPOINT LIST WINDOW WITH DISCONTINUITY

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Complete remaining SID tab fields (most are already completed in green) except for the
field (used for HGS). Before clicking each, confirm green box data for accuracy
(and change if necessary). and are optional boxes unless specific
obstacle clearances are required for departure.
Fill in Takeoff Config tab fields with ATIS parameters and take-off configuration as shown.
When complete, click to confirm and compute take-off data.
FIGURE 02-34_1-30-25 - TAKEOFF CONFIG TAB
Once data is computed, it is displayed in amber. Speeds are displayed green when the actual
slats-flaps setting corresponds to the configuration entered in S+FLAPS box.
Verify accuracy and confirm by clicking in Takeoff Data tab:
FIGURE 02-34_1-30-26 - TAKEOFF DATA TAB
Clicking displays advisory take-off V-speed bugs on the ADI.

 For more information, refer to QRH – Performance – TOLD USER GUIDE.

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With flight plan now complete, move cursor to FMW / pre-flight POF, FPLN tab, into FPLN
Name box. Using the MKB, enter FPLN name (e.g. KTEB KCMH) and SAVE. This saves the
FPLN for future use.
FIGURE 02-34_1-30-27 - FPLN TAB (SAVE FPLN)
NOTE
It is not necessary to click to store a FPLN as all data is already entered.
SID, STAR and Alternate portions are not saved in a stored FPLN. They should therefore be
reselected anytime a saved flight plan is used.
Flight plan insertion and FMS flight preparation is complete.

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Configure PDU (VOR CDI and ADF needle in the HSI and corresponding frequencies) as
appropriate.
Place cursor on ENG-TRM-FUEL window (PDU) and press pushbutton. Click on

and select NAV / ADF tab. Set frequencies as required.
FIGURE 02-34_1-30-28 - RADIOS MENU NAV / ADF TAB

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GENERAL
Basic as well as complex flight plan modifications can be performed graphically directly on
I-NAV using the intuitive object-task method. Whenever a crew member clicks on an object on
the map, a task menu is presented which contains all the valid tasks which can be performed
on the selected object.
Note that all graphical flight plan modifications can also be performed on the WPT LIST
window using the same object-task methods or combined between I-NAV and WPT LIST.

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LATERAL MAP DISPLAY
The lateral map primary function is to display lateral-positioning information. It is capable, but
not limited to displaying the following information:
- Magnetic or True Heading,
- Graphical representation of the flight plan,
- Navigation data base,
- Weather,
- Traffic,
- Wind direction and speed,
- Miscellaneous annunciators.
The lateral map has two user selectable display modes:
- North-Up,
- Heading-Up.
FIGURE 02-34_1-31-00 - NORTH-UP MODE LATERAL MAP

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FIGURE 02-34_1-31-01 - HEADING-UP LATERAL MAP
LATERAL MAP MANAGEMENT
I-NAV is capable of being displayed in:

- 2/3 window (default selection),
- Full window,
- 1/3 window format.
The lateral map functionality does not change upon window format.
The power-up default selections are:
- North-Up,
- Lateral map half range set to 10 NM,
- Center Aircraft selected,
- FMS selected position, if no position is available the map centers on the lat/lon
coordinates: N45° 46.579’ E000° 36.758’ without the airplane symbol displayed,
- IFR Low scheme.

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I-NAV TOOL BAR
I-NAV tool bar provides controls of the main features of the I-NAV map and access to sub-
menus to customize I-NAV contents. I-NAV tool bar is permanently displayed at the top of
the I-NAV window.
If Uplink Weather or XM weather is installed in the airplane then the WX menu is displayed
instead of Schemes menu.
I-NAV Data drop-down menu
I-NAV Data drop-down menu provides all the controls to manage data layers that can be
displayed on I-NAV:
FIGURE 02-34_1-31-03 - I-NAV DROP-DOWN MENU

- WX selection enables display of the weather radar image. This selection is available
in both North-Up and Heading-Up modes. While the cursor remains positioned on
the WX check box, the transparency of the WX layer is capable of being
increased or decreased with the CCD data set knob. When selected the TAD OFF
flag appears, indicating that the color associated to the EGPWS are no more
presented, but the EGPWS remains fully operative,
- LSS selection enables lightning sensors system display (optional),
- Terrain selection enables the terrain layer. While the cursor remains positioned on
the terrain check box, the terrain layer brightness is capable of being
increased (full brightness) or decreased (10% brightness) by turning the data set
knob,

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- Traffic selection enables the Traffic Alert (TA) and Collision Avoidance System
display layer. This selection is available in North-Up or Heading-Up modes.
- FPLN menu allows to select the following flight plan options:
o Missed Approach,
o Alternate,
o Constraints.
FIGURE 02-34_1-31-04 - I-NAV FPLN SELECTIONS
Fixes menu allows the following selections to be displayed on I-NAV:

- Airports,
- VOR,
- NDB,
- Intersection,
- VOR course.
FIGURE 02-34_1-31-05 - I-NAV FIXES SELECTIONS

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Airways menu allows the selection of different airways to be displayed on I-NAV:

- HI ALT,
- LOW ALT.
The airways can be displayed but cannot be selected to graphically insert them in a flight
plan.
FIGURE 02-34_1-31-06 - I-NAV AIRWAYS SELECTIONS
Airspaces menu allows the following selections to be displayed on I-NAV:

- Terminal,
- Special Use Airspace (SUA).
FIGURE 02-34_1-31-07 - I-NAV AIRSPACES SELECTIONS
Boundaries selection turns on/off the geopolitical and Latitude/Longitude gridlines layer.

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WX drop-down menu (optional)
FIGURE 02-34_1-31-08 - WX DROP-DOWN MENU
The WX XMTM, WX Radar/LSS and WX Uplink are mutually exclusive for display and can
not be shown simultaneously on I-NAV.
WX uses a drop drop-down which provides these options:
- WX XMTM is displayed if XM weather option is installed. Selection allows displaying
XM WX drop-down menu.
 Refer to sub-section 02-34_15-00 for the XM WX drop-down menu description.
- WX Radar / LSS selection enables to turn on / off the Radar / LSS layer. While the
cursor remains positioned on the WX Radar field, the transparency of the WX layer
is increased or decreased with the CCD data set knob. LSS is displayed if LSS
option is installed.
- Uplink is displayed if Uplink weather option is installed. Selection allows displaying
Uplink drop-down menu.
 Refer to sub-section 02-34_15-00 for the Uplink drop-down menu description.
- All WX Off selection enables to select Off all WX sources.
Vert Prof check box
Vertical Profile selection turns on / off the vertical profile display.
Map mode menu
Map mode selection allows to select between North-Up or HeaDing-Up graphical

representation mode.
FIGURE 02-34_1-31-09 - MAP MODE DROP-DOWN MENU

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Center Aircraft
The soft key allows center the I-NAV on airplane.
Center TO Wpt
This selection is used to center the TO waypoint on the lateral map in North-Up mode.
North-Up selection.
If there is a pending flight plan, the selection follows the pending flight
plan instead of the active flight plan.
Skip Wpt
selection allows to center the next waypoint in the flight plan on the lateral
map display in North-Up. If a waypoint is not currently centered, Skip defaults to the TO
waypoint.
North-Up.
When the destination waypoint has been centered on the lateral map, selecting
displays FROM waypoint centered on the lateral map.
If there is a pending flight plan, the Skip Wpt selection follows the pending flight plan
Recall wpt
Selecting centers the previous waypoint in the flight plan on the lateral map
display in North-Up. If a waypoint is not currently centered, Recall defaults to the TO
waypoint.
North-Up.
When the FROM waypoint has been centered on the lateral map, selection of the
displays the destination waypoint centered on the lateral map.
If there is a pending flight plan, the selection follows the pending flight plan
NOTE
When I-NAV displays Secondary flight plan, the following options are not available
(corresponding soft keys are grayed): Center Airplane, Center TO, WX layer, Traffic layer, LSS
layer.

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FMS LATERAL DEVIATION
The FMS lateral deviation annunciation is displayed on the right side of the airplane symbol
when in Heading-Up.
xx.x
FIGURE 02-34_1-31-10 - CROSS TRACK ERROR ANNUNCIATION
DESIRED TRACK
The desired track line originates at the center of the airplane symbol, passes through the
track bug and continues on the until the edge of the lateral map.
When in North-Up mode, the desired track line is displayed only when the airplane symbol is
visible on the Lateral Map Display.
When in Heading-Up mode, the desired track line is drawn regardless of the
heading / track bug location (e.g if the bug is behind the airplane, the line is drawn from the
airplane nose to the bottom of the display).
When TRK mode is engaged, the desired track line is magenta, white otherwise.
ANNUNCIATIONS
Wind direction and velocity
FIGURE 02-34_1-31-11 - WIND DISPLAY
The wind direction and velocity is in vector format and is displayed in Heading-Up or
North-Up modes. It is only displayed when the airplane is centered.
The display consists of a digital wind velocity readout and a wind direction arrow
indicating the direction the wind is blowing towards.
The IRS selected on coupled side is the wind data source.

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Navigation source annunciation
FIGURE 02-34_1-31-12 - NAVIGATION SOURCE ANNUNCIATION
The annunciation color matches the HSI.

The PF selected FMS (master FMS) is the data source.
FMS FLIGHT PLAN MAP DATA
FIGURE 02-34_1-31-13 - FMS FLIGHT PLAN EXAMPLE

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Flyover symbol
FIGURE 02-34_1-31-14 - FLYOVER SYMBOL
Altitude profile point
FIGURE 02-34_1-31-15 - ALTITUDE PROFILE POINT AND IDENTIFIER
Altitude profile points consist in TOC (Top Of Climb), TOD (Top Of Descent) and BOSC
(Bottom Of Step Climb). The TOC/TOD WPT may not be correctly placed on curved
paths such as DME arcs or turns.
Arrow icon
FIGURE 02-34_1-31-16 - TURN ARROW ICON
The arrow icon indicates a turn direction in the flight plan.

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Constraints
FIGURE 02-34_1-31-17 - CONSTRAINTS EXAMPLE
FIGURE 02-34_1-31-18 - ALTITUDE BLOCK CONSTRAINT EXAMPLE
The format matches the representation on the waypoint list.

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MAP SCROLLING
FIGURE 02-34_1-31-19 - SCROLL BAR
The scroll bar is displayed when the cursor is placed at the edge of the map, and disappears
when the cursor is moved away from the scroll bar.
While scrolling is active the following layers are removed:
- Traffic,
- Desired track line,
- VOR course line,
- Constraints,
- Lateral deviation,
- LSS,
- WX,
- VOR,
- NDB,
- Intersections,
- Airports,
- Obstacles,
- Lat/Lon lines,
- Terrain.

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RANGE AND FMS MESSAGE DEDICATED BOX
FIGURE 02-34_1-31-20 - FMS MESSAGE DEDICATED BOX AND RANGE EXAMPLE
In Heading-Up mode, the range values vary between 0.5 and 375 NM.
In North-Up mode, the range values vary between 1 and 750 NM.
Message system is independent from the I-NAV control interface and is issued to alert the
pilot of a situation detected by the FMS / TOLD.
The FMS MSG pushbutton, located on eyebrow, only clears one message at a time.

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AIRPORT LAYER
Airports are selectable for display from the I-NAV tool bar menu.
The airports symbols are displayed per the following tables:
DISPLAYED
NAME SYMBOL
RANGE
Airport 0.5 ≤ Half range ≤ 5
None 175 ≤ Half range ≤ 375
FIGURE 02-34_1-31-21 - AIRPORT SYMBOLS

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VOR LAYER
DISPLAYED
CATEGORY NAME SYMBOL
RANGE
VOR
DME only 125 ≤ Half range ≤ 200
VOR VOR/DME
TACAN 125 ≤ Half range ≤ 200
VORTAC

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VOR are selectable for display from the I-NAV tool bar menu.
FIGURE 02-34_1-31-22 - VOR SYMBOLS
NDB LAYER

NDB
NDB are selectable for display from the I-NAV tool bar menu.
FIGURE 02-34_1-31-23 - NDB SYMBOL

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INTERSECTION

Intersection
Intersections are selectable for display from the I-NAV tool bar menu.
AIRWAY
The airway layer consists in high altitude airways (jet airways in the US), low altitude airways
(victor airways in the US) and others non-US airways.
Each airway category is independently selectable for display through the I-NAV tool bar.
FIGURE 02-34_1-31-24 - EUROPE AIRWAY LAYERS

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AIRSPACE

Terminal Airspace

SUA
FIGURE 02-34_1-31-25 - AIRSPACE SYMBOLS

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OBSTACLES
Obstacles are always displayed on the lateral map when the lateral half range is less than or
equal to 10 NM.
Obstacles (defined as obstacles from 200 ft to 1000 ft AGL), are displayed on the lateral
map as follow:
FIGURE 02-34_1-31-26 - OBSTACLE SYMBOL
LARGE OBSTACLES
Large obstacles (defined as obstacles above 1000 ft AGL), are displayed on the lateral map
as follow:
FIGURE 02-34_1-31-27 - LARGE OBSTACLE
OBSTACLE INFORMATION
When the cursor is moved over an obstacle currently displayed in the field of view of the I-
NAV lateral map display, the obstacle under the cursor is displayed as follow:
FIGURE 02-34_1-31-28 - CURSOR OVER OBSTACLE

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DGT94085 ISSUE 20
GEOPOLITICAL
The geopolitical layer consists in the following geopolitical entities:

- Countries / States Boundaries consist in international country boundaries and state
boundaries for Canada and US,
- Lakes and rivers,
- Coastlines.
FIGURE 02-34_1-31-29 - BOUNDARIES AND COASTLINES

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GRAPHICAL FLIGHT PLANNING
SECURING GRAPHICAL FLIGHT PLANNING: PENDING FLIGHT PLAN
In order to secure graphical flight planning functions and provide the capability to review any
flight plan modifications before the system takes it into account, all flight plan modifications
need to be activated or cancelled.
The temporary flight plan in which all the modifications are stored before activation or
cancellation is called the PENDING FLIGHT PLAN. Pending flight plan is displayed in cyan
on I-NAV and WPT LIST. Pending flight plan provides all performance parameters for the
pending trajectory: this allows to compare performance between active flight plan trajectory
and pending one.
FIGURE 02-34_1-31-30 - PENDING FLIGHT PLAN ACTIVATION / CANCELLATION SOFT KEYS
To activate pending flight plan, crew must click on the cyan soft key that is
displayed at the bottom of I-NAV (and WPT LIST) as soon as pending mode is entered.
Similarly, pending flight plan can be cancelled by pressing on the soft key.
OBJECT TASK MENU
Displaying the Task Menu associated with a graphical object is accomplished by clicking on
the desired object symbol on the map. The task menu displays all the valid tasks associated
with that object.
FIGURE 02-34_1-31-31 - TASK MENU ON HVE VOR
A click within a task menu item selects the associated function. To exit the menu, move the
cursor outside the menu.

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DGT94085 ISSUE 20
GRAPHICAL FLIGHT PLANNING TASKS
The following tables defines for all the interactive objects categories of the I-NAV the
associated tasks (and its corresponding dialog box). Note that some objects can combine
task of two of these categories: for instance, a navaid in the flight plan combines tasks from
the active flight plan waypoint category and navaid category.
Airplane symbol object
DIALOG BOX
WITH TASK
Center Map Center Map and lock it on airplane symbol
Defining a lateral flight plan offset when in
Lateral Offset … LAT OFFSET LNAV (It is necessary to click the airplane
symbol first in the I-NAV).
VOR, VOR DME, TACAN, VORTAC category and ADF category
DIALOG BOX
WITH TASK

present position
(*) For ADF, NAVx is replaced by ADF.

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Active flight plan waypoint category
DIALOG BOX
ASSOCIATED TASKS ASSOCIATED WHAT FOR?
WITH TASK
Perform a direct to on this waypoint from
Direct To
present position
Intercept wpt by radial / CRS + distance or
Intercept … INTERCEPT
heading select
Amend flight plan route downstream this
Amend Route
waypoint
Delete Waypoint Delete this waypoint from flight plan
Define a crossing constraint on this waypoint
Cross … CROSS : altitude (A/B), Speed (IAS, Mach), Time
(at), Angle
Hold … HOLD Define a holding pattern on this waypoint
Modify Procedure Turn of this waypoint IF
Procedure Turn … P. TURN EXISTING (this waypoint is part of a data
base retrieved APPR)
Show any data base and FMS progress
Show Info … SHOW INFO
information on this waypoint
NOTE
Tasks from airport or navaid categories can be added if waypoint is an airport or a navaid.
AIRWAY category
DIALOG BOX
WITH TASK
Center Map on this airway at the row
Center Map
position
Intercept a named fix this airway by heading
Intercept
select leg
Show Info … SHOW INFO

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AIRPORT category
DIALOG BOX
WITH TASK
Center Map Center Map on this airport
Perform a direct to on this airport from
Direct To
present position
Select a RWY, SID, STAR or APPR for this
Departure / arrival … PROCEDURE
airport
Change destination to this airport (pending
mode is entered to allow modification of
Change Dest
new route between old destination and this
new destination)
Show Info … SHOW INFO information on this airport (not in first
certification software)

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Lat / Lon object category
DIALOG BOX
WITH TASK
Center Map on this object
Center Map
Perform a direct to on this object from

Direct To
present position.
DIRECT WPT object category
DIALOG BOX
WITH TASK
Amend flight plan route downstream this

Amend Route
waypoint
Custom waypoint
In order to create a custom waypoint, in the flight plan:

- Select Amend Route on the task menu,
- Enter a name for the custom waypoint in the Show dialog box,
- If the name does not in the FMS database, the Define Wpt dialog box is invoked.
Define the waypoint either by enter: LAT/LONG or PLACE/BEARING/DISTANCE or
PLACE/BEARING/PLACE/BEARING.
The waypoint is automatically saved in the Custom Waypoint database
You can manage your custom waypoints by selecting the tab “Custom DB" in the
AVIONICS window.
Note that, if the waypoints are defined using the cursor, they won't be automatically
saved.

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INSERTING WAYPOINTS
When a pending flight plan modification is open, it is possible to insert multiple waypoints,
airways or terminal procedures during the same operation (using and
if necessary, …).
Multiple waypoints can be inserted in the pending FPLN using I-NAV, during the same
operation. This is indicated by a cyan “rubber band” line that tracks the cursor after selecting
Direct To or Amend Route tasks. Each time the CCD is clicked, a new waypoint is added to
the flight plan and the cyan rubber banding continues from the new waypoint. A line is also
drawn between the last stringed waypoint and the flight plan waypoint on which the FMS
wants to close the modification. When a stringing is enabled, the angle and horizontal
distance values from the last point to the cursor position, referred to as a leg, and is
displayed in the right upper corner of the I-NAV as seen below.
FIGURE 02-34_1-31-32 - STRINGING, DISTANCE AND BEARING READOUT
If a mistake is made while stringing waypoints, the crew can delete the waypoint just
entered, change the airway, exit a dialog box then continue the flight plan modifications.

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FIGURE 02-34_1-31-33 - FLIGHT PLAN ACTIVATION IN WPT LIST
It is also possible to insert waypoints, airways or procedures by using Amend Route on the
WPT LIST.
WPT can be inserted in sequence during a single flight plan modification by entering the
WPT names through the MKB. If there is only one WPT corresponding to the identifier, it is
automatically inserted in the pending FPLN. If there are multiple WPT corresponding to the
identifier, a list of all corresponding WPT are displayed and the crew has to choose the right
one.
A softkey displayed on I-NAV and WPT LIST allows to insert an airway or procedure
(Arrival or Departure) via the dedicated dialog box (INSERT AIRWAY dialog box or
PROCEDURE dialog box).
Activate and Cancel soft keys are automatically displayed in the I-NAV and at the bottom
of the WPT LIST. A click on the Activate soft key activates the FPLN. The pending FPLN
becomes the active FPLN in the WPT LIST and in the I-NAV.

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DIALOG BOXES
The dialog boxes are selected through the Task Menu. The Task Menu is displayed by
clicking on the desired object symbol on the map.
The dialog box selected is displayed on the upper left part of the I-NAV.
FIGURE 02-34_1-31-34 - DIALOG BOX

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CROSS dialog box
FIGURE 02-34_1-31-35 - CROSS DIALOG BOX
dialog box can be opened for any WPT.

Constraints on the WPT can be inserted:
- Past / Prior To distance crossing,
- Flyover the waypoint,
- ALT crossing (AT, At or above, At or Below),
- Speed constraint CAS/Mach (at and past waypoint),
- Time At Constraint (not vailable, function is not implemented),
- Angle Constraint,
- Climb / Descent override (used for example when the TOD is not computed if the
cruise altitude inserted in the FMW FPLN page was not reached during the flight),
- Vertical Direct To activation (Cleared to alt).
applies constraint in the pending flight plan,
deletes all the constraints on the WPT,
reverts to default constraint from data base (ALT, SPEED, and ANGLE).

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HOLD dialog box
FIGURE 02-34_1-31-36 - HOLD DIALOG BOX
dialog box can be opened for any WPT (except destination and specific WPT).
A holding pattern can be inserted with the following parameters:
- RAD or CRS (in TRU and MAG ref),
- Leg Time (MIN) or Leg Distance (NM),
- Right or Left Turn,
- Speed (kt), Max Endurance option.
Real Time picture of the holding pattern (displayed using same I-NAV orientation: North
Up or Heading Up) is drawn and indicates the QUAD and the type of entry (DIRECT,
PARALLEL, TEAR DROP).
applies constraint in the pending flight plan.
deletes all the constraints on the WPT.
reverts to default data base parameters.
reverts to default values in the FMS fligh plan, if values exist.
NOTE
The turns of the holding pattern are not displayed with the speed defined in the dialog
box but with the speed (TAS) of the airplane when the holding pattern is activated.
It is recommended not to modify the holding speed when FMS speed command is
reducing the speed before entering in holding pattern.
When crossing the fix the airplane speed determines the holding pattern.

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PROC TURN dialog box
FIGURE 02-34_1-31-37 - PROC TURN DIALOG BOX
dialog box can be opened on a WPT supporting an existing data base

procedure turn. box allows modifying the following procedure turn
parameters:
- Outbound time (MIN) or distance (NM),
- Angle (between outbound leg and outbound course).
Real time picture of the procedure turn (displayed using same I-NAV orientation: North
Up or Heading Up) is drawn and indicates the direction of turn, boundary distance and
inbound course. , and soft keys have the same
functions as in dialog box.

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PROCEDURE dialog box
FIGURE 02-34_1-31-38 - PROCEDURE DIALOG BOX (DEPARTURE TAB)
FIGURE 02-34_1-31-39 - PROCEDURE DIALOG BOX (ARRIVAL TAB)
PROCEDURE dialog box can be open for any airport object or when using
PROCEDURE menu in pending mode. It allows selecting and/or reviewing a complete
terminal procedure. PROCEDURE dialog box contains two tabs: and
.
In tab, one scrolling list is dedicated to Runway selection, one other to SID
and Transition selection (transition are displayed only when a SID is selected).

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In tab, scrolling lists allow respectively to select Runway, Approach, Approach

Trans, STAR and STAR Trans. It is possible to directly select an approach with the
corresponding runway automatically selected.
Each time a selection is made in one of the scrolling list, the other lists collapses to
display only the items that connect to the selection: for instance, selecting an approach
automatically selects the corresponding runway and STAR Trans list collapses to display
only the STAR matching the selected approach.
For airplanes with M3410, circling approaches can also be retrieved from the FMS
Navigation Database, using the Approach drop-down menu. Selecting such an approach
will input (into the FMS Waypoint List) all approach waypoints down to the Missed
Approach Point. When a missed approach is published, all missed approach waypoints
will also be automatically added.
Approach selection Resulting approach and missed approach flight plan

FIGURE 02-34_1-31-40 - CIRCLING APPROACH
In both and tabs:

- soft key is used to insert the selected / Runway and/or procedure in the
pending flight plan,
- soft key is used to clear all pilot selection.
check box is used to review the procedure. The dialog box displays, in a
WPT LIST type format, the log of the selected procedure. I-NAV and dialog box reverts to
their previous format when exiting view mode. No flight plan modification is authorized in
view mode.

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LATERAL OFFSET dialog box
LATERAL dialog box is opened by clicking airplane symbol on the map when in
LNAV mode. It allows defining a lateral offset (0.1 to 30 NM) on authorized legs (not on
procedure, pattern, terminal area and polar region). When offset is applied, it is no more
possible to use PPOS Hold task.
cancels the offset. An FMS message warns the crew when offset ends.
To cancel or modify an active offset, the dialog box has to be re-open by first clicking
airplane symbol in I-NAV and then selecting dialog box.
FIGURE 02-34_1-31-41 - LATERAL OFFSET DIALOG BOX
INSERT AIRWAY dialog box
Insert airway dialog box is opened using the soft key while in pending mode. It
displays all the available airways crossing the last stringed WPT.
Airway scrolling list allows selecting the airway. Exit WPT scrolling list allows selecting
the exit WPT for the selected airway. These WPT can be displayed by their full name
(NAME) or by their identifier (IDENT). NAME / IDENT selection is made through the
drop-down menu above the Exit WPT scrolling list.
FIGURE 02-34_1-31-42 - JOIN AIRWAY DIALOG BOX

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INTERCEPT dialog box
INTERCEPT dialog box is open using the task on any WPT of the active
FPLN. The figure illustrates an intercept task on AVN VOR.
dialog box allows defining how to intercept the selected WPT. When the
cursor is inside the dialog box, the CCD knob allows modifying the intercept course
indicated by the cyan arrow. The course and the corresponding radial are displayed on
the top of the dialog box.
Airways that intercept the designated object are also displayed. The format of the
intercepted dialog box is always North Up.
soft key inserts the intercept leg in the pending flight plan.
FIGURE 02-34_1-31-43 - INTERCEPT DIALOG BOX
SHOW INFO dialog box
The Show Info dialog box allows pilots to access information from the navigation
database for a selected object. SHOW INFO dialog box can be opened for any WPT or
NAVAID.
The Show provides information about the active flight plan waypoints.
This information consists of three parts:
- Navigation data base information,
- Flight plan log information
- Crossing point information.
Flight plan log information is the default displayed data.

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■ Data Base
The Data Base page is displayed by selecting Data Base tab.
FIGURE 02-34_1-31-44 - DATA BASE TAB OF SHOW DIALOG BOX
Within Data Base page the following informations are accecible:

• VHF Navaids
• NBD
• Airport data
• Runway at the selected airport
• COMM tuning airport
• Airport services
• ILS
• Named waypoint
• Tempory waypoints
• Pilot defined waypoints
The data comes from Jeppesen data base which is loaded with the blue disk that
contains chart.

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■ FPLN Log
The Flight Plan Log page is the default page or is displayed by selecting FPLN Log
tab.
FIGURE 02-34_1-31-45 - FPLN LOG TAB OF SHOW DIALOG BOX
Flight Plan Log tab displays the predicted values for the waypoint selected.
While the flight Plan log tab is open, any operation which results in new predicted
values will be reflected dynamically on the flight plan log tab.
Flight Plan log tab for a waypoint is a snapshot of the predicted data displayed in
the waypoint list window, for the waypoint selected by the crew menber.
■ Cross Pts
The Crossing Points page is displayed by selecting Cross Pts tab.

The Cross Pts tab uses the data available from the active FPLN and the navigation
database to display the desired crossing point data. Within the Cross Points
category, PPOS Direct, and CROSS Radial computations are be provided.

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■ PPOS Direct
FIGURE 02-34_1-31-46 - CROSS PTS TAB - PPOS DIR PAGE
The PPOS Direct page displays the direct-to information from the aircraft present
position (PPOS) to the waypoint selected by the crew menber.
FMS computes the radial from waypoint to PPOS as well as the course,
distance, ETE, and fuel remaining if the aircraft were to fly direct from PPOS to
waypoint.
Fuel remaining is displayed in thousands of pound.
If the airplane position is not valid, "PPOS Not Valid" is displayed on ablack
background.
• Cross Rad
Before computation After computation
FIGURE 02-34_1-31-47 - CROSS PTS TAB - CROSS RAD PAGE

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The Crossing Radial page displays information on the point which results when
the flight plan path crosses a specified radial.
FMS computes the distance from radial to waypoint as well as the course,
distance, ETE and Fuel remaining if the aircraft were to fly from PPOs to
waypoint.
FIGURE 02-34_1-31-48 - CROSS PTS TAB - POINT ABEAM COURSE
The point abeam is the lat/lon location in the flight plan where the Show Info
designated object is 90 degrees to the flight plan
When the Point Abeam Course checkbox is checked, the FMS computes the
distance and radial from the crew member waypoint selection (e.g. KLAX) to
point, which results when the airplane passes abeam a crew member waypoint
selection, as well as the course, distance, ETE, and fuel remaining if the aircraft
were to fly direct from PPOS to the point intersection.

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DGT94085 ISSUE 20
DEFINE WPT dialog box
The define waypoint dialog box can be invoked by one of the following scenarios:
- Unknown or custom waypoint entry in the “Enter Identifier” text field in the “Show
Wpt” tab of the show dialog box
- Unknown entry in the “Wpt 1” or “Wpt 2” of the “ETP” tab in the show dialog box
- Unknown entry in the Wpt field of the “PNR” tab in the show dialog box
- Unknown entry in the Waypoint list Text Entry field of Amend route and Direct To
- Unknown entry in the FMW window
- Unknown entry in the Avionics window
- Selecting the Define Wpt Task Menu on the Map
FIGURE 02-34_1-31-49 - DEFINE WPT DIALOG BOX
Crew menber has the possibility to define waypoints either by :

- Latitude/longitude
- Place/bearing/distance
- Place/bearing/place/bearing

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ISSUE 20 DGT94085
■ Latitude/Longitude
FIGURE 02-34_1-31-50 - DEFINE WPT DIALOG BOX - LAT/LON FORMAT
The crew menber inserts data in latitude and longitude and presses <ENTER> on
■ Place/Bearing/Distance
FIGURE 02-34_1-31-51 - DEFINE WPT DIALOG BOX - PLACE/BEARING/DISTANCE FORMAT
The crew menber inserts data place/bearing/distance and presses <ENTER> on


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■ Place/Bearing/Place/Bearing
FIGURE 02-34_1-31-52 - DEFINE WPT DIALOG BOX - PLACE/BEARING/ PLACE/BEARING
The crew menber inserts data place/bearing/place/bearing and presses <ENTER>

on the MKB or CCD. The waypoint position is displayed in green.

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SHOW FUNCTION
The Show function provides the crew menber the capability to display an object on INAV
relative to the current aircraft position.
It also allows for the creation of Custom Waypoints and access to the Equal Time Point
(ETP), Point of No Return (PNR), and Lat/Lon Crossing functionality.
FIGURE 02-34_1-31-53 - SHOW DIALOG BOX
When using the SHOW Short cut on MKB, the Show Dialog box pops-up in the I-NAV with
Object tab selected and cursor automatically jumps on the Enter Identifier field.
Object tab
The default Show dialog box display Object tab with "Ident" radio button selected and all
the check boxes checked. The crew menber fills it and presses <ENTER> on the CCD or
the MKB. Then the lateral map shall re-scale to display the entered object.
The crew menber can manually move the cursor to the “Name” radio button and clicks on
it. The cursor automatically jumps to the “Enter Identifier” field and the crew menber
enters the text string and presses <ENTER> on the MKB or CCD. The Select Object
dialog box opens showing all objects whose name starting text matches the text string.
The crew menber designates the desired object. Then SHOW dialog boxes close and the
lateral map shall re-scale to display the entered object.

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ETP EO tab
ETP (Equal Time Point) is the physical point along the flight plan where the time to go
back to the origin is the same as the time to continue to the destination.
FIGURE 02-34_1-31-54 - EXAMPLE OF AN ETP COMPUTATION
To get the ETP calculations, the crew menber must fill the readouts related to both
waypoints: name (identifier), and wind at the cruise altitude. Then a compute key is
available to start the computation.
In case the computed ETP is either behind the A/C or beyond the destination it will be
indicated at the bottom of the box.
PNR tab
PNR (Point of Non Return) is a point along the flight plan where the fuel to reach the
destination becomes less than the fuel to return to the waypoint.
FIGURE 02-34_1-31-55 - EXAMPLE OF AN PNR COMPUTATION
The principle to operate this function is similar to ETP. The crew member must insert the
waypoint from which the PNR calculation will be performed (it is automatically assumed
that the current flight plan dest is the destination) with the wind at a specified altitude.

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L/L Cross tab
This tab enables the crew menber to be provided with course/distance and time fuel data
about crossing a waypoint defined with latitude and longitude. This point must be located
along the flight plan.
FIGURE 02-34_1-31-56 - EXAMPLE OF LAT/LON COMPUTATION
Once the data is entered the result will be displayed at the bottom of the tab.
If the crew menber enters a latitude/longitude which does not cross the flight plan then
“No Crossing Point Found” message is displayed.

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RADIO-NAVIGATION
DGT94085 ISSUE 20
INTRODUCTION
The radio-navigation system provides ILS, VOR, VOR-DME, VORTAC, TACAN and ADF
tuning and information for navigation purposes.
The second ADF is optional on the F2000S.

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RADIO-NAVIGATION
ISSUE 20 DGT94085
Display and tuning of frequencies is done through the Cursor Control Device (CCD), or the
- The NAV / ADF tab of the RADIOS window,
- The I-NAV window,
- The Waypoint list window.

The Permanent Radio Bar of the HSI enables the control and the display of the radio
navigation frequencies:
- The radio navigation source can be selected through a drop-down menu: NAV or ADF.
- The NAV preset (or ADF active) frequency tuning and swapping is done through the CCD
or MKB
FIGURE 02-34_2-00-00 - DROP-DOWN MENU FOR NAV SELECTION (LEFT HAND PRB)

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RADIO-NAVIGATION
DGT94085 ISSUE 20
RADIOS WINDOW
Through the NAV/ADF tab, the radios window provides the access to NAV/ADF
frequencies and modes selection.
The NAV preset (or ADF active) frequency tuning and swapping is done through the
CCD or MKB.
FIGURE 02-34_2-00-01 - NAV / ADF TAB ON THE RADIOS WINDOW
On F2000S without ADF2 option, the ADF2 data is not displayed.
NOTE
Only the NAV preset frequency can be tuned. To activate this frequency, it must be swapped
with the active frequency.
Only the active ADF frequency can be tuned.
If the frequency is out of range, the field flashes in reverse video cyan for a few seconds and
then reverts back to previous value.

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RADIO-NAVIGATION
ISSUE 20 DGT94085
To tune and swap the NAV preset (or tune ADF active) frequency:
- Click on the NAV preset frequency box
- The outer ring for units
- The inner ring for decimals,
- Push the ENTER pushbutton on the CCD to swap the NAV active frequency with the
preset frequency.
- +
FIGURE 02-34_2-00-02 - NAV FREQUENCY CHANGE

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RADIO-NAVIGATION
DGT94085 ISSUE 20
Pushing the NAV (or ADF) short-cut on the MKB, moves the CCD cursor on the
Permanent Radio Bar on :
- NAV1 (or ADF1) on the left hand PDU
- NAV2 (or ADF2) on the right hand PDU.
If NAV (1 or 2) is not already displayed, it is automatically displayed.
VHF2 VHF1
VHF HF SAT AT C AD F NA V
121.50 121.50
TER R G /S GAIN
AT C
TR FC CR S 121.85 121.85
INH IB INH IB TC AS
AUTO TILT
NAV2 ADF1
STBY SECT SHO W DIR TO
ID OFF
OVRD 109.70
108.75 417.5
HSI RANGE ATC1 ALTOF ATC1 TA/RA
1277
1505 or 1277
1267
FIGURE 02-34_2-00-03 - MKB SHORT-CUT TO NAV OR ADF
The MKB can be used to tune and swap the NAV active frequency:
- Push the SWAP button on the MKB to swap the NAV Active frequency with the preset
frequency.

Pushing the BKUP/NAV short-cut on the MKB, automatically displays the RADIO window
with NAV/ADF tab in the lower 1/6 window of the on-side PDU. It also moves the cursor
to the corresponding NAV frequency field.
FIGURE 02-34_2-00-04 - MKB SHORT-CUT TO BKUP/NAV

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RADIO-NAVIGATION
ISSUE 20 DGT94085
I-NAV WINDOW
The lateral map supports the ability to tune NAV radios frequency.
FIGURE 02-34_2-00-05 - NAV / ADF GRAPHICAL TUNING
The pilot can tune a NAV/ADF frequency by clicking on the desired object in the I-NAV
window and selecting the Tune NAV 1 (or ADF1) / Tune NAV 2 (or ADF2) option on the
task menu.
WAYPOINT LIST
The waypoint list supports the ability to tune NAV/ADF radios frequency through the task
menu. The selected NAVAID should be a part of a flight plan.

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RADIO-NAVIGATION
DGT94085 ISSUE 20
RADIO-NAVIGATION MODES
NAV MODES
Several modes are available for the NAV setting: DME-H, AUTO and Marker.
DME-H mode
This function holds a DME station frequency by storing it in memory, making selection of
another NAV frequency possible. When selected, a green H and the frequency of the
held station will appear below the DME-H field.
DME-H selection is memorized after shut-down.
FIGURE 02-34_2-00-06 - DME HOLD

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RADIO-NAVIGATION
ISSUE 20 DGT94085
AUTO mode
The AUTO mode enables the FMS to automatically tune a NAV frequency. No pilot
interaction is required.
By default AUTO mode is not selected. To activate auto-tune, the “AUTO” mode must be
selected and VOR CDI must be deselected in the HSI bar. The DME distance is not
displayed. When auto-tune is activated, "AUTO" indication is displayed in the permanent
radio bar.
Pressing the CRS shortcut on the MKB deactivates the auto-tune. The auto-tune function
is automatically resumed as soon as the VOR CDI is deactivated.
During auto-tuning, the FMS tunes:
- The VOR of the TO WAYPOINT (if one exists).
- The ILS, only when a procedure associated with an ILS is selected (CAT I, CAT II,
HUD 2 or HUD 3). The Auto mode automatically selects the VOR CDI (within 30 Nm
of the VOR) with the associated CRS on the published approach.
FIGURE 02-34_2-00-07 - SELECTING THE AUTO MODE ON NAV1
NOTE
The AUTO mode is disabled when a VOR frequency is manually selected on the
Horizontal Situation Indicator (HSI)
Marker
HI or LOW marker selection sets marker sensitivity. Listening to the marker audio can be
done by pressing the MKR pushbutton on the AUDIO panel.
 Refer to sub-section 02-23-05.

F2000EX EASY 02-34_2-00
CODDE 1 PAGE 9 / 10
RADIO-NAVIGATION
DGT94085 ISSUE 20
ADF MODES
The ADF operates in four modes, selectable in the Mode drop-down menu:
- VOICE mode: opens the bandwidth for improved audio fidelity (not for navigation purpose).
- BFO (Beat Frequency Oscillator) mode : adds a tone that can be heard through the ADF
receiver when the carrier is on. BFO is used to receive transmitters that do not have the
tone such as coastal or maritime stations,
- ANT mode: receives the ADF station signal only and does not compute a bearing: it is
used for station identification,
- ADF mode: receives the ADF station signal and displays the relative bearing to the station.
The bearing pointer is displayed on the LF or RH HSI (normal operation).
Voice, BFO, ANT and ADF flags are displayed at the top of the ADF box when selected.
FIGURE 02-34_2-00-08 - ADF MODES SELECTION

02-34_2-00 F2000EX EASY
RADIO-NAVIGATION
ISSUE 20 DGT94085
NAV BACKUP TUNING (A/C EQUIPPED WITH MKB WITH CPDLC FUNCTION)
In case of loss of radio-navigation controls or radio-navigation interface, a backup tuning of

the NAV1 (NAV2) is available using the LH MKB (respectively RH MKB), via a dedicated bus
(ARINC-429) between the MKB and VDR module, passing through the NIM module.
Pressing SHIFT + BKUP/NAV pushbuttons on MKB enables the tuning of the on-side VHF
frequency.
FIGURE 02-34_2-00-09 - NAV BACKUP TUNING (MKB WITH CPDLC FUNCTION)

F2000EX EASY 02-34_3-00
CODDE 1 PAGE 1 / 8
SFD
DGT94085 ISSUE 20
SECONDARY FLIGHT DISPLAY
The Secondary Flight Display (SFD) is an integrated solid state standby instrument, providing
self-sensing of airplane attitude and display of air data from another equipment source (the Air
Data Unit).
FIGURE 02-34_3-00-00 - SFD LOCATION
The ADU is part of the Electronic Stand-By System (ESBS). It computes the static and pitot
pressures and provides the SFD with:
- An average uncorrected static pressure,
- A dynamic pressure.
The SFD is located on the cockpit panel between LH PDU and UP MDU.
The SFD stands for both pilots in normal/abnormal/emergency operations and is dedicated to
the display of :
- Attitude,
- Flight Path Symbol (FPS) which represents an airmass flight path symbol (contrary to the
PDU ones which is an earth frame flight path symbol),
- Airspeed,
- Altitude data.
SFD controls include:
- NAV pushbutton inoperative at this time,
- Inch/hPa pushbutton to toggle baro units,
- Baro setting knob.

02-34_3-00 F2000EX EASY
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PAGE 2 / 8 CODDE 1
SFD
ISSUE 20 DGT94085
FIGURE 02-34_3-00-01 - SECONDARY FLIGHT DISPLAY
The sensors used by the SFD are fully independent from the airplane primary sensors (inertial
system, anemometric sensors).
The Static Source Error Correction (SSEC) and VMO/MMO tables are integrated in the SFD.
When the SFD starts up for the first time, or under cold start conditions (power interrupted for
more than two minutes) the unit aligns its inertial sensors to give accurate attitude information.
The initialization display consists of a countdown timer (180 to 0 seconds).
In case of complete airplane electric power supply failure, the SFD is still powered by its
dedicated stand-by battery. This battery is a Ni-Cd one with a total capacity of 4 A.h (ST-BY
battery duration = 2h 40 min worst case, at end of lamp life, max brightness).

F2000EX EASY 02-34_3-00
CODDE 1 PAGE 3 / 8
SFD
DGT94085 ISSUE 20
IN ANY OPERATIONAL MODE
The SFD features:

- A fixed airplane symbol consistent with the PDU ones is displayed in the center of the
SFD. It gives the airplane attitude,
FIGURE 02-34_3-00-02 - AIRPLANE SYMBOL

- A sky/ground raster (cyan/brown) rotating around the airplane symbol and moving in
pitch,
- An horizon that separates the sky from the ground. Whatever is the pitch angle, a
minimum sky / ground graphical representation remains in view, for the pilot to quickly
recover a normal attitude. In that case the horizon is not displayed. When the data is
invalid, the ADI turns cyan and the flag is displayed,
- A Flight Path Symbol (FPS) based on the air data parameters of the self contained
attitude sensors,
FIGURE 02-34_3-00-03 - FLIGHT PATH SYMBOL (FPS)

- The symbol moves only in the vertical axis centered on the SFD screen, the wings are
always parallel to the lower edge of display. The symbol is displayed in foreground (on
and not behind the attitude scale). This symbol is removed when the data is deemed
invalid or if going out of range,
- For the calculation the normal range is:
o Roll attitude ± 65°,
o Pitch attitude + 35° / - 20°.
Out of these ranges the FPS is removed.
This symbol is comparable to the PDU one when in zero wind condition. In windy
conditions, the FPS takes into account the wind gradient.
- An attitude pitch tape enable to display at least an upper bound of 15° and a lower
bound of 30° of pitch as current pitch of zero degrees. It displays values between 0 and
± 90°. The tape moves down for positive inputs and up for negative inputs. The labels
and lines are white. Red pitch chevrons are displayed to enhance an excessive attitude
situation (nose up or diving attitude). When the data is deemed invalid, the tape is
removed.
- A roll scale having:
o White marks representing ± 10, ± 20, ± 30 and ± 60 degrees,
o Inverted triangles representing 0 and ± 45 degrees,

02-34_3-00 F2000EX EASY
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SFD
ISSUE 20 DGT94085
- A roll pointer, moving,

o Counterclockwise when banking to the right,
o Clockwise when banking to the left.
The scale and pointer are displayed in white. When the data is deemed invalid, the
pointer and scale are removed.
- A speed tape ranging from 30 to 900 kt. White marks are every 20 kt ranging from 40 to
900 kt. The speed tape scrolls up (down) when speed decreases (increases). When the
data is invalid, a large X is displayed on the speed tape and the whole information is
removed.
- An airspeed readout consisting of a green digital airspeed representation
when IAS > 30 kt (up to 30 kt no value is displayed). If the indicated airspeed is ≥ to
Vmo, the indicated airspeed readout becomes white on a red background. When the
data is deemed invalid, the readout is removed,
- A Mach number readout (in the lupper-left corner).
FIGURE 02-34_3-00-04 - MACH NUMBER READOUT

It consists of a green three digit readout (green) pre-fixed by a decimal point and
displayed when the airplane reaches 0.400 Mach. When the Mach number is invalid, the
readout is amber dashed.
When the Mach number ≥ Mmo, the readout turns white on a red background, so as the
indicated airspeed.
FIGURE 02-34_3-00-05 - MACH NUMBER ABOVE OR EQUAL MMO INDICATION

F2000EX EASY 02-34_3-00
CODDE 1 PAGE 5 / 8
SFD
DGT94085 ISSUE 20
- An altitude tape ranging from - 2,000 to 65,000 ft.
FIGURE 02-34_3-00-06 - ALTITUDE TAPE

It shows white marks every 200 ft. The tape scrolls down (up) when the altitude increases
(decreases). When the data is invalid, a large X is displayed on the speed tape and the
whole information is removed.
When in metric, the digital readout appears green, followed by M for meters. The altitude
is still ranging from - 2,000 to 65,000 ft, converted in meters.
If the altitude is negative, a – is displayed. The metric altitude is always displayed but can
be suppressed by pin programming.
- The altimeter setting is displayed in green (in the upper-right corner). Adjustement of
both hPa and in.Hg is achevied via the rotactor in setting the figures by 1 hPa or .01
inch.
FIGURE 02-34_3-00-07 - BARO PRESSURE READOUT

Both can be displayed using a dedicated control. The adjustment of the value is possible
through the rotactor which selects the value step by step (1 hPa or 0.01 inHg). A direct
STD selection is possible (press the STD pushbutton) in that case is displayed
instead of the digital value.
When the system is power supplied by the Electronic Stand-By System (ESBS) dedicated
stand-by battery, a specific is displayed.
FIGURE 02-34_3-00-08 - BAT INDICATION

02-34_3-00 F2000EX EASY
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SFD
ISSUE 20 DGT94085
IN APPROACH MODE
ILS data are not available because no ILS buses are connected to SFD.
ILS Localizer indicator: is displayed.
ILS G/S indicator: is displayed.
This information is shown only if NAV function is activated. ILS information is displayed on
selection of the NAV pushbutton (front bezel).
FIGURE 02-34_3-00-09 - SFD IN APPROACH MODE
BACK COURSE (B/C) MODE
ILS Localizer indicator: is displayed. When data is deemed invalid is displayed.

At present time, the data is deemed invalid because no ILS buses are connected on the
SFD (option).
FIGURE 02-34_3-00-10 - SFD IN B/C MODE

F2000EX EASY 02-34_3-00
CODDE 1 PAGE 7 / 8
SFD
DGT94085 ISSUE 20
FAILURE FLAGS DISPLAY
FIGURE 02-34_3-00-11 - FAILURE FLAGS DISPLAY

02-34_3-00 F2000EX EASY
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SFD
ISSUE 20 DGT94085

F2000EX EASY 02-34_4-00
CODDE 1 PAGE 1 / 2
STAND-BY COMPASS
DGT94085 ISSUE 20
STAND-BY COMPASS
The stand-by compass displays magnetic heading. A correction card located next to the
compass indicates the calibration of the instrument.
During Stand-By compass operation, windshield heating PILOT and COPIL pushbuttons must
be depressed OFF to avoid magnetic field disturbance.
FIGURE 02-34_4-00-00 - STAND-BY COMPASS
FIGURE 02-34_4-00-01 - STAND-BY COMPASS LOCATION

02-34_4-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
STAND-BY COMPASS
ISSUE 20 DGT94085

F2000EX EASY 02-34_5-00
CODDE 1 PAGE 1 / 4
DGT94085 ISSUE 20
SYSTEM OVERVIEW
The ADS comprises:

- 2 Air Data Modules (ADM),
- 2 Modular Avionics Units (MAU), each one integrates its Air Data Application (ADA),
- 1 dual Total Air Temperature (TAT) probe,
- 2 altimeters setting control knobs (one for LH side pilot and one for RH side pilot)
located on the Guidance Panel,
- 1 Air Data Unit (ADU).
ADS data is sent to the onboard navigation system and/or displayed on PDU / MDU.
TYPE INPUT SENSOR

Total pressure RH and LH normal pitot probes and ST-BY
pitot probe
Static pressure RH and LH normal static probes and LH/RH
ST-BY static probe
Total Air Temperature (TAT) TAT probe
Angle Of Attack (AOA) RH/LH AOA sensors
FIGURE 02-34_5-00-00 - ADS SYNTHESIS

02-34_5-00 F2000EX EASY
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ISSUE 20 DGT94085
The primary flight data (altitude, airspeed) are permanently displayed on the PDU.
The vertical speed is baro inertial and not displayed on PDU when the corresponding ADS
fails.
In normal configuration, ADA 1 (ADA 2) output data is displayed on LH (RH) PDU.
If an ADS fails, cross side ADA output data can be displayed on both PDU in pushing the
ADS pushbutton on Reversion Panel (RP).
FIGURE 02-34_5-00-01 - GRAPHICAL REPRESENTATION OF THE ADS
TOTAL AND STATIC PRESSURE
The ADM, as an absolute air pressure sensing, is the ADS primary data capture module.
Each ADM captures data from its 2 onside sensors, to measure the static pressure (Ps) and
total pressure (Pt).
TOTAL AIR TEMPERATURE
TAT is sensed by a dual channel probe and sent to both ADA which supply computed static
temperature.
 Refer to section 02-30 ICE AND RAIN PROTECTION for heating elements in the probes.

F2000EX EASY 02-34_5-00
CODDE 1 PAGE 3 / 4
DGT94085 ISSUE 20
STAND-BY SYSTEM OVERVIEW
FIGURE 02-34_5-00-02 - THE STAND-BY SYSTEM
The SFD can only display the airmass flight path angle.
 Refer to section 02-34_3 SFD for secondary flight display.
AIR DATA APPLICATION (ADA) OVERVIEW
FIGURE 02-34_5-00-03 - ADA FLOW CHART

02-34_5-00 F2000EX EASY
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ISSUE 20 DGT94085

F2000EX EASY 02-34_6-00
CODDE 1 PAGE 1 / 2
DGT94085 ISSUE 20
The airplane is equipped with 1 RA. As an option, the 2nd RA is required for hand flying
CAT II & III ILS approaches with the use of HUD.
The Radar Altimeter (RA) comprises a receiver and a transmitter with their respective
antennas.

02-34_6-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
ISSUE 20 DGT94085

F2000EX EASY 02-34_8-00
CODDE 1 PAGE 1 / 20
JEPPESEN CHARTS
DGT94085 ISSUE 20
GENERAL
The CHARTS option is capable of maintaining a worldwide electronic database of charts.

Prior to using the chart function for the first time, a Jeppesen navigation database must be
loaded into the FMS. The crew shall respect the charts validity dates, as indicated in the
AVIONICS menu. Periodic updates are available from Jeppesen.
The CHARTS menu enables the crew to access the world-wide Jeppesen chart data base. It
includes a certain number of display features (split, zoom, scroll, rotate ...) enabling the crew
to easily access and share the required information. CHARTS window is accessed through
menu selection on an MDU.
CHARTS window provides:
- Radio frequency information,
- Cross-check of procedural data with corresponding FMS data,
- Basis for manual insertion of data when FMS data not available (i.e. approach minima),
- Increase in-flight situational awareness,
- Increase airport geographical awareness.
CHARTS window provides access to:
- Airports diagrams, SID, STAR and approaches charts,
- Noise abatement procedures,
- NOTAM,
- Airspace charts,
- Search function,
- Revision information.
For clarity, CHARTS window is displayed only on a 2/3 format.
 Refer to CODDE2 for recommended MDU windowing, depending on the phase of flight.

02-34_8-00 F2000EX EASY
PAGE 2 / 20 CODDE 1
JEPPESEN CHARTS
ISSUE 20 DGT94085
INITIALIZATION
Upon initial power-up, when CHARTS is first accessed, the following window is displayed for
confirmation of geographical coverage and currency of navigational charts:
FIGURE 02-34_8-00-00 - INITIAL WINDOW
Revision currency is displayed at the top of the window.

The graphic of the world map displays black dots for airport locations contained within
coverage regions. It provides indication of the coverage areas available under the current
Serial Number and Access Codes (if required) assigned to the subscriber will be displayed
in their respective boxes at the bottom of the window.
NOTE
The first time a new subscriber loads a database, the sixteen-digit serial number assigned to
the subscriber must be inserted. If an invalid serial number is entered, the scratchpad box
blinks in white reverse video.
Once all information is confirmed, the window can be closed by clicking the “X” in the upper
right corner.

F2000EX EASY 02-34_8-00
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JEPPESEN CHARTS
DGT94085 ISSUE 20
The Main Chart Menu Page appears next with the Origin Airport Diagram chart displayed as
in FIGURE 02-34_8-00-01.
The Main Chart Menu window provides for airport selection and subsequent selection and
printing of desired charts. It also provides for viewing revision and currency status and for
inputting access codes (when appropriate).
FIGURE 02-34_8-00-01 - GRAPHICAL USER INTERFACE FOR CHARTS

02-34_8-00 F2000EX EASY
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JEPPESEN CHARTS
ISSUE 20 DGT94085
AIRPORT SELECTION
Airport selection is required prior to chart selection. Select airports through the Airport
Selection Drop-Down Menu (upper left). Charts are selected using tabs (along top) that
categorize them by type (Airport, SID, STAR, etc.)
AIRPORT SELECTION DROP-DOWN MENU
The Airport Selection box uses a drop-down menu to facilitate selection of airports. It also
provides access to the print function and navigation database/revision status. Once
selected, the airport ICAO identifier is displayed in the menu box.
FIGURE 02-34_8-00-02 - AIRPORT SELECTION DROP-DOWN MENU
Menu choices include:

- Orig – Origin airport
- Dest – Destination airport
- Altn – Alternate airport
- Search Aprt – provides Search options for one additional Airport
- Print – (with optional printer) provides Print choices and displays printer status
- Revision Info – displays navigation database Revision Information
If no Origin, Destination, or Alternate airports have been entered into the flight plan, only the
Search Aprt and Revision Info tasks can be selected from the airport selection drop-down
menu.

F2000EX EASY 02-34_8-00
CODDE 1 PAGE 5 / 20
JEPPESEN CHARTS
DGT94085 ISSUE 20
Once an ICAO identifier is displayed in the Airport selection box, Tabs provide selection of
chart types. These tabs correspond to standard Jeppesen chart types. Individual charts are
selected from these tabs.
, , and are designated by the Active flight plan and not modifiable in this
menu. Each selects its respective airport for chart selection. If not designated in the flight
plan (i.e. Alternate not chosen) dashes will be displayed instead of the ICAO identifier.
Additional choices are not required for these selections and the respective ICAO identifier is
placed directly into the Airport selection box.
Selection of Search Aprt, Print, or Revision Info provides its respective dialogue box
containing multiple selections and choices.
Search Airport Dialogue Box
Search Aprt provides a page for designating an additional airport for chart selection.
On the Search Aprt page, use the CCD to select a radio button to perform a search
based upon ICAO (identifier), Airport Name, City or Country. Only one radio button can
be selected at a time.
Use the MKB to enter appropriate text into the text box below the radio buttons. Press
<ENTER> to begin the search. After the search is completed, the cursor is located at the
first airport in the Search Results box.
FIGURE 02-34_8-00-03 - SEARCH AIRPORT DIALOG BOX

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JEPPESEN CHARTS
ISSUE 20 DGT94085
Some searches may result in a list of airports greater than what can be displayed in the
box. In that case, a scroll function is displayed along the right side. Use the CCD to view
additional results. Click on the appropriate airport to make your selection. The airport’s
ICAO identifier will now appear in the Airport Selection menu box
The Clear Search soft key clears both the Search Results and scratchpad boxes.
Print Dialogue Box
provides a page for the chart print function. From this page, charts are selected,
printer status is viewed, and print is activated.
The Print dialogue box provides various selections and choices for print. Multiple charts
are selectable through four (airport) tabs: , , or . Under each of
these labels, the ICAO airport identifier is displayed in green. If the airport is not listed,
the tab is not selectable. , , and are designated by the active flight plan.
is designated by previously selected Search Results.
When an airport tab is selected, all charts for that airport are listed, separated by a
header for each chart type: Airport Charts, SID Charts, and STAR Charts.
Attached to each chart type header is a Select All checkbox. This checkbox selects (or
deselects), all charts within the header.
The Select All checkbox at the top of the Print window is a master selection
(deselection) for all available charts within all headers.

F2000EX EASY 02-34_8-00
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JEPPESEN CHARTS
DGT94085 ISSUE 20
FIGURE 02-34_8-00-04 - PRINT DIALOG BOX
Once all selections are complete, use the Print soft key (in the upper right corner) to
send all selected charts to the Print Queue. The Print Queue box displays up to three
charts at a time. Each line contains:
- Airport ICAO Identifier
- Chart Name (which may be truncated due to the limited length of the display
- Print job status of the chart (Printing, Spooling, Pending, Paused, etc.)
When the CCD cursor is located in the Print Queue box, a cyan rectangle encloses the
line where the cursor is located. A Delete soft key appears to the right within the cyan
rectangle. If Delete is selected, the chart is deleted from Print Queue.
In addition, the Print Queue header contains a Delete All soft key. When selected, all
charts in Print Queue are removed.
Printer Status is displayed at the bottom left of the Print page. It reports what the printer
is currently doing: Ready (available), Printing, Busy, Paused, etc. Final status (or
secondary printer status) is displayed to the far right of Printer Status. It displays
warnings that will interrupt the printer from normal operation, such as Toner Low. There
is no separate label for final status.

02-34_8-00 F2000EX EASY
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JEPPESEN CHARTS
ISSUE 20 DGT94085
Revision Info Menu
provides chart effectivity and coverage information. It displays disk

volume label, subscriber's serial number, a world graphic depicting coverage, and
messages related to reversion information. If access codes are used, they are temporarily
displayed in this window.
Jeppesen charts are available by subscription. Subscription coverage consists of
geographical regions. All subscribers receive the same data CD from Jeppesen. Serial
numbers are used for regular subscribers using fixed chart coverage.
Jeppesen provides serial numbers and access codes to control individual subscriber
access to chart data. Serial numbers and access codes are decrypted by software and
are used to determine a subscriber's region of coverage. They are used for temporary
purposes and change with each data CD issue.
Upon initial power-up, when CHARTS is first accessed, the following window is displayed
for confirmation of geographical coverage and currency of navigational charts:
FIGURE 02-34_8-00-05 - REVISION INFO WINDOW
Access codes are used for two purposes:

- Subscribers may temporarily enlarge a current subscription coverage area
- First time subscriber’s serial number may not be stored in the database. In this case,
an access code has to be used to obtain access to the data.
Access codes are only valid for one issue of the Jeppesen CD.

F2000EX EASY 02-34_8-00
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JEPPESEN CHARTS
DGT94085 ISSUE 20
An access code is entered by placing the cursor in the Valid Access Code box and by
using the keyboard to insert the access code. The access code will be verified against the
database and airport locations contained in new coverage regions are added and
displayed as white dots. After an access code is entered and verified, it is displayed in
both the "Valid Access Code" and the "Valid Access codes" boxes. The Valid Access
codes box is a visual aide when entering multiple access codes.
If an invalid access code is entered, the Valid Access Code box blinks in white reverse
video.
FIGURE 02-34_8-00-06 - INVALID ACCESS CODE
The graphic of the world map displays white dots for airport locations contained within
coverage regions. This provides indication of coverage areas available under current
The volume label is read from the CD and stored. It is displayed in this page. Whenever a
new Jeppesen CD is loaded, the crew needs to confirm that the volume label stencil on
the CD matches the displayed volume label. When Jeppesen data is current, the volume
label is displayed in green.
When the database needs to be updated, three things occur:
- Upon first use of the chart function after power-up, the user is prompted to
acknowledge continued use of the database
- The volume label is displayed in amber
- "May contain outdated information" is displayed in amber to the right of the volume
label

02-34_8-00 F2000EX EASY
JEPPESEN CHARTS
ISSUE 20 DGT94085
CHART TYPE TABS
Charts are selected using tabs that categorize them by type. These tabs correspond to
standard Jeppesen chart types. Choices include:
- (Airport)
-
- (Approach)
-
- (Airspace)
Aprt, SID, STAR, and App tabs provide a secondary menu page when more than one chart
exists within that tab. Individual chart selection is accomplished in a similar manner in each of
these four tabs.
Noise, NOTAM, and Airsp require only one page and therefore do not require a secondary
menu page.
NOTE
The default chart displayed for each tab is the one designated in the Active flight plan. If none
is designated, a “NO CHART SELECTED” message is displayed in the chart title menu box.

F2000EX EASY 02-34_8-00
JEPPESEN CHARTS
DGT94085 ISSUE 20
CHART TITLE BAR AND DROP-DOWN MENU
When the Aprt, SID, STAR, or App tab is selected, a Chart Title Bar appears near the top of
the window, immediately below the Airport Selection box.
The displayed chart title is shown in a Chart Title Bar line window above the chart window.
In the following example, “ILS RWY 30L CAT II” chart is displayed in white.
FIGURE 02-34_8-00-07 - CHART TITLE EXAMPLE
White indicates the chart was manually selected. A chart title displayed in green indicates it
was selected directly from the FMS (in the active flight plan).
Click on the Chart Title Bar and a drop-down page leads into the selection process.
The Chart Drop-Down Page is separated into two sections:

- App From Flight Plan lists the active flight plan approach (if activated in the flight plan)
- Available Charts lists all the available charts for the selected airports and tab
A third section may be displayed when two versions of a chart exist: a "current chart" and a
"future chart".
While other chart characteristics are available (e.g. revision date, action, effective date) only
the geo-referenced icon, plain English chart name, and chart index number are displayed in
the chart title menu box and App From Flight Plan box. The geo-referenced icon is not
included in the Available Charts list.

02-34_8-00 F2000EX EASY
JEPPESEN CHARTS
ISSUE 20 DGT94085
FIGURE 02-34_8-00-08 - CHART DROP-DOWN MENU
A scroll function (right side) is provided if the list is too long. With the chart title in view,
highlight it with the cursor. Click to select. The selected chart name is displayed in the chart
title menu box and the chart is displayed in the window.
If no chart exists within a given tab, the tab is grayed out and cannot be selected.
FIGURE 02-34_8-00-09 - TAB GRAYED OUT

F2000EX EASY 02-34_8-00
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Provided the tab is selectable, the system tries to display a chart. However, unless the chart
is designated in the flight plan, it does not select a chart:
FIGURE 02-34_8-00-10 - NO CHART SELECTED
In the event that there are no charts available for a selected airport, an amber message is
displayed as shown:
FIGURE 02-34_8-00-11 - NO CHARTS AVAILABLE

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JEPPESEN CHARTS
ISSUE 20 DGT94085
APRT TAB (AIRPORTS)
Airport diagram is normally displayed on the upper MDU since it can be helpful during taxi to
provide improved airport situational awareness and runway information for take-off briefing.
FIGURE 02-34_8-00-12 - APRT TAB
Aprt from Flight Plan is the default chart displayed. To display other airport charts for this
airport, use drop-down menu.
To see charts for airports not in the flight plan, use Search Aprt.
SID TAB
SID From Flight Plan is the default chart displayed. Use drop-down menu for additional SID
choices.
STAR TAB
STAR From Flight Plan is the default chart displayed. Use drop-down menu for additional
STAR choices.
APP TAB (APPROACH)
App From Flight Plan is the default chart displayed. Use drop-down menu for additional
approach choices.
NOISE TAB
The Noise tab displays noise abatement procedures (if available) for the selected airport.

F2000EX EASY 02-34_8-00
JEPPESEN CHARTS
DGT94085 ISSUE 20
AIRSPACE
The Airsp tab displays airspace overview (i.e. Class B airspace).
NOTAM TAB
When a NOTAM is displayed in this window, it is always assigned or displayed using the
airport as a reference. However, NOTAM are assigned either by an ICAO airport identifier or
by country in the database.
If a NOTAM is assigned to a country, it applies to all airports in that country.
FIGURE 02-34_8-00-13 - NOTAM WINDOW
Each NOTAM has four fields:

- Type: Terminal, General and Gen Tmnl. Terminal entry indicates that the NOTAM is
associated to a specific airport. General and Gen Tmnl entries indicate the NOTAM are
associated with a country and are displayed as "General".
- Effectivity – Permanent or Temporary. The database contains either true or false. If the
database contains true, "Temporary" is displayed otherwise "Permanent" is displayed.
- Begin Date – "Immediately" or an actual date displayed as "DDMMMYY".
- End Date – "No End Date", "Further Notice", or and actual date displayed as
"DDMMMYY".
A scroll bar is displayed when a single NOTAM contains more text than is visible in the
window.

02-34_8-00 F2000EX EASY
JEPPESEN CHARTS
ISSUE 20 DGT94085
SPECIAL FUNCTION
There are three special functions available for charts:

- Chart Task (available through a menu)
- Zoom
- Scroll
CHART TASK MENU
The chart task menu provides an interface for manipulation of charts within the window. It is
accessible by clicking on any location of the displayed chart:
FIGURE 02-34_8-00-14 - CHART TASK MENU
There are seven available tasks:

- centers chart at the focus point of the cursor. It is used in conjunction
with a zoom feature to increase readability.
- provides means to quickly view chart. The chart is scaled to make smallest
dimension of the chart (horizontally or vertically) fill the window.

F2000EX EASY 02-34_8-00
JEPPESEN CHARTS
DGT94085 ISSUE 20
- checkbox is selectable for those charts that can be split into two parts. The large
(upper) window shows a chart plan view. A smaller (lower) window shows header,
profile or minima that is selectable (using radio buttons). The dimensions for the split
windows are determined by chart software and cannot be modified. Zoom is available,
however scrolling is not. Different zoom factors are permitted between the two windows.
FIGURE 02-34_8-00-15 - SPLIT WINDOW EXAMPLE

- rotates the chart 90° clockwise and then 90° counter-clockwise to return to the
original orientation. It is not selectable for charts that cannot be rotated.
- displays the airplane symbol on the airport chart. Jeppesen airport layout
charts support the capability of displaying an airplane symbol on "geo-referenced"
airport charts. Not all airports charts are geo-referenced. Navigation symbols depicted
on the charts have been verified by Jeppesen to be highly accurate by crosschecking
symbol plots against independent navigational data. By default, the chart remains fixed
and the airplane moves about the chart. The following are required to display the
airplane symbol:
o Chart is geo-referenced
o Airplane WOW is sensed
o FMS initialized with valid bearing and position data
o Airplane position must be visible on the display
- is selectable when task is selected. It displays the airplane
symbol in the center of the chart. The chart moves relative to the airplane until a chart
edge is reached. When the chart edge aligns with the edge of display, the airplane
moves relative to the display.
- sends the displayed chart to the print queue to be printed.

02-34_8-00 F2000EX EASY
JEPPESEN CHARTS
ISSUE 20 DGT94085
ZOOM FUNCTION
The CCD data set knob controls zoom of the chart window even though the curled arrow
(normally displayed when this function available) is not displayed. The center of the chart
window is used as the magnification point.
Maximum zoom is limited to approximately 2× magnification.
Minimum zoom (regardless if split screen is enabled) is equivalent to the size of the chart. At
minimum zoom, the entire chart can be viewed in an unsplit display window.
SCROLL FUNCTION
Scroll is enabled whenever the cursor is placed along the chart display edge as indicated by
a pop up shaded frame. Place the cursor near the edge closest to the desired scroll direction
and a shaded frame appears. Press and hold the CCD <ENTER> pushbutton to control
scrolling.
The chart scrolls in increments in the direction of the arrows.
Scrolling is limited to the edge of the chart. When the edge is reached, the arrow disappears
and scrolling stops in that direction.
FIGURE 02-34_8-00-16 - SCROLLING EXAMPLE

F2000EX EASY 02-34_8-00
JEPPESEN CHARTS
DGT94085 ISSUE 20
FIGURE 02-34_8-00-17 - SCROLLING TO CHART EDGE
Occasionally charts may need to be updated, deleted or revised in the middle of a database
release cycle. To accommodate this, some charts have an action code associated with
them:
- "A" – Added
- "R" – Revised
- "D" – Deleted
Future effective charts have an associated effectivity date and are not to be used for
navigation until that date. Similarly, expired charts are not to be used after the effective date.
Charts are added or deleted from the list of currently effective charts using dates and flags in
the database, which enable/disable them for viewing and navigation.

02-34_8-00 F2000EX EASY
JEPPESEN CHARTS
ISSUE 20 DGT94085

F2000EX EASY 02-34_10-00
CODDE 1 PAGE 1 / 22
EGPWS
DGT94085 ISSUE 20
EGPWS
GENERAL SYSTEM DESCRIPTION
The purpose of the Enhanced Ground Proximity System (EGPWS) is to give crew
information to prevent Controlled Flight Into Terrain (CFIT) or severe windshear.
The EGPWS system uses a lot of airplane parameters to provide:
- Displays,
- Crew aural alerts,
- Visual annunciation,
- Messages.
The system is designed to be fully compatible with normal operations of the airplane. The
probability of unwanted alerts is close to zero during the flight if the crew member follows the
published IFR trajectories.
The functions integrated in the EGPWS system are:
- GPWS: Basic Ground Proximity Warning System (six modes),
- EGPWS enhanced modes:
o Windshear detection and alerting,
o Excessive bank angle alert,
o Terrain Clearance Floor,
o Terrain and Obstacles awareness alerting and warning.

02-34_10-00 F2000EX EASY
PAGE 2 / 22 CODDE 1
EGPWS
ISSUE 20 DGT94085
GPWS MODES
The functions hereafter are part of the basic GPWS integrated in the EGPWS system. When
the EGPWS enhanced modes are lost in case of failure or if the terrain function has been
de-selected by the crew, these modes are always active.
Mode 1 - Excessive rate of descent
2500
"
TE
2000
A
R
K
1500
IN
"S
1000
"PULL UP!"
500
0
0 2000 4000 6000 8000
DESCENT RATE (FEET/MINUTE)
FIGURE 02-34_10-00-00 - EXCESSIVE RATE OF DESCENT
If the airplane penetrates the outer (yellow) alert boundary:

- The voice alert “SINKRATE” is generated,
If the airplane penetrates the inner (red) alert boundary:
- The voice alert “PULL UP” is generated,
The alert boundaries are defined in terms of airplane vertical speed and radio altitude.
Mode 1 is active regardless of the flight phase whenever Radio Altitude is valid and
tracking less than 2,450 ft AGL. Lower level cutoff when using Inertial Vertical Speed
(IVS) occurs at 10 feet radio altitude during landing. With IVS the mode is re-enabled at
30 feet radio altitude during takeoff.

F2000EX EASY 02-34_10-00
CODDE 1 PAGE 3 / 22
EGPWS
DGT94085 ISSUE 20
Mode 2 - Excessive terrain closure rate
Mode 2 has two sub-modes, referred to as mode 2A and mode 2B, the active sub-mode
being determined by the airplane configuration.
■ Mode 2A
2500
2000
Speed Expansion
1500
"
AIN
R
1000
TER
"PULL UP!"
AIN
500
RR
"TE
0
0 2000 4000 6000 8000 10000
TERRRAIN CLOSURE RATE (FEET/MIN)
FIGURE 02-34_10-00-01 - EXCESSIVE TERRAIN CLOSURE RATE - MODE 2A
Mode 2A is enabled when the conditions for enabling mode 2B are not met (see
below). The mode 2A maximum upper boundary is reduced to 950 ft for all
airspeeds when Terrain Awareness functions are available and of high integrity.
If the airplane penetrates the mode 2A alerting envelope (yellow):
- The voice alert “TERRAIN TERRAIN” is generated initially,
If the airplane continues to penetrate the envelope (red):
- The voice alert “PULL UP” is repeated continuously generated,
is exited.

02-34_10-00 F2000EX EASY
PAGE 4 / 22 CODDE 1
EGPWS
ISSUE 20 DGT94085
■ Mode 2B
FIGURE 02-34_10-00-02 - EXCESSIVE TERRAIN CLOSURE RATE - MODE 2B
Mode 2B provides a desensitized alert envelope, allowing normal landing approach

maneuvering close to the terrain without producing unwanted alerts.
Mode 2B is active regardless of the flight phase whenever the radio altitude is valid
and tracking less than 2,450 ft AGL.
Mode 2B is enabled for four conditions:
- Whenever flaps are selected to the landing position,
- If the airplane is performing an ILS approach and is within ± 2 dots of both
localizer and glideslope centerlines,
- If the airplane is within 10 miles and 3500 ft of the destination runway and the
Terrain Awareness function is of high integrity,
- During the first 60 seconds after take-off.
If the airplane penetrates the mode 2B envelope with either gear or flaps not in
landing configuration:
- The voice alert “TERRAIN TERRAIN” is generated initially,
If the airplane continues to penetrate the envelope, then:
- The voice alert “PULL UP” is repeated continuously,
is exited.
If the airplane penetrates the mode 2B envelope with both gear and flaps in landing
configuration:
- The voice alert “TERRAIN” is repeated until the envelope is exited.

F2000EX EASY 02-34_10-00
CODDE 1 PAGE 5 / 22
EGPWS
DGT94085 ISSUE 20
Mode 3 – Altitude loss after take-off
2500
2000
1500
1000
"DON'T SINK"
500
0
0 200 400 600
ALTITUDE LOSS (FEET)
FIGURE 02-34_10-00-03 - ALTITUDE LOSS AFTER TAKE-OFF
Mode 3 is enabled after Take-Off or Go- Around when landing gear or flaps are not in the
landing configuration, and stays enabled until the EGPW detects that the airplane has
gained sufficient altitude so that it is no longer in the Take-Off phase of flight.
If the airplane penetrates the mode 3 envelope:
- The voice alert “DON'T SINK DON'T SINK” is generated,

02-34_10-00 F2000EX EASY
PAGE 6 / 22 CODDE 1
EGPWS
ISSUE 20 DGT94085
Mode 4 - Unsafe Terrain Clearance
■ Mode 4A
FIGURE 02-34_10-00-04 - UNSAFE TERRAIN CLEARANCE - MODE 4A
With gear still up:

- If the airplane penetrates the boundary at 500 feet radio altitude, the voice alert
will be “TOO LOW GEAR”,
- Above 190 knots the upper boundary increases linearly with airspeed to a
maximum of 1000 feet radio altitude at 250 knots or more. Penetrating this
boundary produces the voice alert “TOO LOW TERRAIN” and the
The mode 4A maximum is reduced to 500 ft when Terrain Inhibit is not selected,
and Terrain Clearance Floor function is enabled or Terrain Awareness function is
available and operating in a state of high integrity.

F2000EX EASY 02-34_10-00
CODDE 1 PAGE 7 / 22
EGPWS
DGT94085 ISSUE 20
■ Mode 4B
FIGURE 02-34_10-00-05 - UNSAFE TERRAIN CLEARANCE - MODE 4B
With gear down and flaps not in landing configuration:

- Penetration below 159 knots results in the voice alert “TOO LOW FLAPS”,
- Above 159 knots the voice alert is “TOO LOW TERRAIN” and the
The mode 4B maximum is reduced to 245 ft when Terrain Inhibit is not selected,
and the Terrain Clearance Floor function is enabled or the Terrain Awareness
function is available and operating in a state of high integrity.

02-34_10-00 F2000EX EASY
PAGE 8 / 22 CODDE 1
EGPWS
ISSUE 20 DGT94085
■ Mode 4C
FIGURE 02-34_10-00-06 - UNSAFE TERRAIN CLEARANCE - MODE 4C
The sloped portion of the envelope boundary is described by the equation:

Minimum terrain clearance = 0.75 ∗ Radio altitude
Mode 4C is based on a minimum terrain clearance, or floor, that increases with
radio altitude during takeoff. A value equal to 75% of the current radio altitude is
accumulated in a long term filter. Any decrease of radio altitude below the filter
value with gear or flaps up will result in the voice alert.
If the airplane penetrates the mode 4C envelope:
- The voice alert is ”TOO LOW TERRAIN”,
NOTE
Mode 3 versus mode 4C: to keep these two different take-off mode protections clear it can
simply be remembered that mode 3 protects against the airplane gradually sinking down to
terrain and mode 4C protects against terrain that is gradually rising.

F2000EX EASY 02-34_10-00
CODDE 1 PAGE 9 / 22
EGPWS
DGT94085 ISSUE 20
Mode 5 – Excessive glideslope deviation
FIGURE 02-34_10-00-07 - EXCESSIVE GLIDESLOPE DEVIATION
Mode 5 provides alerting when the airplane flight path descends below the glideslope
beam on front course ILS approaches or when the airplane flight path descends below
the selected GPS vertical flight path during LPV approaches.
The first alert activation occurs whenever the airplane is more than 1.3 dots below the
beam and is called a “soft” glideslope alert because the volume level of the “Glideslope”
alert is approximately one half (-6 dB) that of the other alerts.
A second alert boundary occurs below 300 feet radio altitude with greater than 2 dots
deviation and is called “loud” or “hard” glideslope alert because the volume level is
increased to that of the other alerts.
Mode 5 alerts activate the amber annunciation in the ADI.

02-34_10-00 F2000EX EASY
EGPWS
ISSUE 20 DGT94085
Mode 6 – Altitude awareness call-outs
Mode 6 provides alerts and call-outs for descent below predefined altitudes, decision
height (DH), minimums, approaching decision height and approaching minimums.
MODE 6 MINIMUMS
MINIMUMS Provides Minimums call out for descent below minimums setting
MODE 6 APPROACHING DH
APPROACHING Provides Approaching Minimums call out for descent below
MINIMUMS minimums setting plus 80 feet
MODE 6 ALTITUDE CALL-OUTS
1,000 Provides One Thousand call out for descent below 1,000 feet
500 Provides Five Hundred call out for descent below 500 feet
300 Provides Three Hundred call out for descent below 300 feet
200 Provides Two Hundred call out for descent below 200 feet
50* Provides Fifty call out for descent below 50 feet
40* Provides Forty call out for descent below 40 feet
30* Provides Thirty call out for descent below 30 feet
20* Provides Twenty call out for descent below 20 feet
10* Provides Ten call out for descent below 10 feet
5 Provides Five call out for descent below 5 feet
NOTE
* means that annunciations are mandatory for HUD Cat III approaches.

F2000EX EASY 02-34_10-00
EGPWS
DGT94085 ISSUE 20
EGPWS - ENHANCED MODES
Windshear detection
FIGURE 02-34_10-00-08 - WINDSHEAR DETECTION
Windshear detection is active between 10 and 1,500 ft AGL during the initial Take-Off
and final approach phases of flight.
Windshear warning alerts are given for decreasing headwind (or increasing tailwind) and
severe vertical downdrafts. The windshear warning activates:
- The voice alert “WINDSHEAR WINDSHEAR WINDSHEAR”,
Windshear caution alerts are given for increasing headwind (or decreasing tailwind) and
severe updrafts. The windshear caution activates:
- The voice alert “CAUTION WINDSHEAR”,

02-34_10-00 F2000EX EASY
EGPWS
ISSUE 20 DGT94085
Excessive Bank Angle Call-out
FIGURE 02-34_10-00-09 - EXCESSIVE BANK ANGLE CALL-OUT
A Bank Angle curve violation produces the voice alert “BANK ANGLE BANK ANGLE”.
Terrain Clearance Floor
Terrain Clearance FloorBasic TCF creates an increasing terrain clearance envelope

(using Radio Altitude AGL) around the intended airport runway directly related to the
distance from the runway.
The RFCF function provides alerts based on height (MSL, not AGL) above the destination
runway also directly related to the distance from the runway.
TCF is active whenever a valid radio altitude is present. RFCF is active whenever the
airplane is within 5 Nm of the runway.
When the airplane penetrates the TCF (or RFCF) alert envelope:
- The voice alert “TOO LOW TERRAIN” is generated,

F2000EX EASY 02-34_10-00
EGPWS
DGT94085 ISSUE 20
245 FT
CONVENTIONAL TCF
CONVENTIONAL TCF

45°
RUNWAY
245 FT
FIGURE 02-34_10-00-10 - TERRAIN CLEARANCE FLOOR

02-34_10-00 F2000EX EASY
EGPWS
ISSUE 20 DGT94085
Terrain and Obstacles Alerts
Two envelopes are computed, one corresponding to a terrain caution alert level and the
other to a terrain warning alert level.
SLOPES = GREATER OF FPA OR +6 DEG
FLIGHT PATH ANGLE

(FPA)
TERRAIN FLOOR
WARNING CAUTION
AREA AREA
SLOPES VARY WITH FPA
WARNING LOOK AHEAD DISTANCE
CAUTION LOOK AHEAD DISTANCE
WARNING LOOK UP DISTANCE
CAUTION LOOK UP DISTANCE
LOOK AHEAD DISTANCES VARY WITH GROUND SPEED AND DISTANCE TO RUNWAY
TERRAIN FLOOR VARIES WITH DISTANCE TO RUNWAY
FIGURE 02-34_10-00-11 - CAUTION ENVELOPE - PERSPECTIVE VIEW

F2000EX EASY 02-34_10-00
EGPWS
DGT94085 ISSUE 20
During a terrain caution alert:

o If terrain caution alert: voice alert “CAUTION TERRAIN, CAUTION TERRAIN”,
o If obstacle caution alert: voice alert “CAUTION OBSTACLE, CAUTION
OBSTACLE”.
flashing yellow.
The aural warning is repeated every 10 seconds if still within the terrain caution envelope.
During a terrain warning alert:
o If terrain alert: voice alert “TERRAIN TERRAIN, PULL UP”,
o If obstacle alert: voice alert “OBSTACLE OBSTACLE, PULL UP”.
flashing red.
The phrase “PULL UP” is then repeated continuously while within the warning envelope.

02-34_10-00 F2000EX EASY
EGPWS
ISSUE 20 DGT94085
TERRAIN DISPLAY
MDU I-NAV (if selected)
I-NAV can display all three types of terrain display: absolute terrain, Terrain Awarness
Display (TAD) and alerting terrain. All I-NAV informations are displayed based on the
same airplane FMS position.
Absolute terrain and TAD terrain are available on Noth Up format. Alerting terrain is not
available in this format to avoid confusion about the terrain threat direction.
Absolute terrain
Only displayed on I-NAV via the Terrain layer selection. This terrain can be dimmed.
Terrain color code is based on Absolute Height above sea level (blue, green, brown).
Terrain Awareness Display (TAD)
Only displayed on I-NAV when absolute terrain is displayed. If Wx layer is also selected
TAD is inhibited (annunciated by TAD OFF on the I-NAV bottom right).TAD can be
dimmed in conjunction with the absolute terrain. The color code is based on relative
height between the airplane compare to the terrain (high intensity for red, high and low
intensity for yellow, low and very low intensity for green). EGPWS geometric altitude is
used to determine the color of terrain (5 levels). The TAD is displayed 20 NM around the
airplane FMS (Pilot Flying side) position.
The following table indicates the TAD colors and elevations:
Color Indication
Solid red Terrain / obstacle threat area – Warning.
Solid yellow Terrain / obstacle threat area – Caution.
50 % red fill Terrain / obstacle that is more than 2,000 ft above airplane altitude.
50 % yellow fill Terrain / obstacle that is between 1,000 and 2,000 ft
above airplane altitude.
25 % yellow fill Terrain / obstacle that is between 500 ft (250 ft with gear down)
below to 1,000 ft above airplane altitude.
50 % green fill Terrain / obstacle that is between 500 ft (250 ft with gear down)
below to 1,000 ft below airplane altitude.
16 % green fill Terrain / obstacle that is between 1,000 and 2,000 ft

below airplane altitude.
Black No significant terrain / Obstacle.

F2000EX EASY 02-34_10-00
EGPWS
DGT94085 ISSUE 20
EGPWS Alert Display (Alerting Terrain)
If there is a terrain alert, the I-NAV is automatically forced in HDG-UP format with a 5 NM
range. There is no pop-up if the terrain is not displayed. The flashing red or yellow terrain
cannot be dimmed.
TRAFFIC window pop-up in case of terrain alert
In case of CAUTION or WARNING terrain alert, there is a 1/6 PDU window POP-UP on
the Pilot Flying side. This window only displays EGPWS alerting terrain, flashing red or
yellow. The display is HDG-UP oriented with a full 5 NM range (not modifiable).
NOTE
In case of EGPWS alert, the TCAS mode is automatically selected in TA only. After a 1/6
window pop-up on the pilot flying side, there is no automatic return to previous selection at
the end of the alert.

02-34_10-00 F2000EX EASY
EGPWS
ISSUE 20 DGT94085
CONTROL AND STATUS DISPLAYS
Controls
The following controls are available for the EGPWS system:

- SYNOPTIC TEST page : EGPWS test: allows to test the system,
- WX / LSS / TAWS tab in SENSORS window :
FIGURE 02-34_10-00-12 - SENSORS WINDOW - WX / LSS / TAWS TAB
NOTE
If flaps override remains selected above 250 kts GND PROX 1 FAIL
message is displayed. Flaps override must be deselected after go-around.
TAWS controls can inhibit associated audio warnings:

- Mode 4 : allow the crew to simulate flaps in landing configuration
(no alert) whatever the flaps configuration. This allows flying without too low flaps
aural alert which appears at 250 ft RA during approach if SF3 configuration is not
set,
- Mode 5 selection,
- Enhanced Mode selection, and
- Mode 1 selection : allows steep landing without GPWS mode 1
nuisance alert ("SINK RATE").
and selections can also be set in the FMW.

F2000EX EASY 02-34_10-00
EGPWS
DGT94085 ISSUE 20
When Synthetic Vision Sytem option is intalled, SV selection is available.

This selection is redundant with the IPFD HSI menu bar. It provides a means to ensure
that SV can be turned off on IPFD in case of malfunction regardless of the window failure
mode.
The default power up setting for this control is:
- Auto if on ground (i.e. the setting will be reset to the Auto state following power up on
ground),
- The memorized state if in air (to remain off if it was so selected).
When Runway Awareness and Advisory System option is installed, RAAS Inhibt selection
is available.
When the RAAS Inhibit is selected, all the RAAS routine and non-routine are inhibited.
The default power up setting for this control is un-checked.
- MKB pushbuttons
- : allows to inhibit "GLIDE SLOPE" aural warning. This function can be activated
when in approach if the crew anticipate to fly below the glide (e.g. for visual
approach). This function is also available in the PDU SENSORS window,
- : allows to desactivate the enhanced modes Terrain Clearance Floor and
Terrain and Obstacles alerts to avoid unwanted alerts. Conditions to use this
function are described in AFM, Limitations section. This function is also available in
the PDU SENSORS window.
Status displays
The above selections statuses are displayed in the lower part of the PDU (HSI window):
- : test in progress,
- : Terrain failure,
- : Flaps override is selected,
- : G/S inhibit is selected,
- : Terrain inhibit is selected.
White CAS message allows the crew to have permanent status information of the
associated EGPWS sensor selected mode:
FLAP OVRD G/S CANCEL TERR INHIBIT
On the upper part of the PDU (ADI window), STP is displayed when the STEEP
APPROACH mode is selected.

02-34_10-00 F2000EX EASY
EGPWS
ISSUE 20 DGT94085
FIGURE 02-34_10-00-13 - STEEP ANNUNCIATION
VISUAL AND AURAL ALERTING
Visual
An EGPWS alerts is displayed in the ADI window:

- Flashing in case of EGPWS warning,
- Flashing in case of other EGPWS caution alerts,
- Flashing in case of windshear warning,
- Flashing in case of windshear warning.
FIGURE 02-34_10-00-14 - WINDSHEAR INDICATION
CAS messages
The following failures are possible with the EGPWS system:

- EGPWS system failure: EGPWS 1 FAIL is diplayed on CAS window.
- GND PROX 1 FAIL appears on CAS window. This CAS message can be
activated if one or more of the GPWS basic modes is inoperative. For any GPWS
mode that remains operational, aural and visual alerts can be provided.
- Windshear failure: WINDSHEAR 1 FAIL appears on CAS window.
- Terrain failure or unavailable: TERR 1 FAIL is displayed on CAS window.
In addition, an amber TERR indication is displayed in the lower part of the PDU.

F2000EX EASY 02-34_10-00
EGPWS
DGT94085 ISSUE 20
Aural warning
ALERT / WARNING CONDITION AURAL WARNING
MODE 7 WINDSHEAR WARNING WINDSHEAR WINDSHEAR WINDSHEAR

MODE 2 PULL UP PREFACE TERRAIN TERRAIN
TERRAIN TERRAIN (FAA)
TERRAIN AWARENESS PREFACE
TERRAIN AHEAD (JAA)
TERRAIN AWARENESS WARNING PULL UP
OBSTACLE OBSTACLE (FAA)
OBSTACLE AWARENESS PREFACE
OBSTACLE AHEAD (JAA)
OBSTACLE AWARENESS WARNING PULL UP
MODE 2 TERRAIN TERRAIN TERRAIN
MODE 6 MINIMUMS MINIMUMS
CAUTION TERRAIN (PAUSE)
TERRAIN AWARENESS CAUTION
CAUTION TERRAIN (7 sec pause)
CAUTION OBSTACLE (PAUSE)
OBSTACLE AWARENESS CAUTION
CAUTION OBSTACLE (7 sec pause)
MODE 4 TOO LOW TERRAIN TOO LOW TERRAIN
TCF TOO LOW TERRAIN TOO LOW TERRAIN
MODE 6 ALTITUDE CALL-OUTS Selected call-out
MODE 4 TOO LOW GEAR TOO LOW GEAR
MODE 4 TOO LOW FLAPS TOO LOW FLAPS
MODE 1 SINKRATE SINKRATE (PAUSE) SINKRATE
MODE 3 DON’T SINK DON’T SINK (PAUSE) DON’T SINK
MODE 5 GLIDE SLOPE GLIDE SLOPE
MODE 6 APPROACHING DH APPROACHING MINIMUMS
MODE 6 BANK ANGLE BANK ANGLE (PAUSE) BANK ANGLE
MODE 7 WINDSHEAR ALERT (QUIET)

02-34_10-00 F2000EX EASY
EGPWS
ISSUE 20 DGT94085
SYSTEM LIMITATION
The performance of the EGPWS terrain protection is linked with the performance of
navigation. RNP must be maintained at the good level.
If the terrain function is not available, the basic GPWS function remains active (if all sensors
required by this function are available).

F2000EX EASY 02-34_11-00
CODDE 1 PAGE 1 / 22
RAAS (OPTION)
DGT94085 ISSUE 20
GENERAL
INTRODUCTION
The Runway Awareness and Advisory System (RAAS) is an optional software enhancement
hosted in the EGPWM unit.
In order to lower the probability of runway incursion events, the RAAS improves the
situational awareness in providing the flight crew with timely aural advisory messages during
taxi, take-off and landing rolls, and short final approach.

02-34_11-00 F2000EX EASY
ATA 34_11 NAVIGATINO (EASY II)
PAGE 2 / 22 CODDE 1
RAAS (OPTION)
ISSUE 20 DGT94085
■ Controls
The pilot controls the RAAS through:

- The SENSORS window,
- The TAWS setting dialogbox (FMW / Arrival POF/ Landing Config tab)
- The SIL pushbutton to mute RAAS aural messages,
- The TEST synoptic.
■ Indications
RAAS infoms the flight crex via:

- The ENG-CAS window for CAS messages,
- The aural alerts.

F2000EX EASY 02-34_11-00
CODDE 1 PAGE 3 / 22
RAAS (OPTION)
DGT94085 ISSUE 20
DESCRIPTION
GENERAL
The RAAS uses existing EGPWS voice and audio technology to generate aural advisories,
which are heard over the same airplane audio systems that presently provide EGPWS audio
caution and warning alerts in the flight deck.
RAAS advisories are generated based upon the current airplane position when compared to
the location of the airport runways, which are stored within the EGPWM threat database
(internal EGPWS Terrain / Obstacle / Runway Database).
The main data used by the RAAS are:
- GPS data inputs of the EGPWM,
- EGPWS runway database hosted in the EGPWM.
BASIC LAYOUT DIAGRAM
FIGURE 02-34_11-00-01 - RAAS INTEGRATION IN THE EGPWM INTERFACE

02-34_11-00 F2000EX EASY
PAGE 4 / 22 CODDE 1
RAAS (OPTION)
ISSUE 20 DGT94085
RAAS FUNCTIONS
The RAAS provides aural advisories to the flight crew in a significant number of scenarios
that are known to have led to runway incursion incidents and accidents.
These aural advisories are grouped into two categories:
- Routine advisories,
- Non-routine advisories.
Routine Advisories
Routine advisories are voice messages that the flight crew will hear during routine
operations. They are intended to enhance the flight crew's awareness of the position of
the airplane.
There are five routine advisories:
- Approaching runway in flight,
- Approaching runway on ground,
- On runway,
- Distance remaining,
- Runway end.
The first three routine advisories ("approaching runway in flight", "approaching runway on
ground" and "on runway") will be heard by the crew in normal operations, providing
increased position awareness relative to the runway during taxi and flight operations.
They are intended to reduce the risk of a runway incursion.
The remaining two routine advisories ("distance remaining" and "runway end") provide
information about the airplane location along the runway, and are intended to reduce the
risk of overruns.

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CODDE 1 PAGE 5 / 22
RAAS (OPTION)
DGT94085 ISSUE 20
■ Approaching runway in flight
This advisory voice message (e.g. "APPROACHING THREE-FOUR LEFT")

provides the crew with awareness of which runway the airplane is lined-up during
approach.
FIGURE 02-34_11-00-02 - APPROACHING RUNWAY IN FLIGHT ADVISORY MESSAGE
The "approaching runway in flight" advisory is annunciated for each runway

alignment when the following conditions are met:
- The airplane is between 300 and 750 feet above the airport elevation and,
- The airplane is within 3 NM of the runway end and,
- The airplane track is within ± 20 degrees of the runway heading and,
- The airplane position is within 200 feet laterally of the runway centerline plus
the runway width.
If more than one runway meet the qualifying conditions (e.g. two runways within
± 20 degrees of heading of each other), then the advisory voice message
"APPROACHING RUNWAYS" is generated.
NOTE
The "approaching runway in flight" advisory is inhibited between 550 feet and 450 feet above
runway elevation to allow normal 500-foot altitude call out and/or crew procedures without
conflict.

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RAAS (OPTION)
ISSUE 20 DGT94085
■ Approaching runway on ground
This advisory voice message (e.g. "APPROACHING ONE-ONE") provides the flight
crew with awareness of a proximate runway edge being approached by the airplane
during taxi operations.
FIGURE 02-34_11-00-03 - APPROACHING RUNWAY ON GROUND ADVISORY MESSAGE
The RAAS determines the runway identifier for the runway end that is the closest to
the position of the airplane and generates the aural message when the following
conditions are met:
- Airplane is on the ground and,
- Airplane ground speed is less than 40 knots and,
- Airplane is within a specified distance from the runway.

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RAAS (OPTION)
DGT94085 ISSUE 20
The specified distance from the runway is a function of the airplane ground speed
and the closure angle with the runway. A higher ground speed will result in an
earlier advisory and vice versa.
■ On runway on ground
This advisory voice message (e.g. "ON RUNWAY THREE-FOUR LEFT") provides
the crew with awareness of which runway the airplane is lined-up with.
FIGURE 02-34_11-00-04 - ON RUNWAY ON GROUND ADVISORY MESSAGE
The advisory is generated each time the following conditions are met:
- The airplane is on ground,
- The airplane enters a runway and,
- The airplane heading is within ± 20 degrees of the runway heading.
The "ON RUNWAY RUNWAYS" voice message is issued if more than one runway
meet the above qualifying conditions.

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RAAS (OPTION)
ISSUE 20 DGT94085
■ Distance remaining landing and roll out
This advisory voice message (e.g. "4,000 REMAINING") enhances crew awareness
of airplane along-track position relative to the runway end.
It is generated when the following conditions are met:
- The airplane ground speed is greater than or equal to 40 knots and,
- On the last half of the runway, one of the 2 following conditions is met:
o The airplane is on the ground or,
o The airplane height is less than or equal to 100 ft and vertical speed is more
than or equal to - 450 ft/min.
Messages are generated in the flight deck for each step of thousand feet before the
end of the runway. Then, "500 REMAINING" voice message is generated when 500
ft remain before the end of runway;
FIGURE 02-34_11-00-05 - DISTANCE REMAINING ADVISORY MESSAGE
NOTE
If the crew elects to go-around after the distance remaining advisories are triggered, the
advisories continue to be annunciated at the appropriate distances along the runway.

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RAAS (OPTION)
DGT94085 ISSUE 20
■ Runway end on ground
This advisory voice message ("100 REMAINING") is intended to improve flight crew
awareness of the position of the airplane relative to the runway end during low
visibility conditions.
It is generated when the following conditions are met:
- The airplane is on the runway and,
- The airplane heading is within ± 20 degrees of the runway heading and,
- The airplane approaches within 100 feet (or 30 meters) of the runway end and,
- The airplane ground speed is less than 40 kt.
A voice message "100 REMAINING" is generated when 100 ft remain before the
end of runway.
FIGURE 02-34_11-00-06 - RUNWAY END ADVISORY MESSAGE

02-34_11-00 F2000EX EASY
RAAS (OPTION)
ISSUE 20 DGT94085
Non-routine Advisories
Non-routine advisories are aural warning that the flight crew will seldom or perhaps never
hear, and that are provided to enhance safety in specific situations that are not
necessarily encountered during routine airplane operations.
There are five non-routine advisories:

- Approaching short runway in flight,
- Insufficient runway length on ground,
- Extended holding on runway,
- Taxiway take-off,
- Distance remaining Rejected Take-Off (RTO).

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RAAS (OPTION)
DGT94085 ISSUE 20
■ Approaching short runway in flight
This advisory voice message (e.g. "THREE THOUSAND AVAILABLE") provides

the crew with awareness of which runway the airplane is lined-up with, and that the
available runway length for landing is less than 5,000 ft.
The available runway length is determined by comparing the runway length as
defined in the EGPWS runway database (part of the threat database) with the
nominal runway length required for the airplane defined at 5,000 ft by default.
NOTE
The "approaching short runway in flight" function of the RAAS does not take into account
airplane performance factors such as airplane weight, wind, runway condition, slope, air
temperature and altitude of airport.
FIGURE 02-34_11-00-07 - APPROACHING SHORT RUNWAY IN FLIGHT ADVISORY MESSAGE
This advisory is generated for each runway alignment when the following conditions
are met:
- All conditions for a routine approaching runway in flight advisory are satisfied
and,
- Aligned runway is shorter than the nominal runway length for landing.
If more than one runway meet the qualifying conditions (e.g. two runways within
± 20 degrees of heading of each other), then the voice message "APPROACHING
RUNWAYS" is generated.

02-34_11-00 F2000EX EASY
RAAS (OPTION)
ISSUE 20 DGT94085
NOTE
The "approaching short runway in flight" advisory is muted between 550 and 450 feet above
runway elevation to allow normal 500-foot altitude callouts and/or crew procedures without
conflict.
EXAMPLE: If the airplane aligns with a runway compatible with the airplane,
followed by a side-step to a short runway, while still meeting the altitude
requirements defined for the "approaching runway in flight" advisory, two
approaching runway advisories would be heard as represented in the following
figure:
- The first a routine:
o "APPROACHING TWO-FIVE RIGHT",
- The second, a non-routine:
- "APPROACHING TWO-FIVE LEFT, THREE-THOUSAND-EIGHT HUNDRED
AVAILABLE".
FIGURE 02-34_11-00-08 - APPROACHING SHORT RUNWAY IN FLIGHT ADVISORY EXAMPLE

F2000EX EASY 02-34_11-00
RAAS (OPTION)
DGT94085 ISSUE 20
■ Insufficient runway length on ground
This advisory voice message (e.g. "FIVE THOUSAND REMAINING") provides the
crew with awareness of which runway the airplane is lined-up with, and that the
runway length available for take-off is less than the minimum takeoff runway length
defined at 5,000 ft by default.
The available runway length is determined by comparing the airplane’s position on
the runway with the distance available as defined in the EGPWM threat database
(EGPWS runway database).
The advisory is announced by appending the available runway length information to
the routine on runway advisory.
FIGURE 02-34_11-00-09 - INSUFFICIENT RUNWAY LENGTH ON GROUND ADVISORY MESSAGE
This advisory is generated for each runway alignment when the following conditions
are met:
- All conditions for a routine "on runway on ground" advisory are satisfied and,
- Available distance for take-off is less than the nominal runway length value
defined at 5,000 ft by default.
The runway length information announced in the message refers to the runway
distance available from the EGPWM threat database (EGPWS runway database) to
the nearest 100 feet.
The "insufficient runway length" advisory is generated once each time the airplane
enters a runway where the above conditions are satisfied.
An additional insufficient runway length advisory "FIFTY REMAINING" is
announced if the airplane remains on the runway 50 feet from the runway end.

02-34_11-00 F2000EX EASY
RAAS (OPTION)
ISSUE 20 DGT94085
NOTE
The "insufficient runway length on ground" function of the RAAS does not take into account
airplane performance factors such as airplane weight, wind, runway condition, slope, air
temperature and altitude of airport.
■ Extended holding on runway
This advisory voice message provides crew awareness of an extended holding

period on the runway.
This advisory aural warning is generated when the following conditions are met:
- Airplane is on a runway and,
- The airplane ground speed is less than 40 kt and,
- Airplane heading is within ± 20 degrees of the runway heading and,
- Airplane along-track distance does not change more than 100 ft in a period of
90 seconds
The "extended holding on runway" advisory is annunciated twice for each
supplementary interval of 60 seconds.
FIGURE 02-34_11-00-10 - EXTENDED HOLDING ON RUNWAY ADVISORY MESSAGE
For example, if an airplane is cleared to line-up-and-wait on runway 34L and, after

waiting in position for an extended period of 90 seconds, the system will annunciate
"ON RUNWAY THREE-FOUR LEFT, ON RUNWAY THREE-FOUR LEFT".
If the airplane continues to hold for another period of 60 seconds, the same
message referenced previously is repeated.

F2000EX EASY 02-34_11-00
RAAS (OPTION)
DGT94085 ISSUE 20
The "extended holding on runway" advisory is suppressed after a RTO is detected

according to the "distance remaining rejected take-off" advisory (described further).
The "extended holding on runway" advisory is reset when the airplane leaves the
runway.
■ Taxiway Take-off
This advisory voice message ("ON TAXIWAY!, ON TAXIWAY!") enhances crew

awareness of excessive taxi speeds or an inadvertent take-off on a taxiway. It is
enabled when the following conditions are met:
- Ground speed of the airplane is greater than 40 knots and,
- Airplane is on a surface other than a runway.
NOTE
The RAAS functions are based on a database of runway locations. The system does not have
knowledge of the location of taxiways.
FIGURE 02-34_11-00-11 - “TAXIWAY TAKEOFF” ADVISORY MESSAGE

02-34_11-00 F2000EX EASY
RAAS (OPTION)
ISSUE 20 DGT94085
■ Distance remaining Rejected Take-Off
This advisory voice message provides the flight crew with position awareness
during a Rejected Take-Off (RTO).
This advisory voice message is generated when the following conditions are met:
- Airplane is on the last half of the runway and,
- Radio altitude is less than equal to 100 feet and,
- Ground speed is greater than or equal to 40 knots and,
- Airplane ground speed during the take-off roll decreases by 7 knots from its
maximum.
FIGURE 02-34_11-00-12 - DISTANCE REMAINING RTO ADVISORY MESSAGE
The RAAS will repeat the distance remaining RTO advisory for each step of
thousand feet before the end of the runway. Then, "500 REMAINING" voice
message is generated when 500 ft remain before the end of runway.

F2000EX EASY 02-34_11-00
RAAS (OPTION)
DGT94085 ISSUE 20
CONTROLS
The pilot controls the RAAS through:

- The SENSORS window,
- The TAWS setting dialogbox (FMW / Arrival POF/ Landing Config tab),
- The SIL pushbutton to mute RAAS aural messages,
- The TEST synoptic.
RAAS Inhibited
All the RAAS routine and non-routine advisories can be inhibited in the SENSORS
window or in the TAWS setting window (FMW / Arrival POF/ Landing Config tab):
SENSOR window TAWS setting dialog box

FIGURE 02-34_11-00-13 - RAAS INIBITED
When RAAS inhibit is ticked, a white CAS message RAAS INHIBITED is displayed in
the CAS window.
It is recommended to inhibit the RAAS when:
- The RAAS operational integrity is in doubt,
- The RAAS is likely to impair ATC communication or standard call-outs,
- The runway characteristics are temporaly modified (see NOTAMs).

02-34_11-00 F2000EX EASY
RAAS (OPTION)
ISSUE 20 DGT94085
RAAS automatic inhibition
If RAAS has detected a Rejected Take-Off (RTO) condition, advisories (other than
distance remaining) are temporarily inhibited, no visual CAS message or voice message
associated with this condition are provided during normal operation.
In some cases, the RAAS voice messages are inhibited to give priorities to other flight
deck aural alerts and warning (e.g. EGPWS).
TEST synoptic
In the TEST synoptic, clicking on the EGPWS soft key, allows testing the optional RAAS.
Such test is only available on the ground.
FIGURE 02-34_11-00-14 - RAAS TEST THROUGH THE EGPWS TEST
The RAAS will self-test when the following conditions are met:
- RAAS is available and enabled (GPS available and GPS position accuracy
≤ 0.05 NM and airport / runway is RAAS qualfied),
- RAAS not inhibited,
- IRS are aligned.
If the above conditions are fulfilled, the generation of a voice message at the end of the
EGPWS aural test sequence will inform the crew that the RAAS is fully operational.
If the RAAS is not available, inhibited or failed, no message will be played.
By default; the RAAS test aural message is “RUNWAY AWARENESS OK, FEET”. The
global EGPWS test message will be:
"GLIDE SLOPE ---- PULL UP ---- WINDSHEAR WINDSHEAR WINDSHEAR ----
TERRAIN TERRAIN, PULL UP ---- RUNWAY AWARENESS OK, FEET".
INAV orientation switches to North Up after EGPWS test.

F2000EX EASY 02-34_11-00
RAAS (OPTION)
DGT94085 ISSUE 20
INDICATIONS
RAAS informs the flight crew via:

- CAS messages in the ENG-CAS window,
- voice messages (aural alerts).
RAAS voice messages
Each RAAS voice message is played by a female voice and can be made of 10 words.
The RAAS voice messages have lower priority than other aural warnings (voice
messages and tones) generated in the flight deck (e.g. EGPWS). RAAS advisories are
mutually exclusive in annunciation. In the event that multiple RAAS advisories occur at
the same time, the following priority order (from the highest to the lowest) is used to
determine the order in which the advisories are issued:
- 1/ Taxiway take-off
- 2/ Approaching runway in flight or on ground
- 3/ On runway on ground
- 4/ Distance remaining landing and roll-out
- 5/ Runway end
- 6/ Approaching short runway in flight
- 7/ Insufficient runway length on ground
- 8/ Extended holding on runway
- 9/ Distance remaining RTO
pushbutton may silence the RAAS aural annunciation.
A summary of all RAAS advisory voice messages is given in the below table, where:
- XX = runway identifier
- Y = LEFT or RIGHT or CENTER
- ZZ = distance in feet

02-34_11-00 F2000EX EASY
RAAS (OPTION)
ISSUE 20 DGT94085
RAAS ADVISORY VOICE MESSAGE

- Taxiway take-off - "ON TAXIWAY!, ON TAXIWAY!"
- Approaching runway in flight - "APPROACHING XX Y"
- Approaching runway on ground (e.g. APPROACHING THREE-FOUR
LEFT)
NOTE - "APPROACHING RUNWAYS"
Both advisories use both messages (when more than one runway meet
the qualifying conditions)
- "ON RUNWAY XX"

- "ON RUNWAY RUNWAYS"
- On runway on ground
(when more than one runway meet
- "ZZ REMAINING"
e.g.:
- "5,000 REMAINING"
- Distance remaining during landing and - "4,000 REMAINING"
roll-out
- "3,000 REMAINING"
- "2,000 REMAINING"
- "1,000 REMAINING"
- "500 REMAINING"
- Runway end - "100 REMAINING"
- "APPROACHING XX, ZZ AVAILABLE"
- "APPROACHING RUNWAYS"
- Approaching short runway in flight
(when more than one runway meet
- Insufficient runway length on ground - "ON RUNWAY XX, ZZ REMAINING"
- Extended holding on runway - "ON RUNWAY XX, ON RUNWAY XX"
- "ZZ REMAINING"
- Distance remaining RTO
Refer to "distance remaining during
landing and roll-out"

F2000EX EASY 02-34_11-00
RAAS (OPTION)
DGT94085 ISSUE 20
SYSTEM PROTECTION
As an enhancement of the EGPWS module, the RAAS benefits of the EGPWS' system
monitoring and active protection.

02-34_11-00 F2000EX EASY
RAAS (OPTION)
ISSUE 20 DGT94085
ABNORMAL OPERATION
CAS MESSAGES
RAAS FAIL RAAS function is failed.
RAAS INHIBITED RAAS inhibit checkbox is selected
RAAS function is not available:

- GPS is not available or GPS position accuracy is
RAAS NOT AVAILABLE degraded (HFOM > 0.05 NM);
- Airport / runway is not RAAS qualified,
- Ground speed, true track, true heading are invalid.

F2000EX EASY 02-34_12-00
CODDE 1 PAGE 1 / 16
SVS (OPTION)
DGT94085 ISSUE 20
GENERAL
INTRODUCTION
The Synthetic Vision System (SVS) consists of a synthetic depiction of the outside world
integrated as the background layer of the Primary Flight Display (PFD).
All the symbols and annunciations and graphical features that are displayed on PFD are
displayed on top of the SV layer.
The purpose of SVS is to improve situational awareness during all flight phases, especially
in:
- Unfamiliar areas
- Situations where sudden change of planned flight path occurs (go-around, missed
approach, approach denied, unexpected direct to / offset, procedure change, …)
- High workload phases (partly due to terrain clearance concerns) as departure and
approach
The use of SVS in the PFD is complementary to Enhanced Vision System IR image
displayed in HUD, especially for VFR phases at night or in IMC when transitioning between
head-down and head-up visions.
SVS is an option available only for airplane fitted with EASy II.

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SVS (OPTION)
ISSUE 20 DGT94085
■ Controls
The crew controls the SVS:

- Via the SV checkbox in the SENSORS window,
- Via the HSI menu bar in the HSI.
■ Indications

- In the PFD,
- In the I-NAV.

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SVS (OPTION)
DGT94085 ISSUE 20
DESCRIPTION
SVS provides 3D terrain synthetic representation on the Primary Flight Display (PFD) while
maintaining the existing PFD intended functions.
This 3D representation of the terrain serves as a background for the standard PFD symbols to
create an ambient, natural, and continuous presentation of the terrain environment in front of
the airplane.
When enabled, the SV produces a 3D-perspective of the terrain which is integrated into the
existing PFD. The 3D picture of the terrain reflects the current airplane position, altitude, and
attitude similar to what the crew would see outside of the cockpit window.
In addition, the terrain and terrain-related objects (such as obstacles) are presented in a way
that is conformal with respect to the airplane position and Flight Path Symbol (FPS). This
means that not only the picture shows the terrain as it would be viewed outside the window
given the airplane position, altitude and attitude, but it also correctly represents where the
current airplane flight path, indicated by the FPS, intersects the 3D world representation.
The sky (blue) / SV terrain and associated objects is set as a background layer for the
instrument layer. Transparency and haloing effects are applied as required to the PFD layer
objects to provide for the ambient and continuous display of the background layer while
ensuring appropriate contrast for objects readability.
FMA
ALT & V/S
IAS
ADI
NAV/COM
HSI
MISC
FIGURE 02-34_12-00-01 - PFD SV GENERAL LAYOUT

The SV viewport provides a vertical viewing angle of 38º and a lateral viewing angle of 33.7º.
The viewpoint heading is computed using the onside selected IRS data
The SV layer provides a 3D terrain representation with colors consistent with the INAV
display. SV brightness can be adjusted.

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SVS (OPTION)
ISSUE 20 DGT94085
The system and airplane physical architecture are not affected by SVS functionality. The SVS
is implemented on AGM hardware module.
The architecture supports the simultaneous display of dual SV, dual I-NAV and EGPWM
threats.
The databases used are the same as those currently used for INAV and EGPWS. Their
source is as follows:
- Terrain : associated EGPWM (terrain server)
- Obstacles: AGM based obstacle database (content is the same as that used for INAV and
has a different format than that used in the EGPWM)
- Selected runway and destination identification: from displayed selected FMS
- Selected runway geo-data: FMS database
- Runway detailing data: FMS database
A 3D position is computed using onside selected sources whenever a selection exists (FMS
lateral position and IRS attitude) and preferably onside source by default otherwise (geo-
altitude from associated EGPWM if valid).
The SV layer is automatically and progressively removed and replaced with the basic IPFD
background in the following cases:
- When the FD mode windshear is active, (FPS becoming centered),
- When flying above 82° latitude,
- When the pitch compression is activated,
- When the pitch value is approaching the excessive pitch de-clutter defined for IPFD,
- When the roll value is approaching the initial roll de-clutter,
- When the 3D position, the lateral position or the vertical position is detected as "not good"
by the system,
- When the display refresh rate of the SVS PFD is not good.

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CODDE 1 PAGE 5 / 16
SVS (OPTION)
DGT94085 ISSUE 20
CONTROL
When the SV option is installed, the SV display on one IPFD is controlled by either the SV
Data menu item on the onside HSI menu bar or the SV checkbox provided in the onside
SENSORS window.
SV selection in HSI menu bar
When the SV option is installed, the crew can display SV in his/her IPFD through the
Data menu item of the HSI menu bar.
BRT
FIGURE 02-34_12-00-02 - SV SELECTION IN HSI MENU BAR
When SV checkbox is selected the 3D SV is displayed on the IPFD.

The default brightness is set to 100 % (full brightness) but can be adjusted as needed
(e.g. to accommodate with low lighting flight conditions) down to 25 % using the BRT
function. It only affects the SV background (sky and earth background) and does not
affect any other IPFD symbology.
On the ground, the default power up setting for this control is selected. The active setting
is retained in the air.

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SVS (OPTION)
ISSUE 20 DGT94085
SV Selection in SENSORS window
When the SV option is installed, a crew selection for the SV is available in the SENSORS
window / WX/LSS/TAWS tab.
FIGURE 02-34_12-00-03 - SV SELECTION IN SENSORS WINDOW
This selection is redundant and synchronized with the selection in the onside HSI menu bar.
It provides a means to ensure that SV can be turned off on PFD in case of malfunction
regardless of the window failure mode. A dimming control is not required on this interface as
it is a back up feature.

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SVS (OPTION)
DGT94085 ISSUE 20
INDICATION
The SV layer and 3D terrain depiction moves inside the IPFD so that to always keep the
Flight Path Symbol targeting the Flight Path Vector projection on the ground.
The look-ahead range is less than (when obscured by terrain) or equal to 40 NM.
To enhance the picture depth perception as well as to compensate for a truncated horizon,
the SV horizon is displayed with a fog layer set between 25 NM and the displayed SV
horizon.
The SV layer provides a 3D terrain representation with colors consistent with the INAV
display. SV brightness can be adjusted as described previously.
FIGURE 02-34_12-00-04 - SV DISPLAY

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SVS (OPTION)
ISSUE 20 DGT94085
SV status annunciation
SV status is displayed in HSI window:

- If the SV is selected to OFF, a white SV OFF annunciation is displayed in HSI,
- If the terrain server is invalid, an amber SV TER annunciation is displayed in reverse
video in HSI,
- An amber SV annunciation is displayed in reverse video in HSI when:
o The display refresh rate is not good,
o The 3D, lateral or vertical position are detected "not good" by the system,
o Approaching polar regions (above 82° latitude).
FIGURE 02-34_12-00-05 - SV OFF STATUS ANNUNCIATION

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SVS (OPTION)
DGT94085 ISSUE 20
SV layer features
The SV layer displays range rings at 3 NM, 5 NM, 10 NM and 20 NM.

The SV display grid lines oriented true north and east.
Bodies of water (lakes and oceans) are displayed with a dark blue color as well as a
specific texture to enhance contrast with other colors (especially sky).
FIGURE 02-34_12-00-06 - WATER TEXTURE

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SVS (OPTION)
ISSUE 20 DGT94085
All runways that are present in the current field of view are presented using a gray
outline.
The destination runway selected by the onside displayed FMS is presented with cyan
highlight. The runway centerline extension is 20 NM long. This runway centerline shall not
be confounded to the approach ground projection.
The airport symbol is a larger outline box surrounding the runway symbol for FMS
selected destination runway. This symbol is visible as long as the selected runway can
show up on the PDU. The airport symbol appears to grow as the distance to the selected
runway decreases and eventually grows off the screen and is faded and removed.
FIGURE 02-34_12-00-07 - SELECTED RUNWAY AND CENTERLINE SYMBOLOGY

F2000EX EASY 02-34_12-00
SVS (OPTION)
DGT94085 ISSUE 20
In addition to the runway contour specified above, additional runway details are added.
The “painted” symbology provides additional, intuitive and natural means for the crew to
confirm alignment with the takeoff or landing runway.
The following runway details are added for the take-off and landing runway that are
selected in the PF (Pilot Flying) FMS flight plan:
- Runway Pavement and Outline Rendering
- Runway ID
- Runway Centerline.
FIGURE 02-34_12-00-08 - RUNWAY DETAILS

02-34_12-00 F2000EX EASY
SVS (OPTION)
ISSUE 20 DGT94085
Obstacles are represented in the SV layer when they are included in the obstacle
database and when they exceed a height of 200 ft.
The obstacle displayed in the SV layer has a vertical rectangular shape with the following
characteristics:
- Height consistent with the real obstacle height,
- Width equivalent to 40 ft in the real world,
- Same color as the one used for the I-NAV obstacle symbology, with a re-inforced
outline (to help visibility) and a semi transparent color.
The obstacles are visible in SVS at a 10 NM range as in the I-NAV display.
FIGURE 02-34_12-00-09 - OBSTACLES SYMBOL

F2000EX EASY 02-34_12-00
SVS (OPTION)
DGT94085 ISSUE 20
SV layer removal/fading due to airplane attitudes
The SV background can be removed or faded due to airplane attitudes for two purposes:
- In order to always keep a blue (sky) / brown (ground) area when SV picture gets too
much of the lower / higher part of PFD display (pitching down/pitching up).
- As part of de-cluttering the PFD picturing.
The fading prevents any undesirable abrupt removal of the terrain and offers a
forewarning of the event. The values are set so that the terrain start re-appearing when
attitudes return to values compatible with a full display of the SV layer. The SV
background is progressively displayed again following the same transitions logic when
exiting the pitch and/or roll de-clutter conditions.
FIGURE 02-34_12-00-10 - SV PITCHING UP DISPLAY

02-34_12-00 F2000EX EASY
SVS (OPTION)
ISSUE 20 DGT94085
Synthetic vision display in I-NAV
When SV is selected for display on the PF or the PNF side and the selected range is less
than 150 NM, the I-NAV provides a representation of the PFD SV field of view.
The SV field of view is represented in either the HDG up or North Up format.
The near end of the field of view mark lines are traced to represent the nearest SV terrain
visible on the PFD, adjusted for altitude and airplane attitude.
FIGURE 02-34_12-00-11 - SYNTHETIC VISION DISPLAY IN I-NAV

F2000EX EASY 02-34_12-00
SVS (OPTION)
DGT94085 ISSUE 20
SYSTEM PROTECTION
The data used to compute 3D position, lateral position and vertical position are permanently
monitored. If at least one data is deemed invalid the SV layer is removed and replaced by the
basic IPFD layer.
To prevent undesirable jittery movements of data or symbology, the SV display refresh rate is
monitored. If the display rate refresh drops to 10 Hz or less and remains that way for 2
seconds or longer, then the SV layer is removed and replaced by the basic IPFD layer.

02-34_12-00 F2000EX EASY
SVS (OPTION)
ISSUE 20 DGT94085
ABNORMAL OPERATION
FIGURE 02-34_12-00-12 - SV STATUS ANNUNCIATION

If the 3D position is deemed invalid:
- An amber SV annunciation is displayed in reverse video in the HSI (SV/EGPWM
annunciation field),
- The SV layer is faded out progressively in 2 seconds and replaced by a blue/brown basic
IPFD background.
If the lateral position is not deemed as “good” by the avionics system:
- The SV background remains displayed: in that case, it is up to the crew to deselect SV or
keep it displayed according to how crew considers that the current lateral "goodness" is
acceptable or not, depending on the need to have improved situational awareness at that
time.
If the vertical position is not deemed as “good” by the avionics system:
- The SV layer is faded out progressively in 2 seconds and replaced by a blue/brown basic
IPFD background.
If the selected IRS pitch or roll attitude is invalid, the SV layer is removed.
If the selected IRS heading input (used to compute the SV viewpoint) is invalid, the SV layer
is faded out progressively in 2 seconds and replaced by a blue/brown basic IPFD background.
If the EGPWM terrain server data is invalid or fresh data cannot be obtained:
- An amber SV TER annunciation is displayed in reverse video in the HSI (SV/EGPWM
- The SV layer is removed and replaced by a blue/brown basic IPFD background.
If the display refresh rate of the SVS IPFD drops to 10 Hz or less and remains that way for 2
seconds or longer:
- The SV layer is removed and replaced by a blue/brown basic IPFD background.

F2000EX EASY 02-34_13-05
CODDE 1 PAGE 1 / 4
XPDR / TCAS - GENERAL
DGT94085 ISSUE 21
INTRODUCTION
The aircraft is equipped with 2 ATC XPDRs modules, installed in the MRCs:
- XPDR 1 installed on the MRC 1
- XPDR 2 installed on the MRC 2
Each XPDR module is a two-channel radar transceiver that operates in Mode A, C, & S:
- The Mode A reply contains the IDENT code of the aircraft.
- The Mode C reply contains the barometric altitude data of the aircraft (±100 ft).
- The Mode S reply contains the IDENT code, barometric altitude data, and Mode S
address of the aircraft.
Each XPDR has 2 antennas:
- Lower antenna
- Upper antenna
The XPDR system can be equipped with an optional ADS-B OUT function (Automatic
Dependent Surveillance – Broadcast), that broadcasts aircraft data over the 1090 MHz
frequency to ATC ground stations and airborne surveillance applications (ADS-B IN). This
data includes position, altitude, velocity, identification and aircraft status. The use of ADS-B
OUT gives accurate information with frequent updates to airspace users and controllers. It
also supports improved use of airspace, surface surveillance, and enhanced safety.
The ADS-B OUT option is activated through M3301/SB F2000EX-302.
The TCAS (Traffic Colission Avoidance System) is an onboard advisory system that works as
as a safety net designed to ultimately air collisions. The TCAS detects conflicting traffic in the
airplane vicinity by interrogating the surrounding aircraft transponders, which assists the pilot
in avoiding any potential intruding traffic. Should an intruder being also equipped with a mode
S transponder, the two systems can communicate and elaborate a synchronized strategy.
The computed coordinated RA (Resolution Advisories) enables the involved pilots to fly an
escape maneuver. The TCAS is unable to detect any non-transponder equipped aircraft.
The TCAS system is composed of:
- TCAS Computer Unit
- Lower TCAS antenna
- Upper TCAS antenne
FIGURE 02-34_13-05-00 - XPDR/TCAS ANTENNA LOCATIONS

02-34_13-05 F2000EX EASY
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ISSUE 21 DGT94085
SYSTEM ARCHITECTURE
POWER SUPPLY:
- The XPDR 1 is connected to ESS BUS
- The XPDR 2 is connected to RH BUS (B1 bus)
- The TCAS computer is connected to LH BUS (A2 bus)
FUNCTIONAL ARCHITECTURE
TCAS TCAS
Data 1090Mhz 1030Mhz Data
XPDR XPDR
FIGURE 02-34_13-05-01 - XPDR/TCAS FUNCTIONAL DIAGRAM
The TCAS operates with the XPDR systems of the own aircraft and the intruder aircraft, in the
TCAS surveillance area. The TCAS transmits interrogations (range and altitude data) at 1030
MHz and receives replies at 1090 MHz. The TCAS computer uses the replies from the intruder
aircraft to calculate their flight paths and intersection rates.

F2000EX EASY 02-34_13-05
CODDE 1 PAGE 3 / 4
DGT94085 ISSUE 21
COCKPIT OVERVIEW
FIGURE 02-34_13-05-02 - XPDR/TCAS CONTROLS & INDICATIONS

02-34_13-05 F2000EX EASY
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ISSUE 21 DGT94085

F2000EX EASY 02-34_13-10
CODDE 1 PAGE 1 / 20
XPDR / TCAS - DESCRIPTION
DGT94085 ISSUE 21
XPDR FUNCTIONS
XPDR CODE
The transponder code can be set in the XPDR field of:

- The Permanent Radio Bar (HSI window),
- The XPDR / TCAS tab of the 1/6 RADIO window.
XPDR MODES
The ATC XPDR system has the following operating modes:
- Standby: The ATC XPDR system does not reply to any interrogations,
- ALT OFF: The ATC XPDR system replies to Mode A, C, and S interrogations, but
does not transmit altitude data,
- ALT ON: The ATC XPDR system replies to Mode A, C, and S interrogations with
altitude data, when applicable,
- TA ONLY: The ATC XPDR system replies to Mode A, C, and S interrogations with
altitude data, when applicable,
- TA/RA: The ATC XPDR system replies to Mode A, C, and S interrogations with
altitude data, when applicable. This mode gives the most protection from collisions with
other aircraft.
The ATC XPDR mode is displayed in green above the XPDR code in both the permanent
radio bar and XPDR/TCAS tab of the 1/6 RADIO window.
When the transponder replies to the ground station, the indication appears to the left of
the transponder code.
At power up, the transponder defaults to XPDR 1. The flight-crew can select XPDR 1 or 2 at
anytime in the 1/6 RADIO window (XPDR / TCAS tab).
In TA/RA, TA ONLY or ALT ON mode, the aircraft altitude is transmitted to the ground (or to
the TCAS of the other aircraft). This altitude value is displayed in the XPDR / TCAS tab.
IDENT FUNCTION
An Air Traffic Controller may request an airplane to “IDENT” to quickly identify a specific
airplane. The pilot must enable the “IDENT” mode by pressing the ID button on the MKB.
This will highlight the airplane to Air Traffic Controller.
When the ID button is pressed, the IDENT signal remains active for approximately 18
seconds and “ID” indication is displayed in place of the XPDR mode.
FIGURE 02-34_13-10-00 – XPDR INDICATION IN PERMANENT RADIO BAR

02-34_13-10 F2000EX EASY
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ISSUE 21 DGT94085
ADS-B OUT OPTION (M3301/SBF2000EX-302)

The optional ADS-B OUT function broadcasts, via extended squitters:
- Position,
- Barometric altitude,
- Geometric altitude (height above WGS84 ellipsoid),
- Velocity,
- Position and velocity quality indicators,
- Heading / track angle,
- Mode A code / emergency code (transponder code),
- Flight ID,
- Selected altitude,
- Barometric pressure setting,
- TCAS status,
- TCAS RA in progress and state information from the airplane.
The ADS-B OUT function is performed by mode S transponder and comes in addition to the
basic transponder functionalities.
The functionaltiy can be set to ON or OFF in the XPDR / TCAS tab of the 1/6 RADIO
window.

F2000EX EASY 02-34_13-10
CODDE 1 PAGE 3 / 20
DGT94085 ISSUE 21
TCAS FUNCTIONS
The primary function of the TCAS is to monitor flight paths of intruder aircraft and to calculate
possible in flight collision conditions. According the aircraft intruder parameters (distance,
altitude, speed…), the TCAS provides the crew with traffic position information and different
levels of alert:
- OT (Other Traffic),
- PT (Proximate Traffic): the intruder aircraft has a maximum range of 6.5 Nm and a
related altitude difference of ±1200 feet,
- TA (Traffic Advisory): the intruder aircraft could possibly fly into the collision area in
20 to 48 seconds (the TA caution area):
o The TA displays the intruder aircraft bearing, range, and altitude in the traffic
window,
o The TA alerts are available for all aircraft that have Mode A, Mode C, or
Mode S XPDRs.
- RA (Resolution Advisory): the intruder aircraft could come into the collision area in 15
to 35 seconds (the RA warning area).
o The RA alert display a path-command symbol on the PFD (green fly-to-zone
box and two vertical red bars). The pilot must react by flying the FPV into the
green zone and avoiding the red zone.
o The RA warnings are only available for aircraft that transmit their altitude
data through Mode C or Mode S XPDRs. The RA warnings are not available
for aircraft that use only Mode A XPDRs.
FIGURE 02-34_13-10-01 - TCAS AREAS

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ISSUE 21 DGT94085
TCAS MODES
The following modes are available for TCAS:
- TA / RA mode: TCAS generated RA, TA, PT and OT,
- TA only mode: RA alert is inhibited, only TA alert can be generated. This mode is
automatically selected below 1,100 ft AGL in Take off, and below 900ft in approach.
NOTE
During windshear and/or EGPWS warnings, TCAS switches automatically into a TA Only mode
with inhibited aural warning. In this mode RA are not issued and current RA become TA. The
TCAS remains in TA Only mode for 10 seconds after the windshear or EGPWS warning is
removed.
- Test mode: for power-up test,

- Stand-by: The TCAS does not operate when the XPDR is in Alt Off, Alt On or
Standby modes.
TCAS TEST
The test mode is available in all TCAS modes and can be initiated at any time, on the
ground or in flight. Test is started by pressing the TCAS soft key on the TEST synoptic.
During the test:
- “TCAS TEST” aural is heard,
- TRAFFIC window is automatically popped up on the PF PDU,
- Four TCAS plots are displayed on TRAFFIC window and in the I-NAV window,
- RA guidance is displayed in both the ADI and the vertical speed tape (when the test is
run in flight, the RA guidance is not displayed),
- annunciation is displayed at the bottom of the HSI window.
After eight seconds and if test is successful, “TCAS TEST PASS” voice aural is announced.
If the test fails, “TCAS TEST FAIL” voice aural is announced, and TCAS FAIL message is
displayed.
FIGURE 02-34_13-10-02 - TCAS TEST

F2000EX EASY 02-34_13-10
CODDE 1 PAGE 5 / 20
DGT94085 ISSUE 21
CONTROLS & INDICATIONS
MKB:
MKB without CPLDC option
MKB with CPDLC option
FIGURE 02-34_13-10-03 - MKB
The MKB shortcuts give a direct access to XPDR and TCAS functions with:
- ATC (MKB without CPLDC option): Pressing the button will automatically display the
lower 1/6 RADIO window on the on-side PDU with the ATC / TCAS tab selected and
move the on-side CCD cursor to the ATC code tuning field.
- ATC TCAS (MKB without CPLDC option): Pressing the button will switched between
the ATC/TCAS selected mode and the stand-by mode.
- XPDR (for MKB with CPLDC option): Pressing the button will automatically display
the lower 1/6 RADIO window on the on-side PDU with the XPDR / TCAS tab selected
and move the on-side CCD cursor to the XPDR code tuning field.
- TRFC: pressing the button displays the 1/6 TRAFFIC window on the on-side PDU.
- ID: pressing the button enables the “IDENT” mode and displays the green “ID”
indication in the permanent radio bar.

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ISSUE 21 DGT94085
XPDR/TCAS TAB
The XPDR/TCAS tab in the 1/6 RADIO window of each PDU gives access to:
- XPDR 1 or 2 selection,
- XPDR code setting,
- ADS-B On / off selection (when the option is activated),
- The XPDR altitude,
- The XPDR/TCAS mode selection,
- The altitude display of intruder aircraft on traffic and I-NAV window,
- The displayed vertical range of the TCAS area.
ST ND
FIGURE 02-34_13-10-04 - EASY II 1 &2 CERT XPDR/TCAS TAB
RD
FIGURE 02-34_13-10-05 - EASY II 3 CERT XPDR/TCAS TAB

F2000EX EASY 02-34_13-10
CODDE 1 PAGE 7 / 20
DGT94085 ISSUE 21
ADS-B OUT On/Off
- Set to ON: the selected XPDR automatically transmits the ADS-B OUT messages via
extended squitters,
- Set to OFF: the XPDR stops to transmit extended squitters, the other functionalities of
XPDR and TCAS function remain unchanged.
If the selected XPDR is failed (or in standby mode), the ADS-B OUT button is disabled.
Altitude
This altitude transmitted by the XPDR is displayed below the “Altitude” field:
- The transmitted altitude comes from the PILOT SIDE selected ADS (1 or 2),
- If no value is available, amber dashes are displayed.
XPDR/ TCAS mode:
The modes are selectable in the XPDR / TCAS tab.
For A/C with EASy II 1st or 2nd Cert
FIGURE 02-34_13-10-06 - TCAS MODE SELECTION
The soft key allows switching from stand-by mode to selected mode and
vice versa.
FIGURE 02-34_13-10-07 - ACTIVATING / DEACTIVATING THE SELECTED MODE
Pressing the ATC TCAS button on the MKB (for A/C without CPDLC) will also switch
between the ATC/TCAS selected mode and the stand-by mode.

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ISSUE 21 DGT94085
For A/C with EASy II 3rd Cert or later
FIGURE 02-34_13-10-08 - TCAS MODE SELECTION
Altitude display
The altitude of each intruder aircraft that are displayed in the I-NAV and TRAFFIC
window can be set in:
- Relative: 2 digits number (in hundreds of feet) indicating the vertical separation
between airplane and intruders,
- Absolute: 3 digits number with no (+) or (–) sign (in hundreds of feet) indicating the
intruder altitude. It depends on the baro setting selected by the pilot. The Absolute
selection is only temporary and reverts to Relative after 10 seconds.
Vertical range
The “V range” menu enables the pilot to choose the vertical range of the TCAS display
area:
- : display intruders that are flying within the range of 2,700 ft above and below
(default),
- : display intruders that are flying within the range of 9,900 ft above and 2,700
ft below,
- : display intruders that are flying within the range of 2,700 ft above and 9,900
ft below,
- (Above/Below): display intruders that are flying within the range of 9,900 ft
above and below.

F2000EX EASY 02-34_13-10
CODDE 1 PAGE 9 / 20
DGT94085 ISSUE 21
FIGURE 02-34_13-10-09 - TCAS VERTICAL RANGE DISPLAY
NOTE
Although they are not displayed, potential intruders are still monitored by the TCAS.
PERMANENT RADIO BAR
The PRB indicates the selected XPDR (1 or 2), the XPDR code and the selected mode.
FIGURE 02-34_13-05-10 - PERMANENT RADIO BAR & TEST SYNOPTIC

02-34_13-10 F2000EX EASY
ISSUE 21 DGT94085
TEST SYNOPTIC PAGE

The TEST button enables the pilot to launch the TCAS Test.
FIGURE 02-34_13-05-11 - TEST SYNOPTIC

F2000EX EASY 02-34_13-10
DGT94085 ISSUE 21
TRAFFIC INFORMATION DISPLAY
The XPDR and TCAS information are displayed:

- On the PDU TRAFFIC window that takes over the 1/6 lower window in case of traffic
alert,
- On the I-NAV (and HSI) for TCAS mode, status and traffic annunciations,
- On the PDU ADI area for RA guidance.
FIGURE 02-34_13-05-12 - PDU WITH RA GUIDANCE & TRAFFIC WINDOW – INAV WITH TRAFFIC
DISPLAY

02-34_13-10 F2000EX EASY
ISSUE 21 DGT94085
TRAFFIC WINDOW
The TRAFFIC window provides a heading up format to display TCAS plots at short range
(5 NM). This window is available in the 1/6 lower window of each PDU:
- Automatically displayed, on the Pilot Flying PDU, in case of any TA, or RA alert,
- Manually selectable through the TRFC pushbutton of each MKB.
The TRAFFIC window provides the crew with an immediate and clear view of the traffic
threat.
FIGURE 02-34_13-10-13 - TCAS PLOTS ON TRAFFIC WINDOW

F2000EX EASY 02-34_13-10
DGT94085 ISSUE 21
TCAS symbology
The TCAS symbology consists of 4 different shapes, which indicate the threat level of each
intruder:
INTRUDER TYPE SYMBOL
Other Traffic
Proximate Traffic
Traffic Advisory
Resolution Advisory
FIGURE 02-34_13-10-14 - TRAFFIC SYMBOLOGY
A maximum of 32 traffic symbols can be displayed at the same time.
Each traffic symbol is displayed at the computed location (bearing and distance). If the
range of an RA or a TA symbol is out of the TCAS display range, half of the symbol shows
along the edge of the TCAS display.
Each intruder aircraft symbol can be displayed with additional data:

- A (+) or (−) sign shows when the intruder aircraft is above (+) or below (−),
- The Relative or Absolute altitude in hundreds of feet (according the selection in
XPDR/TCAS tab),
- An up (↑) or a down (↓) arrow which matches in the direction of the vertical speed of
the intruder. The arrow is displayed (in the same color as the intruder) when the
intruder aircraft increases (↑) or decreases (↓) its altitude by more than 500
feet/minute.

02-34_13-10 F2000EX EASY
ISSUE 21 DGT94085
HSI & I-NAV WINDOW

The TCAS layer is selectable on the I-NAV through the I-NAV Data menu via the Traffic
checkbox. The scale of the TCAS layer follows the I-NAV selected range.
The TCAS status is displayed at the bottom left corner of the HSI and the bottom right
corner of the HSI as follows:
- TCAS: normal operation,
- TCAS OFF: TCAS is Off,
- TA ONLY: TA only mode active,
- TCAS : TCAS malfunction,
- TA ONLY: TA only with intruder in range,
- RA FAIL: RA failure,
- TCAS TEST: TCAS Test on going.
FIGURE 02-34_13-10-15 - I-NAV WITH TRAFFIC LAYER
FIGURE 02-34_13-10-16 - HSI WITH TCAS MODE ANNUNCIATION

F2000EX EASY 02-34_13-10
DGT94085 ISSUE 21
ADI - RESOLUTION ADVISORY GUIDANCE
When a Resolution Advisory is detected:

- The TRAFFIC window is automatically displayed on PF PDU,
- Guidance is displayed on both the ADI and Vertical Speed tape.
The Resolution Advisory (RA) symbol is separated in two parts:
- A red preventive area: the FPV must be flown out of this zone:
o One or two red fixed size trapezoidal shaped in the ADI,
o One or two red bar on the vertical speed tape.
- A green corrective area: the FPV must be flown in this area to avoid the collision until
clear of the conflict
o A dynamic green box (“fly to” zone) located in the ADI,
o Green bar on the vertical speed tape.
FIGURE 02-34_13-10-17 - RA GUIDANCE ON ADI AND VERTICAL SPEED

02-34_13-10 F2000EX EASY
ISSUE 21 DGT94085
The below table gives the various RA vertical preventive and/or corrective manoeuvres:
RA DISPLAY DESCRIPTION
Preventive: do not descend
Preventive: do not climb
Corrective: climb
Corrective: descend
Preventive: maintain present altitude
Corrective: climb
Preventive: descent
Corrective: descend
Preventive: climb
Special condition

F2000EX EASY 02-34_13-10
DGT94085 ISSUE 21
TCAS AURAL WARNING
DESCRIPTION LEVEL VOICE MESSAGE
Follows a climb advisory when

TCAS has determined that a TCAS RA "DESCEND, DESCEND, NOW,
reversal of vertical speed is
WARNING DESCEND, DESCEND, NOW"
separation.
Follows a descend advisory when
TCAS has determined that a TCAS RA "CLIMB, CLIMB, NOW,
reversal of vertical speed is
WARNING CLIMB, CLIMB, NOW"
separation.
immediately increase the descent TCAS RA "INCREASE DESCENT,
rate to that shown by the green zone WARNING INCREASE DESCENT"
on the vertical speed tape.
immediately increase the climb rate TCAS RA "INCREASE CLIMB,
to that shown by the green zone on WARNING INCREASE CLIMB"
Indicates that the pilot must TCAS RA
immediately begin to descend at the "DESCEND, DESCEND"
rate indicated in the ADI window. WARNING
"DESCEND, CROSSING
Indicates that the pilot must start a TCAS RA DESCEND,
descent at the rate shown in the ADI
WARNING DESCEND, CROSSING
window.
DESCEND"
Indicates that the pilot must start a TCAS RA "CLIMB, CROSSING CLIMB,
climb at the rate shown in the ADI
WARNING CLIMB, CROSSING CLIMB"
window.
Indicates that the pilot must TCAS RA

immediately begin to climb at the "CLIMB, CLIMB"
rate indicated in the ADI window. WARNING
The target vertical speed must be TCAS RA

reduced to 0 feet per minute, as "LEVEL OFF, LEVEL OFF"
indicated in the ADI. WARNING

02-34_13-10 F2000EX EASY
ISSUE 21 DGT94085
DESCRIPTION LEVEL VOICE MESSAGE
Safe separation is based upon

maintaining the current vertical TCAS RA "MAINTAIN VERTICAL SPEED,
speed which is depicted by the
WARNING MAINTAIN"
green zone on the vertical speed
tape.
Maintain vertical speed while TCAS RA "MAINTAIN VERTICAL SPEED,

crossing the intruder’s flight path. WARNING CROSSING MAINTAIN"
Indicates that certain changes in

vertical speed may not be safe. The
pilot is to monitor the vertical speed TCAS RA "MONITOR VERTICAL SPEED,
of the airplane, keeping the vertical WARNING MONITOR VERTICAL SPEED"
speed pointer out of the red area on
TCAS predicts an intruder will enter TCAS TA
the collision area within 20 to 48 "TRAFFIC, TRAFFIC”
seconds CAUTION
Confirms the encounter has ended

and separation is increasing. A TCAS RA
"CLEAR OF CONFLICT”
return to the original ATC clearance
WARNING
profile is expected.

F2000EX EASY 02-34_13-10
DGT94085 ISSUE 21
CIRCUIT BREAKER
The Traffic Crew Alerting System and the Air Traffic Control are protected by circuit breakers
located above the overhead panel.
FIGURE 02-34_13-10- 18 - TCAS AND ATC CIRCUIT BREAKERS

02-34_13-10 F2000EX EASY
ISSUE 21 DGT94085
CAS MESSAGES

TCAS FAIL TCAS is inoperative
TCAS OFF TCAS is switched OFF
XPDR.. STBY Transponder 1 / 2 is set to standby mode
TCAS OFF TCAS is switched OFF
ADS-B OUT FAIL Unable to transmit ADS-B position

ADS-B OUT sources does not meet lateral or
ADS-B OUT DEGRADED vertical navigation requirements

F2000EX EASY 02-34_14-05
ATA 34_14 NAVIGATION (EASY II) - WXR & LSS
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 20
INTRODUCTION
REFERENCE DOCUMENT
The Pilot's Guide for Honeywell Primus® 880 Digital Weather Radar System (Publication No
A28-1146-102 Revision 4, dated JAN 2015, or later approved revision) gives further details.
WEATHER RADAR
The Primus 880 is an X-band Digital Radar System designed for weather detection and
ground mapping. Its primary purpose is to detect the storms ahead and display them in
color, according to the rainfall intensity. The color displaying helps the pilot evaluate the
weather ahead and helps avoid storms.

The Lightning Sensor System (LSS) is an option, and works independently of the Weather
Radar. LSS detects electromagnetic activity in a 360° within 200 NM range. The pilot can
then get a panoramic view of lightning strikes, thus thunderstorms.

02-34_14-05 F2000EX EASY
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GENERAL
ISSUE 20 DGT94085
CONTROLS
- Both pilots can control the Weather Radar and the LSS (if installed) with the use of
The WX RADAR Controller on each Multifunction Key Board (MKB).
The WX / LSS / TAWS tab in each SENSORS window.
- The pilots can test the Weather Radar by clicking on WX RADAR on the TEST
synoptic page.
INDICATIONS
The pilots can display the Weather Radar and LSS (if installed) images on both HSI displays
and I-NAV display.
The Weather Radar and LSS (if installed) send messages and status reports to
- ENG-CAS window,
- FAULT tab of the STATUS synoptic.

F2000EX EASY 02-34_14-05
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 20

02-34_14-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 20 DGT94085

F2000EX EASY 02-34_14-10
ATA 34_14 NAVIGATION (EASY II) – WXR & LSS
CODDE 1 PAGE 1 / 14
DESCRIPTION
DGT94085 ISSUE 20
GENERAL INFORMATION
WEATHER RADAR
The Weather Radar (WX Radar) uses a single 18-inch antenna for both transmitting and
receiving. The antenna is stabilized, i.e. the tilt angle is referenced to the horizon and not to
the airplane lubber line. The tilt angle is corrected by the IRS 1 & 2 input, regardless of the
bank and pitch angles.
This antenna is highly directional and radiates in a pencil beam of 5.6° aperture angle. This
main lobe, directed along the axis of propagation, concentrates almost the whole radiated
energy. The emitted energy reaches the maximum at the center of the beam and gradually
decreases along a radius to reach half of the maximum at the bordering points.
14,600 ft
7,300 ft
5.6° 29,300 ft
0 25 50 NM 100 NM
FIGURE 02-34_14-10-00 - WEATHER RADAR BEAM

The Weather Radar emits pulses that travel at the Speed of Light. It only takes 1.2
milliseconds for the pulse to travel to the target located 100 Nm ahead and travel back to the
antenna. When a pulse hits a target, a part of the radiated energy is echoed back to the
antenna. The returned energy depends on the reflectivity of the target. For instance, the
echo of a droplet is 5 times greater than the echo of an ice crystal of the same size.
NOTE
The Weather Radar cannot detect small ice crystals (e.g. cirrus clouds), small water droplets
(e.g. fog), Clear Air Turbulence or wind shear.

02-34_14-10 F2000EX EASY
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DESCRIPTION
ISSUE 20 DGT94085
The Weather Radar normally scans a 120° front sector (60° each side) at the rate of 12
sweeps a minute, in order to show a slice of the cloud as a plan view, i.e. seen from above.
Given that the antenna is used for both transmitting and receiving, and that each pilot can
independently configure the onside radar display, the system works on a time-sharing basis:
 On the left to right sweep, the Weather Radar elaborates the image for the Left
Hand (the Captain’s) IPFD.
 On the right to left sweep, the Weather Radar elaborates the image for the Right
Hand (the First Officer’s) IPFD.
LIGHTNING SENSOR SYSTEM (LSS)
The optional LSS detects and displays electromagnetic activity linked to lightning strikes,
200 NM around the airplane. It consists of:
 A Lightning Sensor Processor

 A Lightning Sensor Antenna
LSS is energized all the time and the pilots can select the displaying at their convenience.
LSS can be safely operated on the ground because it does not radiate.
LSS is inhibited during HF radio transmission.

F2000EX EASY 02-34_14-10
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DESCRIPTION
DGT94085 ISSUE 20
OPERATING MODES
Each pilot can select:
 On the WX/LSS/TAWS tab of SENSORS window, the WX Radar Main Modes:
o Weather Detection (WX),

which is the default setting
at power up, or
o Ground Mapping (GMAP).
 On the WX RADAR Controller, the working of the WX Radar:
o OFF or STBY, the antenna does not radiate,

o AUTO,
o GAIN or TILT for manual adjustment,
o OVRD to use the WX Radar on the ground.
In addition, the pilot can select any of these WX Radar Sub-Modes on the WX/LSS/TAWS
tab of SENSORS window:
 Rain Echo Attenuation

Compensation (REACT),
 Turbulence (TURB),
 Target (TGT),
 No Stabilization (STAB).

02-34_14-10 F2000EX EASY
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DESCRIPTION
ISSUE 20 DGT94085
STANDBY MODE
The Flight Crew can select Standby Mode when they want to prevent the Weather Radar
from radiating while keeping it powered up.
When the STBY mode is selected on both WX RADAR Controllers, the

antenna is centered in azimuth with + 15° tilt, and does not radiate.
STBY shows on the Weather Radar Display.
FORCED STANDBY
 When the airplane is on the ground, the radar automatically enters the Forced
Standby mode (the system is wired to the Weight-On-Wheel switch). This non-
selectable mode is annunciated by FSBY on the Weather Radar Display.
 To exit the Forced Standby mode, the pilot can either select
o STBY to prevent the antenna from emitting, or
o OVRD (and hold for more than 4 sec.) to use the WX Radar on the ground.
 Once airborne, the radar automatically exits the Forced Standby mode.

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DESCRIPTION
DGT94085 ISSUE 20
GROUND MAPPING (GMAP) MODE
When the pilot selects GMAP on the WX/LSS/TAWS tab of SENSORS window, GMAP
appears on the Weather Radar Display.
In order to display the desired amount of terrain, the pilot sets the TILT control down with the
use of the WX RADAR Controller. The down-tilt angle depends on the flight level, the
selected range, and the type of terrain (mountain, land or sea).
The WX RADAR Controller is usually set to AUTO, because the transmitter and receiver
characteristics are automatically enhanced to better equalize the ground reflection versus
the selected radar range.
The pilot can however select GAIN on the WX RADAR Controller to manually decrease the
gain, so as to erase the ground clutter.
The Radar Display shows each ground echo in a specific color, depending on the reflectivity:
In CYAN the least reflective echoes (e.g. standing water)
In YELLOW the moderately reflective echoes (e.g. land)
In MAGENTA the most reflective echoes (e.g. mountain, city, airport)

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DESCRIPTION
ISSUE 20 DGT94085
WEATHER DETECTION (WX) MODE
While working in the Weather Mode, the radar only detects water, thus cloud and rainfall.
WX RADAR DETECTS WX RADAR CANNOT DETECT

- Rainfall - Light clouds, fog (too small
- Wet hail and wet turbulence droplets)
- Ice crystals, dry hail, dry snow - Clear Air Turbulence (CAT)
(only poor reflection) - Windshear
- Sandstorms
- Lightning (optional LSS does)
- Volcanic Ash and Dust
The Weather Radar computes and displays the position of every target in accordance with
the standard color code (green, yellow, red, or magenta), provided that the WX RADAR
Controller is set to AUTO.
The below cylinder depicts a rain gauge that gives a rough estimate of the color code
depending on the rainfall amount in an hour.

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DESCRIPTION
DGT94085 ISSUE 20
AUTOMATIC WEATHER MODE
When the radar works in WX mode (SENSORS page) and the pilot
selects the AUTO mode on the WX RADAR Controller, the system
automatically adjusts TILT and GAIN depending on the selected range of
the Weather Radar.
The Weather Radar Display gives the modes and settings of the WX radar:
 WX The radar works in Weather mode

 G: AUTO The Gain is automatically managed
 T 0.4  A The Tilt is automatically adjusted
NOTE
The range of the Weather Radar = twice the range displayed on the HSI.

02-34_14-10 F2000EX EASY
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DESCRIPTION
ISSUE 20 DGT94085
ALTITUDE COMPENSATED TILT

WX RADAR Control Knob set in AUTO position, the tilt is automatically adjusted to make the
lower edge of the radar beam tangent to the Earth’s surface at the selected range, in order
to show a few ground echoes at the edge of the display. The radar uses the barometric
altitude to calculate the angle of tilt, assuming that the Earth’s surface is 2,000 feet above
sea level.
While the Weather Radar works in the automatic mode, each pilot can adjust the range to
make the antenna tilt:
 Decreasing the HSI range makes the radar antenna tilt down.
 Increasing the HSI range makes the radar antenna tilt up.
NOTE
Each pilot can fine-tune the tilt angle (± 2°) by turning the inner WX RADAR Control Knob.

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DESCRIPTION
DGT94085 ISSUE 20
OPERATING SUB-MODES
RAIN ECHO ATTENUATION COMPENSATION (REACT)

The gain is expressed in percentage and describes the amount of energy that the antenna
focuses in the direction of propagation, i.e. in the pencil beam. Given that this Weather
Radar uses a single antenna, the gain for receiving is the same as the gain for transmitting.
As the emitted pulse travels, the raindrops reflect a small portion of the energy back toward
the antenna, resulting in a lower detection at greater ranges. This phenomenon is known as
attenuation. Storms with high rainfall rates can totally attenuate the radar energy making it
impossible to see a second cell hidden behind the first cell. When the storm is strong
enough, depending on the range, the radiated energy cannot propagate behind.
Consequently, the radar display shows a dark area, also called a radar shadow.
The Weather Radar needs to compensate for attenuation. That is why it incorporates Rain
Echo Attenuation Compensation (REACT) that adjusts the receiver gain so that the “cell
behind a cell” remains properly calibrated, thus visible.
When REACT cannot compensate any further, it creates a cyan (blue) field that indicates
areas where further detection is not possible. Any target detected within the cyan field
cannot be calibrated and should be considered as very dangerous (magenta).
WX/RCT is displayed on the Weather Radar Display.
TURBULENCE (TURB)
With the radar in WX mode, when the pilot selects TURB on the WX/LSS/TAWS tab of
SENSORS window, the turbulence detection mode is active. WX/T appears on the Weather
Radar Display.
 The selected HSI range must be 50 NM or less. If the pilot selects a longer range,
the detection turns off.
 Because the Weather Radar measures the motion of the raindrops to determine the
areas of turbulence, it must first detect precipitation.

02-34_14-10 F2000EX EASY
DESCRIPTION
ISSUE 20 DGT94085
TARGET (TGT)
With the radar in WX mode, when the pilot selects TGT on the WX/LSS/TAWS tab of
SENSORS window:
 The Weather Radar is forced into automatic GAIN.

 TGT shows on the Weather Radar Display.
 The Weather Radar monitors beyond the selected range and 7.5° on each side of
the lubber line.
 If any storm (red target) is detected, TGT replaces TGT
NO STABILIZATION (STAB)
The Weather Radar is normally stabilized, so as to keep the position of antenna beam
constant relative to the earth, regardless of the bank and pitch movements. Stabilization
uses the IRS input as a reference.
When STAB is selected, the radar antenna is no longer stabilized. The direction of
propagation coincides with the lubber line. STAB appears on the Weather Radar Display.

F2000EX EASY 02-34_14-10
DESCRIPTION
DGT94085 ISSUE 20
EQUIPMENT LOCATION
FIGURE 02-34_14-10-01 – WX RADAR AND LSS COMPUTERS IN NOSE CONE
FIGURE 02-34_14-10-02 – WX RADAR AND LSS ANTENNAE

02-34_14-10 F2000EX EASY
DESCRIPTION
ISSUE 20 DGT94085
ELECTRICAL POWER SOURCE
EQUIPMENT POWER SUPPLY MASTER SWITCH PROTECTION
Weather Radar LH BUS A2 LH AV MASTER C/B R/T WR
LSS LH BUS A2 LH AV MASTER C/B LSS
Weather radar and LSS are protected by circuit breakers located above the overhead panel
(figures hereafter).
 Refer to section 02-24 – ELECTRICAL POWER for further information.

F2000EX EASY 02-34_14-10
DESCRIPTION
DGT94085 ISSUE 20
FIGURE 02-34_14-10-03 - WEATHER RADAR CIRCUIT BREAKER

02-34_14-10 F2000EX EASY
DESCRIPTION
ISSUE 20 DGT94085
FIGURE 02-34_14-10-04 - LSS CIRCUIT BREAKER

F2000EX EASY 02-34_14-20
CODDE 1 PAGE 1 / 14
DGT94085 ISSUE 20
INTRODUCTION
The pilots use these interfaces to control the Weather Radar:
MKB WX/LSS/TAWS Tab
They can display the weather image on either or both PDUs and/or I-NAV Display.
PDU I-NAV

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ISSUE 20 DGT94085
To display the weather on the HSI, the pilot selects WX in the HSI Tool Bar:
To display the weather on the I-NAV, the pilot selects WX in the drop-down menu:
It is then possible to adjust the brightness of the weather image (BRT) with the use of the
CCD control knob.

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DGT94085 ISSUE 20
CONTROLS
WX RADAR CONTROLLER
• When both WX Radar Controllers are set to OFF,
 The Weather Radar is OFF
 WX OFF is displayed on HSI and I-NAV
• When the WX Radar Controller is set to STBY or AUTO
See the description of the related operating mode on the previous pages.
• When the WX Radar Controller is set to GAIN
 The pilot can adjust the gain with the central knob.
 The gain value is displayed on HSI and I-NAV,

e.g. G: 72 %

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• When the WX Radar Controller is set to TILT
 The pilot can manually tilt the antenna with the central
Knob.
 The angle of tilt is displayed on HSI and I-NAV,

e.g. T 0.5 
• In order to exit the Forced Standby mode, and to make the antenna radiate on the
ground, the pilot must select OVRD, and
 Turn clockwise, hold for 4 seconds,

and then release the control knob.
 OVRD is displayed on HSI and I-NAV.
• When the pilot pushes on the center control knob, labeled SECT
 1st push : The Weather Radar scans a 60° front sector,

 2nd push : The Weather Radar scans the normal
120° front sector.
 The sector aperture is displayed on the SENSORS page.
 This knob allows adjusting the range of the Weather Radar

on the PDU, provided that the HSI is set to ARC mode.
 If the weather image is displayed on the INAV, this knob

allows adjusting the range of the WX Radar.

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DGT94085 ISSUE 20
WX/LSS/TAWS TAB IN SENSORS WINDOWS

Each pilot uses this tab to set the operating mode and sub-modes of the onside controller of
the Weather Radar.
In addition, this tab gives the real-time settings of the onside Weather Radar controller.
With SVS and RAAS options Without option

FIGURE 02-34_14-00-00 - EASY II - WX / LSS / TAWS PAGE
Operating Modes
 Weather detection mode
 WX is displayed on HSI and I-NAV
 Ground Mapping mode
 GMAP is displayed on HSI and I-NAV

02-34_14-20 F2000EX EASY
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ISSUE 20 DGT94085
Operating Sub-Modes
Rain Echo Attenuation Compensation Technique :

 Rain Echo Attenuation Compensation is active,
 WX/RCT is displayed on HSI and I-NAV.
Turbulence
 Turbulence Detection is active,
 WX/T is displayed on HSI and I-NAV,
 WX/R/T is displayed when both REACT and TURB are selected.
Target
 Detection of the storm cells ahead is active,
 TGT is displayed on HSI and I-NAV.
Stabilization
 Antenna stabilization is OFF,
 is displayed on HSI and I-NAV.
The weather radar powers-up in WX mode with Stab on (box not checked). All other sub-
modes are off (box not checked).

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DGT94085 ISSUE 20
TEST SYNOPTIC PAGE
Only when both IRS are aligned, the pilot can click on WX RADAR soft key, in order to
launch the self-test.
This test pattern is displayed:
While self-testing, is displayed at the bottom-left corner of the HSI and INAV.
If the test fails:
 appears on the HSI and I-NAV displays, and

 AVC: WEATHER RADAR FAIL appears in CAS window.

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ISSUE 20 DGT94085
WX / LSS / TAWS tab in SENSORS Window
The Lightning Sensor System is always powered on, and can be safely used on the
ground since it is passive (it does not radiate).
- The Clear Echo soft key is the only LSS control on this page. It removes all lightning
symbols from display. It is a momentary action soft key, and is displayed only when an
LSS is configured.

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DGT94085 ISSUE 20
TEST Synoptic Page
On this page, the pilot can test the LSS by clicking on LIGHTNING soft key.
The test runs as follows:
• A lightning strike shows at 045° azimuth and at 25 NM range.
• Within 15 sec., it is replaced by (Level 3 Symbol).
• An ALERT is displayed 3 to 7 sec. at 045° azimuth on the outermost range arc.
• fades out within 2 minutes.

02-34_14-20 F2000EX EASY
ISSUE 20 DGT94085
INDICATIONS
WEATHER RADAR
The modes and settings of the WX radar are displayed on the bottom-left corner of the
weather radar image, in the same format on either the HSI or I-NAV display.
 TILT Setting
 GAIN Setting
 RADAR Mode and Sub-Modes
TILT Setting
The antenna tilt indication is self-explanatory:

T 1.2 A the antenna tilt is automatically A set to 1.2° nose down 
T 0.5  the WX RADAR Controller is set to TILT and the pilot tilts the antenna to
0.5° nose up 

F2000EX EASY 02-34_14-20
DGT94085 ISSUE 20
GAIN setting
The antenna gain indication is self-explanatory:

G: AUTO the WX RADAR Controller is set to AUTO. The gain is automatically
managed.
G: 72 % the WX RADAR Controller is set to GAIN. The pilot adjusts the GAIN.
TARGET replaces the gain displaying when the pilot selects TGT as RADAR sub-
mode on the WX/LSS/TAWS Tab.
RADAR Modes
WX OFF when the WX RADAR Controller is set to OFF.

STBY when the WX RADAR Controller is set to STBY.
FSBY Forced Standby on the ground (non-selectable mode).
TEST while the RADAR is self-testing.
WX when the pilot selects WX on the WX/LSS/TAWS Tab and the WX RADAR
Controller is set to OFF or STBY.
GMAP when the pilot selects GMAP on the WX/LSS/TAWS Tab, and the WX
RADAR Controller is not set to OFF or STBY.
WX the WX Radar is INOP.
RADAR Sub-Modes
WX/RCT The pilot selects WX and REACT on the WX/LSS/TAWS Tab, and the WX
RADAR Controller is set to AUTO.
WX/T The pilot selects WX and TURB on the WX/LSS/TAWS Tab, and the WX
RADAR Controller is set to AUTO.
WX/R/T The pilot selects WX, REACT and TURB on the WX/LSS/TAWS Tab, and
the WX RADAR Controller is set to AUTO.
OVRD The pilot sets the WX RADAR Controller is set to OVRD to exit the Forced
Standby mode.
STAB when the pilot selects STAB on the WX/LSS/TAWS Tab.

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ISSUE 20 DGT94085
LIGHTNING SENSOR SYSTEM (LSS)
Each pilot can display LSS information on the HSI and/or I-NAV displays.
The LSS displays lightning activity using white symbols that indicate three levels of
lightning activity in a storm cell. The level upgrades as more lighting strikes are detected
in the storm. The level downgrades as two minutes pass with no new lightning strikes
being detected.
The magenta ALERT symbol is displayed for 5 seconds at the outermost range arc of the
display to indicate the detection of a lightning strike on that azimuth.
LEVEL SYMBOL
ALERT
1 - LIGHT
2 - MEDIUM
3 - HEAVY
If any lightning strike is detected outside an existing storm, only a level 1 symbol is
displayed at this new location.

F2000EX EASY 02-34_14-20
DGT94085 ISSUE 20
LSS information is displayed on the HSI display, providing that the pilot:
 Selects LSS in the HSI Tool Bar,
 Sets the HSI in the ARC format.
LSS mode
LSS information is displayed on the I-NAV display if the pilot selects LSS in the I-NAV
Data drop-down menu.
NOTE
On the I-NAV Display, the LSS shows lightning strikes in a 360°.

02-34_14-20 F2000EX EASY
ISSUE 20 DGT94085
The LSS mode is displayed on the HSI bottom-left corner.
LSS MODE INDICATION
NORMAL LX
SELF
LX/C
CALIBRATION
CLEAR ECHOES LX/CL
TEST LX/T
FAILURE LX
NOTE
While HF radio transmits, LSS is inhibited and LX is displayed.

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SYSTEM PROTECTIONS
DGT94085 ISSUE 20
SYSTEM MONITORING
The weather radar and LSS systems are monitored with regard to equipment integrity.

02-34_14-30 F2000EX EASY
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SYSTEM PROTECTIONS
ISSUE 20 DGT94085
ACTIVE PROTECTION
On the ground, radar emission is inhibited except in override mode.

The LSS provides no active protection.

F2000EX EASY 02-34_14-40
CODDE 1 PAGE 1 / 2
GROUND OPERATION
DGT94085 ISSUE 20
PRECAUTIONS
The Weather Radar is wired to the Weight-On-Wheel switch, so that it cannot radiate while
on the ground. However it is recommended to set the WX RADAR controller to STBY or
OFF:
- During refueling,
- If anybody stands in the forward sector of the radome within a 3.6 m (12 ft) radius.
On the other hand, the WX RADAR controller can be set to OVRD, so as to allow the radar
to radiate on the ground. In this event, do not head the airplane nose (thus the antenna)
toward large metallic objects such as hangars or other airplanes. Allow for a 30 m (100 ft)
safe range and tilt the antenna full up.

02-34_14-40 F2000EX EASY
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GROUND OPERATION
ISSUE 20 DGT94085

F2000EX EASY 02-34_15-00
CODDE 1 PAGE 1 / 26
I-NAV GRAPHICAL WEATHER
DGT94085 ISSUE 20
INTRODUCTION
The graphical weather function provides visual/graphical displays of up-linked weather

information on I-NAV. Graphical weather is received from the ground station over datalink via
VHF, HF, Satcom or streaming XM satellite data transmissions.
 Refer to section 02-23_4 CMF / AFIS for datalink description.
Uplink WX is optional. It is available provided CMF/AFIS function is operational. Uplink
products include Radar, Satellite, and Winds aloft.
XMTM weather function is optional and available only on A/C fitted with EASy II.
The WX XMTM, WX Radar/LSS and WX Uplink are mutually exclusive for display and can not
be shown simultaneously on I-NAV.
FIGURE 02-34_15-00-00 - UPLINK WEATHER

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ISSUE 20 DGT94085
I-NAV UPLINK WX
If the airplane is equipped with the uplink weather option, the menu is displayed in
the WX drop-down menu. Selection of this function displays uplink drop-down menu.
UPLINK WX CONTROL MENU
uses a drop-down type control menu which provides these options:
FIGURE 02-34_15-00-01 - MAP MODE DROP-DOWN MENU

- selection enables the Radar layer to be turned on/off.
- selection enables the Satellite layer to be turned on/off.
- selection enables the Winds Aloft layer to be turned on/off. Winds Aloft data
provide wind direction and velocity at different altitude ranges within which winds are
considered the same. The Winds altitude range is set using the CCD rotary knob. The
Winds altitude range field is followed by the label “Ft”.
- Selecting opens the ““Request Data” tab of the uplink WX dialog box.
- selection enables the INAV to be updated with the most recent
uplinked WX products.
- selection enables the Uplink WX data legend to be opened/closed.
The relative priority for rendering graphical weather products is:
- Radar
- Satellite
- Winds aloft
NOTE
RADAR weather graphics are available for the continental United States only (will be available
elsewhere with a future EASy load). SATELLITE and WINDS weather graphics are available
worldwide.

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DGT94085 ISSUE 20
UPLINK WX LAYER
The Uplink WX regions display on the lateral map in North Up map. The Map Mode button is
non-selectable (i.e., grayed out).
Selecting checkbox displays Radar layer data.
FIGURE 02-34_15-00-02 - RADAR LAYER
Selecting checkbox displays Satellite layer.
FIGURE 02-34_15-00-03 - SATELLITE LAYER
NOTE
These figures represent only how Radar or Satellite data is displayed on the lateral map. It
does not represent how the map is configured.

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Uplink WX regions are displayed on the lateral map in North Up mode only. The airplane
symbol is removed when Uplink WX displays. The ability to center on the airplane, therefore,
is not available.
Uplink WX can be displayed when the lateral map half range is 100 Nm.
FIGURE 02-34_15-00-04 - UPLINK WX DATA REGIONS
When an Uplink WX layer is selected, the following map layers are turned off (i.e., non-
selectable):
- Traffic
- Track Line
- VOR Course Line
- Constraints
- FMS Lateral Deviation
- LSS
- Airborne WX
- SA Terrain
- Vertical Profile
When Uplink WX is turned off, map layers return to original settings.

Any EGPWS alert automatically reconfigures the display to remove the Uplink WX layer.

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DGT94085 ISSUE 20
UPLINK WX DATA LEGEND
on the Uplink WX menu displays a data legend at the top right side of the I-NAV.
The legend includes a key for (altitude) and (velocity) data.
UPLINK WX CUTOUT
The Uplink WX cutout displays selected WX data layer (SAT, RADAR, WINDS) and
associated time stamps at the bottom right side of the I-NAV.
FIGURE 02-34_15-00-05 - UPLINK CUTOUT AND WEATHER DATA
When new data is available for Radar and Satellite, that label flashes green at a rate of 1
second on, 1 second off until new data is selected for display.
If the time stamp of the Radar or Satellite display differs ≥ 30 minutes, the green time
stamps change to amber.
If the time stamp for the Winds display differs ≥ 3 hours, the time stamp displays in amber.
If the lateral map field of view does not contain data for a selected graphical WX layer (i.e.,
Radar, Satellite, Winds), the annunciation for that layer is amber.

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UPLINK WX DIALOG BOX
Selecting in the Uplink WX control menu accesses a dialog box. The Uplink
WX dialog box provides tabs for individual page selection of:
- Requests for graphical WX products
- Uplink status of files
- Time-based, selectable regions and types of graphical WX currently up-linked
Request Data page
Select the tab (at top of page) to display the page. This
page allows the crew to request graphical WX products.
FIGURE 02-34_15-00-06 - REQUEST DATA PAGE
The crewmember uses the CCD to select a tile (region) from which to uplink a WX
product. Tiles are outlined in white on the regional map.
- Click once to select the tile, which turns cyan
- Click on a cyan tile to deselect
A maximum of six tiles per request is available for Satellite and Winds; A maximum of
four tiles for RADAR. Once the maximum is selected, the map is grayed out.
The checkbox is not operational.

F2000EX EASY 02-34_15-00
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DGT94085 ISSUE 20
provides choice of either RADAR, Satellite, or Winds for selected tiles:

- Click on empty checkbox to select desired product
- Click on a checked box to remove product from the request
If a WX product is unavailable for a particular region, it is non-selectable (i.e., grayed out).
If a product is selected prior to region selection, tiles not supporting that product are non-
selectable (i.e., grayed out).
designates means of transmitting request by selecting appropriate
radio button. Only installed transmit options display.
If the option is unavailable, it is grayed out.
Click to deselect selected map tiles and WX products.
Click to send request to Global Data Center (GDC). After crewmember selects
, WX products and tiles for the previous request are deselected.
Click “X” button to close dialog box.
If the Communication Management Function fails, the message “Datalink Unavailable”
displays. All buttons and map tiles become grayed out.
FIGURE 02-34_15-00-07 - DATALINK UNAVAILABLE INDICATION

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ISSUE 20 DGT94085
Uplink Status page
Select tab (at top of page) to display the page. It provides

status of files being up-linked to the airplane.
FIGURE 02-34_15-00-08 - UPLINK STATUS PAGE
indicates product currently up-linking followed by an animated ellipsis. A

numeric value indicating percent of uplink completed follows the ellipsis.
The map displays requested tiles using legend-defined (lower left corner) color-coding:
- White – requested but not acknowledged by GDC
- Cyan – acknowledged by GDC, awaiting up-link
- Flashing green – currently up-linking

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DGT94085 ISSUE 20
Uplinked Data page
Select the tab to display the page.

Tiles currently displayed are based on selected WX product for the selected time.
- RADAR – displays tiles with available Radar data
- Satellite – displays tiles with available Satellite data
- Winds – displays tiles with available Winds aloft data
On this page, the rotary data set knob is used to select a specified time stamp of up-
linked WX data for the currently selected product. Previous data requests are stored and
available for viewing until the buffer is filled. At that time, the oldest data is deleted.
FIGURE 02-34_15-00-09 - UPLINKED DATA PAGE
The map displays coded region tiles of data up-linked to the airplane. A legend (lower left
corner) explains tile color meaning:
- Green – requested file information successfully up-linked
- Red on a black background – tiles failed to receive requested file data. Only the
most recent time stamp displays the failed tiles.

02-34_15-00 F2000EX EASY
ISSUE 20 DGT94085
I-NAV XM WEATHER
The XM weather data are uplinked on streaming mode from XM network (currently available
in United States).
The XM weather data are received in the form of weather data files which are continuously
streamed to the airplane, as opposed to Uplink WX which requires a crew initiated request to
manually retrieve a weather file that is valid only at a given date.
XM weather display on the I-NAV allows displaying the airplane position and the flight plan,
which is not the case with Uplink WX.
WX MENU WITH XM WEATHER OPTION
When the XM weather option is installed, the WX XMTM menu is displayed in the drop-down
WX menu.
FIGURE 02-34_15-00-10 - WX XM DROP-DOWN MENU
When "WX XMTM" menu is selected:

- The XM weather views may be displayed by ticking on desired checkboxes.
- The Flight levels may be tuned through CCD and scroll knob for specific displays (by
increment of 3000ft with a default value of FL240).
- The CONUS view may be displayed independently (Not selectable if other views are
already ticked).
- The legends are added to the XM weather views.

F2000EX EASY 02-34_15-00
DGT94085 ISSUE 20
XM WEATHER ANNUNCIATION
When XM weather views are displayed on INAV, a white XM weather annunciation is

displayed and boxed in the lower left hand side of the map with a black background.
The XM weather annunciation turns to amber if XM streaming data are not received by
EASy for more than 10 minutes.
FIGURE 02-34_15-00-11 - XM WEATHER DISPLAY
XM WEATHER VIEWS
The XM weather function provides a set of meteorological views listed below:

- Next Generation Radar (NEXRAD)
- Satellite mosaic (Satellite)
- Winds Aloft (Winds)
- Storm Cell Identification and Tracking (Storm Tops)
- Lightning
- Clear Air Turbulences (Turb)
- Echo Tops
- Temporary Flight Restrictions (TFR)
- Airman's Meteorological Advisories (AIRMET)
- Significant Meteorological Information (SIGMET)
- Continental United State radar coverage mask (CONUS)

02-34_15-00 F2000EX EASY
ISSUE 20 DGT94085
For each XM weather view, a timestamp is displayed (if available) in the right hand side of
the map with the following abbreviations:
View Time Stamp Abbreviation

Next Generation Radar (NEXRAD) NEXRAD
Satellite mosaic (cloud heights) Sat
Winds Aloft Winds
Storm Cell Identification and Tracking (SCIT) Tops
Lightning Lghtng
Clear Air Turbulences (CAT) Turb
Echo Tops ETOPS
Temporary Flight Restrictions (TFR) TFR
Airman's Meteorological Advisories (AIRMET) AIRMET
Significant Meteorological Information (SIGMET) SIGMET
Continental United State (CONUS) radar coverage mask XM Cvr
When several XM weather view are displayed, the associated timestamps appear in column
on the right hand side of the INAV map.
The XM weather legends may be added on the lower right side of the INAV map at the left of
timestamps when Legend checkbox is ticked in the WX XMTM menu.
If the VSD is displayed, the legends move to remain in the map above the VSD.
The legends are displayed up to 4 at the same time.

F2000EX EASY 02-34_15-00
DGT94085 ISSUE 20
Next Generation Radar
FIGURE 02-34_15-00-12 - NEXRAD DISPLAY
The Next Generation Radar (NEXRAD) display shows rainfall rates according to three
types of radar layer considering the strength of the signal:
- Green radar layer for signal strength between 20 and 40 dBZ
- Yellow radar layer for signal strength between 40 and 50 dBZ
- Red radar layer for signal strength between 50 and 75 dBZ
The NEXRAD display has a minimum display range of 1nm in North Up mode and 0.5nm
in Heading Up mode.
The NEXRAD display is updated every 5 minutes.
■ Storm Cell Identification and Tracking (SCIT)
The storm cells are only displayed with NEXRAD display when it is selected for
viewing.
A storm cell is represented on three lines:
- The height (altitude) of the cell in flight level
- The forecast speed of the cell in knots
- The cell indicated direction as a white arrow as shown above.
A storm cell is only displayed if its height (altitude) is greater than 20,000 ft.

02-34_15-00 F2000EX EASY
ISSUE 20 DGT94085
A storm cell arrow begins at the location of the storm cell.

The storm cells are removed when the airplane range is inferior to 1 NM.
The speed and height values are removed when the airplane range is superior to
750 NM.
FIGURE 02-34_15-00-13 - STORM CELL IDENTIFICATION AND TRACKING
The SCIT display is updated every 75 seconds.
Satellite mosaic (cloud heights)
FIGURE 02-34_15-00-14 - SATELLITE DISPLAY
The satellite display adds clouds (viewed by satellite) on the map following a color code
from darker grey for lowest height clouds (FL110 - FL200) to white for highest height
clouds (> FL400) as shown in figure above.
The satellite data could be displayed either in North up mode with a display range from
1nm to 750 NM or in Heading up mode with a display range from 0.5 NM to 375 Nm.
The satellite display is updated every 15 minutes.

F2000EX EASY 02-34_15-00
DGT94085 ISSUE 20
Winds aloft graphic
FIGURE 02-34_15-00-15 - WINDS ALOFT DISPLAY
The winds aloft display covers the map with colored areas in shades of purple showing
winds speed levels with black arrows pointing the relative direction of the wind.
The winds aloft display depends on flight level (default value of FL240). The view flight
level is reminded below the timestamp indication.
The winds speed levels are classified following a color code from light blue for low speed
levels (40 kt - 64 kt) to dark purple for high speed levels (>140 kt) as shown by the
legend.
The winds aloft data could be displayed either in North up mode with a display range from
50 NM to 500 NM or in Heading up mode with a display range from 25 NM to 250 NM.
The winds aloft display is updated every 60 minutes.

02-34_15-00 F2000EX EASY
ISSUE 20 DGT94085
Lightning
FIGURE 02-34_15-00-16 - LIGHTNING DISPLAY
The lightning display consists in a set of individual golden strike indicators titled at 45° as
shown above.
The lightning data could be displayed either in North up mode with a display range from
1nm to 200 NM or in Heading up mode with a display range from 0.5 NM to 100 NM.
The lightning display is updated every 5 minutes.

F2000EX EASY 02-34_15-00
DGT94085 ISSUE 20
Clear Air Turbulences
FIGURE 02-34_15-00-17 - TURBULENCE DISPLAY
The Clear Air Turbulence (CAT) display covers the map with colored areas in shades of
blue classifying turbulence conditions following color code from dark blue for extreme
conditions to sky blue for light conditions.
The turbulence display depends on flight level (default value of FL240, available from
FL210 to FL450 by 3,000 ft increment). The view flight level is reminded below the
timestamp indication.
The turbulence data could be displayed either in North up mode with a display range from
1 NM to 750 NM or in Heading up mode with a display range from 0.5 NM to 375 NM.
The CAT display is updated every 1 hour.

02-34_15-00 F2000EX EASY
ISSUE 20 DGT94085
Echo tops
FIGURE 02-34_15-00-18 - ECHO TOPS DISPLAY
As the winds aloft display, the echo tops display covers the map with colored areas in
shades of purple showing echo tops levels following color code from purple for lowest
level (FL000) to gray to white for highest level (FL700) by step of 5,000 ft (+50 FL).
Contrary to winds aloft display, there is no directional arrow in addition to echo tops
areas.
The echo tops data could be displayed either in North up mode with a display range from
The echo tops display is updated every 7.5 minutes.

F2000EX EASY 02-34_15-00
DGT94085 ISSUE 20
Temporary Flight Restrictions
FIGURE 02-34_15-00-19 - TEMPORARY FLIGHT RESTRICTIONS DISPLAY
■ TFR graphic and label box
The Temporary Flight Restrictions (TFR) are geographical areas limited by lavender
shapes (circular or not) which are actionable items (can be focused, selected) and
associated label boxes which contain the TFR number and ID. Those label boxes
are removed when the display range is greater than 200 NM.
The TFR data could be displayed either in North up mode with a display range from
10 NM to 750 NM or in Heading up mode with a display range from 5 NM to
375 NM.
The TFR display is updated every 12 minutes.
■ TFR text box
Upon selection of a TFR label box, a TFR text box (see upper left side in figure
above) is displayed with the same format (size, shape, etc.) as a Show Info dialog
box.
The TFR text box has a scroll bar within to allow the scrolling and display of all the
text and could be closed using the standard dialog box protocol.

02-34_15-00 F2000EX EASY
ISSUE 20 DGT94085
Airman's Meteorological Advisories
FIGURE 02-34_15-00-20 - AIRMET DISPLAY
The Airman's Meteorological Advisories (AIRMET) display shows geographical areas

limited by colored shapes and associated label boxes containing AIRMET type symbols
(e.g. mountain obscuration, surface winds…). The boundaries are focused when the
cursor is placed on the graphic and are removed when the display range is above
300 NM (only the type labels remain displayed).
The AIRMET data could be displayed either in North up mode with a display range from
The AIRMET display is updated every 12 minutes.
The AIRMET info box is displayed when the cursor is placed on the graphic for more than
one second and contains the key word AIRMET, followed by the AIRMET type and the
expiration time of the AIRMET. The info box remains display until the action cursor is
removed.
When the airplane enters in an AIRMET (and as long as it remains within), the word IN is
added in the legend at the matching type label.

F2000EX EASY 02-34_15-00
DGT94085 ISSUE 20
FIGURE 02-34_15-00-21 - AIRMET TEXT BOX
The AIRMET text box is displayed when the “select” action is indicated while the cursor is
in the info box or on the AIRMET graphic (this allows the info box to expire but the
AIRMET to still be viewed).
The AIRMET text box has a separate summary top section, a neighbors medium section,
and a complete text bottom section with the following characteristics:
- The summary top section is large enough to support three lines of text.
- The neighbors medium section is a single drop-down button displaying the current
AIRMET.
- The complete text bottom section has a scroll bar, if necessary, to display the full
text.

02-34_15-00 F2000EX EASY
ISSUE 20 DGT94085
Significant Meteorological Information
FIGURE 02-34_15-00-22 - SIGMET DISPLAY
The Significant Meteorological Information (SIGMET) display operates in the same way
as AIRMET display with differences in the types of areas as defined by the legend. The
boundaries are removed when the display range is above 350 NM (only the type labels
remain displayed).
The SIGMET data could be displayed either in North up mode with a display range from
1nm to 750 NM or in Heading up mode with a display range from 0.5 NM to 375 NM.
The SIGMET display is updated every 12 minutes.
The SIGMET info box has the same appearance and behavior than AIRMET info box and
contains the key word SIGMET, followed by the SIGMET type and the expiration time of
the SIGMET. The info box remains display until the action cursor is removed.
When the airplane enters in an SIGMET (and as long as it remains within), the word IN is
added in the legend at the matching type label.

F2000EX EASY 02-34_15-00
DGT94085 ISSUE 20
Continental United States radar coverage mask
FIGURE 02-34_15-00-23 - CONUS DISPLAY
The Continental United States (CONUS) coverage mask covers the map with the current
radar coverage as filled pastel green circles. According to this CONUS coverage, the XM
weather function may only be used in United States.
The CONUS coverage is exclusive and could not be displayed with any other views.
The CONUS display is updated every 5 minutes.

02-34_15-00 F2000EX EASY
ISSUE 20 DGT94085
XM WEATHER MULTIPLE DISPLAY
FIGURE 02-34_15-00-24 - MULTIPLE XM WEATHER DISPLAY
Except CONUS, multiple XM weather views may be displayed simultaneously (in layers)
considering the following display priority order:
View Priority
Storm Tops 1
NEXRAD 2
Satellite 3
Winds 4
Lightning 5
Clear Air Turbulence 6
Echo Tops 7
TFR 8
AIRMET 9
SIGMET 10

F2000EX EASY 02-34_15-00
DGT94085 ISSUE 20
XM WEATHER DEGRADED BEHAVIOR
The timestamp provides graphical feedback on data availability status:

- The product readout can only be seen amber and dashed at initialization as long as a
correct data sample has not been received ;
- Once a data sample for this product has been correctly received, its readout turns from
"amber with dashes to white with the received data sample time stamp
- Once the product is initialized:
o The product readout and its timestamp will turn amber if data are not refreshed: 45
minutes except for winds & turbulence (180 minutes)
o A corrupted data sample received will be ignored by the system; the system will go on
using and displaying the data from the previous valid data sample (with its associated
time stamp).
When data are out of display range, the associated timestamps are greyed out.
An EGPWS alert automatically reconfigures the display to remove the XM weather layers.

02-34_15-00 F2000EX EASY
ISSUE 20 DGT94085

F2000EX EASY 02-34_20-05
ATA 34_20 NAVIGATION (EASY II) –
CODDE 1 HGS (OPTION) PAGE 1 / 2
INTRODUCTION
The optional Head-up Guidance System (HGS) is an electronic and optical system that
generates and displays information in the pilot's forward field of view.
The system is designed so that the display appears to be towards infinity, allowing the pilot
to see the outside world as well as the information on the combiner without changing focus.
The HGS provides information during all phases of flight. The displayed information is
derived from airplane instruments and sensor data.
Two different levels of certification of HGS may be installed on the airplane:
- HGS not capable of HUD 2/3,
- HGS capable of HUD 2/3.

- HGS computer,
- HGS combiner.

02-34_20-05 F2000EX EASY
A ATA 34_20 NAVIGATION (EASY II) –
PAGE 2 / 2 HGS (OPTION) CODDE 1

- HGS combiner,
- Flight Management Window,
- Test synoptic page.

- On HGS combiner,

F2000EX EASY 02-34_20-10
SYSTEM ARCHITECTURE
The HGS provides attitude, speed, altitude, flight path, guidance, and other situational
information to the pilot in symbolic format. Basic flight information is available during all
phases of flight. The HGS also provides display functions for Flight Director guidance, HGS
guided approach, visual approach, unusual attitude and take-off guidance.
The pilot is made aware of the loss of any required displayed information for the HGS, due to
unavailable airplane sensor or equipment data, through the obvious blanking of display
elements or the display of special status messages.
The HGS combiner is removed from the pilot's forward field-of view by moving it to the stowed
position. The HGS display brightness can be adjusted, from zero to full intensity through the
brightness control located on the combiner. A manual adjustment mode is available that
allows a constant luminance to be set by the pilot. An automatic adjustment mode is also
available that allows a constant contrast ratio to be set by the pilot (the actual luminance of
the combiner display varies with the sensed luminance of the ambient light).
The HGS records the detected faults (in airplane equipment, airplane sensors and HGS LRU)
and reports the system status to the airplane Central Maintenance Computer (CMC).
In HUD2 and HUD3, the HGS also records the landing performance data and sends it to
printer upon request.
The HGS computer receives the approach parameters like the localizer track, the runway
length, the runway elevation, and the reference glideslope from the Flight Management
Windows.
- HGS computer,
- Overhead Unit (OHU),
- HGS combiner.
FIGURE 02-34_20-10-00 - HGS COMPONENTS
The optical effects of the curved windshield are compensated for in the optics and pre-
distortion map.

02-34_20-10 F2000EX EASY
HGS COMPUTER
The HGS computer provides the symbology drive signals to the OHU.
These signals are derived from internal calculations, which determine the position and form
of the flight symbology to be presented, dependent on the airplane equipment and sensor
data received by the HGS computer.
The HGS computer provides display functions for Flight Director (FD) guidance, HGS guided
approach, visual approach and unusual altitude.
The HGS computer receives the approach, like the localizer track, the runway length, the
runway elevation, and the reference glideslope from the Flight Management Window. These
parameters are used to display synthetic runway, swinging localizer and glideslope
reference line.
HGS monitor data fed back from OHU to verify the conformal symbols are properly
positioned. HGS blanks the display if a failure is detected or removes the symbol that is not
at its expected position.
OVERHEAD UNIT
The OHU projects the flight symbology, generated by the HGS computer, onto the combiner.
HGS COMBINER
The combiner is an optical element that optically combines displayed flight symbology with
the pilot's view through the airplane windscreen.
This optical design permits various symbols, like the artificial horizon, to overlay
corresponding features of the outside world.
The combiner also displays the flight symbology at optical infinity, allowing the pilot to see
the information without a shift in eye focus.
The combiner also includes controls to change brightness and contrast for HGS with EFVS
or brightness only for HGS.
To move the combiner glass from the stow to the operating position, push the stow lever and
rotate the combiner glass down and forward until the combiner glass moves into the
operating position. When the combiner glass moves into the operating position, the stow
switch automatically turns on the high-voltage power supply in the OHU. After a brief warm-
up period, the OHU projects symbology onto the combiner glass.
brightness control located on the combiner:
- A manual adjustment mode is available that allows a constant luminance to be set by
the pilot.
- An automatic adjustment mode is also available that allows a constant contrast ratio to
be set by the pilot (the actual luminance of the combiner display varies with the sensed
luminance of the ambient light).

F2000EX EASY 02-34_20-10
PRINCIPAL DIAGRAM
The HGS interconnect includes:

- Video and control from HGS computer to the OHU,
- Video feedback, serial data and combiner settings from OHU to the HGS computer,
- Power from OHU to the combiner,
- Settings and position from the combiner to the OHU.
The HGS computer requires inputs from other systems in the airplane. The HGS receives
these inputs through dual independent input/output subsystems contained within the HGS
computer. These inputs consist of digital and analog data from these sensors and
equipment:
- Inertial Reference Unit (IRU),
- Radio Altimeter (RA),
- Modular Avionics Units (MAU),
- Pilot yoke.
The HGS computer provides outputs to MAU2 consisting of:

- Flight Data Recorder information (FDR),
- Annunciations for displayed in PDU,
- Auto-Throttle data (A/T),
- Maintenance data (CMC).

02-34_20-10 F2000EX EASY
FIGURE 02-34_20-10-01 HGS INTERFACES
The HGS computer provides source selection among redundant HGS inputs. This allows the
HGS to revert to a valid source when a failure has occurred to the currently selected source.
The source selection in the HGS is the same as the one used in the corresponding ADI.

F2000EX EASY 02-34_20-10
HGS MODES
The HGS has seven modes.

- Primary display: available for take-off, climb, enroute, descent and non-precision
approach and landing.
- CAT1 approach mode: available for manual or AutoPilot engaged CAT I ILS approach
with minimum decision altitude or RA DH of 200 feet above runway elevation or higher.
- CAT2 approach mode: available for AutoPilot engaged CAT II ILS approach with
- HUD2 approach mode: available for manual CAT II ILS approach and landing with
- HUD3 approach mode: available for manual CAT III ILS approach and landing with
- LPV approach mode (option): available for Flight Director (FD) derived guidance when
flying an LPV using GPS data.
- RNP AR: available for Flight Director derived guidance when flying an RNP AR
approach.
HUD2 and HUD3 approach modes are available only for airplane equipped with HGS
capable of HUD 2/3.
For HUD2 or HUD3 approach mode, the FD displayed in the HUD combiner and in both
PDU is computed by HGS. The guidance is given to touchdown.
For the CAT1 and CAT2 approach mode:
- On airplane equipped with HGS not capable of HUD 2/3: the FD displayed in the HUD
combiner and in both PDU is computed by Automatic Flight Control System (AFCS).
- On airplane equipped with HGS capable of HUD 2/3:
o CAT1 : the FD displayed in HUD combiner is computed by HGS down to 100 feet
AGL then it is removed. The FD displayed in both PDU are computed by AFCS.
o CAT2 : the FD displayed in HUD combiner is computed by HGS until AutoPilot
disconnects then it is removed. The FD displayed in both PDU are computed by
AFCS.
For LPV and RNP AR approach modes, the FD displayed in the HUD combiner and in both
PDU is computed by AFCS.
NOTE

02-34_20-10 F2000EX EASY
EQUIPMENT LOCATION
The HGS computer is installed in the nose cone.

The OHU and combiner are located on the left side of the cockpit, above and forward of the
left pilot.
FIGURE 02-34_20-10-02 - HGS EQUIPMENT LOCATION
OHU
HGS combiner
FIGURE 02-34_20-10-03 OHU AND COMBINER LOCATION

F2000EX EASY 02-34_20-10
The following paragraph describes the power supply of the different equipment of the Head
up Guidance System.

OHU LH bus A1
HGS computer LH bus A1

02-34_20-10 F2000EX EASY

F2000EX EASY 02-34_20-20
DGT94085 CONTROLS AND INDICATIONS ISSUE 20
CONTROLS
Crew has control on the Head-up Guidance System through:

- Soft keys in the Flight Management Window (FMW),
- Soft key in the TEST synoptic page.
HUD COMBINER CONTROLS
AIRPLANE WITHOUT EFVS AIRPLANE WITH EFVS
FIGURE 02-34_20-20-00 - HUD COMBINER CONTROLS
The Combiner contains an integrated display brightness control knob with an

Automatic/Manual selector switch:
- Pull the BRIGHT knob to select automatic (AUTO) brightness mode,
- Push the BRIGHT knob to select manual (MAN) brightness mode,
- Turn the BRIGHT knob to adjust the brightness:
In AUTO mode the brightness automatically changes to maintain the contrast level set by
the pilot. This gives a constant contrast ratio to the detected light conditions and allows the
display to remain visible without manual adjustment as the airplane travels through a variety
of light conditions.
In MAN mode the brightness level does not change once it is set by the pilot. Thus, when
the airplane travels through a variety of light conditions, it is possible for the display to not be
visible.

02-34_20-20 F2000EX EASY
ISSUE 20 CONTROLS AND INDICATIONS DGT94085
The HGS computer receives the approach and take-off parameters from the MAU via the
Flight Management Window.
Arrival Phase Of Flight
The localizer track, runway elevation, glideslope and runway length parameters are
required:
- To display the glideslope reference, the swinging loc and the synthetic runway,
- To perform an HUD 2/3 approach.
The runway length, runway elevation, localizer track and glideslope parameters displayed
in the STAR / App tab of the Arrival POF are sent to the HGS Computer after the crew
members have confirmed them via the HUD CONFIRM soft key.
FIGURE 02-34_20-20-01 - ARRIVAL POF, STAR/APP TAB OF THE FMW
If the HGS is not installed, the HUD CONFIRM soft key is removed.
Once there is data in all of the four fields (including dashes), HUD CONFIRM softkey
becomes selectable.
Selecting the soft key confirms data for the HGS and the softkey becomes non-selectable
again until a change is made to any one of the parameters.
Upon selection of the runway, all the runway information is retrieved from the database
and displayed automatically.
If the parameters are not confirmed:
- The synthetic runway, the swinging localizer and the glideslope reference are not
displayed,
- The HUD 2/3 approach capability is lost and NO HUD 2/3 annunciation is displayed
in the HUD.

F2000EX EASY 02-34_20-20
NOTE
The correct setting of localizer true track is a key element for proper operation of HGS during
approach.
Approach category and minimums information are selected through the Landing Data tab.
If the HGS installed on the airplane is not capable of HUD 2/3, the HUD2 label is not
displayed and the HUD3 soft key is not selectable (greyed out) in the App Category
menu.
FIGURE 02-34_20-20-02 - ARRIVAL POF, STAR/APP TAB OF THE FMW
 Refer to sub-section 02-34_1-21 FLIGHT MANAGEMENT WINDOW for FMW window

description.

02-34_20-20 F2000EX EASY
TEST SYNOPTIC
HUD DATA soft key allows to print the landing report while the airplane in on ground.
This soft key is inactive if airplane is not equipped with HGS capable of HUD 2/3.
The HGS landing report shows the parameters after a HUD3 or HUD2 approach:
- Touchdown bank angle (degrees)
- Glideslope deviation at 100 ft (dots)
- Touchdown vertical speed (ft/min)
- Localizer deviation at 100 ft (dots)
- Localizer deviation at touchdown (dots)
- Maximum localizer deviation (dots)
- Maximum localizer deviation during ground roll (dots)
- Maximum speed error negative (kts)
- Maximum speed error positive (kts)
- Touchdown lateral position (ft)
- Touchdown longitudinal position (ft)
FIGURE 02-34_20-20-03 – TEST SYNOPTIC

F2000EX EASY 02-34_20-20
INDICATIONS

- On the HGS combiner,

02-34_20-20 F2000EX EASY
HUD SYMBOLOGY
The HUD symbology is designed to enable the pilot to control and monitor the airplane
during all flight phases, whether being manually flown or when using the autopilot.
It is designed to be consistent with the ADI display formats to prevent any ambiguity
between the head-up and the head-down displays.
The following symbologies are provided by the HGS:
- Attitude information,
- Airspeed information,
- Altitude information,
- Conformal symbology (Flight path, heading scale, conformal selected course, conformal
selected heading, synthetic runway),
- Energy and speed management (Flight Path acceleration, speed error tape, vertical
speed, thrust director),
- Source annunciations,
- Miscompares and Failure annunciations,
- Flight Management System information,
- Navigation information,
- TCAS advisory with corrective action,
- Flight control mode / HGS mode annunciations,
- Flight director guidance and mode annunciations,
- Autothrottle annunciations,
- EGPWS windshear annunciations,
- Remaining runway distance during rollout at landing,
- Unusual attitude recovery.

The following HUD symbology descriptions and illustrations are presented in six parts:
- Visual take-off symbology: describes symbol used during take-off,
- Enroute symbology: describes symbol used anytime,
- Approach symbology: describes symbols used during an ILS or LPV approach,
- Unusual attitude display,
- Flags and reversion annunciations display,
- Advisories and annunciations display.
NOTE
The symbology shown later in this sub-section is for identification purposes only.

F2000EX EASY 02-34_20-20
Enroute symbology
The enroute display provides situational awareness and flight director information to the
pilot during enroute operations. FMS information is also available. This is the default
display when the airplane is in air.
A typical representation of the symbology for the Enroute display is shown in the figure.
FIGURE 02-34_20-20-04 - ENROUTE SYMBOLOGY

02-34_20-20 F2000EX EASY
Airplane Reference 1 Digital Distance Data 22
Horizon Line 2 Airspeed Scale 23
Flight Path 3 Selected Airspeed Bugs 24
Flight Path Acceleration 4 Indicated Mach Digital Readout 25
Pitch Scale 5 Altitude Scale 26
Roll Scale and Pointer 6 Odometer / Altitude Drum 27
Conformal Heading Scale and 7 28

Baro Pressure Setting
Index
Conformal Selected Heading Bug 8 Selected Altitude 29
Partial Compass Rose 9 Digital Vertical Speed 30
Selected Heading Bug 10 Flight Director 31
Heading Source 11 Autopilot Status 32
Digital Selected Heading / Track 12 FMS Annunciations 33
Slip / Skid Indicator 13 FD Lateral Capture Mode 34
Navigation Source 14 FD Lateral Arm Mode 35
Digital Selected Course / Desired 15 36

FD Vertical Capture Mode
Track
Selected Course Arrow 16 FD Vertical Arm Mode 37
Conformal Selected Course Bug 17 Wind Speed and Direction 38
VNAV Scale / VNAV Pointer 18 Autothrottle Annunciations 39
Lateral Deviation Indicator 19 Flight Path Command 40
TO Waypoint 20 Track Angle Pointer 41
To / From Indicator 21 Air Brake Annunciations 42

F2000EX EASY 02-34_20-20
Take-off symbology
The visual take-off display provides situational awareness to the pilot during the takeoff
roll without active guidance.
A typical representation of the symbology for the visual takeoff display is shown in the
following figure.
FIGURE 02-34_20-20-05 - VISUAL TAKE-OFF SYMBOLOGY

02-34_20-20 F2000EX EASY
SYMBOL ID#
Rotation Symbol 1
Airspeed Reference Bugs 2
Speed Reference Table 3
Longitudinal Acceleration 4
Ground Lateral Deviation Scale / Pointer 5

F2000EX EASY 02-34_20-20
Approach symbology
This display is invoked when guided approach mode is active.
■ ILS approach modes
ILS approach modes are:

- HUD3 mode: manual ILS approach and landing operations to CAT III
minimums.
- HUD2 mode: manual ILS approach and landing operations to CAT II
minimums.
- CAT2 mode: autopilot-engaged ILS approach and landing operations to CAT II
minimums.
- CAT 1 mode: manual or autopilot-engaged ILS approach and landing
operations to CAT 1 minimums.
Both CAT II and CAT III approaches require authorisation and training.
The HUD 3 and HUD 2 symbology are identical.
The CAT 2 symbology is similar to HUD 3/2 symbology with the following
differences:
- Flight Director and Flare command are removed at AutoPilot disengagement.
The CAT 1 symbology is similar to HUD 3/2 symbology with the following
differences:
- Flight Director is removed below 150 feet AGL.

02-34_20-20 F2000EX EASY
A typical representation of the symbology for the HGS Approach display in HUD 3
mode is shown in the figure.
FIGURE 02-34_20-20-06 - APPROACH SYMBOLOGY

F2000EX EASY 02-34_20-20
SYMBOL ID#
Glideslope Reference Line 1
Glideslope Deviation Line 2
Swinging Localizer 3
Synthetic Runway 4
Marker Beacons 5
Speed Error Tape 6
Digital Airspeed 7
Digital Barometric Altitude 8
Digital Radio Altitude 9
Digital Decision Height 10
Minimum Height Alert 11
Approach Mode Annunciations 12
Flare Command (CAT 2, HUD 2 or HUD 3 only) 13
Flight Director 14
Idle Message (HUD 2 or HUD 3 only) 15
HGS Warning Annunciations (HUD 2 or HUD 3 16

only)
Thrust director cue 17
The Flight Director symbol is different according to the HGS capability:

- If HGS is capable of HUD 2/3, the FD is controlled by the HGS Computer:
- If HGS is not capable of HUD 2/3, the FD is controlled by the pitch and roll
command signals from the Automatic Flight Control System (AFCS):

02-34_20-20 F2000EX EASY
■ LPV approach
In LPV mode the HGS replaces the altitude and airspeed tapes with numeric
representations, same as with ILS approaches. The HSI is also replaced similar to
an ILS approach, except the LPV approach is using GPS data instead of ILS data.
FIGURE 02-34_20-20-07 - LPV APPROACH SYMBOLOGY

F2000EX EASY 02-34_20-20
■ RNP AR approach
In RNP AR mode the HSI is replaced with a RNP lateral scale.
FIGURE 02-34_20-20-08 - RNP AR APPROACH SYMBOLOGY

02-34_20-20 F2000EX EASY
Unusual attitude display
During unusual attitudes (same triggering logics as the head-down ADI), the HGS display
will automatically switch to a format designed for recognition and recovery assistance.
When the airplane attitude is restored to a stable condition, the display format is returned
to the operating display format. A typical representation of the symbology for the unusual
attitude display is shown in the figure.
FIGURE 02-34_20-20-09 - UNUSUAL ATTITUDE DISPLAY
During unusual attitudes, the infrared image (EVS), if displayed, is automatically

removed.

F2000EX EASY 02-34_20-20
Flags and reversion annunciation display
A typical presentation of the failure flags / comparator flags / reversion annunciations is

shown in the figure.
FIGURE 02-34_20-20-10 - FLAGS AND REVERSION ANNUCIATION

02-34_20-20 F2000EX EASY
SYMBOL ID#
Alternate Source Selection 1
Longitudinal Acceleration Fault 2
Airspeed Fault 3
Attitude Fault 4
Barometric Altitude Fault 5
Combiner Alignment Message 6
Attitude Comparator 7
Heading Comparator 8
Altitude Comparator 9
Airspeed Comparator 10
Localizer Comparator 11
Glideslope Comparator 12
Radio Altitude Comparator 13
Flight Director Fault 14
Glideslope Fault 15
Heading Fault 16
Localizer Fault 17
Navigation Source Fault 18
Radio Altitude Fault 19
Vertical Speed Fault 20
Flight Path Comparator 21
Thrust director fault 22
Flight Path Vector symbol failure (FPV removed 23

due to invalid input)

F2000EX EASY 02-34_20-20
Advisories and annunciation display
Typical presentations of advisories and annunciations are shown in the figure.
FIGURE 02-34_20-20-11 - ADVISORIES AND ANNUNCIATION

02-34_20-20 F2000EX EASY
SYMBOL ID#
Pitch Chevron 1
Conformal Selected Track Bug 2
Conformal Track Angle Pointer 3
Selected Track Bug 4
Track Pointer 5
Angle of Attack Limit 6
Slip/Skid Indicator 7
Excessive Glideslope Deviation 8
Excessive Localizer Deviation 9
Minimum Descent Altitude Pointer 10
FMS VNAV Target Altitude Readout / Pointer 11
Digital Minimum Descent Altitude 12
Minimum Descent Altitude Alert 13
Low Bank Limit Arc 14
TCAS Resolution Advisory Box 15
Windshear / Ground Proximity Annunciations 16
Flare Cue 17
FMS Selected Airspeed 18

F2000EX EASY 02-34_20-20
HUD SYMBOLOGY - SUPPLEMENTARY INFORMATION
Symbols description and illustrations are grouped under each chapter according to:
- Mode annunciations and roll scale,
- Attitude Direction Indicator,
- Airspeed,
- Altitude,
- Horizontal Situation Indicator and navigation data.
FIGURE 02-34_20-20-12 - HUD SYMBOLOGY
Mode annunciations and roll scale
FIGURE 02-34_20-20-13 - ANNUNCIATIONS AND ROLL SCALE

02-34_20-20 F2000EX EASY
ADI symbols group
Navigation mode
FIGURE 02-34_20-20-14 - ADI IN NAVIGATION MODE
Take-off mode
FIGURE 02-34_20-20-15 - ADI IN TAKE-OFF MODE

F2000EX EASY 02-34_20-20
Approach mode
FIGURE 02-34_20-20-16 - ADI IN APPROACH MODE WITH HGS CAPABLE OF HUD 2/3
The Flight Path Symbol is position-limited either by other symbology (airspeed and
altitude tape scales) or by the display field-of-view. When this occurs the FPS is ghosted.
This indicates that the FPS is no longer conformal with the realworld scene.
On final approach, the crosswind limit beyond which the FPS is ghosted depends on the
approach speed, as well as the selected guidance mode. An example is provided in the
table below, for an approach speed of 110 kt:
Crosswind limit for FPS in the HUD
Left Right
Speed and altitude scales not displayed 21 kt 22-23 kt
(LPV or ILS approach)
Speed and altitude scales displayed 18 kt 15-16 kt

02-34_20-20 F2000EX EASY
Airspeed symbols group
FIGURE 02-34_20-20-17 - AIRSPEED SYMBOLS GROUP
FIGURE 02-34_20-20-18 - AIRSPEED SYMBOLS GROUP IN TAKE-OFF MODE

F2000EX EASY 02-34_20-20
FIGURE 02-34_20-20-19 - SPECIFIC AIRSPEED SYMBOLS

02-34_20-20 F2000EX EASY
Altitude symbols group
FIGURE 02-34_20-20-20 - ALTITUDES SYMBOLS GROUP

F2000EX EASY 02-34_20-20
Navigation and HSI symbols group
FIGURE 02-34_20-20-21 - NAVIGATION AND HSI SYMBOLS GROUP
FIGURE 02-34_20-20-22 - SYMBOLS DISPLAYED IN APPROACH MODE
RNP AR lateral deviation scale
FIGURE 02-34_20-20-23 - RNP LATERAL DEVIATION SCALE
 Refer to sub-section 02-31_1-10 / DEVIATION paragraph for more information.

02-34_20-20 F2000EX EASY
Vertical deviation scale
FIGURE 02-34_20-20-24 - VERTICAL DEVIATION SCALE
 Refer to sub-section 02-31_1-10 / DEVIATION paragraph for more information.

F2000EX EASY 02-34_20-20
ADI WINDOW
The below description is only applicable for airplane equipped with HGS capable of HUD
2/3.
FIGURE 02-34_20-20-25 - HUD APPROACH MODE ANNUNCIATION
When HUD2 or HUD3 mode approach is active the following annunciations are displayed in
ADI:
- HUD white annunciation is displayed to indicate the flight director is being driven by the
HGS and not AFCS.
- Approach mode annunciation:

o HUD 2 (HUD 3) is displayed in green if the HUD CAT2 (respectively HUD CAT3)
conditions are valid,
o HUD 2 (HUD 3) is displayed in amber if the conditions are not valid and radio altitude
is above 200 ft,
o HUD 2 (HUD 3) is displayed in red if the conditions are not valid and the radio altitude
is below 200 ft.
- HUD condition:
o is displayed as reminder for the pilot to reduce the airplane thrust levers to idle
for touchdown. If active, the Auto-Throttle reduce the thrust levers to idle.
o is displayed as a reminder for the pilot to initiate flare.
o is displayed below 500 feet AGL when HUD2 or HUD3 capability is lost, or if
approach and landing tolerance is out of tolerance.
, and are displayed flashing for 10 sec then they are steady.

02-34_20-20 F2000EX EASY

F2000EX EASY 02-34_20-30
DGT94085 SYSTEM PROTECTIONS ISSUE 20
SYSTEM MONITORING
The Head-up Guidance System monitors:

- The proper operation of the HGS computer and OHU hardware and software,
- The critical symbols,
- The combiner glass alignment.
The critical symbol monitor tests the integrity of the HGS display path by monitoring the
displayed position of 10 selected critical symbols:
- Airplane reference,
- Horizon line,
- Flight path,
- Ground roll reference,
- HGS ground roll guidance cue,
- Flight Director,
- Unusual attitude airplane reference,
- Unusual reference horizon line,
- Test symbol,
- Speed error tape.
The critical symbol monitor indicates a failure if a symbol’s measured deviation from the
expected position or the deviation between the calculated sensor value and the actual
sensor input value exceeds a specified tolerance.
The system response to this fault detection is either the blanking of the entire display, or the
removal of the individual critical symbol from the display.
An optically combiner alignment detector using a LED and two detectors continuously
measures the angle of the combiner glass. An advisory CAS message and HUD
annunciation are displayed if the combiner misalignment error gets outside the acceptable
range. The CAS message can be displayed only during CAT2 or HUD 2/3 approach.

02-34_20-30 F2000EX EASY
ISSUE 20 SYSTEM PROTECTIONS DGT94085
ACTIVE PROTECTION
CIRCUIT BREAKERS
The Head-up Guidance System is protected by circuit breakers located above the overhead
panel.
FIGURE 02-34_20-30-00 – HGS BREAKERS

F2000EX EASY 02-34_20-50
CAS MESSAGES
ALIGN COMBINER During CAT2, HUD2 or HUD3 approach, the HUD

combiner is not within alignment tolerances.
CHECK COURSE LH pilot and RH pilot ILS courses are different during
HUD2 or HUD3 approach.
CHECK HUD SETUP HGS capable of HUD 2/3 does not receive runway
data, localizer track and glideslope angle.
CHECK RA SOURCE LH pilot and RH pilot radio altimeter sources are the
same during HUD2 or HUD3 approach.
DISENGAGE AP USE HUD During HUD3 approach, the altitude is below 1,000 ft
and the Autopilot is engaged.
approach mode is selected.
HUD FAIL HGS failed.

02-34_20-50 ATA 34_20 NAVIGATION (EASY II) – F2000EX EASY
PAGE 2 / 2
HGS (OPTION) CODDE 1
ISSUE 20
ABNORMAL OPERATION DGT94085

F2000EX EASY 02-34_21-00
CODDE 1 EVS WITH ROCKWELL-COLLINS HGS (OPTION) PAGE 1 / 20
DGT94085 EVS WITH ROCKWELL-COLLINS HGS (OPTION) ISSUE 20
GENERAL
INTRODUCTION
The Enhanced Vision System (EVS) is an enhancement of the existing HUD 2/3 capable
HGS. In case of poor visibility or night condition, the EVS improves the perception of
external environment.
The expected gain of EVS (i.e. ability for the LH pilot to see the environment details -
ambient conditions:
AMBIENT CONDITIONS EXPECTED BENEFIT

High moisture, low visibility conditions
No gain
Although most of the time the scene is viewed first by the LH pilot through the EVS image,
the real scene is generally seen first by the RH pilot. The LH pilot will normally see the real
scene before reaching the approach minima:
- In day conditions: for the conditions listed in the above table, lights are the best seen
features in the HGS combiner.
The EVS has the ability to display an image from the forward looking infrared camera on the
HGS combiner as well as on the MDU.
The system components consist of an Infrared Sensor Unit (ISU), an external InfraRed

02-34_21-00 F2000EX EASY
PAGE 2 / 20 EVS WITH ROCKWELL-COLLINS HGS (OPTION) CODDE 1
ISSUE 20 EVS WITH ROCKWELL-COLLINS HGS (OPTION) DGT94085
Controls
Controls of the Head-up Guidance System include:

- HGS combiner,
Indications

- On the Head-Up Display (HUD) combiner,

F2000EX EASY 02-34_21-00

02-34_21-00 F2000EX EASY
SOURCES

ISU LH bus A1
IRW power LH bus A1
EQUIPMENT LOCATION
FIGURE 02-34_21-00-01 - NOSE CONE WITH EVS

F2000EX EASY 02-34_21-00
DESCRIPTION
The Enhanced Vision System (EVS) has the ability to display an image of the real world
scene in raster format on the HGS combiner as well as on the MDU. This image is generated
by an Infrared Sensor Unit (ISU), which is installed in the nose of the airplane. The infrared
image is scaled, aligned, and adjusted (as required, during initial installation) to overlay the
real world scene as viewed through the HGS combiner. The ISU provides an image of at least
certain runway features (landing lights) and some features of the surrounding terrain and
obstacles. The general intent of providing this type of image to the pilot is enhanced
situational awareness at night and in certain low visibility environmental conditions.
FIGURE 02-34_21-00-02 - PRINCIPLE DIAGRAM
During taxiing and take-off the EVS provides an image of taxiway and runway lights, other
pilot.
During approach and landing the EVS provides an image of the runway environment, other

02-34_21-00 F2000EX EASY

Take-off
runway incursions.
Climb / Descent
coast ….)
Rollout
INFRARED WINDOW:

F2000EX EASY 02-34_21-00
CONTROL

FIGURE 02-34_21-00-03 - EVS CONTROLS LOCATION

02-34_21-00 F2000EX EASY
FIGURE 02-34_21-00-04 - EVS CONTROLS
Adjustment of these display parameters on the EVS image are performed by the HGS.
brightness.

F2000EX EASY 02-34_21-00
CONTROL FUNCTION DISPLAY

decreases it.
lamberts.

FIGURE 02-34_21-00-05 - EVS CONTRAST LOGIC

02-34_21-00 F2000EX EASY
FIGURE 02-34_21-00-06 - EVS ROTARY SWITCH PUSHBUTTON
display.
upon a cool down command from the pilot.
A three position rotary switch for the control of the ISU mode and cryogenic cooler:
- HIGH: the cryogenic cooler of the ISU is on. ISU mode optimized to give the highest
level of details available in the EVS image in most conditions.
- LOW: the cryogenic cooler of the ISU is on. ISU mode dedicated to low visibility
operations.
When the EVS knob is set from OFF to HIGH or LOW, the sensor cool down cycle is
initiated. Cooldown takes approximately 10 minutes, during which no image can be
displayed.
- Correct a bad image quality (trails, excessive saturated image, etc…).
The calibration is initiated as soon as the switch is released.
A calibration is automatically performed when the camera cooler is manually switched on
(HIGH or LOW).

F2000EX EASY 02-34_21-00
the EVS image from the HGS combiner. It also allows dimming this image.
The intended function of the kill / dim switch is to improve the ability to see through the
EVS image in the HUD in critical situations, without removing the hands from the yoke
(e.g. IMC to VMC transition, taxiing at night, etc.).
FIGURE 02-34_21-00-07 - EVS KILL / DIM PUSHBUTTON
automatically removed. When the correct attitudes are recovered the LH pilot can select
the EVS image with the EVS kill / dim pushbutton.
The EVS kill / dim pushbutton has no effect on the EVS image displayed in the MDU, it
only affects the EVS image in the HUD:
- A short depress (< 800 ms) on the EVS pushbutton allows:
o Removing the EVS image,
o Restoring the EVS image (if it was previously removed).
- A long depress (> 800 ms) on the EVS pushbutton allows:
o Dimming the EVS image,
o Setting the EVS image from a dimmed to a not-dimmed status,
o Restoring the EVS image to a dimmed status (if it was previously removed)
Dimming or un-dimming the EVS image will take 1 second, per design, whereas killing or
restoring the image will be instantaneous.

02-34_21-00 F2000EX EASY
EVS IMAGE DISPLAYED
Long
Long
Short
EVS IMAGE DIMMED

Short
Short
Long
NO EVS IMAGE
FIGURE 02-34_21-00-08 - HUD EVS IMAGE KILL / DIM SWITCH LOGICS

F2000EX EASY 02-34_21-00
INDICATION
At any time, whenever the EVS is operating, the LH pilot can display, dim or remove the
EVS image on the HGS combiner. The EVS image is combined with the HGS symbology.
FIGURE 02-34_21-00-09 - EVS IMAGE DISPLAYED ON THE HGS COMBINER (WITH HUD SUN
VISOR INSTALLED)
The HUD sun visor can also be used when the EVS is used. This HUD sun visor can be
clipped by the pilot on the concave surface of the glass of the combiner via three nylon
clips. HUD sun visor is intended to be used for all phases of flight, including approach.
FIGURE 02-34_21-00-10 - HUD SUN VISOR

02-34_21-00 F2000EX EASY
The EVS mode annunciation is displayed in the upper left corner of the HUD:
FIGURE 02-34_21-00-11 - EVS MODE ANNUNCIATION
There are up to 2 lines of text displayed as the EVS mode annunciation:

INDICATION FUNCTION
EVS is not installed on the airplane or EVS is

OFF.
EVS is ready to be used and EVS image is not

displayed in HGS combiner (EVS is not in
initialization or standby mode).
Although EVS SBY annunciation is displayed, no
EVS image is displayed in the HGS combiner in
that case.

F2000EX EASY 02-34_21-00
INDICATION FUNCTION
EVS image is displayed and not dimmed.
EVS image is displayed and dimmed.
EVS image is not displayed until the detector has

reached the operating temperature needed to
display a valid image.
ISU is updating the correction parameters that are

used to correct the image for display (calibration
function).
During this process EVS image is not displayed.

- Shutdown: an internal sensor determines that
the internal ISU temperature has exceeded
its maximum threshold of 80°C, or.
- Failsafe: a critical fault is detected by the ISU
system, or
- Image degraded: The calibration function is
not completed successfully. The ISU
The NO EVS label flashes during continues to perform the image generation
10 seconds and becomes steady. functions and maintain the cryogenic cooler
at the operating temperature.

02-34_21-00 F2000EX EASY
Display on the MDU
FIGURE 02-34_21-00-12 - EVS DISPLAYED IN THE VIDEO WINDOW
 Refer to sub-section 02-31_4-00 IND & REC - VIDEO WINDOW (OPTIONAL) for video
window description.

F2000EX EASY 02-34_21-00
Visual interference
Roman candle may be observed in moderate to heavy rainy conditions, for all the phases
of flight when the water droplets streak. This depends on water droplet size and intensity.
Streaks of water (big droplets) appeared like a series of vertical lines flowing outward
from the bottom of the screen to the top of the screen.
It may completely obscure the external view (especially in the 1/3 bottom area of the
image).
FIGURE 02-34_21-00-13 - ROMAN CANDLE
FIGURE 02-34_21-00-14 - HOTS SPOTS

02-34_21-00 F2000EX EASY
SYSTEM PROTECTION
CIRCUIT BREAKER
The Enhanced Vision System is protected by circuit breakers located above the overhead
panel:
- EFVS CTRL circuit breaker (5 A) protects ISU,
- WINDOW POWER circuit breaker (20 A) protects IRU.
FIGURE 02-34_21-00-15 - EVS BREAKERS

F2000EX EASY 02-34_21-00
ABNORMAL OPERATION
CAS MESSAGES


02-34_21-00 F2000EX EASY

F2000EX EASY ATA 34_22 NAVIGATION (EASY II) – 02-34_22-05
FALCONEYE HUD (OPTION)
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 (A/C WITH M5000 AND M-OPT060) ISSUE 20
INTRODUCTION
The FalconEye Head-Up Display (HUD) is an electronic and optical system that generates
and displays flight symbology in the pilot's primary field of view. The HUD image is
collimated to infinity on a combiner, and superimposed on the outside view. HUD display is
characterized by a wide field-of-view of 40° horizontal per 30° vertical.
Additionally, a Synthetic Vision System (SVS) conformal image (aligned and scaled with the
external scene) can be displayed at pilot’s discretion.
FIGURE 02-34_22-05-00 - EXAMPLE OF HUD DISPLAY
FIGURE 02-34_22-05-01 - EXAMPLE OF HUD DISPLAY WITH SVS IMAGE

PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 20 (A/C WITH M5000 AND M-OPT060) DGT94085
The HUD enables the pilot to control and monitor the flight during all flight phases (including
the taxi and the landing rollout phases), when being manually flown or when using the
autopilot.
The HUD intended function is to increase the pilot’s situational awareness in critical phases
of flight and on terrain-constrained environments, maintaining the safety margin "by staying
ahead of the airplane".
The displayed information comes from:
- Airplane sensors data,
- HUD databases for SVS image computation.
The HUD system is composed of two main components:

- The HUD Computer Unit (HUD-CU) located in the left side of the nose cone,
- The Overhead Projector Unit (OPU), the Overhead Combiner Unit (OCU) and the
Control Panel (CP) located in the left side of the cockpit.
FIGURE 02-34_22-05-02 - OVERHEAD PROJECTOR UNIT (OPU) AND

OVERHEAD COMBINER UNIT (OCU)

CODDE 1 PAGE 3 / 4
GENERAL
Controls of the HUD include:

- HUD Control Panel (HUD-CP) located near the OCU,
- HUD SYMB pushbutton and XVS control located on the LH yoke.
Information relative to the HUD system is displayed:

- On the OCU,
- On the PDUs and MDUs,

PAGE 4 / 4 CODDE 1
GENERAL

F2000EX EASY ATA 34_22 NAVIGATION (EASY II) – 02-34_22-05A
CODDE 1 PAGE 1 / 4
GENERAL
INTRODUCTION
The FalconEye Head-Up Display (HUD) is an electronic and optical system that generates
and displays flight symbology in the pilot's primary field of view. The HUD image is
collimated to infinity on a combiner, and superimposed on the outside view. HUD display is
characterized by a wide field-of-view of 40° horizontal per 30° vertical.
Additionally, a Synthetic Vision System (SVS) conformal image (aligned and scaled with the
external scene) can be displayed at pilot’s discretion.
FIGURE 02-34_22-05A-00 - EXAMPLE OF HUD DISPLAY
FIGURE 02-34_22-05A-01 - EXAMPLE OF HUD DISPLAY WITH SVS IMAGE

02-34_22-05A ATA 34_22 NAVIGATION (EASY II) – F2000EX EASY
PAGE 2 / 4 CODDE 1
GENERAL
The HUD enables the pilot to control and monitor the flight during all flight phases (including
the taxi and the landing rollout phases), when being manually flown or when using the
autopilot.
The HUD intended function is to increase the pilot’s situational awareness in critical phases
of flight and on terrain-constrained environments, maintaining the safety margin "by staying
ahead of the airplane".
The displayed information comes from:
- Airplane sensors data,
- HUD databases for SVS image computation.

- The HUD Computer Unit (HUD-CU) located in the left side of the nose cone,
- The Overhead Projector Unit (OPU), the Overhead Combiner Unit (OCU) and the
Control Panel (CP) located in the left side of the cockpit.
FIGURE 02-34_22-05A-02 - OVERHEAD PROJECTOR UNIT (OPU) AND


CODDE 1 PAGE 3 / 4
GENERAL
Controls of the HUD include:

- HUD Control Panel (HUD-CP) located near the OCU,
- SVS SPLIT knob and pushbutton on the instrument panel,
- HUD SYMB pushbutton and XVS control located on the LH yoke.
Information relative to the HUD system is displayed:

- On the OCU,
- On the PDUs and MDUs,
FIGURE 02-34_22-05A-03 - FLIGHT DECK OVERVIEW

PAGE 4 / 4 CODDE 1
GENERAL

CODDE 1 PAGE 1 / 10
DESCRIPTION
DGT94085 (A/C WITH M5000 AND (M-OPT060 OR M-OPT062)) ISSUE 20
SYSTEM ARCHITECTURE

- The HUD Computer Unit (HUD-CU) located in the nose cone,
- The combination of an Overhead Projector Unit (OPU) and an Overhead Combiner Unit
(OCU) both located in the cockpit.
FIGURE 02-34_22-10-00 - HUD SYSTEM ARCHITECTURE
FIGURE 02-34_22-10-01 - HUD COMPUTER UNIT IN THE NOSE CONE

PAGE 2 / 10 CODDE 1
DESCRIPTION
ISSUE 20 (A/C WITH M5000 AND (M-OPT060 OR M-OPT062)) DGT94085
The HUD-CU gets inputs from other systems (MAU1 / MAU2, RAs, IRS and GPS) through
dual independent input/output subsystems contained within the HUD computer.
These inputs consist of digital and analog data from these sensors and equipment:
- Inertial Reference Unit (IRS 1, IRS 2, optional IRS 3),
- GPS (GPS 1 and GPS 2),
- Radio Altimeter (RA 1 and optional RA 2),
- Modular Avionics Units (MAU 1 and MAU 2),
- Pilot yoke.
FIGURE 02-34_22-10-02 - HUD ARCHITECTURE AND INTERFACES

CODDE 1 PAGE 3 / 10
DESCRIPTION
HUD COMPUTER UNIT (HUD-CU)
The HUD-CU generates the HUD symbology and SVS image and supplies them to the
Overhead projector Unit (OPU).
The HUD-CU receives flight information and display commands via ARINC 429 channels
from EASy avionics and sensors.
OVERHEAD PROJECTOR UNIT (OPU)
The OPU projects the flight symbology, generated by the HUD-CU, onto the Overhead
Combiner Unit (OCU).
The OPU relies on LCD technology.
FIGURE 02-34_22-10-03 - HUD OVERHEAD PROJECTOR UNIT

PAGE 4 / 10 CODDE 1
DESCRIPTION
The OCU optically displays flight symbology (and conformal SVS image when activated) at
optical infinity in front of the airplane, allowing the pilot to see the information without a shift
in eye focus and through a large field-of-view (40° horizontal by 30° vertical).
A sun visor tailored to the OCU glass element can be clipped onto the concave surface in
order to inverse contrast in very sunny conditions.
The OCU glass and sun visor can be protected by means of dedicated covers.
FIGURE 02-34_22-10-04 - HUD OVERHEAD FIGURE 02-34_22-10-05 - HUD OVERHEAD

COMBINER COMBINER
(REAR RIGHT VIEW) (FRONT RIGHT VIEW)
FIGURE 02-34_22-10-06 - SUN VISOR

CODDE 1 PAGE 5 / 10
DESCRIPTION
OCU positions
The OCU has three positions:

- Stowed: the combiner is folded upward.
- Deployed (normal position for use): HUD / SVS image can be displayed on the
combiner (Combiner Position Sensor indicates this state to the OPU),
- Emergency: in case of fast deceleration, the combiner rotates towards the airplane
windshield to allow space for the pilot's head to move forward. After moving to this
position, the OCU must be repaired or replaced.
A stow latch lever allows moving the OCU glass between the deployed and stowed
positions.
CAUTION
Do not push forward on the OCU otherwise the mechanism could be damaged.
FIGURE 02-34_22-10-07 - OCU POSITIONS

PAGE 6 / 10 CODDE 1
DESCRIPTION
FIGURE 02-34_22-10-08 - OCU LATCHING MECHANISM
Eye Reference Points (ERP)
ERP symbols are displayed for 30 seconds once the OCU glass is deployed, then they
disappear until the OCU glass is deployed again.
The pilot's eye is in the correct reference position when:
- The white ball on the instrument panel is visually in line with the red ball located on
the RH windshield post, and
- The four symbols of the ERP symbols can be seen at the edges of the OCU glass at
the same time.
FIGURE 02-34_22-10-09 - EYE REFERENCE POINTS
Brightness setting
brightness control located on the HUD-CP:
- An automatic adjustment mode that allows a constant brightness ratio to be set by
the pilot (the actual luminance of the OCU display varies with the sensed luminance
of the ambient light). This mode is set by default during the HUD system initialization.
- A manual adjustment mode is also available that allows a constant luminance.

CODDE 1 PAGE 7 / 10
DESCRIPTION
SYNTHETIC VISION SYSTEM (SVS)
Additionally the HUD can display at pilot’s discretion a SVS image, based on:
- Flight data from avionics sensors (IRS, GPS, RA),
- Three worldwide databases:
o Terrain database (including oceans, lake and rivers),
o Obstacle database (for obstacles taller than 200 ft height),
o Navigation database (in fact 2 databases are loaded in HUD, corresponding to
2 adjacent AIRAC cycles of 28 days).
Databases are stored in the HUD Mass Memory Storage. They are prepared on ground via
a dedicated tool (data convertor) and are then uploaded in HUD Mass Memory Storage via a
laptop connected to the RJ-45 maintenance port on the HUD-CU.
The SVS image has the same field of view than the HUD (40° horizontal per 30° vertical)
and is aligned and scaled with the external scene (conformal image).
The HUD symbology remains overlaid on top of this SVS image.
The SVS intended function is, in limited visibility, during day and night conditions:
- To provide a rough visual awareness of surroundings (terrain, landscape, obstacles)
whatever the visibility,
- To provide additional visual aids (ICAO airport identifiers, obstacles, terrain, water
areas) to help the pilot check that the midterm trajectory is correct, and make him aware
of possible conflict with terrain or obstacles,
- To support the pilot’s preparation for the visual cues search in approach (SVS clear
zone).
FIGURE 02-34_22-10-10 - SVS IMAGE OVERLAID BY SYMBOLOGY LAYER

PAGE 8 / 10 CODDE 1
DESCRIPTION
EQUIPMENT LOCATION
The HUD-CU is installed in the left side of the nose cone.

The OPU and OCU are located on the left side of the cockpit, above and forward of the LH
pilot.
FIGURE 02-34_22-10-11 - HUD EQUIPMENT LOCATION

CODDE 1 PAGE 9 / 10
DESCRIPTION

HUD-CU LH Bus A1
OPU LH Bus A1

DESCRIPTION

CODDE 1 PAGE 1 / 50
CONTROLS
The Crew controls the Head-Up Display through:

- HUD Control Panel (HUD-CP),
- Yoke controls.
FIGURE 02-34_22-20-00 - LOCATION OF HUD CONTROLS IN THE COCKPIT

PAGE 2 / 50 CODDE 1
HUD CONTROL PANEL (HUD-CP)
FIGURE 02-34_22-20-01 - HUD CONTROL PANEL (HUD-CP)
HUD-CP controls:
- XVS knob (OFF / ON): to switch off / on the SVS image,
- SVS MIN RANGE knob: to set SVS MIN RANGE value,
- HUD BRIGHT:
o Push the knob to select automatic or manual global brightness (HUD
symbology and SVS image),
o Turn the knob to manually adjust the global brightness:
 Rotate the knob clockwise to increase the display intensity,
 Rotate the knob counter-clockwise to decrease the display intensity.

CODDE 1 PAGE 3 / 50
■ HUD symbology brightness setting
- Push the knob to select either AUTO or MAN mode.

- When the AUTO mode is selected, the AUTO green light illuminates.
- Turn the knob to adjust the HUD symbology brightness:
o Rotate the knob clockwise to increase the brightness,
o Rotate the knob counter-clockwise to decrease the brightness.
In MAN mode, the brightness level does not change once set. Thus, when the airplane
travels through a variety of light conditions, HUD display can get non-visible.
In AUTO mode, the brightness automatically changes to maintain the commanded
brightness. This gives a constant brightness ratio to the detected light conditions and
allows the display to remain visible without manual adjustment whatever the conditions.
The image brightness scale appears on HUD as soon as the HUD BRIGHT knob is used
and it disappears 5 sec. after the last action on the brightness control.
FIGURE 02-34_22-20-02 - IMAGE BRIGHTNESS CONTROL

PAGE 4 / 50 CODDE 1
YOKE CONTROLS
FIGURE 02-34_22-20-03 - YOKE CONTROLS

CODDE 1 PAGE 5 / 50
HUD related yoke controls:

- XVS 3-positions control: to adjust video brightness and display / remove SVS image:
o Move control up or down to control SVS image brightness, including terrain,
obstacle (except building obstacle which remains at the maximum brightness) and
symbology layers (independent from the HUD symbology brightness settings),
o Push control to remove or display the SVS image.
- HUD SYMB pushbutton:

A short push switches between basic and secondary HUD display.
FIGURE 02-34_22-20-04 - HUD SYMB SHORT PUSH
o In approach phase, a long press removes the synthetic runway. The HUD SYMB
pushbutton has to be pushed until the synthetic runway symbol is removed (this is
the way to do a long push).
FIGURE 02-34_22-20-05 - HUD SYMB LONG PUSH

PAGE 6 / 50 CODDE 1
FLIGHT MANAGEMENT WINDOW - ARRIVAL PHASE OF FLIGHT
The HUD-CU receives the take-off and approach parameters from the MAU via the Flight
Management Window.
The selected runway and the glide slope parameters are required to display the Vertical
Path Reference Line, the extended centerline and the synthetic conformal runway.
It is not necessary to click on the HUD CONFIRM soft key after setting the glide slope
reference.
FIGURE 02-34_22-20-06 - VPRL AND EXTENDED CENTERLINE –

FMW ARRIVAL POF, STAR/APP TAB
NOTE
The HUD CONFIRM soft key is inoperative.

CODDE 1 PAGE 7 / 50
Upon selection of the runway, all the runway information is retrieved from the database and
displayed automatically. Approach category and minimums information are selected through
the Landing Data tab.
FIGURE 02-34_22-20-07 - FMW ARRIVAL POF, LANDING DATA TAB
NOTE
- When selecting the “CAT2 / HUD2” item, only the Automatic CAT2 function is available, the
Manual HUD2 function remaining inoperative.
- Although HUD is not HUD3 capable, the “HUD3” item appears selectable. Do not select this
“HUD3” item, as anyway the HUD3 function remains inoperative.

description.

PAGE 8 / 50 CODDE 1
TEST SYNOPTIC
NOTE
Although HUD is not HUD3 capable, the HUD DATA soft key appears selectable. Do not select
this HUD DATA item, as anyway the HUD DATA soft key remains inoperative.
FIGURE 02-34_22-20-08 - TEST SYNOPTIC

CODDE 1 PAGE 9 / 50
INDICATIONS

- On the OCU,
- On the PDU for flags,
- On one of the MDU,
HUD symbology is designed to be consistent with the ADI display formats to prevent any
ambiguity between the head-up and the head-down displays.
The following symbology is displayed on the HUD:
- Basic flight data (speed scale, altitude scale, attitudes, Flight Path Vector, Acceleration
Chevron, …)
- AFCS-driven Flight Director, with or without auto-pilot engaged,
- AFCS-driven Thrust Director when autothrottle is engaged and FD/TD is shown in PDU,
- HUD-driven Thrust Director when autothrottle is not engaged,
- Navigation data,
- Autopilot and autothrottle modes and status,
- Synthetic runway including runway axis,
- Unusual attitudes recovery,
- TCAS alerts and guidance,
- EGPWS alerts,
- Alerts (e.g. “WINDSHEAR”), annunciations and sensors discrepancy flags.

HUD SYMBOLOGY
FIGURE 02-34_22-20-09 - HUD SYMBOLOGY ORGANIZATION
Flight management and auto-throttle annunciations
Unlike IPFD Flight management and auto-throttle annunciations:

- The Pilot Flying Arrow is displayed above the roll scale,
- FMA modes are displayed above the arrow,
- A/T status and mode are displayed above the arrow, just on the left of the lateral
mode annunciation.
FIGURE 02-34_22-20-10 - HUD FLIGHT MANAGEMENT AND A/T ANNUNCIATIONS / IPFD

HUD symbology display modes
The LH pilot can choose between two HUD symbology display modes (regardless of the
SVS terrain image):
- “Basic” HUD symbology (decluttered mode): automatically displays only relevant
symbols for the current phase of flight,
- "Secondary" HUD symbology (scales on mode): displays additional symbols for the
current phase of flight.
The LH pilot can switch between the two modes by pressing the “HUD SYMB”
pushbutton located on the LH yoke (short push).
When the secondary display mode is selected, a SEC label is displayed in the upper right
zone of the OCU.
■ Secondary auto popup
In some critical or abnormal conditions, the HUD automatically switches to

secondary symbology display mode, displaying airspeed scale, altitude scale and
relevant cues.
These conditions are listed below:
- One of the AFCS speed protection (FD over speed, FD under speed, AT over
speed, AT under speed modes) is activated, or
- When airspeed is lower than LSC (Low Speed Cue) for more than 1 sec., or
- Estimated airspeed in 5 sec. is getting close to stall airspeed, or
- When the aircraft is in clean configuration with landing gear retracted:
o Airspeed is greater than [VMO -10 kt], or
o Airspeed will be greater than VMO in 3 sec.
- Or If A/C is not in clean configuration and
o IAS is greater than [V-Constraint - 5 kt], or
o Estimated airspeed in 3 sec. is greater than V-Constraint.
- Automatic Descent Mode is activated, or
- A WINDSHEAR warning is displayed.
■ Unusual attitude recovery
During an unusual attitude, the HUD automatically switches to one of the following
specific displays designed for recognition and recovery assistance:
- First level of unusual attitude (roll above 56°): symbology is de-cluttered by
removing unnecessary information,
- Second level of unusual attitude (pitch above +30° / below -20° or roll above
70°): dedicated symbology.
When the airplane attitude is restored within the limits, the display returns to the
standard format.

Blue symbols are removed

FIGURE 02-34_22-20-11 - FIRST LEVEL OF UNUSUAL ATTITUDE
FIGURE 02-34_22-20-12 - SECOND LEVEL OF UNUSUAL ATTITUDE
Load factor (G indication) is displayed above 1.3 g.

Phases of flight
The HUD symbology display (regardless of the SVS image) depends on the phase of flight.
Five phases of flight are considered:
- Taxi,
- Take-Off / Go-Around,
- Enroute (Climb / Cruise / Descent),
- Approach,
- Rollout after landing.
The transition between the successive phases of flight is depicted in bold in the figure below.
FIGURE 02-34_22-20-13 - PHASES OF FLIGHT TRANSITION LOGIC

HUD symbology in different phases of flight
■ Taxi
FIGURE 02-34_22-20-14 - TAXI BASIC SYMBOLOGY
During the taxi phase, the basic display is a light symbology mode, without pitch,
airspeed and altitude scales.
Note that when the aircraft is on ground, the FPV has a specific design:
o The FPV is located two degrees below the airplane reference symbol.
o Small legs are added below the FPV.
The secondary display is identical to the Take-Off / Go-Around (TOGA) display (see
below). If the crew wants to anticipate the take-off, and have the adapted display
before acting on the throttle, he is able to select the TOGA display using the
HUD SYMB pushbutton on the LH yoke.

■ Take-off / Go-around
FIGURE 02-34_22-20-15 - TAKE-OFF AND GO-AROUND SYMBOLOGY
During the Take-Off / Go-Around phase, the basic and secondary modes are
identical.

■ Enroute (Climb / Cruise / Descent)
During the enroute phase, the speed and altitude scales are removed. The
speed and altitude readout are still displayed, at the same position as when the
scales are displayed. The crew is able to display these scales, using the
HUD SYMB pushbutton on the LH yoke, if the secondary (SEC) display mode
seems to be more adapted.
FIGURE 02-34_22-20-16 - ENROUTE BASIC SYMBOLOGY
FIGURE 02-34_22-20-17 - ENROUTE SECONDARY SYMBOLOGY

■ Approach
The approach display aims to be as similar as possible for all kinds of approaches
(ILS, LPV, non-precision approaches …). With this aim in view, the symbology
philosophy will be common to all approaches, even if some symbols will be specific
to one approach (for instance, the EPU, attached to the lateral deviation pointer, will
be displayed during RNP approaches only).
The pilot is able to switch between display modes by actuating the HUD SYMB
pushbutton.
The basic display mode presents a symbology similar to ILS symbology: the
airspeed and altitude scales are removed, and the airspeed, altitude and radio
altitude readout are attached to the FPV.
FIGURE 02-34_22-20-18 - APPROACH BASIC SYMBOLOGY
During LPV approach or LNAV/VGP approach, if ILS frequency is tuned, vertical

ILS pointer is displayed in HUD inopportunely.

The secondary mode displays the airspeed and altitude scales. The airspeed and
barometric altitude readout attached to the FPV are removed.
FIGURE 02-34_22-20-19 - APPROACH SECONDARY SYMBOLOGY
Pitch scale linked to the FPV

The pitch scale is laterally linked to the FPV, instead of being linked to the aircraft
reference. This way, reading the path is easier in crosswind conditions.
FIGURE 02-34_22-20-20 - PITCH SCALE LINKED TO FPV

FPV saturation
In case of crosswind, the scales follow the FPV, until reaching a saturated position.
For a typical approach speed of 110 kt, the maximum crosswind, which can be
reached without reaching saturation of FPV, is the following:
• Without scales: 20.5 kt left/right crosswind,
• With scales: 17.5 kt left crosswind, 15 kt right crosswind.
When the FPV is saturated and non-conformal anymore (not showing the real
direction of the aircraft), it is dashed.
In this situation, the Flight Director, positioned relatively to the FPV, remains
correct. It means that the task of the pilot to follow the FD with the FPV remains the
same even when the FPV is not conformal (the FD is inside the FPV when the
aircraft is correctly stabilized on the good trajectory).
FIGURE 02-34_22-20-21 - DASHED FPV IN CROSSWIND CONDITION

Course bug on the horizon line

The course bug (“Christmas Tree”) on the horizon line represents the course of the
current leg of the FMS trajectory (except during ILS or LPV approaches). The
associated value of this course is provided by the DTK readout.
FIGURE 02-34_22-20-22 - COURSE BUG VALUE (DTK READOUT)
During ILS or LPV approaches, the course bug is set to the approach course. The
associated value of this course is provided by the CRS readout.
FIGURE 02-34_22-20-23 - COURSE BUG VALUE (CRS READOUT) DURING ILS (OR LPV)
APPROACH

■ Roll-out
FIGURE 02-34_22-20-24 - ROLL-OUT BASIC SYMBOLOGY
During the rollout phase, the basic and secondary modes are available. As usual
the pilot is able to switch between basic and secondary symbology display modes
using the HUD SYMB pushbutton.
FIGURE 02-34_22-20-25 - ROLL-OUT SECONDARY SYMBOLOGY

Detailed HUD symbology
FIGURE 02-34_22-20-26 - EXAMPLE OF SYMBOLOGY 1 (NOT REALISTIC SCENARIO)

Excessive Localizer deviation 1 Lateral deviation pointer 8
Speed error tape 2 Lateral deviation scale 9
Flight Director 3 Rotation symbol 10
AOA maximum cue 5 Flight Mode Annunciator (FMA) 11
Vertical deviation pointer 6 Heading source TRU annunciation 12
Vertical deviation scale 7 SVS minimum range 37

■ Vertical deviation
The vertical deviation scale is the same during all LNAV/VGP approaches.
The deviation is displayed on a 4 dots scale with the specific VGP pointer until the
VGP mode is active and VGP deviation is smaller than 0.5 dots.
When the vertical deviation becomes smaller than 0.5 dots, the VGP deviation is
displayed on the 2 dots scale linked to the VPRL as for all other approaches
(ILS/LPV). Then the vertical deviation is displayed on the 2 dots scale even if the
deviation increases. The deviation is displayed saturated at 1.5 dots when greater
than 1.5 dots.
4 dots scale 2 dots scale

FIGURE 02-34_22-20-27 - VGP DEVIATION
During LPV approach or LNAV/VGP approach, if ILS frequency is tuned, vertical

ILS pointer is displayed in HUD inopportunely.

■ Lateral deviation
The lateral deviations provided in HUD are the one displayed in the HSI
Head-Down.
The navigation deviation is displayed below the lateral deviation scale. The
approach deviation is displayed above the lateral deviation scales.
When the LOC or SBA NAV source (ILS or LPV approach) is active, the lateral
deviation scale is a 2 dots scale, otherwise it is a 4 dots scale.
FIGURE 02-34_22-20-28 - LATERAL DEVIATIONS FMS1 ACTIVE / LOC ARMED
The lateral deviations have 3 different shapes for preview, armed and active.
FIGURE 02-34_22-20-29 - LATERAL DEVIATION SYMBOL SHAPES
During LPV approach or LNAV/VGP approach, if ILS frequency is tuned, lateral ILS
pointer is displayed in HUD inopportunely.

FIGURE 02-34_22-20-30 - LATERAL DEVIATIONS FMS1 ACTIVE / LOC1 PREVIEW
FIGURE 02-34_22-20-31 - 2 DOTS LATERAL DEVIATION SCALE WHEN LOC1 ACTIVE


Acceleration Chevron 1 Vertical Path Reference Line (VPRL) 9
Thrust Director 2 VPRL deviation pointer 10
Flight Director 3 MINIMUMS annunciation 11
Radio altitude 6 Marker beacon annunciation 12
Indicated airspeed 7 Navigation source annunciation 14
Barometric altitude 8

■ Negative altitude
In case of a negative altitude, the minus character (“-”) precedes the altitude value
while the “NEG” symbol is used in the same case in PDU.
FIGURE 02-34_22-20-33 - NEGATIVE ALTITUDE BASIC SYMBOLOGY
FIGURE 02-34_22-20-34 - NEGATIVE ALTITUDE SECONDARY SYMBOLOGY

■ Navigation source annunciation
The NAV source annunciations provide the source of the lateral deviations (as in
IPFD for Head-Down).
When the NAV source is active (Magenta Head-Down), the NAV source is written in
big character. When the NAV source is armed (Cyan Head-Down) or preview (white
Head-Down), the NAV source is written in small character.
FIGURE 02-34_22-20-35 - FMS1 ACTIVE / LOC1 PREVIEW
When the NAV source is the same on both sides of the cockpit, the NAV source is
displayed in big character and boxed.
If a FMS reversion FMS2 to FMS1 has been performed in application of a basic
AFM procedure on the RH side, the FMS NAV source is identical on LH and RH
sides: FMS1. In that case, when FMS1 NAV source is armed or in Preview, the
FMS NAV source is displayed in HUD but not boxed, whereas it is displayed boxed
in PDU. Remark: it is correctly displayed boxed when FMS1 NAV source is active.
When the NAV source is failed, the NAV source annunciation is removed instead of
being displayed in big character and boxed. Pilot is aware of the loss of NAV source
since other annunciations appear when the NAV source is lost (CAS message,
deviations flag, approach annunciation...).
FIGURE 02-34_22-20-36 - LOC1 ON BOTH SIDES / FMS1 PREVIEW

■ Distance indication during approach
Display logics for distance indication in approach is different from IPFD logic and
depends on the approach type:
Approach Type Display conditions
ILS DME readout when LOC mode captured.
LPV DME readout when VSBA mode captured.

It provides the distance to the threshold of the
runway.
VOR/DME or Only FMS distance readout displayed instead.

DME/DME



Airplane reference 1 FMS next waypoint distance 28
Flight Path Vector 2 Selected Course (CRS) 29
Horizon line compass scale 3 Airbrakes position 30
Current Heading 4 Mach number 31
Takeoff airspeed reference readout
TO waypoint bug 5 32
(V1, V2)
Selected course bug 6 Longitudinal acceleration 33
Selected track bug 7 Ground speed readout 34
Current track 8 EVS / CVS modes 35
Horizon line / ZPRL (Zero Pitch
9 EVS / CVS sub-modes 36
Reference Line)
Pitch scale 10 SVS minimum range 37
Roll scale 11 Image brightness feedback 38
Slip skid indicator 12 CVS balance feedback 39
Roll indicator 13 Altitude scale 40
Flight Path Angle readout 14 Barometric altimeter readout 41
Approach mode annunciation 15 ASEL readout 42
Wind direction and speed 16 VNAV target altitude bug 43
Airspeed scale 17 Selected altitude bug 44
Indicated airspeed 18 Minimum altitude bug (TOSA/GASA) 45
Manual speed bug symbol 19 Baro setting readout 48
RA decision height / Baro minimum
Selected speed readout 20 49
altitude
Maximum operating airspeed tape 21 Vertical speed 50
Secondary display mode annunciation
V-Constraint reference 22 52
(SEC)
Takeoff and approach airspeed
reference bugs (V1, V2, VR, VFR, VFT, 24 TCAS RA box 53
VREF, VAPP)
Low speed cue 25 FMS annunciation 54
Stall warning cue 26 EVS contrast feedback 55
Desired Track (DTK) 27

■ TCAS Symbology on OCU
Only the Resolution Advisory are displayed on OCU.

TCAS RA are not displayed when in Unusual Attitudes Symbology.
FIGURE 02-34_22-20-38 - TCAS RA BOX

HUD symbology for warnings and failures conditions
FIGURE 02-34_22-20-39 - WARNINGS AND FAILURES SYMBOLOGY (NOT REALISTIC SCENARIO)


Source reversion 1 Glide slope failure 15
Longitudinal acceleration failure 2 Heading failure 16
Airspeed failure 3 Localizer failure 17
Attitude failure 4 Navigation source failure 18
Altitude failure 5 Radio altitude failure 19
Attitude miscompare 7 Vertical speed failure 20
Heading miscompare 8 FPV miscompare 21
Altitude miscompare 9 Thrust Director failure 22
Airspeed miscompare 10 FPV failure 23
Localizer miscompare 11 WINDSHEAR (EGPWS) annunciation 28
Glide slope miscompare 12 SVS fault 29
Radio altitude miscompare 13 EVS fault (see 02-34_23-20) 30
Flight Director failure 14 Synthetic runway fault 37
Synthetic runway fault: RWY flag is displayed in the bottom right corner when the
airplane is at less than 10Nm far from the DEST airport, and the landing runway is still not
selected, to inform the crew that the SVS synthetic runway will not be displayed.
RWY flag is also displayed when a Go Around is performed whereas there is no failure.

■ EGPWS alerts on OCU
The EGPWS messages displayed on OCU are “Ground Prox”, “Pull Up”,
“Windshear caution”, “Windshear Warning” and “STP” message.
Only the “STP” message (for “Steep Approach”) has a specific position, the other
are located at the same position on OCU.
FIGURE 02-34_22-20-40 - GROUND PROX CAUTION ANNUNCIATION
FIGURE 02-34_22-20-41 - PULL UP WARNING ANNUNCIATION

Synthetic runway symbology
Synthetic runway may be displayed as Symbolic runway or Conformal runway.

Synthetic runway, and runway extended centerline are displayed during all approaches,
including non-precision approaches.
Intended functions:
- To provide an additional and direct cue to support in the last part of the approach the
lateral alignment task with the runway intended for landing,
- To provide an additional and direct cue to help the pilot to see and identify the
touchdown zone, and to confirm that the vertical trajectory is correct,
- To provide an easiest visual search for the runway environment landing cues
(Approach Lighting System, TDZ, threshold…), enabling the pilot to predict where
and when the cues will appear, especially in case of approaches with offset,
crosswind and/or in case of poor visibility.
The runway symbol is considered as part of basic symbology. However, it is computed in
the display as a SVS object.
■ Symbolic runway
The symbolic runway appears when the landing runway is selected in the FMW and
airplane is less than 80 NM from destination. It is removed when the airplane is
below 1,200 ft HATh (Height Above Threshold) and the airplane is less than 5 NM
from the runway (when the conformal runway symbol is displayed).
The symbolic runway is composed of a poll of 1000 meters high and an oval within
which is written the Runway designator (example here below on the figure “18”).
The bottom of the poll is positioned on the touchdown zone.
FIGURE 02-34_22-20-42 - SYMBOLIC RUNWAY

The symbolic runway computation (runway and axis) is based on runway threshold
coordinates extracted from HUD Navigation database. LPV FAS (Final Approach
Segment) data are used when available.
The deviation between runway symbol and real runway depends on the position of
the runway in OCU: the projection is degraded when the runway symbol is located
on the side of the OCU.
The thickness of the runway axis is influenced by the SVS brightness button.
■ Conformal runway
The conformal runway is displayed when the aircraft is below 1,200 ft HATh.
In addition to the geographical conformal runway edges, the runway extended
centerline and the aiming point, the conformal runway features the displaced
threshold and crossbars information.
Aiming point brackets and runway axis are computed and displayed the same way
as symbolic runway.
The width of the runway is based on the runway width data extracted from the HUD
Navigation database (with a 5 m offset on each side in order to avoid masking the
runway lights).
The displaced threshold is represented on the symbol, in dotted lines, conformal to
the real displaced threshold based on the HUD Navigation database displaced
threshold values.
Approach ramp crossbars are represented at 1,000, 2,000 and 3,000 ft from
threshold. They are laterally displaced, compared to the real crossbars, in order to
avoid masking the real lights with the symbol.
FIGURE 02-34_22-20-43 - CONFORMAL RUNWAY

■ Removal of Display of Conformal Runway Symbol
A long push on the HUD SYMB pushbutton allows the crew displaying or removing
the conformal runway symbol. A short push still allows the pilot to switch between
the two modes (with or without the airspeed and altitude scales).
The conformal runway symbol is automatically removed when passing 50 ft RA in
approach.
FIGURE 02-34_22-20-44 - APPROACH SYMBOLOGY, CONFORMAL RUNWAY DISPLAYED
FIGURE 02-34_22-20-45 - APPROACH SYMBOLOGY, CONFORMAL RUNWAY REMOVED

■ Runway extended centerline
The runway extended centerline is represented by a 20 NM geographical conformal

and dashed line. It is displayed as soon as a runway is selected for landing. It stops
4,000 ft from the threshold of the selected runway to avoid hiding the runway lights.
FIGURE 02-34_22-20-46 - RUNWAY EXTENDED CENTERLINE

SVS IMAGE
FIGURE 02-34_22-20-47 - SVS IMAGE WITH TERRAIN, NAVIGATION & OBSTACLE
SVS image layers
The SVS image is made of three layers:

- SVS terrain layer (including water area),
- SVS obstacle layer,
- SVS symbology layer.
The SVS is automatically removed above 80° of latitude. The layers provide a worldwide
coverage without other limitation, except around the 180° meridian.

■ SVS terrain layer
SVS terrain layer is mainly made of topographical landscape. It includes a grid

(1.75 arc/seconds per 1.75 arc/seconds, about 1.8 Nm per 1.8 Nm) oriented
North / South and East / West.
Water areas (sea, lake and rivers) are clear of terrain but also depicted in the image
by a specific texture.
Terrain altitude is coded using 256 green levels to cover all the possible earth
elevations (-200 m to 9000 m) and an ambient light is applied to the entire scene.
SVS also includes hill shading according to a dynamic sun azimuth accounting own
ship true heading changes.
The terrain layer is displayed to a range up to 75 NM, except in SVS clear zones.
■ SVS obstacle layer
When SVS is selected, this layer displays obstacles:

o Taller than 200 feet above ground level,
o Located within 10 NM from the airplane.
Obstacles are sorted and depicted according to three dedicated shapes (tower,
building and other obstacles).
Tower Building Other obstacles

FIGURE 02-34_22-20-48 - OBSTACLE SHAPES
SVS obstacle layer is displayed when SVS (or CVS for A/C with M-OPT061) is
selected, and covers SVS clear zones.

■ SVS symbology layer
This layer contains the ICAO codes of airports including the destination airport.
These symbols are displayed only when SVS is selected. These symbols are also
displayed in clear zone.
The ICAO code of the DEST is depicted as soon as a DEST airfield is selected by
the pilot in the FMW page and the airplane is at less than 80 NM from the DEST. It
is displayed as long the Landing Runway is not selected by the crew and the
airplane is not below 1,200 ft HATh and at less than 5 NM from the DEST.
The ICAO codes of the other terrains are depicted if they are located within 20 NM
around the airplane. The runways of these airports are also depicted in SVS.
FIGURE 02-34_22-20-49 - ICAO AIRPORT IDENTIFIER
During a Go Around, the selected runway is automatically deselected and the

DEST symbol is displayed when the airplane reaches 1,200ft.
FIGURE 02-34_22-20-50 - SYMBOLIC RUNWAY POLE DURING A GO-AROUND

SVS clear zone
A clear zone is an area without SVS terrain display (obstacle and SVS symbology are still
displayed). A clear zone is a geographical conformal area. There are two clear zones in
the HUD:
- SVS Min Range clear zone
- SVS runway clear zone
■ SVS Min Range clear zone
In order to get the benefits of SVS without affecting the visibility of external scene in
the foreground, a clear zone in SVS terrain can be manually commanded by the
pilot: SVS MIN RANGE. The SVS MIN RANGE clear zone appears at the bottom of
the display, SVS terrain being displayed only when further than the SVS MIN
RANGE.
The SVS MIN RANGE represents the bottom proportion of SVS coverage in the
combiner, i.e. the minimum range from the aircraft to start displaying the SVS
image.
SVS Min Range can be set from 0 to 75 NM via the HUD-CP. SVS MIN RANGE
value is set as a visibility in feet / SM or kilometers depending on InHg / hPa
selection.
During the approach, while the aircraft is getting down, the SVS MIN RANGE
causes a clearing of the SVS layer in the bottom of the HUD.
FIGURE 02-34_22-20-51 - SVS MIN RANGE CLEAR ZONE

■ Runway clear zone
In order to get the benefits of SVS in approach without affecting the useful part of
the external scene return, a geographical conformal “Runway clear zone” is created
in SVS terrain:
- An area located ahead of the runway threshold which length (1.5 * L on the
picture here below) depends on the minimum height entered by the pilot in
FMW to make the landing reference cue unmistakable. The width of this area
is 0.4 NM.
- A 0.3 NM width area around the runway (starting at landing threshold).
FIGURE 02-34_22-20-52 - RUNWAY CLEAR ZONE LENGTH
Thanks to the SVS Runway Clear Zone, outside visual references (or EVS image if
EVS option is installed) are not masked by the SVS image.
The SVS Runway Clear Zone is not activated in HUD until V-Speeds have been
sent to EASy (via the Send soft key in the FMW Landing Data tab).

The definition of the size of the Runway clear zone should depend on the approach
path from the selected approach. Nevertheless, the approach path taken into
account for the computation of the Runway clear zone is always 3 degrees.
It has for consequence that the Runway clear zone is longer than expected when
the approach path is greater than 3 degrees.
For instance during an approach with a DA of 1000 ft AGL and an approach path of
4.5 degrees (LFLB airport in the here below illustration), the length of the Runway
clear zone is 4.5 NM whereas it should be 3 NM.
FIGURE 02-34_22-20-53 - RUNWAY CLEAR ZONE

■ SVS MIN RANGE clear zone and SVS runway clear zone
As the SVS min range clear zone is attached to the aircraft and the SVS runway
clear zone is attached to the runway, both are combined when aircraft is closer to
the runway.
FIGURE 02-34_22-20-54 - SVS MIN RANGE CLEAR ZONE AND RUNWAY CLEAR ZONE

SVS annunciations on OCU
■ SVS status mode
SVS ON SVS image is selected on the HUD-CP, available

and displayed by the pilot on OCU via the yoke
SVS SBY SVS image is selected on the HUD-CP, available

but removed from the OCU by the pilot via the yoke
NO SVS SVS image is selected on the HUD-CP, not

available and therefore not displayed on the OCU
■ SVS annunciations
A SVS annunciation is displayed in the bottom right corner of the OCU in case
SVS is failed. In that case, SVS image is removed from the OCU.
FIGURE 02-34_22-20-55 - SVS ANNUNCIATION ON OCU

SVS information on OCU
■ SVS image brightness adjustment
A bar graph is temporarily displayed in the bottom left corner of the OCU to indicate
to the level of the SVS brightness to the pilot. This bar graph is displayed as soon
as pilot pushes the XVS brightness control and it is shown for 5 sec. after control is
released.
■ SVS min range
SVS Min range clear zone value selected by the pilot through the MIN RANGE
button on the Control Panel is temporarily displayed in the bottom left corner of the
OCU. This value is displayed when pilot moves the SVS min range control and is
shown for 5 sec. after control is released.
- SVS min range is displayed in feet and SM in case barometric setting is Inch.
- SVS min range is displayed in kilometers in case barometric setting is hPa.
FIGURE 02-34_22-20-56 - SVS IMAGE BRIGHTNESS ADJUSTMENT, MIN RANGE INFORMATION

AND VIDEO ANNUNCIATION

SVS ANNUNCIATIONS IN IPFD
The following HUD SVS related annunciations may be displayed in both PFD:
- SVS ON,
- SVS SBY,
- NO SVS.
This information is equally displayed on top left corner of the OCU.
FIGURE 02-34_22-20-57 - IPFD - SVS ANNUNCIATION

HUD DISPLAY ON THE MDU
The HUD-CU provides HUD image that can be displayed on the VIDEO window, on the
upper or lower MDU, according to the selection made by the crew.
FIGURE 02-34_22-20-58 - HUD IMAGE DISPLAYED ON MDU

CODDE 1 PAGE 1 / 50
CONTROLS
The Crew controls the Head-Up Display through:

- HUD Control Panel (HUD-CP),
- SVS SPLIT knob and pushbutton on the instrument panel,
- Yoke controls.
FIGURE 02-34_22-20A-00 - LOCATION OF HUD CONTROLS IN THE COCKPIT

PAGE 2 / 50 CODDE 1
FIGURE 02-34_22-20A-01 - HUD CONTROL PANEL (HUD-CP)
HUD-CP controls:
- HUD BRIGHT:
o Push the knob to select automatic or manual global brightness (HUD symbology and
SVS image). When manual is selected the MAN blue light illuminates and MAN BRT
annunciation is displayed in left part of OCU,
 Rotate the knob clockwise to increase the display intensity,
 Rotate the knob counter-clockwise to decrease the display intensity.
- SVS BRIGHT knob to manually adjust SVS image brightness (including terrain, obstacle
and symbology layers):
o Rotate the knob clockwise to increase the SVS image intensity,
o Rotate the knob counter-clockwise to decrease the SVS image intensity.
 Refer to sub-section 02-34_23-20A for a description of the HUD controls dedicated to the
Enhanced Vision System.

CODDE 1 PAGE 3 / 50
■ HUD symbology brightness setting
- Push the knob to select either AUTO or MAN mode.

- When the MAN mode is selected, the MAN blue light illuminates.
- Turn the knob to adjust the HUD symbology brightness:
o Rotate the knob clockwise to increase the brightness,
o Rotate the knob counter-clockwise to decrease the brightness.
In MAN mode, the brightness level does not change once set. Thus, when the airplane
travels through a variety of light conditions, HUD display can get non-visible.
In AUTO mode, the brightness automatically changes to maintain the commanded
brightness. This gives a constant brightness ratio to the detected light conditions and
allows the display to remain visible without manual adjustment whatever the conditions.
The image brightness scale appears on HUD as soon as the HUD BRIGHT knob is used
and it disappears 5 sec. after the last action on the brightness control.
FIGURE 02-34_22-20A-02 - IMAGE BRIGHTNESS CONTROL

PAGE 4 / 50 CODDE 1
INSTRUMENT PANEL
FIGURE 02-34_22-20A-03 - SVS SPLIT
SVS SPLIT:
- Push the knob to select Min Range (R) or Angular (°),
- Turn the knob to adjust value of Min Range clear zone / Angular clear zone.
Min range: allows to set a distance from the airplane beyond which SVS is displayed in
HUD. SVS min range can be set from 0 to 75 NM.
Angular: allows to set the vertical angle (from horizontal line) above which SVS is
displayed in HUD. SVS angular clear zone can be set from -30 deg to 30 deg.
YOKE CONTROLS
FIGURE 02-34_22-20A-04 - YOKE CONTROLS

CODDE 1 PAGE 5 / 50
HUD related yoke controls:

- XVS 3-positions control: to adjust video brightness and display / remove SVS image:
o Move control up or down to control SVS image brightness, including terrain,
obstacle and symbology layers (independent from the HUD symbology brightness
settings),
o Push control to remove or display the SVS image.
- HUD SYMB pushbutton:

A short push switches between basic and secondary HUD display.
FIGURE 02-34_22-20A-05 - HUD SYMB SHORT PUSH
o In approach phase, a long press removes the synthetic runway. The HUD SYMB
pushbutton has to be pushed until the synthetic runway symbol is removed (this is
the way to do a long push).
FIGURE 02-34_22-20A-06 - HUD SYMB LONG PUSH

PAGE 6 / 50 CODDE 1
FLIGHT MANAGEMENT WINDOW - ARRIVAL PHASE OF FLIGHT
The HUD-CU receives the take-off and approach parameters from the MAU via the Flight
Management Window.
The selected runway and the glide slope parameters are required to display the Vertical
Path Reference Line, the extended centerline and the synthetic conformal runway.
It is not necessary to click on the HUD CONFIRM soft key (which is always grey) after
setting the glide slope reference.
FIGURE 02-34_22-20A-07 - VPRL AND EXTENDED CENTERLINE –

FMW ARRIVAL POF, STAR/APP TAB

CODDE 1 PAGE 7 / 50
Upon selection of the runway, all the runway information is retrieved from the database and
displayed automatically. Approach category and minimums information are selected through
the Landing Data tab.
FIGURE 02-34_22-20A-08 - FMW ARRIVAL POF, LANDING DATA TAB

description.

PAGE 8 / 50 CODDE 1
TEST SYNOPTIC
NOTE
Although HUD is not HUD3 capable, the HUD DATA soft key appears selectable. Do not select
this HUD DATA item, as anyway the HUD DATA soft key remains inoperative.
FIGURE 02-34_22-20A-09 - TEST SYNOPTIC

CODDE 1 PAGE 9 / 50
INDICATIONS

- On the OCU,
- On the PDU for flags,
- On one of the MDU,
HUD symbology is designed to be consistent with the ADI display formats to prevent any
ambiguity between the head-up and the head-down displays.
The following symbology is displayed on the HUD:
- Basic flight data (speed scale, altitude scale, attitudes, Flight Path Vector, Acceleration
Chevron, …)
- AFCS-driven Flight Director, with or without auto-pilot engaged,
- AFCS-driven Thrust Director when autothrottle is engaged and FD/TD is shown in PDU,
- HUD-driven Thrust Director when autothrottle is not engaged,
- Navigation data,
- Autopilot and autothrottle modes and status,
- Synthetic runway including runway axis,
- Unusual attitudes recovery,
- TCAS alerts and guidance,
- EGPWS alerts,
- Alerts (e.g. “WINDSHEAR”), annunciations and sensors discrepancy flags.

HUD SYMBOLOGY
FIGURE 02-34_22-20A-10 - HUD SYMBOLOGY ORGANIZATION
Flight management and auto-throttle annunciations
Flight management and auto-throttle annunciations are consistent with IPFD:

- FMA modes are displayed just above the roll scale,
- The Pilot Flying Arrow is displayed beside the AP annunciation,
- A/T status and mode are displayed on the upper left zone of the OCU far from the
lateral mode annunciation.
- The position of the Pilot Flying Arrow and the A/T annunciations is consistent with
IPFD FMA.
FIGURE 02-34_22-20A-11 - HUD FLIGHT MANAGEMENT AND A/T ANNUNCIATIONS / IPFD

HUD symbology display modes
The LH pilot can choose between two HUD symbology display modes (regardless of the
SVS terrain image):
- “Basic” HUD symbology (decluttered mode): automatically displays only relevant
symbols for the current phase of flight,
- "Secondary" HUD symbology (scales on mode): displays additional symbols for the
current phase of flight.
The LH pilot can switch between the two modes by pressing the “HUD SYMB”
pushbutton located on the LH yoke (short push).
When the secondary display mode is selected, a SEC label is displayed in the upper right
zone of the OCU.
■ Secondary auto popup
In some critical or abnormal conditions, the HUD automatically switches to

secondary symbology display mode, displaying airspeed scale, altitude scale and
relevant cues.
These conditions are listed below:
- One of the AFCS speed protection (FD over speed, FD under speed, AT over
speed, AT under speed modes) is activated, or
- When airspeed is lower than LSC (Low Speed Cue) for more than 1 sec., or
- Estimated airspeed in 5 sec. is getting close to stall airspeed, or
- When the aircraft is in clean configuration with landing gear retracted:
o Airspeed is greater than VMO, or
o Airspeed will be greater than VMO in 3 sec.
- Or If A/C is not in clean configuration and
o IAS is greater than [V-Constraint - 5 kt], or
o Estimated airspeed in 3 sec. is greater than V-Constraint.
- Automatic Descent Mode is activated, or
- A WINDSHEAR warning is displayed.
■ Unusual attitude recovery
During an unusual attitude, the HUD automatically switches to one of the following
specific displays designed for recognition and recovery assistance:
- First level of unusual attitude (roll above 56°): symbology is de-cluttered by
removing unnecessary information,
- Second level of unusual attitude (pitch above +30° / below -20° or roll above
70°): dedicated symbology.
When the airplane attitude is restored within the limits, the display returns to the
standard format.

Blue symbols are removed

FIGURE 02-34_22-20A-12 - FIRST LEVEL OF UNUSUAL ATTITUDE
FIGURE 02-34_22-20A-13 - SECOND LEVEL OF UNUSUAL ATTITUDE
Load factor (G indication) is displayed above 1.3 g.

Phases of flight
The HUD symbology display (regardless of the SVS image) depends on the phase of flight.
Five phases of flight are considered:
- Taxi,
- Take-Off / Go-Around,
- Enroute (Climb / Cruise / Descent),
- Approach,
- Rollout after landing.
The transition between the successive phases of flight is depicted in bold in the figure below.
FIGURE 02-34_22-20A-14 - PHASES OF FLIGHT TRANSITION LOGIC

HUD symbology in different phases of flight
■ Taxi
FIGURE 02-34_22-20A-15 - TAXI BASIC SYMBOLOGY
During the taxi phase, the basic display is a light symbology mode, without pitch,
airspeed and altitude scales.
Note that when the aircraft is on ground, the FPV has a specific design:
o The FPV is located two degrees below the airplane reference symbol.
o Small legs are added below the FPV.
The secondary display is identical to the Take-Off / Go-Around (TOGA) display (see
below). If the crew wants to anticipate the take-off, and have the adapted display
before acting on the throttle, he is able to select the TOGA display using the
HUD SYMB pushbutton on the LH yoke.

■ Take-off / Go-around
FIGURE 02-34_22-20A-16 - TAKE-OFF AND GO-AROUND SYMBOLOGY
During the Take-Off / Go-Around phase, the basic and secondary modes are
identical.

■ Enroute (Climb / Cruise / Descent)
During the enroute phase, the speed and altitude scales are removed. The
speed and altitude readout are still displayed, at the same position as when the
scales are displayed. The crew is able to display these scales, using the
HUD SYMB pushbutton on the LH yoke, if the secondary (SEC) display mode
seems to be more adapted.
FIGURE 02-34_22-20A-17 - ENROUTE BASIC SYMBOLOGY
FIGURE 02-34_22-20A-18 - ENROUTE SECONDARY SYMBOLOGY

■ Approach
The approach display aims to be as similar as possible for all kinds of approaches
(ILS, LPV, non-precision approaches …). With this aim in view, the symbology
philosophy will be common to all approaches, even if some symbols will be specific
to one approach (for instance, the EPU, attached to the lateral deviation pointer, will
be displayed during RNP approaches only).
The pilot is able to switch between display modes by actuating the HUD SYMB
pushbutton.
The basic display mode presents a symbology similar to ILS symbology: the
airspeed and altitude scales are removed, and the airspeed, altitude and radio
altitude readout are attached to the FPV.
FIGURE 02-34_22-20A-19 - APPROACH BASIC SYMBOLOGY

The secondary mode displays the airspeed and altitude scales. The airspeed and
barometric altitude readout attached to the FPV are removed.
FIGURE 02-34_22-20A-20 - APPROACH SECONDARY SYMBOLOGY
Pitch scale linked to the FPV

The pitch scale is laterally linked to the FPV, instead of being linked to the aircraft
reference. This way, reading the path is easier in crosswind conditions.
FIGURE 02-34_22-20A-21 - PITCH SCALE LINKED TO FPV

FPV saturation
In case of crosswind, the scales follow the FPV, until reaching a saturated position.
For a typical approach speed of 110 kt, the maximum crosswind, which can be
reached without reaching saturation of FPV, is the following:
• Without scales: 20.5 kt left/right crosswind,
• With scales: 17.5 kt left crosswind, 15 kt right crosswind.
When the FPV is saturated and non-conformal anymore (not showing the real
direction of the aircraft), it is dashed.
In this situation, the Flight Director, positioned relatively to the FPV, remains
correct. It means that the task of the pilot to follow the FD with the FPV remains the
same even when the FPV is not conformal (the FD is inside the FPV when the
aircraft is correctly stabilized on the good trajectory).
FIGURE 02-34_22-20A-22 - DASHED FPV IN CROSSWIND CONDITION

Course bug on the horizon line

The course bug (“Christmas Tree”) on the horizon line represents the course of the
current leg of the FMS trajectory (except during ILS or LPV approaches). The
associated value of this course is provided by the DTK readout.
FIGURE 02-34_22-20A-23 - COURSE BUG VALUE (DTK READOUT)
During ILS or LPV approaches, the course bug is set to the approach course. The
associated value of this course is provided by the CRS readout.
FIGURE 02-34_22-20A-24 - COURSE BUG VALUE (CRS READOUT) DURING ILS (OR LPV)
APPROACH

■ Roll-out
FIGURE 02-34_22-20A-25 - ROLL-OUT BASIC SYMBOLOGY
During the rollout phase, the basic and secondary modes are available. As usual
the pilot is able to switch between basic and secondary symbology display modes
using the HUD SYMB pushbutton.
FIGURE 02-34_22-20A-26 - ROLL-OUT SECONDARY SYMBOLOGY

Detailed HUD symbology
FIGURE 02-34_22-20A-27 - EXAMPLE OF SYMBOLOGY 1 (NOT REALISTIC SCENARIO)

Excessive Localizer deviation 1 Lateral deviation pointer 8
Speed error tape 2 Lateral deviation scale 9
Flight Director 3 Rotation symbol 10
AOA maximum cue 5 Flight Mode Annunciator (FMA) 11
Vertical deviation pointer 6 Heading source TRU annunciation 12
Vertical deviation scale 7 SVS minimum range 37

■ Vertical deviation
The vertical deviation scale is the same during all LNAV/VGP approaches.
The deviation is displayed on a 4 dots scale with the specific VGP pointer until the
VGP mode is active and VGP deviation is smaller than 0.5 dots.
When the vertical deviation becomes smaller than 0.5 dots, the VGP deviation is
displayed on the 2 dots scale linked to the VPRL as for all other approaches
(ILS/LPV). Then the vertical deviation is displayed on the 2 dots scale even if the
deviation increases. The deviation is displayed saturated at 1.5 dots when greater
than 1.5 dots.
4 dots scale 2 dots scale

FIGURE 02-34_22-20A-28 - VGP DEVIATION

■ Lateral deviation
The lateral deviations provided in HUD are the one displayed in the HSI
Head-Down.
The navigation deviation is displayed below the lateral deviation scale. The
approach deviation is displayed above the lateral deviation scales.
When the LOC or SBA NAV source (ILS or LPV approach) is active, the lateral
deviation scale is a 2 dots scale, otherwise it is a 4 dots scale.
FIGURE 02-34_22-20A-29 - LATERAL DEVIATIONS FMS1 ACTIVE / LOC ARMED
The lateral deviations have 3 different shapes for preview, armed and active.
FIGURE 02-34_22-20A-30 - LATERAL DEVIATION SYMBOL SHAPES

FIGURE 02-34_22-20A-31 - LATERAL DEVIATIONS FMS1 ACTIVE / LOC1 PREVIEW
FIGURE 02-34_22-20A-32 - 2 DOTS LATERAL DEVIATION SCALE WHEN LOC1 ACTIVE


Acceleration Chevron 1 Vertical Path Reference Line (VPRL) 9
Thrust Director 2 VPRL deviation pointer 10
Flight Director 3 MINIMUMS annunciation 11
Radio altitude 6 Marker beacon annunciation 12
Indicated airspeed 7 Navigation source annunciation 14
Barometric altitude 8

■ Negative altitude
In case of a negative altitude, the minus character (“-”) precedes the altitude value
while the “NEG” symbol is used in the same case in PDU.
FIGURE 02-34_22-20A-34 - NEGATIVE ALTITUDE BASIC SYMBOLOGY
FIGURE 02-34_22-20A-35 - NEGATIVE ALTITUDE SECONDARY SYMBOLOGY

■ Navigation source annunciation
The NAV source annunciations provide the source of the lateral deviations (as in
IPFD for Head-Down).
When the NAV source is active (Magenta Head-Down), the NAV source is written in
big character. When the NAV source is armed (Cyan Head-Down) or preview (white
Head-Down), the NAV source is written in small character.
FIGURE 02-34_22-20A-36 - FMS1 ACTIVE / LOC1 PREVIEW
When the NAV source is the same on both sides of the cockpit, the NAV source is
displayed in big character and boxed.
If a FMS reversion FMS2 to FMS1 has been performed in application of a basic
AFM procedure on the RH side, the FMS NAV source is identical on LH and RH
sides: FMS1. In that case, when FMS1 NAV source is armed or in Preview, the
FMS NAV source is displayed in HUD but not boxed, whereas it is displayed boxed
in PDU. Remark: it is correctly displayed boxed when FMS1 NAV source is active.
When the NAV source is failed, the NAV source annunciation is removed instead of
being displayed in big character and boxed. Pilot is aware of the loss of NAV source
since other annunciations appear when the NAV source is lost (CAS message,
deviations flag, approach annunciation...).
FIGURE 02-34_22-20A-37 - LOC1 ON BOTH SIDES / FMS1 PREVIEW

■ Distance indication during approach
Display logics for distance indication in approach is consistent with IPFD:
Approach Type Display conditions
ILS DME readout when LOC is the active or preview

NAV source.
LPV RWXXX (where XXX is the runway reference)

readout when SBA is the active or preview NAV
source.
It provides the distance to the threshold of the
runway.
VOR/DME or Only FMS distance readout displayed.

DME/DME



Airplane reference 1 FMS next waypoint distance 28
Flight Path Vector 2 Selected Course (CRS) 29
Horizon line compass scale 3 Airbrakes position 30
Current Heading 4 Mach number 31
Takeoff airspeed reference readout
TO waypoint bug 5 32
(V1, V2)
Selected course bug 6 Longitudinal acceleration 33
Selected track bug 7 Ground speed readout 34
Current track 8 EVS / CVS modes 35
Horizon line / ZPRL (Zero Pitch
9 EVS / CVS sub-modes 36
Reference Line)
Pitch scale 10 SVS minimum range 37
Roll scale 11 Image brightness feedback 38
Slip skid indicator 12 CVS balance feedback 39
Roll indicator 13 Altitude scale 40
Flight Path Angle readout 14 Barometric altimeter readout 41
Approach mode annunciation 15 ASEL readout 42
Wind direction and speed 16 VNAV target altitude bug 43
Airspeed scale 17 Selected altitude bug 44
Indicated airspeed 18 Minimum altitude bug (TOSA/GASA) 45
Manual speed bug symbol 19 Baro setting readout 48
RA decision height / Baro minimum
Selected speed readout 20 49
altitude
Maximum operating airspeed tape 21 Vertical speed 50
Secondary display mode annunciation
V-Constraint reference 22 52
(SEC)
Takeoff and approach airspeed
reference bugs (V1, V2, VR, VFR, VFT, 24 TCAS RA box 53
VREF, VAPP)
Low speed cue 25 FMS annunciation 54
Stall warning cue 26 EVS contrast feedback 55
Desired Track (DTK) 27

■ TCAS Symbology on OCU
Only the Resolution Advisory are displayed on OCU.

TCAS RA are not displayed when in Unusual Attitudes Symbology.
FIGURE 02-34_22-20A-39 - TCAS RA BOX

HUD symbology for warnings and failures conditions
FIGURE 02-34_22-20A-40 - WARNINGS AND FAILURES SYMBOLOGY (NOT REALISTIC

SCENARIO)


Source reversion 1 Glide slope failure 15
Longitudinal acceleration failure 2 Heading failure 16
Airspeed failure 3 Localizer failure 17
Attitude failure 4 Navigation source failure 18
Altitude failure 5 Radio altitude failure 19
Attitude miscompare 7 Vertical speed failure 20
Heading miscompare 8 FPV miscompare 21
Altitude miscompare 9 Thrust Director failure 22
Airspeed miscompare 10 FPV failure 23
Localizer miscompare 11 WINDSHEAR (EGPWS) annunciation 28
Glide slope miscompare 12 SVS fault 29
Radio altitude miscompare 13 EVS fault (see 02-34_23-20A) 30
Flight Director failure 14 Synthetic runway fault 37
Synthetic runway fault: RWY flag is displayed in the bottom right corner when the
airplane is at less than 10Nm far from the DEST airport, and the landing runway is still not
selected, to inform the crew that the SVS synthetic runway will not be displayed.
RWY flag is inhibited in TO / GA phase of flight.

■ EGPWS alerts on OCU
The EGPWS messages displayed on OCU are “Ground Prox”, “Pull Up”,
“Windshear caution”, “Windshear Warning” and “STP” message.
Only the “STP” message (for “Steep Approach”) has a specific position, the other
are located at the same position on OCU.
FIGURE 02-34_22-20A-41 - GROUND PROX CAUTION ANNUNCIATION
FIGURE 02-34_22-20A-42 - PULL UP WARNING ANNUNCIATION

Synthetic runway symbology
Synthetic runway may be displayed as Symbolic runway or Conformal runway.

Synthetic runway, and runway extended centerline are displayed during all approaches,
including non-precision approaches.
Intended functions:
- To provide an additional and direct cue to support in the last part of the approach the
lateral alignment task with the runway intended for landing,
- To provide an additional and direct cue to help the pilot to see and identify the
touchdown zone, and to confirm that the vertical trajectory is correct,
- To provide an easiest visual search for the runway environment landing cues
(Approach Lighting System, TDZ, threshold…), enabling the pilot to predict where
and when the cues will appear, especially in case of approaches with offset,
crosswind and/or in case of poor visibility.
The runway symbol is considered as part of basic symbology. However, it is computed in
the display as a SVS object.
■ Symbolic runway
The symbolic runway appears when the landing runway is selected in the FMW and
airplane is less than 80 NM from destination. It is removed when the airplane is
below 1,200 ft HATh (Height Above Threshold) and the airplane is less than 5 NM
from the runway (when the conformal runway symbol is displayed).
The symbolic runway is composed of a poll of 1000 meters high and an oval within
which is written the Runway designator (example here below on the figure “18”).
The bottom of the poll is positioned on the touchdown zone.
FIGURE 02-34_22-20A-43 - SYMBOLIC RUNWAY

The symbolic runway computation (runway and axis) is based on runway threshold
coordinates extracted from HUD Navigation database. LPV FAS (Final Approach
Segment) data are used when available.
■ Conformal runway
The conformal runway is displayed when the aircraft is below 1,200 ft HATh.
In addition to the geographical conformal runway edges, the runway extended
centerline and the aiming point, the conformal runway features the displaced
threshold and crossbars information.
Aiming point brackets and runway axis are computed and displayed the same way
as symbolic runway.
The width of the runway is based on the runway width data extracted from the HUD
Navigation database (with a 5 m offset on each side in order to avoid masking the
runway lights).
The displaced threshold is represented on the symbol, in dotted lines, conformal to
the real displaced threshold based on the HUD Navigation database displaced
threshold values.
Approach ramp crossbars are represented at 1,000, 2,000 and 3,000 ft from
threshold. They are laterally displaced, compared to the real crossbars, in order to
avoid masking the real lights with the symbol.
FIGURE 02-34_22-20A-44 - CONFORMAL RUNWAY

■ Removal of Display of Conformal Runway Symbol
A long push on the HUD SYMB pushbutton allows the crew displaying or removing
the conformal runway symbol. A short push still allows the pilot to switch between
the two modes (with or without the airspeed and altitude scales).
The conformal runway symbol is automatically removed when passing 50 ft RA in
approach.
FIGURE 02-34_22-20A-45 - APPROACH SYMBOLOGY, CONFORMAL RUNWAY DISPLAYED
FIGURE 02-34_22-20A-46 - APPROACH SYMBOLOGY, CONFORMAL RUNWAY REMOVED

■ Runway extended centerline
The runway extended centerline is represented by a 20 NM geographical conformal

and dashed line. It is displayed as soon as a runway is selected for landing. It stops
4,000 ft from the threshold of the selected runway to avoid hiding the runway lights.
FIGURE 02-34_22-20A-47 - RUNWAY EXTENDED CENTERLINE

SVS IMAGE
FIGURE 02-34_22-20A-48 - SVS IMAGE WITH TERRAIN, NAVIGATION & OBSTACLE
SVS image layers
The SVS image is made of three layers:

- SVS terrain layer (including water area),
- SVS obstacle layer,
- SVS symbology layer.
The SVS is automatically removed above 80° of latitude. The layers provide a worldwide
coverage without any other limitation.

■ SVS terrain layer
SVS terrain layer is mainly made of topographical landscape. It includes a grid

(1.75 arc/seconds per 1.75 arc/seconds, about 1.8 Nm per 1.8 Nm) oriented
North / South and East / West.
Water areas (sea, lake and rivers) are clear of terrain but also depicted in the image
by a specific texture.
Terrain altitude is coded using 256 green levels to cover all the possible earth
elevations (-200 m to 9000 m) and an ambient light is applied to the entire scene.
SVS also includes hill shading according to a dynamic sun azimuth accounting own
ship true heading changes.
The terrain layer is displayed to a range up to 75 NM, except in SVS clear zones.
■ SVS obstacle layer
When SVS is selected, this layer displays obstacles:

o Taller than 200 feet above ground level,
o Located within 10 NM from the airplane.
Obstacles are sorted and depicted according to three dedicated shapes (tower,
building and other obstacles).
Tower Building Other obstacles

FIGURE 02-34_22-20A-49 - OBSTACLE SHAPES
SVS obstacle layer is displayed when SVS (or CVS for A/C with M-OPT063) is
selected, and covers SVS clear zones.

■ SVS symbology layer
This layer contains the ICAO codes of airports including the destination airport.
These symbols are displayed only when SVS is selected. These symbols are also
displayed in clear zone.
The ICAO code of the DEST is depicted as soon as a DEST airfield is selected by
the pilot in the FMW page and the airplane is at less than 80 NM from the DEST. It
is displayed as long the Landing Runway is not selected by the crew and the
airplane is not below 1,200 ft HATh and at less than 5 NM from the DEST.
The ICAO codes of the other terrains are depicted if they are located within 20 NM
around the airplane. The runways of these airports are also depicted in SVS.
FIGURE 02-34_22-20A-50 - ICAO AIRPORT IDENTIFIER
During a Go Around, the selected runway is automatically deselected and the

DEST symbol is inhibited.

SVS clear zone
A clear zone is an area without SVS terrain display (obstacle and SVS symbology are still
displayed). A clear zone is a geographical conformal area. There are three clear zones in
the HUD:
- SVS Angular clear zone
- SVS Min Range clear zone
- SVS runway clear zone
■ SVS Angular clear zone
In order to get the benefits of SVS without affecting the return of external scene at
foreground, a clear zone in SVS terrain can be manually commanded by the pilot
setting SVS SPLIT pushbutton on Angular (°). In that case, obstacles and
symbology are presented in the clear zone.
This clear mode will be used by the pilot during climb/cruise and initial descent
phase.
SVS angular clear zone mode is selected at HUD initialization, and set to 0 deg.
SVS angular clear zone can be set from -30 deg to 30 deg via SVS SPLIT knob.
FIGURE 02-34_22-20A-51 - SVS ANGULAR CLEAR ZONE SET TO -10

■ SVS Min Range clear zone
In order to get the benefits of SVS without affecting the visibility of external scene in
the foreground, a clear zone in SVS terrain can be manually commanded by the
pilot setting SVS SPLIT pushbutton to SVS Min Range (R).
The SVS Min Range clear zone appears at the bottom of the display, SVS terrain
being displayed only when further than the SVS Min Range.
The SVS Min Range represents the bottom proportion of SVS coverage in the
combiner, i.e. the minimum range from the aircraft to start displaying the SVS
image.
SVS Min Range can be set from 0 to 75 NM via SVS SPLIT knob. SVS Min Range
value is set as a visibility in feet / SM or kilometers depending on InHg / hPa
selection.
During the approach, while the aircraft is getting down, the SVS Min Range causes
a clearing of the SVS layer in the bottom of the HUD.
FIGURE 02-34_22-20A-52 - SVS MIN RANGE CLEAR ZONE

■ Runway clear zone
In order to get the benefits of SVS in approach without affecting the useful part of
the external scene return, a geographical conformal “Runway clear zone” is created
in SVS terrain:
- An area located ahead of the runway threshold which length (1.5 * L on the
picture here below) depends on the minimum height entered by the pilot in
FMW / Arrival POF / Landing Data tab and on the approach path from the
selected approach, to make the landing reference cue unmistakable. This
length is limited to a maximum of 1,500m.The width of this area is 0.4 NM.
- A 0.3 NM width area around the runway (starting at landing threshold).
FIGURE 02-34_22-20A-53 - RUNWAY CLEAR ZONE LENGTH
Thanks to the SVS Runway Clear Zone, outside visual references (or EVS image if
EVS option is installed) are not masked by the SVS image.
The SVS Runway Clear Zone is not activated in HUD until V-Speeds have been
sent to EASy (via the Send soft key in the FMW Landing Data tab).

■ SVS MIN RANGE clear zone and SVS runway clear zone
As the SVS min range clear zone is attached to the aircraft and the SVS runway
clear zone is attached to the runway, both are combined when aircraft is closer to
the runway.
FIGURE 02-34_22-20A-54 - SVS MIN RANGE CLEAR ZONE AND RUNWAY CLEAR ZONE

SVS annunciations on OCU
■ SVS status mode
SVS ON SVS image is selected on the HUD-CP, available

and displayed by the pilot on OCU via the yoke
SVS SBY SVS image is selected on the HUD-CP, available

but removed from the OCU by the pilot via the yoke
NO SVS SVS image is selected on the HUD-CP, not

available and therefore not displayed on the OCU
■ SVS annunciations
A SVS annunciation is displayed in the bottom right corner of the OCU in case
SVS is failed. In that case, SVS image is removed from the OCU.
FIGURE 02-34_22-20A-55 - SVS ANNUNCIATION ON OCU

SVS information on OCU
■ SVS image brightness adjustment
A bar graph is temporarily displayed in the bottom left corner of the OCU to indicate
to the level of the SVS brightness to the pilot. This bar graph is displayed as soon
as pilot pushes the XVS brightness control and it is shown for 5 sec. after control is
released.
■ SVS Angular/SVS Min Range
SVS Angular/Min Range clear zone value selected by the pilot through the SVS
SPLIT knob is temporarily displayed in the bottom left corner of the OCU. This
value is displayed when pilot moves the knob and is shown for 5 sec. after control is
released.
- SVS Angular split is displayed in degrees when SVS split in Angular mode.
- SVS Min Range is displayed in feet and SM in case barometric setting is Inch.
- SVS Min Range is displayed in kilometers in case barometric setting is hPa.
FIGURE 02-34_22-20A-56 - SVS IMAGE BRIGHTNESS ADJUSTMENT, MIN RANGE INFORMATION

AND VIDEO ANNUNCIATION

SVS ANNUNCIATIONS IN IPFD
The following HUD SVS related annunciations may be displayed in both PFD:
- SVS ON,
- SVS SBY,
- NO SVS.
This information is equally displayed on top left corner of the OCU.
FIGURE 02-34_22-20A-57 - IPFD - SVS ANNUNCIATION

HUD DISPLAY ON THE MDU
The HUD-CU provides HUD image that can be displayed on the VIDEO window, on the
upper or lower MDU, according to the selection made by the crew.
FIGURE 02-34_22-20A-58 - HUD IMAGE DISPLAYED ON MDU

CODDE 1 PAGE 1 / 4
SYSTEM PROTECTIONS
SYSTEM MONITORING
HUD MONITORING
The HUD Monitoring is performed by the HUD-CU and it includes the two following sub-
functions:
- Freeze detection,
- Display monitoring.
Freeze Detection function
The Freeze Detection mechanism is able to detect frozen image in HUD symbology and
in SVS image.
Display Monitoring function
The Display Monitoring function purpose is to ensure the integrity of following

parameters:
- Airspeed,
- Attitude,
- Baro altitude,
- Flight Path Vector.
The Display Monitoring function verifies that displayed symbols are compatible (after
being processed inversely from the display image back to a parameter value) with the
source data.

PAGE 2 / 4 CODDE 1
SYSTEM PROTECTIONS
SVS MONITORING
The SVS system performs:

- GPS position monitoring,
- TAWS position monitoring,
- Angular accuracy monitoring.
In case one of the SVS monitoring reports a failure:

- SVS element (terrain and obstacle or runway) is automatically and immediately
removed from HUD,
- A SVS (for image and terrain) or a RWY annunciation (for the runway) is displayed in
HUD.
SVS REMOVAL MONITORING
SVS image is automatically removed in the following cases:

- A failure is detected,
- SVS monitoring reports a failure,
- The windshear vertical mode is active,
- The unusual attitude mode is active.
When the SVS image is removed, a NO SVS annunciation is displayed.

After image removal, the SVS must be recalled by the pilot (the SVS is not automatically
recalled, even if conditions of removal are no longer met).

CODDE 1 PAGE 3 / 4
SYSTEM PROTECTIONS
ACTIVE PROTECTION
CIRCUIT BREAKERS
The HUD system is protected by circuit breakers located above the overhead panel.
FIGURE 02-34_22-30-00 - HUD CIRCUIT BREAKERS

PAGE 4 / 4 CODDE 1
SYSTEM PROTECTIONS

CODDE 1 PAGE 1 / 2
ABNORMAL OPERATION
CAS MESSAGES
HUD FAIL HUD fails.
The Navigation or Obstacle database loaded in the

HUD DB OLD HUD Mass Memory Storage is detected as invalid, out
of date or not consistent with the corresponding EASy
Databases.

PAGE 2 / 2 CODDE 1
ABNORMAL OPERATION

F2000EX EASY ATA 34_23 NAVIGATION (EASY II) - 02-34_23-05
CODDE 1 PAGE 1 / 2
GENERAL
INTRODUCTION
The optional Enhanced Vision System (EVS) completes the FalconEye HUD to improve
perception of the external environment in poor visibility or night conditions.
EVS relies on:
- An Enhanced Vision System camera comprising six sensors.
- A Combined Digital Signal Processing Module that merges data issued from various
sensors to provide an optimized image for display on OCU.
The EVS image can be displayed on OCU at pilot’s discretion and can be operated
according to two selectable modes (HIGH or LOW).
The EVS image is displayed at optical infinity, aligned and scaled with the external scene.
However, the EVS image is characterized by a narrower field-of-view of 35° horizontal by
26.25° vertical than that of the HUD (40° horizontal by 30° vertical).
The Combined Vision System (CVS) function combines the two different SVS and EVS
images with the same spatial reference into one fused image. EVS image is displayed only
into SVS clear zones.
The HUD with EVS system provides the following selectable display modes:
- HUD symbology [CVS OFF],
- HUD symbology + SVS image [SVS],
- HUD symbology + EVS image [EVS],
- HUD symbology + CVS (combined EVS image with SVS image) [CVS].
The EVS intended function is to improve situation awareness during the different phases of
a flight:
- Moving on the ramp and taxiing at night or in poor visibility condition: to improve the
perception of the taxiway, ground markings, lighting, obstacles, vehicles and other
aircrafts,
- Take-off at night or in poor visibility condition: to improve the perception of the runway
axis and possible runway incursion,
- Climb / descent at night : to improve detection of towering clouds and to improve the
perception of the surrounding terrain especially in mountainous area,
- Cruise at night: to improve detection of towering clouds,
- Approach and landing: at night or in poor visibility condition, to improve the perception of
surrounding terrain, especially in mountainous area and to anticipate the acquisition of
visual references,
- Go-around at night or in poor visibility condition: to improve the perception of the
surrounding terrain especially in mountainous area,
- Rollout at night or in poor visibility condition: to improve the perception of the runway
axis, exiting taxiway and possible runway incursion.

02-34_23-05 ATA 34_23 NAVIGATION (EASY II) - F2000EX EASY
PAGE 2 / 2 CODDE 1
GENERAL
Controls of the EVS system include:

- HUD Control Panel (HUD-CP) located on the OCU,
- HUD SYMB pushbutton and XVS control located on the LH yoke,
- HIGH / LOW EVS mode pushbutton located on the instrument panel.
Information relative to the EVS system is displayed:

- On the OCU,
- On the MDU for EVS window display,

F2000EX EASY ATA 34_23 NAVIGATION (EASY II)– 02-34_23-05A
CODDE 1 PAGE 1 / 2
GENERAL
INTRODUCTION
The optional Enhanced Vision System (EVS) completes the FalconEye HUD to improve
perception of the external environment in poor visibility or night conditions.
EVS relies on:
- An Enhanced Vision System camera comprising six sensors.
- A Combined Digital Signal Processing Module that merges data issued from various
sensors to provide an optimized image for display on OCU.
The EVS image can be displayed on OCU at pilot’s discretion and can be operated
according to two selectable modes (HIGH or LOW).
The EVS image is displayed at optical infinity, aligned and scaled with the external scene.
However, the EVS image is characterized by a narrower field-of-view of 35° horizontal by
26.25° vertical than that of the HUD (40° horizontal by 30° vertical).
The Combined Vision System (CVS) function combines the two different SVS and EVS
images with the same spatial reference into one fused image. EVS image is displayed only
into SVS clear zones.
The HUD with EVS system provides the following selectable display modes:
- HUD symbology [CVS OFF],
- HUD symbology + EVS image [EVS],
- HUD symbology + CVS (combined EVS image with SVS image) [CVS].
The EVS intended function is to improve situation awareness during the different phases of
a flight:
- Moving on the ramp and taxiing at night or in poor visibility condition: to improve the
perception of the taxiway, ground markings, lighting, obstacles, vehicles and other
aircrafts,
- Take-off at night or in poor visibility condition: to improve the perception of the runway
axis and possible runway incursion,
- Climb / descent at night : to improve detection of towering clouds and to improve the
perception of the surrounding terrain especially in mountainous area,
- Cruise at night: to improve detection of towering clouds,
- Approach and landing: at night or in poor visibility condition, to improve the perception of
surrounding terrain, especially in mountainous area and to anticipate the acquisition of
visual references,
- Go-around at night or in poor visibility condition: to improve the perception of the
surrounding terrain especially in mountainous area,
- Rollout at night or in poor visibility condition: to improve the perception of the runway
axis, exiting taxiway and possible runway incursion.

PAGE 2 / 2 CODDE 1
GENERAL
Controls of the EVS system include:

- HUD Control Panel (HUD-CP) located on the OCU,
- HUD SYMB pushbutton and XVS control located on the LH yoke,
- HIGH / LOW EVS mode pushbutton located on the instrument panel.
Information relative to the EVS system is displayed:

- On the OCU,
- On the MDU for EVS window display,
FIGURE 02-34_23-05A-00 FLIGHT DECK OVERVIEW

CODDE 1 PAGE 1 / 8
DESCRIPTION
SYSTEM ARCHITECTURE
The Enhanced Vision System (EVS) generates and displays an image of the real world scene
on the OCU as well as on the MDU, anytime the pilot desires additional situational
information.
EVS main components are:
- An Enhanced Vision System (EVS) camera comprising six sensors,
- A Combined Digital Signal Processing Module that performs smart filtering, enhancement
and fusion of the various sensors to provide optimized image output for display.
The EVS system provides an enhanced image (EVS image) of the external scene:
- Allowing in night clear conditions, situation awareness increase over human natural vision,
- Increasing detection ranges over human natural vision on lighting system composed of:
o Classical incandescent lights,
o High efficiency lights,
o LED lights,
o Flashing Lights,
- Increasing recognition ranges over human natural vision on:
o Terrain and surroundings (such as buildings, trees …),
o Runway and taxiway,
- Runway markings.

PAGE 2 / 8 CODDE 1
DESCRIPTION
This EVS image is scaled, aligned, and adjusted to overlay the real world scene as viewed
through the OCU.
FIGURE 02-34_23-10-00 - SYSTEM ARCHITECTURE

CODDE 1 PAGE 3 / 8
DESCRIPTION
FIGURE 02-34_23-10-01 - ARCHITECTURE AND INTERFACES

PAGE 4 / 8 CODDE 1
DESCRIPTION
EVS CAMERA
The EVS camera comprises six sensors:

- Four day sensors: dedicated to lights detection in day conditions,
- One night sensor: dedicated to lights detection in night conditions,
- One thermal sensor: dedicated to terrain imaging.
FIGURE 02-34_23-10-02 - EVS CAMERA
The EVS camera includes a fan for EVS cooling, installed under the camera.
The EVS camera front window is anti-iced.
FIGURE 02-34_23-10-03 - EVS CAMERA IN THE NOSE CONE
EVS MODES
The EVS can be operated through two modes:

• HIGH mode: high resolution and low sensitivity suited to high visibility conditions,
• LOW mode: low resolution and high sensitivity suited to low visibility conditions.

CODDE 1 PAGE 5 / 8
DESCRIPTION
AUTOMATIC CALIBRATION
The EVS performs an automatic calibration whenever it detects that it is necessary to do

it to improve the quality of the EVS image.
This automatic calibration is inhibited during following critical phases, to avoid disturbing
the crew:
- Take-Off,
- Below 1500 ft above the runway in approach.
However, in order to have a good EVS images during these critical phases, an automatic
calibration is systematically performed:
- When the throttles are pushed to Max. TO at the beginning of the take-off phase,
- When the aircraft is getting lower than 1500 ft above the runway in approach phase.
OPERATION MODE - SLEEPING MODE (M-OPT061 ONLY)
On airplane with M-OPT061, EVS can be either in operation mode or in sleeping mode.
When EVS is not operated, it enters into sleeping mode allowing increased lifetime of the
EVS, by disabling the sensors.
In sleeping mode:
o Background communication with HUD-CU,
o EVS anti-icing remains functional,
o EVS sensors are in power save mode (no images are acquired).
FIGURE 02-34_23-10-04 - LOGICS FOR ENTERING / EXITING EVS SLEEPING MODE
When EVS exits sleeping mode to enter operation mode, EVS image is displayed after
6 sec.

PAGE 6 / 8 CODDE 1
DESCRIPTION
EQUIPMENT LOCATION
FIGURE 02-34_23-10-05 - EVS CAMERA INSTALLATION UNDER THE NOSE CONE FAIRING

CODDE 1 PAGE 7 / 8
DESCRIPTION

EVS camera LH Bus A1

PAGE 8 / 8 CODDE 1
DESCRIPTION

CODDE 1 PAGE 1 / 12
CONTROLS
Crew has control on the Enhanced Vision System through:

- Controls on HUD Control Panel (video brightness and contrast),
- EVS mode pushbutton located on the instrument panel (limited access in flight from the
right hand pilot station),
- Yoke controls.
FIGURE 02-34_23-20-00 - LOCATION OF EVS CONTROLS IN THE COCKPIT

PAGE 2 / 12 CODDE 1
FIGURE 02-34_23-20-01 - HUD CONTROL PANEL (HUD-CP)
HUD-CP controls are:

- XVS BAL knob:
o Push on the knob to switch on / off the HUD image (when the HUD image is on, the
ON green light illuminates),
o Turn the knob to balance EVS and SVS images by controlling the brightness of each
image source,
o Turn the knob to switch on / off the SVS/EVS layer,
o Turn the knob fully to the left to select Full EVS,
- SVS MIN RANGE knob: to set SVS MIN RANGE value.
- EVS CONTRAST knob:
o Turn the knob to adjust the EVS image contrast,
o Push on the knob to calibrate the EVS camera (PUSH CAL).
A calibration lasts around 3 seconds.
- HUD BRIGHT:
o Push the knob to select automatic or manual global brightness (HUD symbology and
CVS image),

CODDE 1 PAGE 3 / 12
Manual global brightness mode must be used for Approach and Landing.
The brightness AUTO mode will adapt the brightness to the forward brightness ambiance of
the airplane. However, in case of large change of brightness ambiance, the pilot may need
to manually adjust the brightness. If the auto HUD brightness mode becomes unstable, the
pilot should switch to MAN.
EVS CONTROLS ON THE INSTRUMENT PANEL
EVS mode pushbutton allows switching between:

- HIGH mode: Designed for high visibility conditions. Offers the best landscape rendering
and optimized resolution,
- LOW mode: Designed for low visibility conditions and tuned for lights detections.
FIGURE 02-34_23-20-02 - EVS MODE PUSHBUTTON

PAGE 4 / 12 CODDE 1
YOKE CONTROLS
 Refer to sub-section 02-34_22-20 for details about yoke controls.

HUD with EVS related yoke controls are the same as for HUD only:
- XVS brightness 3-positions control is adapted to adjust video brightness and display /
remove EVS / CVS image,
- HUD SYMB pushbutton operates the same way as for HUD only to switch between
basic and secondary display modes.

CODDE 1 PAGE 5 / 12
INDICATIONS

- On the OCU to display EVS image,
- On the IPFD for CVS annunciation,
- On one of the MDU for the video window Head-Up Display repeater (if installed),
- In the ENG-CAS window for CAS messages.
- In the STATus synoptic / FAULT tab for fault messages.
EVS IMAGE ON OCU
FIGURE 02-34_23-20-03 - EVS IMAGE

PAGE 6 / 12 CODDE 1
EVS IMAGE GENERATION
The EVS includes images processing and fusion algorithms in order to produce a single
image from the six sensors outputs: four Day Vision Sensors (DVS), one Night Vision
Sensor (NVS), and one Thermal Vision Sensor (TVS), which can be summed up through the
following diagram:
FIGURE 02-34_23-20-04 - EVS IMAGE GENERATION
First, the images of each sensor are processed separately before reaching fusion stage. The
image processing algorithms are divided in two paths:
- One path for terrain rendering, which is applied to all sensors and aims at producing
detailed and well contrasted images of the terrain.
- One path for lights extraction, which aims at extracting bright spots in the DVS and NVS
images (not for TVS). Lights extraction is performed on a Region Of Interest (ROI) ¼ of
the full frame. ROI position is fixed for all phases of flight. ROI is laterally centered and
ROI bottom is vertically 2° above FOV bottom.

CODDE 1 PAGE 7 / 12
Then, processed images reach fusion stage which is performed in two steps paths:
- Fusion step 1:
o DVS and NVS lights images are fused together to produce a single image of the
extracted lights,
o All sensors terrain images are fused together to produce a single image of the terrain.
- Fusion step 2: lights image is superimposed over terrain image to produce EVS output
video.
FIGURE 02-34_23-20-05 - ROI LOCATION IN THE EVS PICTURE

PAGE 8 / 12 CODDE 1
CVS IMAGE
CVS image combines EVS image with SVS image.

The CVS image can be optimized by adjusting the brightness of SVS and EVS sources
through the dedicated brightness controls available on the HUD-CP.
FIGURE 02-34_23-20-06 - CVS MODE EVS IN SVS MIN RANGE CLEAR ZONE
FIGURE 02-34_23-20-07 - CVS MODE EVS IN SVS RUNWAY CLEAR ZONE

CODDE 1 PAGE 9 / 12
EVS AND CVS ANNUNCIATIONS ON OCU
CVS mode status
- EVS ON: EVS image is selected on the HUD-CP, available and displayed on OCU
by the pilot using the XVS brightness control on yoke.
- EVS SBY: EVS image is selected on the HUD-CP, available but removed from the
OCU by the pilot using the XVS brightness control on the yoke.
- NO EVS: EVS is selected by the pilot on the the HUD-CP, but not not available and
therefore removed from the OCU.
- CVS ON: CVS image is selected on the HUD-CP, available and displayed on OCU
by the pilot using the XVS brightness control on the yoke.
- CVS SBY: CVS image is selected on the HUD-CP, available but removed from the
- NO CVS: CVS is selected by the pilot on the HUD-CP, but not available.
o In case of SVS failure: SVS annunciation is displayed and both SVS and EVS
images disappear,
o In case of EVS failure: EVS annunciation is displayed and only the EVS image
disappears, SVS image remaining.
EVS sub-mode status
- INIT: EVS camera initialization is in progress, EVS image is not available.

Initialization time is 1 min. in normal temperature conditions but may take up to
5 min. in severe temperature conditions.
- CAL: EVS camera calibration is in progress, following a push on the PUSH CAL
pushbutton on the HUD-CP. In that case EVS image remains unavailable for 3 sec.
- HI: HIGH EVS mode has been selected via the EVS mode pushbutton,
- LO: LOW EVS mode has been selected via the EVS mode pushbutton.
FIGURE 02-34_23-20-08 - SVS AND EVS ANNUNCIATIONS ON OCU

EVS contrast
An EVS contrast scale is temporarily displayed in the bottom left corner of the OCU as
soon as the EVS CONTRAST knob on the HUD-CP is operated; it is displayed for 2 sec.
after knob is released.
CVS dim adjustment
The brightness of the CVS (EVS or EVS+SVS) can be diminished in real time by the XVS
brightness control on the LH yoke. A bar graph is temporarily displayed in the bottom left
corner of the OCU to indicate the level of the CVS brightness to the pilot. This bar graph
is displayed as soon as pilot depresses the XVS brightness control and it is displayed for
5 sec. after XVS brightness control is released.
CVS balance annunciation
A CVS balance scale is temporarily displayed in the bottom left corner of the OCU to
indicate the ratio between SVS and EVS video source in relation with the XVS BAL knob
on HUD-CP:
- When knob is full on the left and aligned with EVS label, only EVS image is
displayed.
- When knob is full on the right and aligned with SVS label, only SVS image is
displayed.
- When knob is in the middle aligned with CVS label, SVS and EVS are displayed with
the same brightness.
- When knob is in intermediate positions (for example between EVS and CVS labels),
EVS and SVS brightness is as described here below in the balance law.
FIGURE 02-34_23-20-09 - CVS BALANCE LAW AND FEEDBACK
CVS balance scale is displayed when pilot depress image brightness control on the yoke
and is shown for 5 sec. after control is released.

CVS ANNUNCIATIONS IN IPFD
The following CVS related information is displayed in both PFD:

- CVS ON
- CVS SBY
- NO CVS
FIGURE 02-34_23-20-10 - CVS ANNUNCIATION IN IPFD

DISPLAY ON THE MDU
The HUD-CU provides an image that can be displayed on the upper DU (UPDU) or on the
lower DU (LWDU), according to the selection made by the crew. This image is the repetition
of the image displayed in the HUD (HUD symbology + SVS / EVS / CVS image, if
displayed).
 Refer to sub-section 02-31_4-00 for more information about the video window.

F2000EX EASY ATA 34_23 NAVIGATION (EASY II) - 02-34_23-20A
CODDE 1 PAGE 1 / 14
CONTROLS
Crew has control on the Enhanced Vision System through:

- Controls on HUD Control Panel (video brightness and contrast),
- EVS mode and XVS video selection located on the instrument panel (limited access in
flight from the right hand pilot station),
- Yoke controls.
FIGURE 02-34_23-20A-00 - LOCATION OF EVS CONTROLS IN THE COCKPIT

02-34_23-20A ATA 34_23 NAVIGATION (EASY II) - F2000EX EASY
PAGE 2 / 14 CODDE 1
FIGURE 02-34_23-20A-01 - HUD CONTROL PANEL (HUD-CP)
HUD-CP controls dedicated to EFVS function are:

- XVS BRIGHT knob: inner knob to manually adjust EVS image brightness:
o Rotate the knob clockwise to increase the EVS image intensity,
o Rotate the knob counter-clockwise to decrease the EVS image intensity.
- EVS CONTRAST knob:
o To adjust the EVS image contrast by rotating the knob (0% to 100%),
o To calibrate the EVS camera by pushing on the knob (PUSH CAL).
On A/C equipped with EFVS, HUD BRIGHT knob remains the primary mean to adjust the
global HUD brightness and XVS BRIGHT outer knob has the same function as the SVS
BRIGHT knob on A/C without EFVS:
- XVS BRIGHT knob: outer knob to manually adjust SVS image brightness (including
terrain, obstacle and symbology layers):
o Rotate the knob clockwise to increase the SVS image intensity,
o Rotate the knob counter-clockwise to decrease the SVS image intensity.
The brightness AUTO mode will adapt the brightness to the forward brightness ambiance of
the airplane. However, in case of large change of brightness ambiance, the pilot may need
to manually adjust the brightness. If the auto HUD brightness mode becomes unstable, the
pilot should switch to MAN.
 Refer to sub-section 02-34_22-20A for details about common HUD controls.

CODDE 1 PAGE 3 / 14
EVS CONTROLS ON THE INSTRUMENT PANEL
Instrument panel controls dedicated to EFVS function are the following:

- HUD outer knob to select video mode:
o CVS position: SVS image and EVS image are selected to be displayed in OCU, with
both symbologies,
o EVS position: only EVS image is selected to be displayed in OCU, thus without
synthetic layer (no obstacle or navigation data from database).
- HUD inner knob (CVS SPLIT) to manage SVS image:
o Push the knob to select Min Range (R) or Angular (°),
o Turn the knob to adjust value of Min Range clear zone / Angular clear zone).
- EVS mode pushbutton allows switching between:
o HIGH mode: Designed for high visibility conditions. Offers the best lanscape rendering
and optimized resolution,
o LOW mode: Designed for low visibility conditions and tuned for lights detections.
FIGURE 02-34_23-20A-02 - EVS CONTROLS ON THE INSTRUMENT PANEL
Min range: allows to set a distance from the airplane beyond which SVS is displayed in
HUD. This clear mode will be used by the pilot during approach phase. SVS min range can
be set from 0 to 75 NM.
Angular: allows to set the vertical angle (from horizontal line) above which SVS is displayed
in HUD. This clear mode will be used by the pilot during climb/cruise and initial descent
phase. SVS angular clear zone can be set from -30 deg to 30 deg.
 Refer to sub-section 02-34_22-20A for details about SVS Angular clear zone and SVS
Min Range clear zone.

PAGE 4 / 14 CODDE 1
YOKE CONTROLS
 Refer to sub-section 02-34_22-20A for details about yoke controls.

HUD with EVS related yoke controls are the same as for HUD only:
- XVS brightness 3-positions control is adapted to adjust video brightness and display /
remove EVS / CVS image,
- HUD SYMB pushbutton operates the same way as for HUD only to switch between
basic and secondary display modes.
FLIGHT MANAGEMENT WINDOW - EFVS OPS CREDIT OPERATION SELECTION
The EFVS with OPS credits operation is selected by the crew in FMW LANDING DATA Tab
by checking the selection EVS BARO M (see figure below) and setting the EVS MINIMUM
value.
The EVS MINIMUM value entered is a baro altitude (not a height above TDZE).
FIGURE 02-34_23-20A-03 - FMW LANDING DATA TAB WITH EVS BARO-M SELECTED

CODDE 1 PAGE 5 / 14
INDICATIONS

- On the OCU to display EVS image,
- On the IPFD for CVS annunciation,
- On one of the MDU for the video window Head-Up Display repeater (if installed),
- In the ENG-CAS window for CAS messages.
- In the STATus synoptic / FAULT tab for fault messages.
EVS IMAGE ON OCU
FIGURE 02-34_23-20A-04 - EVS IMAGE

PAGE 6 / 14 CODDE 1
EVS IMAGE GENERATION
The EVS includes images processing and fusion algorithms in order to produce a single
image from the six sensors outputs: four Day Vision Sensors (DVS), one Night Vision
Sensor (NVS), and one Thermal Vision Sensor (TVS), which can be summed up through the
following diagram:
FIGURE 02-34_23-20A-05 - EVS IMAGE GENERATION
First, the images of each sensor are processed separately before reaching fusion stage. The
image processing algorithms are divided in two paths:
- One path for terrain rendering, which is applied to all sensors and aims at producing
detailed and well contrasted images of the terrain.
- One path for lights extraction, which aims at extracting bright spots in the DVS and NVS
images (not for TVS). Lights extraction is performed on a Region Of Interest (ROI) ¼ of
the full frame. ROI location is managed according to phase of flight through the
HUD-CU, in order to optimize credit:
o In approach phase, ROI is laterally centered and ROI bottom is vertically located at
FOV bottom,
o In other phases, ROI is both laterally and vertically centered.

CODDE 1 PAGE 7 / 14
Then, processed images reach fusion stage which is performed in two steps paths:
- Fusion step 1:
o DVS and NVS lights images are fused together to produce a single image of the
extracted lights,
o All sensors terrain images are fused together to produce a single image of the terrain.
- Fusion step 2: lights image is superimposed over terrain image to produce EVS output
video.
ROI LOCATION IN APPROACH PHASE
ROI LOCATION FOR OTHER PHASES OF FLIGHT THAN APPROACH
FIGURE 02-34_23-20A-06 - ROI LOCATION IN THE EVS PICTURE

PAGE 8 / 14 CODDE 1
CVS IMAGE
CVS image combines EVS image with SVS image.

The CVS image can be optimized by adjusting the brightness of SVS and EVS sources
through the dedicated brightness controls available on the HUD-CP.
FIGURE 02-34_23-20A-07 - CVS MODE EVS IN SVS MIN RANGE CLEAR ZONE
FIGURE 02-34_23-20A-08 - CVS MODE EVS IN SVS RUNWAY CLEAR ZONE

CODDE 1 PAGE 9 / 14
EVS AND CVS ANNUNCIATIONS ON OCU
CVS mode status
- EVS ON: EVS image is selected on the instrument panel, available and displayed on
- EVS SBY: EVS image is selected on the instrument panel, available but removed
from the OCU by the pilot using the XVS brightness control on the yoke.
- NO EVS: EVS is selected by the pilot on the instrument panel, but not not available
and therefore removed from the OCU.
- CVS ON: CVS image is selected on the instrument panel, available and displayed by
the pilot on OCU using the XVS brightness control on the yoke.
- CVS SBY: CVS image is selected on the instrument panel, available but removed
from the OCU by the pilot using the XVS brightness control on the yoke.
- NO CVS: CVS is selected by the pilot on the instrument panel, but not available.
o In case of SVS failure: SVS annunciation is displayed and both SVS and EVS
images disappear. The EVS image, if not failed too, can be displayed again by :
 Manually selecting EVS image on the instrument panel,
 Displaying the image on the OCU using the XVS brightness control on the yoke.
o In case of EVS failure: EVS annunciation is displayed and only the EVS image
disappears, SVS image remaining.
EVS sub-mode status
- INIT: EVS camera initialization is in progress, EVS image is not available.

Initialization time is 1 min. in normal temperature conditions but may take up to
5 min. in severe temperature conditions.
- CAL: EVS camera calibration is in progress, following a push on the PUSH CAL
pushbutton on the HUD-CP. In that case EVS image remains unavailable for 3 sec.
- HI: HIGH EVS mode has been selected via the EVS mode pushbutton,
- LO: LOW EVS mode has been selected via the EVS mode pushbutton.
FIGURE 02-34_23-20A-09 - SVS AND EVS ANNUNCIATIONS ON OCU

EVS contrast
An EVS contrast scale is temporarily displayed in the bottom left corner of the OCU as
soon as the EVS CONTRAST knob on the HUD-CP is operated; it is displayed for 2 sec.
after knob is released.
CVS dim adjustment
The brightness of the CVS (EVS or EVS+SVS) can be diminished in real time by the XVS
brightness control on the LH yoke. A bar graph is temporarily displayed in the bottom left
corner of the OCU to indicate the level of the CVS brightness to the pilot. This bar graph
is displayed as soon as pilot depresses the XVS brightness control and it is displayed for
5 sec. after XVS brightness control is released.
CVS image brightness indication
SVS and EVS brightness can be set independently via XVS BRIGHT knob on control
panel. The feedback of each setting is provided on a horizontal scale temporarily
displayed in the bottom left corner of OCU. This scale is displayed as soon as pilot uses
the XVS BRIGHT and it is shown for 5 sec. after control is released.
FIGURE 02-34_23-20A-10 - CVS DIM SCALE AND CVS BRIGHTNESS SCALE

CVS ANNUNCIATIONS IN IPFD
The following CVS related information is displayed in both PFD:

- CVS ON
- CVS SBY
- NO CVS
FIGURE 02-34_23-20A-11 - CVS ANNUNCIATION IN IPFD

DISPLAY ON THE MDU
The HUD-CU provides an image that can be displayed on the upper DU (UPDU) or on the
lower DU (LWDU), according to the selection made by the crew. This image is the repetition
of the image displayed in the HUD (HUD symbology + SVS / EVS / CVS image, if
displayed).
 Refer to sub-section 02-31_4-00 for more information about the video window.

EFVS 100FT OPERATIONS ANNUNCIATIONS AND CALL-OUT
In order to assist the crew in checking the visual cues at EVS BARO-M selected altitude:
- An “EVS MINIMUMS” aural sound is emitted at EVS BARO-M altitude, and
- An “EVS MINIMUMS” annunciation is displayed in the center of the HUD and in the
IPFD.
FIGURE 02-34_23-20A-12 - EVS MINIMUMS ANNUNCIATION IN HUD
FIGURE 02-34_23-20A-13 - EVS MINIMUMS ANNUNCIATION IN IPFD


CODDE 1 PAGE 1 / 2
SYSTEM PROTECTIONS
SYSTEM MONITORING
CVS MONITORING
In case the SVS monitoring reports a failure:

- The SVS image is automatically removed, and therefore the CVS image is equally
removed,
- A NO CVS annunciation is displayed in HUD.
 Refer to sub-section 02-34_22-30 SVS MONITORING

When this condition is not true anymore, the CVS image is displayed again automatically.
EVS MONITORING
As for HUD monitoring, EVS Monitoring includes the two following sub-functions:
- Freeze detection: performed by the HUD-CU,
- Display monitoring: performed by the HUD monitoring.
 Refer to sub-section 02-34_22-30 HUD MONITORING
Freeze Detection function
The Freeze Detection mechanism is able to detect frozen image in EVS image.
Display Monitoring function
The Display Monitoring function purpose is to ensure the integrity of following

parameters:
- Airspeed,
- Attitude,
- Baro altitude,
- Flight Path Vector.
The Display Monitoring function verifies that displayed symbols are compatible (after
being processed inversely from the display image back to a parameter value) with the
source data.

PAGE 2 / 2 CODDE 1
SYSTEM PROTECTIONS
ACTIVE PROTECTION
CIRCUIT BREAKER
The HUD / EVS system is protected by circuit breakers located above the overhead panel.
FIGURE 02-34_23-30-00 HUD AND EVS CIRCUIT BREAKERS

CODDE 1 PAGE 1 / 2
ABNORMAL OPERATION
CAS MESSAGES
EVS FAIL EVS camera fails.
The EVS camera window anti-icing system does not

EVS: A/I FAIL operate properly and cannot heat the window to the
expected temperature.

PAGE 2 / 2 CODDE 1
ABNORMAL OPERATION

F2000EX EASY 02-34_40-00
CODDE 1 PAGE 1 / 6
CAS MESSAGES
DGT94085 ISSUE 20
CAS MESSAGES

ADF .. FAIL On ground, indication of ADF (1/2) receiver failure.
ADS .. FAIL Failure of Air Data System (1/2).
AGM .. FAIL Indicated AGM module is failed.
APM ..+..+.. FAIL On ground, failure of three or more of the indicated

APM modules.
APM MISCOMPARE Indicates miscomparaison of the APM settings on

ground.
ASCB XX PRI BUS FAIL On ground, primary bus failure on one (LH/RH) ASCB.
ASCB XX BKUP BUS FAIL On ground, backup bus failure on one (LH/RH) ASCB
CCD XX FAIL On ground indication of complete failure of (LH/RH)

CCD.
CHECK DU XX A possible fault/error has been detected on display

(LH/UP/LW/RH).
CONTROL IO .. FAIL On ground, indicated control IO module (1/2) is failed.
CONFIG MONITOR 1+2 FAIL Configuration management system 1 and 2 fail.
CUSTOM IO .. FAIL On ground, indicated custom IO module (1/2) is failed.
CUSTOM IO ..A FAIL Indicated channel A of custom IO (1/2) is failed (on

ground and in flight).
CUSTOM IO ..B FAIL On ground, indicated channel B of custom IO (1/2) is

failed.
DU XX OVHT Overheating of (LH/UP/LW/RH) display unit.
EGPWS 1 FAIL Failure of corresponding TAWS system.
FMS .. FAIL On ground, failure of corresponding FMS (1/2/3).
FMS..-GPS1+2 POSITION MISC Miscompare detected between FMS (1/2/3) and GPS
position.

02-34_40-00 F2000EX EASY
PAGE 2 / 6 CODDE 1
CAS MESSAGES
ISSUE 20 DGT94085

GEN IO .. FAIL On ground, indicated generic IO (1/2) module is failed.
GEN IO ..X FAIL On ground, indicated channel (A/B) of generic IO (1/2)

is failed.
GND PROX 1 FAIL Loss of basic GPWS modes.
IRS .. ALIGNING On ground, IRS (1/2/3) aligning and excessive airplane

motion is detected.
IRS .. FAIL Critical failure of IRS (1/2/3).
IRS .. POS ENTRY IRS (1/2/3) has failed the alignment test due to an
invalid pos init entry.
MAU .. FAN FAIL On ground, failure of two fans on the indicated MAU
(1/2).
MAU ..X FAIL Failure of MAU channel (1A/1B/2A/2B).
MAU ..X OVHT Overheating of MAU channel (1A/1B/2A/2B).
MINIMUMS NOT SET Minimums are not set in FMW/Arrival POF/Landing

Data tab.
MKB XX FAIL On ground indication of failure of (LH/RH) MKB.
MONIT WARN .. FAIL On ground, failure of monitor warning (1/2/3) software.
NAV .. FAIL Failure of NAV (1/2) receiver.
RADALT .. FAIL Failure of radio altimeter (1/2).
SYSTEM CONFIG FAIL System is unable to setup due to configuration

mismatch.
TCAS FAIL Failure of TCAS system.
TCAS OFF TCAS is off.
TERR 1 FAIL Failure of Terrain awarness funcion.
UNABLE FMS/GPS MONITOR Monitor FMS/GPS miscompare not available.
VALIDATE CONFIGURATION On ground, indicates the configuration of the MAU

modules needs validated.
WEATHER RADAR FAIL Failure of weather radar system.

F2000EX EASY 02-34_40-00
CODDE 1 PAGE 3 / 6
CAS MESSAGES
DGT94085 ISSUE 20

WINDSHEAR 1 FAIL Failure of windshear protection system.
XPDR .. FAIL Failure of transponder system (1/2).
XPDR .. STBY Transponder (1/2) is in standby mode.
ADF .. FAIL In-flight, indication of ADF (1/2) receiver failure.
Position accuracy and/or position integrity are not

ADS-B OUT DEGRADED compliant with the regulation or the uncorrected
barometric altitude is invalid in one of two transponders
(optional).
ADS-B OUT FAIL The ADS-B function has failed in one of the two
transponders (optional).
On ground, indication of Graphical Flight Planning is

AGM .. /FMS .. GFP INOP not possible with the indicated AGM (1/2/3/4)/FMS
(1/2/3) combination.
AGM .. DATABASE ERROR On ground, indicated AGM (1/2/3/4) databse is corrupt

or missing.
AGM .. DATABASE OLD On ground, indicated AGM (1/2/3/4) database is out of

date.
ALIGN COMBINER The HUD combiner is not within alignment tolerances

when in the operating position (optional).
APM .. FAIL Failure of one or two APM.
ASCB XX PRI BUS FAIL In-flight, primary bus failure on one (LH/RH) ASCB.
ASCB XX BKUP BUS FAIL In-flight, backup bus failure on one (LH/RH) ASCB
In-flight, at least one module of the Control IO, Custom

AVIONICS IO FAIL IO (except Custom IO 1A and 2A) and Generic IO is
failed.
CCD XX FAIL In-flight indication of complete failure of (LH/RH) CCD.
CHECK COURSE LH pilot and RH pilot ILS course is different during

HUD2 or HUD3 approach (optional).
CHECK HUD SETUP HGS capable of HUD 2/3 is not received runway data,
localizer track and glideslope angle (optional).
CHECK RA SOURCE LH pilot and RH pilot radio altimeter source is the same
during HUD2 or HUD3 approach (optional).

02-34_40-00 F2000EX EASY
PAGE 4 / 6 CODDE 1
CAS MESSAGES
ISSUE 20 DGT94085
CONFIG MONITOR .. FAIL Indication of one configuration management (1 or 2)

failure.
DISENGAGE AP USE HUD During HUD3 approach the altitude is below 1000 ft
and the AutoPilot is engaged (optional).
EVS: A/I FAIL The infrared window anti-icing system does not work
properly (optional).
EVS FAIL EVS is failed (optional).
FLAP OVRD Flap override has been selected.
GPS.. FAIL Failure of corresponding GPS (1/2/3).
G/S CANCEL G/S cancel has been selected.
approach mode is selected (optional).
HUD FAIL HUD failure (optional).
IRS .. ALIGNING In-flight, IRS (1/2/3) is aligning (message turns off

when in NAV mode).
IRS .. FAIL In-flight, indication of IRS (1/2/3) failure
IRS .. POS ENTRY IRS (1/2/3) alignment is complete but no valid initial
position has been received.
LSS FAIL Failure of Lightning Sensor System (optional).
MAU ..X FAN FAIL Single fan failure at any time or dual fan failure for the
indicated MAU (1/2) has occured in flight.
MKB XX FAIL In flight, indication of MKB (LH/RH) failure.
NIC BATTERY At least one battery available in MAU NIC module is

low.
RAAS FAIL RAAS function is failed (optional)
RAAS INHIBITED RAAS Inhibit checkbox is selected (optional)
RAAS NOT AVAILABLE RAAS function is not available (optional)

F2000EX EASY 02-34_40-00
CODDE 1 PAGE 5 / 6
CAS MESSAGES
DGT94085 ISSUE 20

TAT XX FAIL Failure of TAT (LH/RH)
TERR INHIBIT Terrain inihibt has been selected.

02-34_40-00 F2000EX EASY
PAGE 6 / 6 CODDE 1
CAS MESSAGES
ISSUE 20 DGT94085

F2000EX EASY 02-35-00
ATA 35 – OXYGEN
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 14
02-35 ATA 35 – OXYGEN
02-35-05 GENERAL
Introduction
Sources
Equipment location
Crew member and passenger oxygen systems
Portable oxygen bottle (option)
Distribution

Control
Indication

Introduction
Circuit breakers

Introduction
IN FLIGHT operation
Crew member quick-donning oxygen mask regulator operation
Smoke goggles operation
Protective breathing equipment operation
Passenger oxygen mask operation
Portable oxygen bottle operation (optional)

Introduction
Airplane flying with override operation of passenger masks
CAS message

02-35-00 F2000EX EASY
ATA 35 – OXYGEN
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 14 DGT94085

F2000EX EASY 02-35-05
ATA 35 – OXYGEN
CODDE 1 PAGE 1 / 6
GENERAL
DGT94085 ISSUE 4
INTRODUCTION
The airplane is equipped with an oxygen system which supplies crew members and
passengers in case of cabin depressurization or smoke in the cabin.
The system uses oxygen gas contained in a high-pressure cylinder and provides crew
members and passengers with low-pressure oxygen.

02-35-05 F2000EX EASY
ATA 35 – OXYGEN
PAGE 2 / 6 CODDE 1
GENERAL
ISSUE 4 DGT94085
Circuit breaker
overhead panel
Oxygen overhead
panel rotating selector
ECS and STAT

synoptics
Oxygen mask box Oxygen mask box

F2000EX EASY 02-35-05
ATA 35 – OXYGEN
CODDE 1 PAGE 3 / 6
GENERAL
DGT94085 ISSUE 4
SOURCES
Oxygen system sources consist of a fixed single high-pressure oxygen cylinder, protective
breathing equipment (smoke hood) and an optional portable oxygen bottle.
FIXED PROTECTIVE BREATHING EQUIPMENT
- Single high-pressure oxygen cylinder - Protective breathing equipment fitted with

an oxygen generator
- Capacity: 2,200 l (77.7 cu.ft) or 3,300 l
(115 cu.ft) optional, operating rated pressure - Oxygen supply time: 15 min regardless of
1,850 psi (128 bar) at 21 °C (69.8 °F) work load
reduced to 70 psi (4.8 bar) for distribution
PORTABLE OXYGEN BOTTLE (OPTIONAL)
- Portable oxygen bottle fitted with two flow

outlets
- Capacity: 311 l (11 cu.ft)

02-35-05 F2000EX EASY
ATA 35 – OXYGEN
PAGE 4 / 6 CODDE 1
GENERAL
ISSUE 4 DGT94085
EQUIPMENT LOCATION
FIGURE 02-35-05-01 CREW OXYGEN EQUIPMENT LOCATION

F2000EX EASY 02-35-05
ATA 35 – OXYGEN
CODDE 1 PAGE 5 / 6
GENERAL
DGT94085 ISSUE 4
FIGURE 02-35-05-02 PASSENGER OXYGEN EQUIPMENT LOCATION (TYPICAL)
Passenger oxygen masks are stored in the mask boxes located behind the decor strips above
each passenger seat and in the toilet compartment. Passenger oxygen masks are distributed
according to airplane layout.

02-35-05 F2000EX EASY
ATA 35 – OXYGEN
PAGE 6 / 6 CODDE 1
GENERAL
ISSUE 4 DGT94085

F2000EX EASY 02-35-10
ATA 35 – OXYGEN
CODDE 1 PAGE 1 / 10
DESCRIPTION
DGT94085 ISSUE 15
CREW MEMBER AND PASSENGER OXYGEN SYSTEMS
The oxygen supply system consists of a high-pressure cylinder fitted with a pressure reducing
valve, a shut-off valve, a filler connection and a high-pressure gauge.
The access to the cylinder is through a small maintenance access hatch located on the RH
side of the passenger door sill. Access to the pressure reducing valve is possible in flight
through a quick access door. Located on the forward face of the oxygen cylinder
compartment, the pressure gauge features a dial with dual pressure marking graduation scale
(psi and bar).
Oxygen cylinder refilling is performed from the outside of the airplane.
 For more information, see GROUND SERVICING manual (DGT681).
Oxygen cylinder ensures oxygen supply to the crew members and the passengers.
The oxygen can be used down to a minimum internal cylinder pressure of 200 psi (13.8 bar).
The crew members’ oxygen system supplies diluted or pure oxygen to the pilot and copilot.
An electro-pneumatic oxygen controller supplies oxygen to passengers when necessary or for
first aid use.
CREW MEMBER QUICK-DONNING OXYGEN MASK REGULATOR
Each crew member has a quick-donning mask equipped with a built-in regulator and a
microphone.
The top of the mask features a device which supplies overpressure into the smoke goggles.
Airplane with M2799 is equipped with pilot and copilot oxygen masks including smoke
goggles. Airplane without M2799 is equipped with pilot and copilot oxygen masks and
separated smoke goggles.
The crew member masks are classified as quick-donning masks because they can be
donned with one hand within five seconds.
Oxygen is supplied at a pressure of 70 psi (4.8 bar) and the mask incorporates a flow
regulator to supply either diluted oxygen (air-oxygen mixture function of cabin altitude) or
100 % pure oxygen with or without overpressure (manually controlled or function of cabin
altitude).
Each quick-donning mask is composed of:
- An oxygen mask featuring a microphone and a vent valve control allowing overpressure
in the smoke goggles for protection against smoke and toxic gases,
- A regulator,
- An inflatable harness,
- An oxygen hose with radio line,
- A flow indicator indicating whether the oxygen flow rate is effective when the mask is in
use.

02-35-10 F2000EX EASY
ATA 35 – OXYGEN
PAGE 2 / 10 CODDE 1
DESCRIPTION
ISSUE 15 DGT94085
The regulator is fitted with:

- A tumbler switch with two positions N / 100 %,
- A PRESS TO TEST control knob with two positions:
o EMERGENCY (flight with smoke),
o TEST (mask operation test),
- Two red levers, one of which is used for inflating the harness,
- A NORM - COMF toggle switch which is used to adjust the inflatable harness.
FIGURE 02-35-10-00 QUICK-DONNING OXYGEN MASK

F2000EX EASY 02-35-10
ATA 35 – OXYGEN
CODDE 1 PAGE 3 / 10
DESCRIPTION
DGT94085 ISSUE 15
SMOKE GOGGLES
These non-flammable smoke goggles are designed to protect the pilot against smoke and
toxic gases on the flight deck. Glasses can be worn easily under the goggles.
AC without M2799 A/C with M2799

FIGURE 02-35-10-01 SMOKE GOGGLES
AC without M2799 A/C with M2799

FIGURE 02-35-10-02 SMOKE GOGGLES AND OXYGEN MASK

02-35-10 F2000EX EASY
ATA 35 – OXYGEN
PAGE 4 / 10 CODDE 1
DESCRIPTION
ISSUE 15 DGT94085
QUICK-DONNING OXYGEN MASK REGULATOR STOWAGE BOX
An oxygen mask box is installed on both the LH pilot and the RH pilot consoles.
When stowed, the center part of the mask regulator protrudes, enabling the pilot to quick-
don the mask. The lower portion of the box is fitted with receptacles for the oxygen hose and
the microphone jack.
A third crew member mask (passenger type) is stowed in a box in the cockpit ceiling.
It can optionally be replaced by a third crew member quick-donning mask (pilot type).
A/C without M2799
A/C with M2799

FIGURE 02-35-10-03 QUICK-DONNING OXYGEN MASK STOWAGE BOX

F2000EX EASY 02-35-10
ATA 35 – OXYGEN
CODDE 1 PAGE 5 / 10
DESCRIPTION
DGT94085 ISSUE 15
PROTECTIVE BREATHING EQUIPMENT
Protective breathing equipment fitted with an oxygen generator is provided. The protective
breathing equipment is located in the LH cabinet.
It allows inspection of the cabin or the baggage compartment in case of fire.
It ensures 15 minutes of oxygen.
For A/C with M1691, protective breathing equipment is composed of:
- A hood, airtight at the neck. It can be used by persons wearing glasses or having a
beard or long hair,
- A solid state oxygen generator fitted with a pressure reducing valve,
- A chemical scrubber (CO2 and water vapor) fitted with a filter,
- A venturi pumping device ensuring air re-circulation.
For A/C with M3497, protective breathing equipment is composed of:

- A hood, airtight at the neck: it can be used by persons wearing glasses or having a
beard or long hair,
- A compressed oxygen container,
- A CO2 absorption system.
A/C with M1691
A/C with M3497

FIGURE 02-35-10-04 PROTECTIVE BREATHING EQUIPMENT

02-35-10 F2000EX EASY
ATA 35 – OXYGEN
PAGE 6 / 10 CODDE 1
DESCRIPTION
ISSUE 15 DGT94085
PASSENGERS OXYGEN MASKS
The system serves up to 21 stations and includes two first-aid masks, dual masks in the
toilet, a mask above each passenger seat, a mask for the third crew member and two
additional masks.
A PAX ON message, displayed in the ECS synoptic, appears as soon as oxygen pressure
is detected in the passenger system.
The signal-triggered passenger oxygen system is used to activate luminous
signs.
The passenger mask consists of a nosepiece and a mouthpiece incorporating a breath-in /
breath-out valve and an additional air valve. Oxygen is supplied through a one-liter
economizer bag. The constant flow rate of the mask is regulated by a nozzle integral with
the mask box valve.
The mask fall-down and oxygen supply is ensured by the electro-pneumatic oxygen
controller.
After the mask is deployed, it is held by a cord secured to a pin that keeps the oxygen valve
closed. Pulling on the mask opens the valve to provide oxygen flow.
FIGURE 02-35-10-05 PASSENGER OXYGEN MASKS

F2000EX EASY 02-35-10
ATA 35 – OXYGEN
CODDE 1 PAGE 7 / 10
DESCRIPTION
DGT94085 ISSUE 15
FIRST AID MASK (OPTION)
The two first-aid masks are similar to the passenger masks. They are adjusted at the mask
connection for flow rates of 4 liters per minute. These masks are to be plugged into the
special sockets in the roof of the cabin and are used to assist passengers requiring oxygen
for medical reasons.
If first-aid mask is to be used, proceed as follows:
- Plug in the first-aid mask(s) in the cabin socket,
- Select FIRST AID position with the rotating selector on the overhead panel,
- Use oxygen as necessary.
When first-aid mask is no more needed:

- Select NORMAL position with the rotating selector on the overhead panel,
- Unplug the mask(s).
ELECTRO-PNEUMATIC OXYGEN CONTROLLER
The main function of the controller is to supply oxygen to passengers and third crew
member (except if optional third crew member quick-donning oxygen mask is installed) in
case of cabin depressurization or smoke.
The electro-pneumatic oxygen controller is located near the oxygen cylinder in order to
reduce the length of the capillary line and to allow test port connection to an altitude test
bench.
It provides four modes:
- CLOSED,
- NORMAL,
- FIRST AID,
- O'RIDE.
CLOSED mode
This mode allows to close the passenger oxygen system supply.
NORMAL mode
In NORMAL mode, passenger masks automatically drop from the ceiling in case of
depressurization. The cabin altitude threshold for the masks to fall down is 14,500 ft +/-
500 ft due to high altitude landing and take-off capability up to 14,000 ft.
Rated opening pressure of the mask door latch is 27 to 55 psi (1.86 to 3.80 bar).
Automatic cover removal allows the mask to drop out.
The oxygen flow at the outlet of each passenger mask is regulated according to cabin
altitude. Operating pressure is 5  1 psi (0.34  0.068 bar) between 8,000 ft and
18,500 ft, increasing linearly to 43.5  4.5 psi (3  0.31 bar) at 40,000 ft. Oxygen is closed
below 8,000 ft.

02-35-10 F2000EX EASY
ATA 35 – OXYGEN
PAGE 8 / 10 CODDE 1
DESCRIPTION
ISSUE 15 DGT94085
FIRST AID mode
In FIRST AID mode, operating pressure is 5  1 psi (0.34  0.068 bar) at 8,000 ft
increasing to 43.5  4.5 psi (3  0.31 bar) at 40,000 ft.
Automatic fall-down of the masks remains active in case of depressurization.
O'RIDE mode
In O'RIDE mode, operating pressure is 70 psi (4.8 bar) whatever the altitude is. If O'RIDE
mode is used, it may be necessary to select NORMAL or FIRST AID mode again, or to
check accurately the oxygen consumption at high operating pressure.
If oxygen is needed below 14,500 ft with low pressure, the FIRST AID position must be
selected.
When selecting NORMAL mode after use of O'RIDE mode, the oxygen will be supplied at
low pressure if the cabin altitude has exceeded 14,500 ft previously and is still above
8,000 ft.

F2000EX EASY 02-35-10
ATA 35 – OXYGEN
CODDE 1 PAGE 9 / 10
DESCRIPTION
DGT94085 ISSUE 15
PORTABLE OXYGEN BOTTLE (OPTION)
The portable oxygen unit is made of a metallic cylinder containing pressurized oxygen. It is
located in the LH crew cabinet.
The portable oxygen bottle provides a regulated 70 psi (4.8 bar) outlet oxygen pressure. The
contents of the oxygen cylinders for portable units must be checked before flight. It provides a
reserve ensuring the user 15-minute autonomy in compliance with regulations.
The portable oxygen bottle is equipped with two masks, which can be used simultaneously.
The upper part contains the following:
- A pressure gauge,
- A carrying strap,
- Two continuous flow bayonet couplings with caps,
- A low pressure relief valve,
- A valve.
Carrying strap
FIGURE 02-35-10-06 PORTABLE OXYGEN BOTTLE
Valve Couplings
Pressure gauge
Low pressure
relief valve
FIGURE 02-35-10-07 PORTABLE OXYGEN UNIT DETAILS

02-35-10 F2000EX EASY
ATA 35 – OXYGEN
DESCRIPTION
ISSUE 15 DGT94085
DISTRIBUTION
The gaseous oxygen is supplied from a high-pressure cylinder delivered at the operating
pressure of 70 psi (4.8 bar).
The system comprises:
- The crew system including quick-donning masks with integrated regulator. The quick-
donning masks are permanently supplied,
- The passenger system including masks which are automatically supplied by electro-
pneumatic oxygen controller, the third crew member mask (if the airplane is not equipped
with the third quick-donning mask as an option) and the first-aid sockets.
The oxygen cylinder supplies both systems.
FIGURE 02-35-10-08 OXYGEN DISTRIBUTION SCHEMATIC

F2000EX EASY 02-35-15
ATA 35 – OXYGEN
CODDE 1 PAGE 1 / 8
DGT94085 ISSUE 4
CONTROL
OVERHEAD PANEL
FIGURE 02-35-15-00 OVERHEAD PANEL ROTATING SELECTOR

02-35-15 F2000EX EASY
ATA 35 – OXYGEN
PAGE 2 / 8 CODDE 1
ISSUE 4 DGT94085
SYNTHETIC TABLE
CLOSED: the passenger system is fully isolated

from the oxygen source. The masks are not
allowed to fall down. The oxygen cylinder only
supplies the crew system
NORMAL: normal in-flight position for automatic

deployment of the passenger oxygen masks in
case of depressurization
FIRST AID: this mode controls the delivery of

oxygen to first-aid mask. The masks allow
supply setting 4 l / min. Automatic deployment
of the passenger oxygen masks is still active
O’RIDE: this mode controls deployment of the

passenger oxygen masks at any cabin altitude
and the maximum oxygen pressure supply
within the system

F2000EX EASY 02-35-15
ATA 35 – OXYGEN
CODDE 1 PAGE 3 / 8
DGT94085 ISSUE 4
For airplane with M2418 - BS 61, the pilot may also use the FIRST AID mode:
- to save oxygen, with the first-aid 5 psi (0.34 bar) low pressure mode, after the
deployment of the oxygen masks in the O’RIDE mode,
- to keep a minimum oxygen flow in the system after the deployment of the oxygen masks
in the NORMAL mode (the oxygen flow is automatically stopped under 8,000 ft cabin
altitude) for specific reasons (feeling of faintness).
status light is automatically switched ON and sign illuminates in cabin

when oxygen is detected in the passenger system.
QUICK-DONNING OXYGEN MASK REGULATOR
The mask incorporates a flow regulator to supply diluted or pure oxygen with or without
overpressure.
The regulator controls are composed of:
- the N / 100 % two-position tumbler switch:
o N for normal operation, providing diluted oxygen (air-oxygen mixture function of cabin
altitude, becoming pure oxygen above 30,000 ft),
o 100 % for pure oxygen whatever the cabin altitude. Push the switch to be in the
100 % position.
- the EMERGENCY / TEST control knob featuring two functions:
o EMERGENCY providing overpressure for protection against smoke and toxic gases,
whatever the cabin altitude (to be only used with the N / 100 % tumbler switch in the
100 % position). Rotate the control knob to be in the EMERGENCY position,
o TEST providing continuous flow for mask operating check: push and hold the control
knob to stay in the TEST position; release the control knob to return to normal
operation.
- the left red tab allowing oxygen to inflate the harness. Press the red tab to inflate the
harness; release it to deflate the harness.
- the COMF toggle switch is used to adjust the inflatable harness in two ways, tight
setting (default) or comfort setting.

02-35-15 F2000EX EASY
ATA 35 – OXYGEN
PAGE 4 / 8 CODDE 1
ISSUE 4 DGT94085
Press the red tab to

inflate the harness
FIGURE 02-35-15-01 QUICK-DONNING OXYGEN MASK REGULATOR CONTROLS
To vent the smoke goggles:

- push the N / 100 % tumbler switch into the 100 % position,
- rotate the EMERGENCY / TEST control knob into the EMERGENCY position,
- open the vent valve located at the top of the oxygen mask by pulling the slide down until
the red bands are fully visible.
FIGURE 02-35-15-02 QUICK-DONNING OXYGEN MASK VENTING VALVE CONTROL

F2000EX EASY 02-35-15
ATA 35 – OXYGEN
CODDE 1 PAGE 5 / 8
DGT94085 ISSUE 4
INDICATION
Oxygen indications are displayed on the Multifunction Display Unit (MDU):

- ECS page,
- STAT page.
FIGURE 02-35-15-03 ENVIRONMENT CABIN SYSTEM SYNOPTIC INDICATION
The quantity of remaining oxygen is indicated in %. If the value is equal or above 40 % the
digital readout is displayed green, otherwise the digital readout is black on amber background.
The vertical scale used to display oxygen pressure includes three tick marks, moving pointer
and digital readout. The vertical scale is linear and consists of a rectangle with four color
bands (bottom is red, next is amber, next is green, and top is amber).
The range of the digital readout is 0 to 2,200 psi (0 to 151 bar).
2,200 psi
2,000 psi
700 psi
200 psi
0 psi
FIGURE 02-35-15-04 OXYGEN PRESSURE GAUGE

02-35-15 F2000EX EASY
ATA 35 – OXYGEN
PAGE 6 / 8 CODDE 1
ISSUE 4 DGT94085
Normal oxygen status: Oxygen pressure Oxygen pressure Invalid

700 < pressure < getting low too low
2,000 psi 200 < pressure < pressure < 200 psi
700 psi
FIGURE 02-35-15-05 EXAMPLE OF OXYGEN PRESSURE GAUGE
If oxygen pressure is invalid then the pointer, digital readout and “psi” label are removed from
the display.
The PAX ON message is displayed in the ECS synoptic, as soon as oxygen pressure is
detected in the passenger system (4 to 6 psi) (0.27 to 0.41 bar).
The amber CAS message OXYGEN FAIL is only displayed in the NORMAL mode.
It is not activated in CLOSED / FIRST AID / O'RIDE modes and during take-off and landing.
The amber CAS message OXYGEN FAIL is displayed when:

- cabin altitude > 15,000 ft and PAX ON message not activated (when cabin altitude rises),
- cabin altitude > 10,000 ft and PAX ON message not activated (when cabin altitude
decreases after a depressurization),
- cabin altitude < 10,000 ft and PAX ON message activated.

F2000EX EASY 02-35-15
ATA 35 – OXYGEN
CODDE 1 PAGE 7 / 8
DGT94085 ISSUE 4
Oxygen cylinder pressure is also available in the MDU STAT page:

02-35-15 F2000EX EASY
ATA 35 – OXYGEN
PAGE 8 / 8 CODDE 1
ISSUE 4 DGT94085

F2000EX EASY 02-35-20
ATA 35 – OXYGEN
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
INTRODUCTION
In the high-pressure system, the pressure reducing valve fitting the oxygen cylinder
incorporates a blow out disc calibrated to rupture between 2,575 and 2,775 psi (177.5 to
191 bar).
In the low pressure system, a 90 psi (6.20 bar) rated safety valve prevents the system from
overpressure.
Electrical circuit protection is provided by conventional trip-free circuit breakers located above
the overhead panel.
CIRCUIT BREAKERS
FIGURE 02-35-20-00 OXYGEN CIRCUIT BREAKERS

02-35-20 F2000EX EASY
ATA 35 – OXYGEN
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085

F2000EX EASY 02-35-25
ATA 35 – OXYGEN
CODDE 1 PAGE 1 / 8
NORMAL OPERATION
DGT94085 ISSUE 15
INTRODUCTION
IN FLIGHT OPERATION
FIGURE 02-35-25-00 ROTATING SELECTOR DURING NORMAL IN FLIGHT OPERATION
FIGURE 02-35-25-01 ECS SYNOPTIC DURING NORMAL IN FLIGHT OPERATION
NORMAL STATE RESULT

Automatic oxygen supply and automatic
Overhead panel rotating selector on
passenger masks drop in case of
NORMAL position
depressurization

02-35-25 F2000EX EASY
ATA 35 – OXYGEN
PAGE 2 / 8 CODDE 1
NORMAL OPERATION
ISSUE 15 DGT94085
CREW MEMBER QUICK-DONNING OXYGEN MASK REGULATOR OPERATION
QUICK-DONNING
With the mask stowed in the box, firmly

grasp the red tabs.
FIGURE 02-35-25-02 OPERATION 1
Pull the mask completely out of the stowage

box without inflating the harness.
Depress the inflation control valve (red tab)

with thumb and forefinger to inflate the
harness. Keep control depressed.
Position the harness over the head. Lower

the mask with a wide arc from the brow to
the chin.

F2000EX EASY 02-35-25
ATA 35 – OXYGEN
CODDE 1 PAGE 3 / 8
NORMAL OPERATION
DGT94085 ISSUE 15
With the mask firmly secured in the hand

away from the face, release thumb and
forefinger from inflation control valve (red
tab), which deflates the harness, and guides
the mask assembly to the face.
To achieve optimum fit, simply re-inflate the
harness by depressing the inflation control
valve (red tab) and adjust mask as needed.
To breathe with emergency positive

pressure, place the N / 100 % tumbler
switch to 100 % and turn clockwise the
control knob to EMERGENCY.
To operate in comfort operation,

switch the toggle over to COMF position.
To return in normal operation,

- switch the toggle back to NORM position
and depress the inflation control to inflate
the harness.
NOTE
In case of an emergency with a released
harness, switch the toggle back to the
NORM position. The harness will
immediately deflate and will apply its full FIGURE 02-35-25-09 OPERATION 8
tension to the user’s head.

02-35-25 F2000EX EASY
ATA 35 – OXYGEN
PAGE 4 / 8 CODDE 1
NORMAL OPERATION
ISSUE 15 DGT94085
MASK STOWAGE
To store the oxygen mask regulator in the stowage box:

- Open the stowage box door,
- Ensure pneumatic and electrical connector of the mask regulator are properly
connected with the mating receptacles of the stowage box,
- Make sure the harness is released and properly positioned behind the face piece,
- Grasp the mask regulator,
- Coil the hose and position it at the bottom of the stowage box,
- Press the harness into the stowage box, beginning with the back of the harness and
position the hose to the middle to ensure proper alignment when doors are closed,
- Install the mask regulator in the stowage box and make sure it is fully seated against the
stop in the stowage box,
- Close the door LH side which features a metal mask retaining spigot,
- Insert the spigot in the hole of the regulator red tab,
- Close the RH door.
NOTE 1
The oxygen mask regulator has to be stored with the N / 100 % tumbler switch on the 100 %
position and with the EMERGENCY / TEST control knob NOT in the EMERGENCY position.
NOTE 2
Improper procedures in service may cause wearing and/or jamming of the inflatable harness
and difficulties to perform next donning.
The figures presented here below have been selected to illustrate phases where special
care is needed so as to not pinch the hoses when presenting them in the stowage box and
avoid punctures.
FIGURE 03-35-25-10 MASK STOWAGE

F2000EX EASY 02-35-25
ATA 35 – OXYGEN
CODDE 1 PAGE 5 / 8
NORMAL OPERATION
DGT94085 ISSUE 15
SMOKE GOGGLES OPERATION
The purpose of the vent valve is to provide a sufficient amount of flow into the face piece to
protect the user from smoke and toxic gases and also to prevent the lens from mistiness.
Don the mask regulator.
Push the N / 100 % regulator tumbler switch

into 100 % position and rotate the
EMERGENCY / TEST control knob into
EMERGENCY position.
Don and securely fit the goggles to the face

piece. FIGURE 02-35-25-11
OPERATION 1
Pull upper harness tubes and reposition it

over goggle frame lower sides.
Only if necessary, adjust goggles nose

bridge by pressing each side of the bridge
inward.
FIGURE 02-35-25-12
OPERATION 2
Open vent valve by pulling the slide down

until red bands are fully visible.
FIGURE 02-35-25-13
OPERATION 3

02-35-25 F2000EX EASY
ATA 35 – OXYGEN
PAGE 6 / 8 CODDE 1
NORMAL OPERATION
ISSUE 15 DGT94085
PROTECTIVE BREATHING EQUIPMENT OPERATION
A/C with M1691

FIGURE 02-35-25-14 PROTECTIVE BREATHING EQUIPMENT OPERATION

F2000EX EASY 02-35-25
ATA 35 – OXYGEN
CODDE 1 PAGE 7 / 8
NORMAL OPERATION
DGT94085 ISSUE 15
PASSENGER OXYGEN MASK OPERATION
1. Mask drops automatically
2. Pull on the mask to release the oxygen, 3. Fit mask over nose and mouth,
put strap over head tighten strap and breathe normally

02-35-25 F2000EX EASY
ATA 35 – OXYGEN
PAGE 8 / 8 CODDE 1
NORMAL OPERATION
ISSUE 15 DGT94085
PORTABLE OXYGEN BOTTLE OPERATION (OPTIONAL)
Connect the mask(s),

Open the valve to pressurize the system:
- Passenger mask couplings with continuous flow (autonomy is 15 minutes in normal
procedure),
- The two couplings can be used simultaneously if necessary.
After use:
- Close the valve,
- Disconnect the hose from the mask,
- Fit the caps on the couplings.
FIGURE 02-35-25-15 PORTABLE OXYGEN BOTTLE OPERATION

F2000EX EASY 02-35-30
ATA 35 – OXYGEN
CODDE 1 PAGE 1 / 2
ABNORMAL OPERATION
DGT94085 ISSUE 4
INTRODUCTION
In the following, typical abnormal situation has been selected to help the crew to understand
AIRPLANE FLYING WITH OVERRIDE OPERATION OF PASSENGER MASKS
FIGURE 02-35-30-01 ECS SYNOPTIC DURING OVERRIDE OPERATION
KNOB POSITION RESULT
Forces the passenger masks to fall down

O’RIDE and supplies the maximum oxygen pressure

02-35-30 F2000EX EASY
ATA 35 – OXYGEN
PAGE 2 / 2 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085
CAS MESSAGE
OXYGEN FAIL Failure of passenger oxygen delivery system in

NORMAL mode.
OXYGEN CHECK PRESS Oxygen pressure is below 1,000 psi.

F2000EX EASY 02-36-00
ATA 36 – PNEUMATIC
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 4
02-36 ATA 36 – PNEUMATIC
02-36-05 GENERAL
Introduction
Sources
Introduction
Main sub-systems
Distribution

Control
Indication

Introduction
Circuit breakers
Main protections

Introduction
IN FLIGHT operation without anti-ice

Introduction
BLEED overheat
CAS messages

02-36-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 4 DGT94085

F2000EX EASY 02-36-05
CODDE 1 PAGE 1 / 2
GENERAL
DGT94085 ISSUE 6
INTRODUCTION
The pneumatic system on the Falcon 2000EX EASy uses engine and APU bleed air as a high
and low pressure energy source for the engine start, air-conditioning, fuel tanks, hydraulic
reservoirs, potable water tank pressurization and ice and rain protection system.
A pneumatic Ground Power Unit (GPU) may be connected to the system when necessary.
Bleed air circuit breakers
Bleed air controls
CAS windows
BLD synoptic

02-36-05 F2000EX EASY
PAGE 2 / 2 CODDE 1
GENERAL
ISSUE 6 DGT94085
SOURCES
ON GROUND IN FLIGHT
- Low and high pressure bleed air supplied - Low and high pressure bleed air supplied
from engines No 1 and 2 if running: from engines No 1 and 2:
o LP supplied from the last axial stage of o LP supplied from the last axial stage of
LP compressor section LP compressor section
o HP supplied from HP compressor o HP supplied from HP compressor
discharge discharge
- Bleed air from APU compressor - Bleed air from APU compressor
discharge discharge
- Pressurized air from a ground power unit

F2000EX EASY 02-36-10
CODDE 1 PAGE 1 / 8
DESCRIPTION
DGT94085 ISSUE 6
INTRODUCTION
The bleed air is divided into three sub-systems, engine bleed air, APU bleed air and ground
air connector.
The engine bleed air is supplied from the LP and HP compressors of both engines.
The bleed air from the APU is supplied on the ground or in flight from a plenum surrounding
the combustor.
The bleed air supplied by an air cart through the ground air connector is used by the engine
start-up and air conditioning systems.

02-36-10 F2000EX EASY
PAGE 2 / 8 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
FIGURE 02-36-10-00 BLEED AIR SYSTEM GENERAL

F2000EX EASY 02-36-10
CODDE 1 PAGE 3 / 8
DESCRIPTION
DGT94085 ISSUE 6
MAIN SUB-SYSTEMS
ENGINE BLEED AIR
Each engine features two LP bleed air ports and two HP bleed air ports.
One LP bleed air port and one HP blees air port are connected together to supply the
common feeder duct.
FIGURE 02-36-10-01 ENGINE BLEED AIR PORTS
LP BLEED AIR
The main bleed air sources for LP air are located on the inboard side of No 1 and No 2
engines. An auxiliary outboard bleed port on both engines provides pressurized air for
fuel tank and hydraulic reservoirs pressurization.
The LP bleed air also supplies continuously the jet pump of cabin pressurization system.
HP BLEED AIR
The main source for HP bleed air is through manifold-equipped bleed ports on each
engine. The auxiliary bleed-air sources are single bleed ports located on the upper
centerline of each engine. They provide the air intake anti-ice system with hot air.
The HP bleed air also supplies the water tank pressurization system.

02-36-10 F2000EX EASY
PAGE 4 / 8 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
BLEED-AIR SYSTEM CONTROL
Both engine HP bleed-air valves are identical. They consist of electrical driven butterfly
valves, controlled by the BASC (Bleed-Air System Computer) in the automatic mode.
This computer, which is redundantly powered on the monitoring side, receives inputs
from temperature and pressure sensors located throughout the pneumatic system, valve
position indicators, air data system, ground-flight relay system, wing anti-ice and HP
valve pushbutton position.
Using the inputs provided, the BASC regulates the HP valve position and controls
warnings associated with bleed-air system malfunctions. The BASC also gives an order
to close to the corresponding HP valve for each engine start.
Valve position is modulated to supply a required pressure throughout the pneumatic
system, ensuring that the bleed-air requirements of the air-conditioning, pressurization,
and wing anti-ice systems are satisfied.
In case of air conditioning requirements without anti-ice, the BASC opens the valves to
70 % max. For air conditioning requirements with anti-ice, the BASC can open the valves
up to 100 %. If the wing anti-ice pushbutton is selected to the override position, the BASC
automatic control of HP1 and HP 2 is overridden and the valves fully open. The override
position of the anti-ice pushbutton is used only in case of anti-ice system failure.
ENGINE LP + HP BLEED-AIR MIXING
At the outlet of each engine, airflows from the main LP and HP ports are mixed by
venturi-action. The resulting pressure is greater than LP bleed-air pressure.
The mixed airflow supplies a common feeder duct through a Pressure Reducing Valve
(PRV).
In normal position, the PRV regulates the bleed air pressure delivered in the common
feeder duct. The valve opens for a minimal upstream pressure of 0.7 bar (10 psi), it
automatically closes if the APU starts with APU BLEED AIR pushbutton in automatic
position. It automatically fully opens when the wing anti-icing system is in operation.
In OFF position, the PRV is closed and fully isolates the bleed air of the corresponding
side. The HP bleed valve located on the same side is automatically closed.
Bleed air back flow from an operating engine to an inoperative engine, or to an engine
with a lower power setting, or injection of HP bleed air into the LP bleed air port is
prevented by check valves.
ENGINE PYLON
Each engine pylon is fitted with a pylon overheat probe. A caution CAS message is
displayed when an overheat is detected.

F2000EX EASY 02-36-10
CODDE 1 PAGE 5 / 8
DESCRIPTION
DGT94085 ISSUE 6
APU BLEED AIR
The APU bleed air port supplies the common feeder duct through APU bleed air valve and
APU check valve. APU bleed air also supplies the pressurization jet pump controlling the
cabin outflow valves and water tank pressurization.
The APU check valve prevents air from the engines or air cart from passing to the APU.
The APU bleed valve is controlled by an APU pushbutton located on the BLEED AIR
overhead panel. When it is opened, APU bleed air supplies the pneumatic system.
If the APU pushbutton is set to auto, the APU bleed air valve is opened except when:
- The APU is not in operation,
- The wing anti-ice system is in operation,
- A Pressure Reducing Valve (PRV) is not fully closed within 4 sec after its closing
command.
In automatic mode, APU bleed valve is fully open as long as the Exhaust Gas Temperature
(EGT) limit is not reached.
The O’RIDE and OFF positions override the automatic mode.
FIGURE 02-36-10-01 APU BLEED AIR

02-36-10 F2000EX EASY
PAGE 6 / 8 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
GROUND AIR CONNECTOR
The ground air connector supplies the common feeder duct through an integrated check
valve.
The recommanded air kart pressure is 30 psi (max 50 psi) for an 82 lb/min minimum air flow
and 249 °C (480 °F) max temperature.
It is located at the rear of the airplane, on the RH side.
FIGURE 02-36-10-02 GROUND AIR CONNECTOR
The mixed engine bleed air, the APU bleed air and air from ground air connector supply air to
the following trought the common feeder duct:
- Cockpit and passenger cabin air conditioning system,
- Jet pump valve for ventilation of dual heat exchanger,
- Engine 1 and engine 2 pneumatic starters,
- Anti-icing system for wings.
The LP engines bleed air and APU bleed air supply air to pressurization system vacuum jet
pump.
The HP engines bleed air and APU bleed air supply air to pressurization system of potable
water tank.
The LP engines bleed air second port supply air to pressurization of fuel system and hydraulic
tank.

F2000EX EASY 02-36-10
CODDE 1 PAGE 7 / 8
DESCRIPTION
DGT94085 ISSUE 6
DISTRIBUTION
COMMON FEEDER DUCT
The common feeder duct supplies a mixture of HP and LP air to the pilot and passenger air
conditioning system as well as to the wing anti-icing system.
The common feeder duct can be divided into two separate sub-systems by means of an
electrically motor-operated cross bleed valve.
One side of the cross bleed valve is connected to the No 1 engine and APU and supplies
compressed air to the passenger air conditioning system, No 1 engine pneumatic starter and
jet pump.
The other side is connected to the No 2 engine or GPU and supplies the cockpit air
conditioning system, the wing anti-icing system and No 2 engine pneumatic starter.
CROSS BLEED VALVE
An XBLEED pushbutton located on the BLEED AIR overhead panel controls the electrical
cross bleed valve. When the cross bleed valve is closed, the two sub-systems are
separated.
In auto mode, the cross bleed valve is normally closed except if one engine is inoperative or
the wing anti-icing system is operative or the heat exchanger ventilation jet pump valve is
opened.
The ISOL and OPEN positions override the valve position.

02-36-10 F2000EX EASY
PAGE 8 / 8 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085

F2000EX EASY 02-36-15
CODDE 1 PAGE 1 / 8
DGT94085 ISSUE 4
CONTROL
The BLEED AIR panel located within the overhead panel controls engines and APU bleed
valves, Pressure Reducing Valves (PRV) and the CABIN or COCKPIT supply valves. An
XBLEED pushbutton can also control the bleed air common feeder duct cross bleed valve.
FIGURE 02-36-15-00 OVERHEAD BLEED AIR CONTROL PANEL

02-36-15 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 4 DGT94085
SYNTHETIC TABLE
TO ACTIVATE
TO DE-ACTIVATE
Automatic
mode
When pushed, overrides the Automatic

BASC automatic control and mode
closes the corresponding HP wing
valve. ANTI-ICE
O'RIDE
Push
OFF
Automatic
mode
The normal position is valve not
automatic mode; PRV closed
regulates the bleed air
pressure in the common feeder
duct.
In OFF position, the PRV is
closed.
Push
OFF

F2000EX EASY 02-36-15
CODDE 1 PAGE 3 / 8
DGT94085 ISSUE 4
TO ACTIVATE
TO DE-ACTIVATE
Automatic
mode
Activates the automatic

operation of the APU bleed
valve when the APU is in
operation.
The valve position is also Push
controlled by the APU OFF
computer.
In O’RIDE position, the valve is
open, it is closed in OFF
position.
Push
O'RIDE

02-36-15 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 4 DGT94085
TO ACTIVATE
TO DE-ACTIVATE
Automatic
or
mode
Controls the cross bleed valve

which isolates the two sides of
the bleed air common feeder
duct.
In normal position (automatic),
the cross bleed valve is closed
except if wing anti-icing system
is in operation or heat
exchanger ventilation jet pump
valve is open or one engine is
inoperative. Push
In ISOL position, the bleed air ISOL
sources are separated, in
OPEN position they are
interconnected.
Push
OPEN

F2000EX EASY 02-36-15
CODDE 1 PAGE 5 / 8
DGT94085 ISSUE 4
TO ACTIVATE
TO DE-ACTIVATE
Automatic
mode
In automatic mode, controls
the cabin conditioning control
valve via the air conditioning
computer.
In OFF position, closes the
cabin conditioning valve.
Push
OFF
Automatic
mode
In automatic mode, controls
the cockpit conditioning control
valve via the air conditioning
computer.
In OFF position, closes the
cockpit conditioning valve.
Push
OFF

02-36-15 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 4 DGT94085
INDICATION
BLEED AIR SYNOPTIC
The bleed air synoptic window can be selected by the pilot to be displayed on one or both
center MDU.
Cockpit air conditioning valve
FIGURE 02-36-15-01 BLEED AIR SYNOPTIC INDICATIONS

F2000EX EASY 02-36-15
CODDE 1 PAGE 7 / 8
DGT94085 ISSUE 4
COLOR SYMBOLOGY
FIGURE 02-36-15-02 COCKPIT SYMBOL COLOR CODE
FIGURE 02-36-15-03 ENGINE SYMBOL COLOR CODE
FIGURE 02-36-15-04 VALVE SYMBOL COLOR CODE
FIGURE 02-36-15-05 FLOW LINE COLOR CODE

02-36-15 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 4 DGT94085

F2000EX EASY 02-36-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
INTRODUCTION
The pneumatic system is protected by conventional trip-free circuit breakers located above
the overhead panel and by an overheat protection.
CIRCUIT BREAKERS
FIGURE 02-36-20-00 BLEED AIR CIRCUIT BREAKERS

02-36-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085
MAIN PROTECTIONS
OVERHEAT
To prevent any bleed air duct overheating (335 °C), at a duct temperature of 305 °C the
BASC starts to close the associated HP valve.
In the event of crew or passenger duct temperature exceeding 335 °C or wing anti-icing duct
temperature exceeding 310 °C, probes within the duct trigger the BLEED .. OVHT on CAS
window display.
In this case, the OFF position of the HP pushbutton overrides the BASC automatic control of
the valve and activates the valve motor to the closed position.
ENGINE START
If during an engine start the associated HP valve does not automatically close, a message,
HP .. FAILED is displayed within CAS window.
In this case, the OFF position of the HP pushbutton overrides the BASC automatic control of
the valve and activates the valve motor to the closed position.
¾ For more information, refer to CODDE 2 / ABNORMAL PROCEDURES / ATA 36.
APU
The APU electronic control unit monitors valve operation so that the APU EGT limit is not
exceeded. (APU bleed valve is fully open as long as the EGT limit is not reached).

F2000EX EASY 02-36-25
CODDE 1 PAGE 1 / 2
NORMAL OPERATION
DGT94085 ISSUE 4
INTRODUCTION
IN FLIGHT OPERATION WITHOUT ANTI-ICE
OVERHEAD PANEL
FIGURE 02-36-25-00 BLEED AIR OVERHEAD PANEL
BLEED SYNOPTIC
FIGURE 02-36-25-01 BLEED SYNOPTIC

02-36-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
NORMAL OPERATION
ISSUE 4 DGT94085

F2000EX EASY 02-36-30
CODDE 1 PAGE 1 / 4
ABNORMAL OPERATION
DGT94085 ISSUE 4
INTRODUCTION
In the following, typical abnormal situations have been illustrated to help the crew to
BLEED OVERHEAT
ABNORMAL STATUS
FIGURE 02-36-30-00 BLEED SYNOPTIC
CONTEXT RESULT
BLEED 1 OVHT CAS message
BASC fails to close the HP 1 valve

+ light on
LH flow lines in amber

02-36-30 F2000EX EASY
PAGE 2 / 4 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085
FIGURE 02-36-30-01 HP1 PUSHBUTTON SET TO OFF
FIGURE 02-36-30-02 BLEED SYNOPTIC WITH HP1 OFF
ACTION RESULT
HP1 closes, OFF label displayed in amber

Corresponding HP pushbutton pushed to
set OFF
HP1 valve and line in gray

F2000EX EASY 02-36-30
CODDE 1 PAGE 3 / 4
ABNORMAL OPERATION
DGT94085 ISSUE 4
CAS MESSAGES

Could indicate that APU bleed air valve has been
APU FAULT commanded to close and has failed to do so.
Refer also to ATA 49
BLEED .. OVHT Overheat detected in bleed air system
BLEED .. PYLON OVHT Overheat detected in engine pylon
CROSS BLEED FAIL Malfunction of the cross bleed valve
HP .. FAILED HP bleed valve detected failed

02-36-30 F2000EX EASY
PAGE 4 / 4 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085

F2000EX EASY 02-38-00
ATA 38 – WATER - WASTE
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 10
02-38 ATA 38 – WATER - WASTE
02-38-05 GENERAL
Introduction
Sources
Equipment location
General


Introduction
Circuit breakers
Pressure Relieve Valves

CAS message

02-38-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 10 DGT94085

F2000EX EASY 02-38-05
CODDE 1 PAGE 1 / 6
GENERAL
DGT94085 ISSUE 7
INTRODUCTION
The airplane is equipped with:

- A pressurized water system to supply galley and toilet washbasin,
- A chemical type front (option) and rear toilet unit with a flush and drain system.
SOURCES
EQUIPMENT POWER
HP bleed air of engines

or
APU bleed air
Tank pressurization
or
Air stored in specific accumulator
(once the latter is charged)
Cold water for:
- RH front galley Pressurized water tank
- Rear toilet washbasin
Pressurized water tank through toilet water

Hot water
heater
Water heater LH (A4) bus

Drain heat systems RH (B2) bus

02-38-05 F2000EX EASY
PAGE 2 / 6 CODDE 1
GENERAL
ISSUE 7 DGT94085
EQUIPMENT LOCATION
FIGURE 02-38-05-00 FRONT AND REAR DRAINING SYSTEM

F2000EX EASY 02-38-05
CODDE 1 PAGE 3 / 6
GENERAL
DGT94085 ISSUE 7
FIGURE 02-38-05-01 POTABLE WATER SERVICE PANEL DOOR AND TANK

02-38-05 F2000EX EASY
PAGE 4 / 6 CODDE 1
GENERAL
ISSUE 7 DGT94085
FIGURE 02-38-05-02 TOILET SERVICE PANEL DOOR

F2000EX EASY 02-38-05
CODDE 1 PAGE 5 / 6
GENERAL
DGT94085 ISSUE 7
Baggage compartment
FIGURE 02-38-05-03 CABIN POWER SUPPLY BOX

02-38-05 F2000EX EASY
PAGE 6 / 6 CODDE 1
GENERAL
ISSUE 7 DGT94085

F2000EX EASY 02-38-10
CODDE 1 PAGE 1 / 4
DESCRIPTION
DGT94085 ISSUE 10
GENERAL
POTABLE PRESSURIZED WATER SYSTEM
The pressurized water system supplies:

- The RH front galley,
- The rear toilet washbasin.
The pressurized water system essentially includes a potable water tank that can be filled by
gravity through a filling port located on the RH of the washbasin bowl, in the rear toilet or by
pressure through a port inside potable water service door.
Potable water tank capacity: 10 USG (38 liters).
NOTE
The water pressure of the external filling source must not exceed 60 psi (4 bar).
NOTE
To open gravity filling cap, press it before to depressurize the water tank.
NOTE
Water tank must be filled only with potable water (distilled and softened water prohibited).
Water is distributed by tank pressure. Water system pressurization is ensured by

pressurized air bled from the engines or from the APU, or in flight by air stored in one
specific accumulator.
Toilet water heater supplies hot water to the rear toilet washbasin. It provides
1.4 water liter at 52 °C (125 °F) approximately. It is load shed when GALLEY MASTER
pushbutton is OFF.
NOTE
The water system can be drained to prevent damage by freezing in normal operating
conditions, it is recommended to drain the tank to avoid contamination.
For F2000LX SN ≥ 238, a water detector is installed to detect a possible presence of water
in belly due to a leakage in the water system. If a water leakage is detected an amber
indication is lighted in the service panel door.
¾ For more information, see Operating Manual Ground Servicing (DGT681).

02-38-10 F2000EX EASY
PAGE 2 / 4 CODDE 1
DESCRIPTION
ISSUE 10 DGT94085
WASTE WATER
Waste water is drained through water front and rear drain masts located under the fuselage.
These masts and certain lines are electrically anti-ice.
¾ For more information, refer to ATA 30.
CHEMICAL TOILET
The chemical-type rear toilet unit features a drain pan with a drain valve and bowl equipped
with a flush and drain system.
Toilet waste water draining and toilet water tank filling can be performed through ports inside
toilet service panel.
Toilet has a fiberglass drain pan with a capacity of 14.3 USG (54 liters) included 2.5 USG
(8.5 liters) for pre-loaded.
FIGURE 02-38-10-00 REAR CHEMICAL TOILET

F2000EX EASY 02-38-10
CODDE 1 PAGE 3 / 4
DESCRIPTION
DGT94085 ISSUE 10
FORWARD CREW LAVATORY (OPTION)
A lavatory compartment is installed immediately in front of the main entry door.

The compartment houses an electric-flush toilet serviced through an external panel on the
forward lower RH fuselage. On the outboard side wall, a panel incorporates a fold-out sink
with hot/cold water faucet. Waste water drains overboard through a heated drain mast
system.
The forward bulkhead contains a header incorporating a 220 V / 50 Hz power outlet, dual
oxygen mask dropout box, a Public Ad system speaker and a RETURN TO SEAT sign.
A ventilating system is installed in the compartment (2 fans under floor and 2 suction grids).
FIGURE 02-38-10-01 FORWARD TOILET SERVICE PANEL DOOR (OPTIONAL)
DOOR FWD TOILET CAS message appears when forward toilet service panel door is not
properly closed.

02-38-10 F2000EX EASY
PAGE 4 / 4 CODDE 1
DESCRIPTION
ISSUE 10 DGT94085

F2000EX EASY 02-38-15
CODDE 1 PAGE 1 / 6
DGT94085 ISSUE 10
DISTRIBUTION VALVES
Located in front of the water tank in the toilet compartment, distribution valves allow to
isolate or drain the different components of the water pressurized system.
¾ For more information refer to the GROUND SERVICING (DGT681) manual for use.
Gravity filling cap
FIGURE 02-38-15-00 DISTRIBUTION VALVES
CONTROL FUNCTION
To cut off the pressurized air supply to the

Air valve
potable water tank
To isolate the rear washbasin from the fresh

Rear toilet distribution valve
water supply system
Drain valve To drain the potable water tank
To isolate the front galley from the fresh

Front galley distribution valve
water supply system
INDICATION FUNCTION
To Indicate air pressure in tank

BP manometer
(normal: 20 psi)

02-38-15 F2000EX EASY
PAGE 2 / 6 CODDE 1
ISSUE 10 DGT94085
GRAVITY FILLING CAP
Cap
Red or green indicator
FIGURE 02-38-15-01 FILLING CAP
CONTROL FUNCTION
Cap Press to depressurize the water tank
Cap Turn to move it
INDICATION FUNCTION
Red indicator Cap unlocked
Green indicator Cap locked

F2000EX EASY 02-38-15
CODDE 1 PAGE 3 / 6
DGT94085 ISSUE 10
WATER PRESSURE INDICATION
The manometer(s) is(are) located:

- On the rear toilet water tank,
- In the forward galley (option).
FIGURE 02-38-15-02 WATER TANK CONTROL AND INDICATION
The pressure indicator located in RH bulkhead in baggage compartment indicates the

accumulator water tank pressure.
FIGURE 02-38-15-03 ACCUMULATOR WATER TANK PRESSURE

02-38-15 F2000EX EASY
PAGE 4 / 6 CODDE 1
ISSUE 10 DGT94085
WATER HEATER TEST PANEL
The water heater test panel is located in rear toilet, LH bulkhead.
Test light
Magnetic breaker
Test switch
FIGURE 02-38-15-04 WATER HEATER TEST PANEL
CONTROL FUNCTION
- It is used to test the water heating device
Water heater test switch - When set to TEST, the water heater test
switch allows illumination of water heater
test light if heating resistors are energized
It is used to reset the water heater power

Water heater magnetic breaker supply unit after cut off due to failure
detection
INDICATION FUNCTION
Illuminated if test switch in TEST position

Water heater test light
and heating resistors energized

F2000EX EASY 02-38-15
CODDE 1 PAGE 5 / 6
DGT94085 ISSUE 10
POTABLE WATER SERVICE PANEL DOOR
FIGURE 02-38-15-05 SERVICE PANEL DOOR
CONTROL FUNCTION
When the handle is pulled, the tank filling

and venting lines open
Control handle
When the handle is pushed, the tank filling
and venting lines close
INDICATION FUNCTION
Water full light Indicates that the tank is full
Water leakage light, for F2000LX SN ≥ 238 Indicates presence of water in belly

02-38-15 F2000EX EASY
PAGE 6 / 6 CODDE 1
ISSUE 10 DGT94085
TOILET SERVICE PANEL DOOR
Cont rol handle

Draining port
Flushing port
FIGURE 02-38-15-06 SERVICE PANEL DOOR
CONTROL FUNCTION
When the handle is pulled, the drain valve

Drain valve control handle
opens (connect the flushing tube before)
Controls and functions are identical for the optional forward toilet service panel.
FIGURE 02-38-15-07 TOILET PUSHBUTTONS

F2000EX EASY 02-38-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
INTRODUCTION
The water system is protected by conventional trip-free circuit breakers located above the
overhead panel and in the baggage compartment (cabin power supply box).
CIRCUIT BREAKERS
OVERHEAD PANEL
FIGURE 02-38-20-00 DRAIN HEAT CIRCUIT BREAKER
CABIN SUPPLY POWER BOX
FIGURE 02-38-20-01 WATER HEATER CIRCUIT BREAKER

02-38-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085
PRESSURE RELIEVE VALVES
The water supply system and the tank are protected against overpressure through pressure
relief valves. The tank is also protected against negative pressure through a relief valve.

F2000EX EASY 02-38-25
CODDE 1 PAGE 1 / 2
ABNORMAL OPERATION
DGT94085 ISSUE 4
CAS MESSAGE

DOOR FWD TOILET Forward toilet door is open (option).

02-38-25 F2000EX EASY
PAGE 2 / 2 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085

F2000EX EASY 02-45-00
ATA 45 – AIRPLANE DIAGNOSTIC AND
CODDE 1 MAINTENANCE SYSTEM (ADMS) PAGE 1 / 2
02-45 ATA 45 – AIRPLANE DIAGNOSTIC AND MAINTENANCE SYSTEM (ADMS)
02-45-05 GENERAL
Introduction
Elaboration and display of failure information for dispatch decision
Central Maintenance Computer function
Sources
Access to the maintenance window on MDU
Centralized Maintenance Computer (CMC) menus
02-45-10 DISPATCH DECISION

Introduction
Fault code tab description
CAS messages
02-45-15 MAINTENANCE
Introduction
Processing and display of maintenance messages
Parameter monitoring
System tests
Hardware architecture and components
CAS messages
02-45-20 PRINT (OPTION) OR DOWNLOAD OF MAINTENANCE REPORTS

Introduction
Procedure
02-45-25 UPLOAD OF NAVIGATION DATA BASES

Introduction
Procedure

02-45-00 F2000EX EASY
PAGE 2 / 2 MAINTENANCE SYSTEM (ADMS) CODDE 1

F2000EX EASY 02-45-05
INTRODUCTION
The airplane system enables the flight or maintenance crew to:

- Obtain airplane system failure information requested for an optimized and safe dispatch
decision,
- Print or download maintenance reports,
- Upload navigation files and data bases,
- Obtain airplane failure and status information, perform additional ground tests, as
requested for servicing, maintenance and troubleshooting operations.
The above listed capabilities rest on the Airplane Diagnostic and Maintenance System
(ADMS) which includes first:
- The EASy functions in charge of elaborating and displaying failure information for dispatch
decision,
- The EASy Central Maintenance Computer Function (CMCF):
o Detects failure and to report them to the EASy system in real time, in flight or on ground,
o Perform initiated complementary tests, on ground.

02-45-05 F2000EX EASY

F2000EX EASY 02-45-05
ELABORATION AND DISPLAY OF FAILURE INFORMATION FOR DISPATCH DECISION
The EASy avionics system (Monitor Warning and Graphic Generation functions) processes
the EASy input data, and, when a failure is detected, generates the proper cockpit indication
for dispatch decision. This indication consists of one or several CAS messages, as well as
abnormal status indication presented on PDU (gears, slats / flaps, airbrakes, …).
When recommended by the Master Minimum Equipment List (MMEL), and in order to limit as
much as possible dispatch restriction, detailed failure information can be obtained in the
STATUS synoptic.

02-45-05 F2000EX EASY
CENTRAL MAINTENANCE COMPUTER FUNCTION
The EASy Central Maintenance Computer Function (CMCF) provides:

- A single access to avionics, HGS, engines and airplane systems maintenance
messages, status information and initiated ground tests, requested for servicing,
maintenance and troubleshooting purposes,
- A mean of loading navigation files and data bases, and system software from the on-
board Data Management Unit (DMU) located in the cockpit (LH console), or from a
laptop acting as a Centralized Maintenance Computer (CMC) Remote Terminal
(CMC RT),
- A mean of downloading maintenance data to the on-board DMU, or to a laptop acting as
a CMC RT,
- A means of printing data on the optional on-board printer located in the cockpit (RH
console),
- A means of configuring the maintenance computer RS-232 port located in the cockpit
maintenance panel, in order to connect the Ground Based Software (GBS) to one of the
Engine Diagnostic Units (EDU) 1 and 2.
The Centralized Maintenance Computer (CMC) module hosts the Central Maintenance
Computer Function. It can be controlled:
- From the cockpit, on ground, with the Cursor Control Device (CCD) to navigate in the
menu of the CMC maintenance window displayed in one MDU,
- From a standard laptop connected to the EASy Local Area Network (LAN) BNC
connector located in the maintenance panel (with the LAN adapter connected into the
MAINTENANCE OPERATION plug), and configured as a CMC Remote Terminal by
executing the dedicated Honeywell CMC-RT software. The CMC RT can be used with
the airplane being either on ground or in flight.
In this document, the CMC cockpit control mode is the only mode described. For more
information related to the CMC RT mode, refer to the Aircraft Maintenance Manual / ATA 45.
NOTE
The CMCF software does not comply with certification requirements applicable to functions
generating and displaying information related to the safety of flights, as the Monitor Warning
and Graphics Generation functions do. Consequently, failure and status information displayed
on the CMC maintenance window cannot be considered as the only information used for
dispatch decision: they are dedicated to servicing, maintenance and troubleshooting purposes.

F2000EX EASY 02-45-05
LAN adapter in rest position
FIGURE 02-45-05-01 MAINTENANCE PANEL – NORMAL FLIGHT
FIGURE 02-45-05-02 MAINTENANCE PANEL – MAINTENANCE OPERATION

02-45-05 F2000EX EASY
FIGURE 02-45-05-03 CENTRAL MAINTENANCE SYSTEM FUNCTIONAL ARCHITECTURE

F2000EX EASY 02-45-05
SOURCES
ELECTRICAL
The Centralized Maintenance Computer (CMC) is a module of a Modular Avionics Unit

(MAU). It is installed in slot 2 of MAU 2 (MAU 2 is installed in the airplane nose cone). It is
powered by channel A line through RH B2 bus when the RH AV MASTER switch is
depressed, and is protected by the MAU 2 CH A circuit breaker.
The CMC is consequently not powered in MINI LOAD mode.
The CMC is alternately powered by the LH DU stand-by battery during avionics or airplane
power-off in order to ensure a proper CMC shutdown.
FIGURE 02-45-05-04 OVERHEAD CIRCUIT BREAKER PANEL
DATA
The data available for processing and display of failure information requested for dispatch
decision, and for the Central Maintenance Computer Function are all analog, discrete and
digital data available to the avionics system. These include:
- All information received by the MAU(s) for flight management,
- Faults reported in real time by the system computers (avionics, HGS, engines, airplane
systems), on ground or in flight, through digital links (ARINC 429 or ASCB),
- Fault reports automatically downloaded on ground from air conditioning computer which
is not capable of sending its fault reports in real-time to the CMC.

02-45-05 F2000EX EASY
ACCESS TO THE MAINTENANCE WINDOW ON MDU
The CMC maintenance window can be displayed on the upper or lower MDU, or on the right
PDU if configured as an MDU. It can be displayed as follows:
- Put the CCD cursor in any 1/3 or 2/3 window of the selected MDU,
- Call the menu by depressing the CCD MENU button,
- Select the MAINT item of the menu. The CMC maintenance window will appear on the
MDU as a 2/3 window.
"MENU"
{
"ENTER"
FIGURE 02-45-05-05 ACCESS TO THE MAINTENANCE WINDOW ON MDU

F2000EX EASY 02-45-05
CENTRALIZED MAINTENANCE COMPUTER (CMC) MENUS
The CMC maintenance window makes available a set of sub-functions through the various
CMC menus, organization of which is described in the figure below.
ACTIVE
CURRENT LEG
DAILY SERVICING SCREEN HISTORICAL BY DATE
DAILY SERVICING (Engine Oil levels only) HISTORICAL BY ATA
MAINTENANCE CLEAR COMPUTER FAULT MEMORY
DATA LOADER
MAINTENANCE MESSAGES
PARAMETERS MONITORING SELECT A SCREEN
SYSTEM TESTS
EXTENDED MAINTENANCE SELECT A TEST
DATA LOADING SYSTEM SCREEN STORAGE ON/OFF

MEMBER SYSTEM STATUS
CONFIGURATION
REPORTS
RS 232 PORT MANAGEMENT
FIGURE 02-45-05-06 CMC MENU ORGANIZATION

02-45-05 F2000EX EASY

F2000EX EASY 02-45-10
DGT94085 DISPATCH DECISION ISSUE 6
INTRODUCTION
The elaboration and display of failure information requested for an optimized and safe
dispatch decision is based on the following principles (see figure 02-45-10-00):
- Failure indication (flag, amber dashes, red cross..) or CAS message is displayed in case of
any system failure identified by the EASy system, and which impacts dispatch,
- In order, to limit the number of CAS messages, failures reported as fault codes by BSCU,
BASC and FQMC are signalized by a generic CAS message FAULT CODE which
indicates that at least one fault code, open to affect dispatch, is displayed in Status
synoptic,
- The Item List of the MMEL document is the MMEL point of entry,
NOTE
If the failed equipment is not in the Item List, it is a NO GO.
- The MMEL CAS message List is the list of CAS messages which may be displayed before
departure after having completed the MMEL procedure. This CAS message List is in
ATA 31 for FAA MMEL and Section 0 for JAA MMEL.
NOTE
The CAS message List is not an MMEL point of entry.

02-45-10 F2000EX EASY
ISSUE 6 DISPATCH DECISION DGT94085
FIGURE 02-45-10-00 DISPATCH DECISION – PRINCIPLE

F2000EX EASY 02-45-10
FIGURE 02-45-10-01 COMPUTER FAULT CODE DIAGRAM

02-45-10 F2000EX EASY
Some failures impacting the airplane dispatch can only be detected when the airplane is in a
specific operational configuration (e.g.: engine running, anti-ice operating, braking with anti-
skid operating, …). To keep the failure information displayed when the airplane is no longer in
this operational configuration, the corresponding CAS message is latched until the CLR
FAULT soft key on the TEST synoptic is activated for 5 sec at least.
This allows the system to:
- Ensure that the dispatch decision is made in accordance to all CAS messages related to
known airplane failures,
- Prevent any failure detected during the previous flight.
The CLR FAULT soft key shall consequently not be activated to confirm the failure, unless
otherwise specified in the MMEL.
FIGURE 02-45-10-02 CLR FAULT SOFT KEY

F2000EX EASY 02-45-10
FAULT CODE TAB DESCRIPTION
The Fault Code tab is part of the STATUS synoptic.

This tab is composed of three columns:
- First column indicates the aircraft system computer reporting failure
- Second column indicates the fault code itself (3 digits)
- Third column contains the description of the fault code.
All data displayed in Fault Code tab are displayed in white. A scroll bar on the right hand side
allow viewing additional fault codes when there are more active fault codes than can be
simultaneously displayed.
The fault codes are listed in ascending alphanumeric order per reporting computer.
If a fault code is displayed it is latched until the CLR FAULT soft key is depressed on the Test
synoptic. If a fault code is still active after depress CLR FAULT, the fault code is displayed
once again.
FIGURE 02-45-10-03 FAULT CODE TAB
USE OF FAULT CODE TAB
On ground before taxi, the Fault Code tab is used to take dispatch decision when
FAULT CODE message is displayed.
For each fault code displayed, the crew takes the dispatch decision in accordance with the
authorization and/or limitations specified in the MMEL document.
If dispatch is allowed for all displayed fault codes, then the crew may use the CLR FAULT
button to erase FAULT CODE message.

02-45-10 F2000EX EASY
In cruise, FAULT CODE message can be displayed. This message is latched.

The crew may display the contents of the Fault Code tab to anticipate for next flight dispatch
decision. When back in parking, the CAS message will become amber.
NOTE
Do not use CLR FAULT soft key in flight
CAS MESSAGES
On ground before taxi, it indicates that an airplane

FAULT CODE system computer has recorded a failure which may
affect dispatch and the detailed failure (computer and
fault code) is displayed in STAT page / FAULT tab.
In flight, it indicates that an airplane system computer

FAULT CODE has recorded a failure which may affect dispatch and
the detailed failure (computer and fault code) is
displayed in STAT page / FAULT tab.

F2000EX EASY 02-45-15
DGT94085 MAINTENANCE ISSUE 6
INTRODUCTION
The Central Maintenance Computer Function provides the maintenance crew with a set of
sub-functions in order to facilitate the whole airplane troubleshooting and maintenance.
These main sub-functions are:
- Processing and display of maintenance messages,
- Parameter monitoring,
- System tests (ground tests, on request).
PROCESSING AND DISPLAY OF MAINTENANCE MESSAGES
Maintenance messages are elaborated by the CMCF based on any failure information or flight
data made available to EASy.
Fault processing equations are defined in order to provide the mechanics with only the
maintenance message identifying the initial cause. These fault processing equations combine
the various available information to isolate the failure and to eliminate as much as possible
the cascade effects.
They result in maintenance messages which mainly contain the following information:
- Maintenance message name,
- List of possible defective Line Replaceable Units (LRUs), ordered from the most to the less
probable,
- Symptoms, as visible by the flight or maintenance crew,
- Reference of the Fault Isolation Procedure of the Aircraft Maintenance Manual detailing
the maintenance actions to be performed if the message occurs,
- Flight phase and time stamp of all identified transition of the message from the Inactive to
Active or Active to Inactive status.
The maintenance messages are stored in the Fault History Data Base (FHDB). The CMC
Maintenance Message menu allows the operator to display messages being in the Active
status at the time of the display, or messages which were stored in the FHDB during the
current or previous legs.

02-45-15 F2000EX EASY
ISSUE 6 MAINTENANCE DGT94085
PARAMETER MONITORING
The CMCF is capable of displaying and refreshing in real time screens of parameters (e.g.
screen containing landing gear proximity sensors status presented in figure).
These parameter monitoring screens are defined to ease the troubleshooting and
maintenance operations by reducing the external test equipment requirements.
FIGURE 02-45-15-00 EXAMPLE OF PARAMETER MONITORING SCREEN
SYSTEM TESTS
The CMCF is capable of initiating ground tests of equipped systems.

These ground tests are mainly defined to simplify the return-to-service operational tests to be
performed after a system component replacement.

F2000EX EASY 02-45-15
DGT94085 MAINTENANCE ISSUE 6
HARDWARE ARCHITECTURE AND COMPONENTS
The following schematics present the hardware components and links involved in the Airplane
Diagnostic and Maintenance System (ADMS).
MAINTENANCE INHIBIT is a guarded switch which allows ground maintenance operation
with inhibition of overhead panel automatic sequences.
Modular Avionics Units (MAU)

Processor Modules
Monitor Warning function
I/O Modules
Analog and discrete data
ARINC 429
System computers with ARINC 429 link
Maintenance MUX
° RS 422 System computers with RS 422 link
° (EDU, TCS)
° ° °
° °
° °
°
RS-232 TO RS-422
RS 232
Advanced Graphics Modules (2 to 4)

CCD
Video Control I/O Module (MAU1A)

RIB
CMC Module (MAU2A)
Central Maintenance Function

- Fault Processing DMU Maintenance Panel
- Tests & Parameter Monitoring
- RS-232 Port management
- Data & Software Load
Printer
Databases
- Loadable Diagnostic Information LAN
- Fault History Database
ASCB
Network Interface Controllers Avionics components with ASCB link
LAN
Virtual backplane network
FIGURE 02-45-15-01 CENTRAL MAINTENANCE SYSTEM HARDWARE ARCHITECTURE

02-45-15 F2000EX EASY
ISSUE 6 MAINTENANCE DGT94085
CAS MESSAGES
CMC CMPTR MEM FAIL Maintenance computer memory is full.
CMC CMPTR FAIL Maintenance computer failed

F2000EX EASY ATA 45 – AIRPLANE DIAGNOSTIC AND 02-45-20
MAINTENANCE SYSTEM (ADMS)
CODDE 1 PAGE 1 / 4
MAINTENANCE REPORTS DOWNLOAD
DGT94085 AND PRINT OUT (OPTION) ISSUE 11
INTRODUCTION
Following any in-flight technical problem, a maintenance CMC report can be printed out or
downloaded to provide the maintenance staff with more details:
- The print-out is available by using the optional cockpit printer,
- To download the maintenance report, insert a memory card into the PCMCIA slot #2 of the
Data Management Unit (DMU) or connect a laptop computer to the Local Area Network
(LAN) as a CMC RT.
The CMC report can be either:
- CURRENT LEG FDE / MAINT MSG: all the maintenance messages for the current flight,
- ACTIVE FDE / MAINT MSG: all the active maintenance and CAS messages at present.
Keep in mind that some failures are not recorded, as the intermittent ones.
- The other possible CMC reports are detailed in the Aircraft Maintenance Manual / ATA 45.
NOTE
A new report is created at engine start after a MAU 2 electrical reset.

02-45-20 ATA 45 – AIRPLANE DIAGNOSTIC AND F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 11 AND PRINT OUT (OPTION) DGT94085
PROCEDURE
To print out or download a maintenance report:

- Display the maintenance window on either MDU,
- Click on MAINTENANCE, next on EXTENDED MAINTENANCE, and then on REPORTS
to access the CMC REPORTS page,
- Click on the desired report, and then select the output device COCKPIT PRINTER
(option), LOCAL STORAGE (laptop computer connected to the LAN) or DMU PCMCIA,
- Click on the CCD enter key.
A REPORT SATUS is displayed at bottom screen, when the process is completed.

F2000EX EASY ATA 45 – AIRPLANE DIAGNOSTIC AND 02-45-20
CODDE 1 PAGE 3 / 4
DGT94085 AND PRINT OUT (OPTION) ISSUE 11
FIGURE 02-45-20-00 MAINTENANCE REPORT DOWNLOAD OR PRINT OUT

02-45-20 ATA 45 – AIRPLANE DIAGNOSTIC AND F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 11 AND PRINT OUT (OPTION) DGT94085

F2000EX EASY 02-45-25
DGT94085 UPLOAD OF NAVIGATION DATA BASES ISSUE 4
INTRODUCTION
Upload of files and data bases are requested to:

- periodically update navigation and terrain data bases requested for the I-NAV and FMS
EASy functions, and Jeppesen electronic charts (if the option was selected by the
operator),
- load a flight plan prepared on an external computer and stored on a CD-ROM or on a
PCMCIA memory PC-CARD.
The navigation and terrain data bases and the Jeppesen electronic charts are distributed to
the operator by the Integrated Navigation Data Service (INDS) which was developed through
an alliance of Honeywell and Jeppesen, to provide state-of-the-art data service for the new
EASy cockpit.
These data are provided under the format of CD-ROM:
- INDS CD-ROM #1 (Blue), updated every 14 days, containing Jeppesen e-Charts (if the
option was selected by the operator), Obstacles, Geopolitical Information, Airport
Information,
- INDS CD-ROM #2 (Red), updated every 28 days, containing Navigation Data and
Airspace and Communications Data,
- INDS CD-ROM #3 (Green), updated every 6 to 12 months, containing Terrain Data.
The upload of navigation files and data bases can be performed:
- either from the cockpit by inserting the INDS CD-ROM or the PCMCIA memory PC-CARD
containing the flight plan to be uploaded in the DMU drive, and controlling the loading
process with the CMC,
- or from a laptop connected to the LAN as a CMC Remote Terminal, by inserting the INDS
CD-ROM or the PCMCIA memory PC-CARD containing the flight plan to be uploaded in
the corresponding laptop drive.

02-45-25 F2000EX EASY
ISSUE 4 UPLOAD OF NAVIGATION DATA BASES DGT94085
PROCEDURE
The upload of data bases from the cockpit is controlled from the CMC as follows:
- power on the avionics system by depressing MINI LOAD MASTER, LH AV MASTER and
RH AV MASTER switches, in order to make sure that MAU modules to be loaded are
powered,
- insert the appropriate INDS CD-ROM in the corresponding DMU drive,
- display the CMC Maintenance Window on a MDU,
- activate the Data Loading System (DLS) by selecting DATA LOADER in the CMC MAIN
MENU,
- click on the FULL LOAD button located on the RH button bar for an automatic loading of
the appropriate MAU modules with the files located on the CD-ROM. The list of drives
available for the upload operation will appear,
- move the cursor in the list using the CCD knob, and select the appropriate DMU drive (CD-
ROM or PCMCIA Slot 2) by clicking on the CCD Enter key. This expands the list of files
'_DR' available for upload,
- move the cursor in the list of '_DR' files using the CCD knob, and select the file to be
uploaded by clicking on the CCD Enter key (Refer to the INDS CD-ROM installation letter
as needed for identification of the '_DR' file to be selected). A text description of the
content of the selected '_DR' file will appear at the bottom of the screen,
- click on the SELECT FILE button located on the RH button bar, to initiate the configuration
check of the modules to be loaded. During the configuration check, the " xx% complete"
indication and a list of errors will be displayed as needed to reflect status of modules
checked in the system. On completion of the configuration check, the estimated load time
will be displayed, and the START LOAD button will appear on the RH button bar,
- click on the START LOAD button to launch the selected file loading. On Load completion,
error codes, if any, will be displayed, along with the indication that the load is 100%
complete.
NOTE
Refer to the Aircraft Maintenance Manual – ATA 45 for additional information related to error
codes which might be displayed during the last two phases (configuration check and loading).

F2000EX EASY 02-46-00
ATA 46 – ELECTRONIC FLIGHT BAG
CODDE 1 (F2000S/LXS WITH M-OPT173) OR (M-OPT261) PAGE 1 / 2
ATA 46 – ELECTRONIC FLIGHT BAG (F2000S/LXS WITH M-OPT173) OR (M-OPT261)
02-46-05 GENERAL
Acronyms
Introduction
Hardware architecture and components
Electrical power supply
FalconSphere II set of application programs


02-46-00 F2000EX EASY
PAGE 2 / 2 (F2000S/LXS WITH M-OPT173) OR (M-OPT261) CODDE 1

F2000EX EASY 02-46-05
ACRONYMS
AMU Aircraft Mounting Unit

CAIS Compact Aircraft Information Server
CB Circuit Breaker
EFB Electronic Flight Bag
EEMU Enhanced Expansion Module Unit
EPM Electronic Performance Manual
EWB Electronic Weight and Balance
LH Left Hand
RH Right Hand
SSPC Solid State Power Controllers

02-46-05 F2000EX EASY
INTRODUCTION
The Electronic Flight Bag (EFB) system is a mobile information management tool offering the
flexibility to work as well as a stand-alone tablet or connected to the avionics. EFB features
communication capability enabling operators to update both the applications and the content.
The display can be dimmed and remains readable whatever the conditions of light. A touch-
sensitive screen provides the user with quick access to specific functions.
The EFB can be installed on either or both pilot sides.
NOTE
EFB is managed by an administrator.
The Electronic Flight bag (EFB) system runs software supporting flight operations on tablet(s).
The EFB offers access to the following tools and information:

- Flight Folder Management,
- Performance,
- Documentation,
- Navigation Charts and Weather.
The full set of application programs is named FalconSphere II.
The EFB can be operated either:
- On-line (connected to Internet) or off-line,
- Tablet plugged in (connected to the avionics of the airplane) or unplugged.
In addition, operators can install their own software.

F2000EX EASY 02-46-05
Controls and indications of the EFB system are located and displayed on the EFB tablet.
LH EFB RH EFB

02-46-05 F2000EX EASY

F2000EX EASY 02-46-10
HARDWARE ARCHITECTURE AND COMPONENTS
The following figure presents the hardware components and liaisons involved in the Electronic
Flight Bag (EFB) system.
- One or two EFB portable device(s): CMC CMA-1310 tablet (Windows OS based device)
hosting FalconSphere II.
- Installed resources:
o One or two Aircraft Mounting Unit (AMU) also called docking system. Each AMU hosts
and energizes a CMA-1310 tablet,
o One or two CAIS/EEMU aircraft interface systems enabling connection to airplane buses
(Ethernet, ARINC 429, RS 422),
o An interconnection wiring between each AMU and CAIS/EEMU.
FIGURE 02-46-10-00 – EFB SYSTEM ARCHITECTURE

02-46-10 F2000EX EASY
CMA-1310 TABLET
The CMA-1310 tablet has the following specifications:
FEATURES CMA-1310
System
Processor Intel Celeron N2930 (2 GHz)

Operating System Windows OS
RAM 8 Gb DDR3
Mass memory >160 Gb SSD
LCD Screen
Screen Size 10.1 “ (16/10 screen format)

Resolution 1920 x 1200
Connectivity
USB 1 x USB 3.0

WiFi 802.11 a/b/g/n
Wireless Network
Bluetooth 4.0
Cellular LTE / 3G+ / 4G
Micro SD-Card plug Yes
Sensors
G-sensor Yes
Camera 5.0 MPixels
GPS Yes
Battery
Battery removable Yes

Battery Life Time 2.5 hours
Dimensions & Weight
Dimension (W x L x D) 12.74 x 25.78 x 4.13 cm

Weight 1.1 kg

F2000EX EASY 02-46-10
FIGURE 02-46-10-01 - CMA-1310 TABLET

02-46-10 F2000EX EASY
ELECTRICAL POWER SUPPLY
Following paragraph describes the power supply of the different equipment of the EFB
System.
Electrical protection is provided by Circuit Breakers (CB).
 Refer to section 02-24 – ELECTRICAL POWER for additional information.
EQUIPMENT POWER SUPPLY TYPE OF PROTECTION

LH EFB CMA-1310 BUS A2 CB
RH EFB CMA-1310 BUS B2 CB
The EFB tablet is also equipped with a battery.

F2000EX EASY 02-46-10
FALCONSPHERE II SET OF APPLICATION PROGRAMS
The FalconSphere II software is divided into five categories:

- Host Structure,
- Mission Management,
- Performance,
- Documentation,
- Navigation Charts and Weather.
HOST STRUCTURE
The Host Structure includes:
- The Login Page,
- The Home Page,
- The Aircraft ID module,
- The Sphere Store application,
- The Admin module,
- The Version Info.

02-46-10 F2000EX EASY
Login Page
The Login page only shows when the CMA-1310 tablet is not plugged in the Aircraft
Mounting Unit (AMU). The user has to enter his Falcon Portal User ID and pin code.
FIGURE 02-46-10-02 LOGIN PAGE

F2000EX EASY 02-46-10
Home Page
The home page enables the user:

- To create, select and activate a flight (the active flight is highlighted in blue),
- To start hosted application programs.
FIGURE 02-46-10-03 HOME PAGE

02-46-10 F2000EX EASY
Aircraft ID
The Aircraft ID contains aircraft configuration information that may be used by the various
applications installed on the EFB tablet. Among others, it includes aircraft characteristics
such as the registration, the actual configuration (MODs, M-OPTs, SBs) and the floor
plan (cabin configuration, safety items…).
The Aircraft ID can only be modified by an administrator.
FIGURE 02-46-10-04 AIRCRAFT ID

F2000EX EASY 02-46-10
Sphere Store
Sphere Store is designed to update:

- Aircraft ID data,
- Available services and software,
- Related database.
When the tablet is connected to Internet, the Sphere Store connects to the Falcon Portal
and:
- Synchronizes the actual configuration of the EFB with the configuration defined by
the Operator’s administrator on the Portal,
- Updates both the application programs and their content and/or database.
As soon as an update is available, the Sphere Store downloads the package and
requests a user’s approval before installing it.
Once the installation is completed, the software sends a configuration report to the
Falcon Portal.
Updating the EFB off-line is also possible using a USB drive.

02-46-10 F2000EX EASY
Admin module
Administrator can access the admin mode of the software installed on the EFB via the
Admin module.
In addition, administrator(s) can also remotely manage the EFB’s configuration, software
and content via the Falcon Portal.
FIGURE 02-46-10-05 SPHERE STORE

F2000EX EASY 02-46-10
Version Info
The Version Info page references the identifier of the tablet, as well as the version of any
application installed.
FIGURE 02-46-10-06 VERSION INFO

02-46-10 F2000EX EASY
FLIGHT FOLDER MANAGEMENT

Pilots:
- Can create new Flight Folders by means of Mission Designer box (click on the + sign on
the homepage to open the box),
- Can manage the existing Flight Folders stored in Flight Folder,
- Can update the Flight Folder using the Link-To-Ops function.
Mission management enables to create a Flight Folder and to enter the associated
information:
- DATE and SCHEDULED DEPARTURE TIME,
- ORIGIN and DESTINATION,
- NAME of the Pilot in Command (referred to as “Captain”),
- FLIGHT ID.
Once the Flight Folder is created, the pilot can activate it from the Home Page and can save
associated data from all the application programs in the active flight folder. Associated data
includes:
- Input data (POB, payload, fuel on board, Captain’s name, departure airport, …) for
cross-entry or cross-reference,
- Output data. Pilots can directly access previously saved data in PDF format.
When they start, all the programs hosted in FalconSphere II automatically load the data
stored in the active Flight Folder. If there is no active Flight Folder or no associated data,
software starts with default/empty data.
Operational data (e.g. operational flight plan) can be downloaded in or uploaded from the
active flight folder through the Link-To-Ops communication program. Off-line operations are
also possible via an USB stick.

F2000EX EASY 02-46-10
FIGURE 02-46-10-07 FLIGHT FOLDER

02-46-10 F2000EX EASY
PERFORMANCE
Electronic Weight and Balance (EWB) software
The EWB application program enables to make some pre-flight weight & balance
calculations and presents, at the end, an electronic load sheet customized to the operator
settings.
Calculations take into account:

- Airplane configuration (retrieved from the Aircraft ID module):
o Basic aircraft and customized cabins,
o Applicable regulation (EASA AIR OPS, FAR91, FAR135 or custom settings).
- Data specific to the flight:
o Crew and operational items configuration,
o Selected Payload (PAX and cargo),
o Fuel configuration (Taxi fuel, Trip Fuel and total Fuel at ramp).
The electronic load sheet can be stored in the Flight Folder and signed (handmade
signature on the digital screen, in compliance with the applicable regulation).
In addition to computations, EWB can plot the actual mass and balance position within
the approved envelope. Thus, pilots can see the actual margin. In addition, the software
can visually show what the consequence on the CG margin is if all the PAX move full aft
or full forward in the cabin.
EWB can also manage last minute changes. As an example, in-flight CG can be
computed in accordance with the actual remaining fuel.

F2000EX EASY 02-46-10
FIGURE 02-46-10-08 EWB SOFTWARE

02-46-10 F2000EX EASY
Electronic Performance Manual (EPM)
The EPM application program is dedicated to en-route performance. It complies with

Dassault Performance Manuals and operational regulations.
The EPM includes three different functions and enables the pilots:
- FLIGHT PLANNING: To perform preflight calculation (flight plan data crosscheck,
fuel/oxygen reserves verification) and to save a flight planning report,
- FLIGHT MANAGEMENT: To optimize the In-flight strategy (optimum cruise altitude
and speed selection, calculation of remaining time (and fuel) to destination,
- PERFORMANCE TOOLS: To compute en-route performance in case of weather
change or airplane failure.
The software provides data for Normal and Abnormal configurations (One Engine Inop,
landing gear down, etc.).

F2000EX EASY 02-46-10
FIGURE 02-46-10-09 EPM SOFTWARE (7X/8X EXAMPLE)

02-46-10 F2000EX EASY
Falcon Perf
Falcon Perf performance tool calculates takeoff and landing performance in compliance
with Dassault’s Airplane Flight Manual (AFM) and operational regulations.
Whatever the runways conditions, it provides:

- Takeoff and Landing cards,
- Takeoff and Landing parametric cards,
- Maximum Take-Off Weight, Take-Off Safety Altitude and Maximum Landing Weight
calculations, taking into account the runways characteristics (TORA, LDA etc.), the
required departure or missed approach climb gradients and the obstacles defined by
Jeppesen’s OpsData,
- Minimum turn-around time,
- Maximum aircraft weight versus pavement characteristics (ACN/LCN),
- Landing calculation update for the unexpected failure.
Falcon Perf uses two databases:

- The Dassault Aircraft Performance Database, and
- The Jeppesen Airport Database (over 3,250 airports worldwide).

F2000EX EASY 02-46-10
FIGURE 02-46-10-10 FALCON PERF

02-46-10 F2000EX EASY
DOCUMENTATION
Falcon Manuals
The Falcon Manuals application program features operational documentation filtered to

the actual aircraft configuration. Setting up the filters is made in the Admin module, based
on the Aircraft ID.
Falcon Manuals documentation offers an enhanced browsing of the hyperlinked manuals.

F2000EX EASY 02-46-10
FIGURE 02-46-10-11 FALCON MANUALS

02-46-10 F2000EX EASY
Falcon Library
The Falcon Library application program gives access to the Dassault master
documentation from the Falcon Portal (in a PDF format, not customized to the aircraft).
The Falcon Library application also enables to select and read the Falcon Service
Advisory (FSA) and Falcon Service Newsflashes (FSN) documents.
FIGURE 02-46-10-12 FALCON LIBRARY

F2000EX EASY 02-46-10
Operator’s Doc
The Operator’s Doc application program enables to download and store a PDF copy of
the documentation (e.g. MEL, or SOP, or LOAs, etc.) uploaded on the Falcon Portal by
the Operator’s EFB administrator.
In that way the Operator’s Doc application program enables to stay up-to-date with the
latest versions of the operator’s documentation.

02-46-10 F2000EX EASY
NAVIGATION CHARTS AND WEATHER
Charts (Jeppesen FliteDeck Pro)
FliteDeck Pro is the Jeppesen application program to consult aeronautical (en-route or

terminal) charts on a device running with Windows OS.
User enters origin, destination, and any alternate airports in the En-route view. Note that
whenever a flight has been activated in FalconSphere II, these fields will be
prepopulated.
The En-route view enables to display the aircraft position, depending on operator’s
approval. It also enables to display en-route and airport weather information.

F2000EX EASY 02-46-10
FIGURE 02-46-10-13 FLITEDECK PRO

02-46-10 F2000EX EASY
Weather (eWAS)
eWAS is a full service that provides weather forecasts and observations.
At pilot’s discretion, the application program can show:

- The weather the pilots can expect along the flight plan route, taking into account the
real time estimates,
- The worldwide current weather forecast.
Additionally, the program can present the weather on a vertical cross-section.
In flight, the application program interfaces with avionics data to determine the position
and the speed of the airplane and downloads the weather data using the SATCOM.
The eWAS ground support system collects the worldwide weather forecasts and sorts out
the information to minimize the size of the data packages to be uplinked.

F2000EX EASY 02-46-10
FIGURE 02-46-10-14 EWAS

02-46-10 F2000EX EASY

F2000EX EASY 02-46-20
EFB TABLET
Controls and indicating systems (see figure 02-46-20-00).
CONTROL / INDICATION FUNCTION
1 - Touch-sensitive display screen The touch-sensitive screen is the user interface.
When EFB tablet is powered on:

- LED is blue for 5 s at startup and when resuming
from hibernate,
- LED is blinking amber when:
o Battery level is less than 10%,
2 - LED o Tablet is overheating.
When EFB tablet is powered off:

- LED is blinking amber when battery is charging,
- LED is blinking blue when battery is full and the
tablet still plugged in.
Note: LED is not dimmable.
To power on or wake up from hibernate the tablet:

- When tablet is off - 3 s press will power it on,
- When tablet is on - 1 s press will turn it to sleep,
3 - “O/I” button - When tablet sleeps - 1 s or more press will turn it
on,
- When tablet is on - 6 s or more press will force
hard shutdown condition.
To dim or brighten the display (except for the LED).

4 and 6 - Brightness control buttons Note: Brightness can also be adjusted through the
day/night modes (settings).
5 - "Home" button To swap to the home page of FalconSphere.

02-46-20 F2000EX EASY
FIGURE 02-46-20-00 - EFB TABLET CONTROL AND INDICATION

F2000EX EASY 02-49-00
ATA 49 – AUXILIARY POWER UNIT
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 6
02-49 ATA 49 – AUXILIARY POWER UNIT
02-49-05 GENERAL
Introduction
Sources
Equipment location
Introduction
Description
Operating principle
APU systems
Distribution

Control
Indication

Circuit breakers
APU ECU protections

Starting sequence
Shutdown

APU start with GPU
APU starting sequence failed
APU normal shutdown failed
APU overspeed
APU fire
CAS messages

02-49-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 6 DGT94085

F2000EX EASY 02-49-05
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 4
INTRODUCTION
The Auxiliary Power Unit (APU) allows the Falcon 2000EX airplane to be self-supported
(providing electrical power and bleed air) during ground operations especially at remote
locations where ground servicing equipment may not be compatible or available.
It also provides backup electrical power and main engine starting bleed air in flight.

02-49-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 4 DGT94085
APU circuit breaker
APU fire
DC supply APU control panel

overhead panel
CAS window
ENG synoptic
ENG-TRIM-BRK
window

F2000EX EASY 02-49-05
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 4
SOURCES
The APU inputs are independent of all installed airplane systems except for the electrical
power source used during starting and fuel supply from the airplane fuel tanks.
ELECTRICAL POWER FUEL
APU starting requires electrical power Fuel is supplied to the APU by the No. 2
supplied either: engine fuel feed line.
- by battery 1 through the battery bus,
Refer to CODDE 1 / Chapter 02 / ATA 28
- by a Ground Power Unit via the ESSential
bus.
EQUIPMENT LOCATION
FIGURE 02-49-05-01 APU LOCATION
The APU is longitudinally mounted underneath the fin, inside the tail cone.

02-49-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 4 DGT94085

F2000EX EASY 02-49-10
CODDE 1 PAGE 1 / 8
DESCRIPTION
DGT94085 ISSUE 6
INTRODUCTION
The Falcon 2000EX EASy incorporates an APU model GTCP36-150 (F2M) manufactured by
Honeywell. The unit is longitudinally mounted in the tail cone within a carbon fireproof
compartment. The APU is certified for both ground and in flight operations.

02-49-10 F2000EX EASY
PAGE 2 / 8 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
DESCRIPTION
The APU consists of an air intake, located in the middle of the unit, a centrifugal compressor
and its discharge port for bleed air, a combustion chamber, a single radial turbine, an exhaust
duct and an accessory section. The accessories include the APU fuel control unit, the fuel
pump, the oil pump and the starter-generator.
A variable geometry compressor diffuser is utilized to optimize pneumatic performance on the
ground and to optimize shaft load performance in flight.
APU
bleed air
valve
Upper left
compartment
Air intake door inlet ventilation
Gearbox
Generator
inlet ventilation
Exhaust duct
Starter generator
Compressor
Generator outlet
ventilation
Lower right
compartment
inlet ventilation
Firewall
FIGURE 02-49-10-00 APU LAYOUT
Air inlets are located on the right and left hand side of the tail cone.
Two air scoops on tail cone (upper LH and lower RH sides) provide APU compartment
ventilation.

F2000EX EASY 02-49-10
CODDE 1 PAGE 3 / 8
DESCRIPTION
DGT94085 ISSUE 6
The engine air intake door is located on the right hand upper side of the APU compartment.
The APU exhaust duct for engine gases and ventilation circulation is located at the rear of the
cone.
The APU generator has its own ventilation system. The air flows through a duct from the LH
inlet ahead of the tail cone. The RH outlet below the APU air intake allows for exhaust of APU
generator ventilation system.
A door opens on LH side for APU oil filling.
LH ventilation scoop APU engine exhaust

APU air intake door
APU generator inlet Oil filler door APU generator RH ventilation scoop
exhaust outlet
FIGURE 02-49-10-01 EXHAUST OUTLET AND AIR INLET
The hot bleed air necessary for main engine start and air conditioning is tapped from
compressor discharge.

02-49-10 F2000EX EASY
PAGE 4 / 8 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
OPERATING PRINCIPLE
The starter-generator first drives the APU. Once APU speed has reached 5.6% N1, the fuel
induction begins and ignition is turned on. At 50 % N1, energy extracted from exhaust gases
is sufficient to drive the compressor and the starter operation is terminated. When the engine
reaches 99 % N1, ignition is terminated.
APU stabilizes to regulate N1 (below 106 %). The stabilized exhaust gas temperature (EGT)
may vary depending on whether hot air is taken or not for air conditioning and on the ambient
air temperature. The engine then operates on a cycle of continuous induction, compression,
combustion and exhaust at a constant rpm.
In flight, airbrakes extension (position 2) may induce an increase of around 20 °C EGT.
When APU BLEED AIR is selected, bleed air is available for engine start or air conditioning.
The APU generator self-connects to the ESS bus. When the APU generator is on line, LH,
ESS and battery buses are powered, BAT 1 is charging. Depending on bus tied rotary switch
position, the same applies to right side buses and BAT 2.
If the start relay fails to open, the amber STARTER APU message appears in the CAS
message window.
If APU generator fails to connect, the amber APU GEN message is then displayed in the
CAS message window.

F2000EX EASY 02-49-10
CODDE 1 PAGE 5 / 8
DESCRIPTION
DGT94085 ISSUE 6
APU SYSTEMS
OIL SYSTEM
The oil system provides cooling and lubrication of the main rotor bearings and accessory
gearbox.
A switch located downstream from the oil system indicates when oil pressure decreases
below the minimum operating value. If so, the APU is automatically shut down on ground.
A thermostat, inside the oil sump, controls the temperature. If oil temperature exceeds the
maximum operating value, the APU is automatically shut down on ground.
An electrical level measuring plug is fitted on the APU oil tank filler cap. The APU OIL status
can be checked on the TEST synoptic before APU start.
Filler cap
Measuring plug
FIGURE 02-49-10-02 APU OIL FILLER PORT
FUEL SYSTEM
Fuel is supplied to the APU by the No 2 engine fuel feed line through the fuel supply shut-off
valve. The APU fuel system includes a Fuel Control Unit, a fuel shut off valve, a fuel flow
divider and six fuel nozzle. The Fuel Control Unit features a bypass filter, a high pressure
gear pump, a torque and metering valve and a differential pressure regulating valve. A
solenoid shut-off valve permits the system to command APU shut-off in case of failure
detected by the APU Electronic Control Unit (APU ECU).
The fuel flow is controlled by the ECU to fit the different APU operation phases and loads.

02-49-10 F2000EX EASY
PAGE 6 / 8 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085
IGNITION SYSTEM
The APU incorporates a high-energy ignition system consisting of a two-way exciter box,
and dual cable and dual igniter plug in the combustion chamber.
The ignition system is entirely controlled by the APU ECU. The ignition is started at 5.6 %
N1 and continues until N1 reaches 99 %.
APU ELECTRONIC CONTROL UNIT (APU ECU)
The APU Electronic Control Unit (APU ECU) is located in the forward servicing
compartment.
It provides for automatic management of APU performance and safeties during starting,
operation and shutdown phases. APU ECU monitoring uses N1 signal generated by a
magnetic sensor mounted on the accessory gearbox and an EGT signal generated by the
single thermocouple probe installed in the APU exhaust duct.
The speed governing loop continuously monitors N1 and modulates fuel flow (timed-
acceleration during starting of the engine or control during self-sustaining operation).
The control speed is 105 % N1 in flight above 6,000 ft for main engine starting, otherwise
102 % N1.
The temperature loop is not active during APU starting or normal operation unless EGT
exceeds the maximum operating value.
A hourmeter/starts counter is located on the APU ECU. This counter is an eight-digits
display and indicates the APU operating time and the number of APU starts.

F2000EX EASY 02-49-10
CODDE 1 PAGE 7 / 8
DESCRIPTION
DGT94085 ISSUE 6
DISTRIBUTION
APU GENERATOR
The starter-generator of the APU is rated at 9 kW (300A) to supply the airplane systems with
28.5 VDC and is regulated by an associated Generator Control Unit (GCU) mounted in the
forward servicing compartment. Its excitation circuits are fed when APU generator trip
magnetic switch is set to upward position.
It is capable of supplying the entire DC electrical system in addition to charging batteries.
BLEED AIR
The APU bleed air is driven through a BLEED AIR valve to the pneumatic system.
For main engine starting, the valve is fully open except if ECU limits EGT temperature.
When used for air conditioning, the APU ECU controls the valve to obtain the desired cabin
temperature.

02-49-10 F2000EX EASY
PAGE 8 / 8 CODDE 1
DESCRIPTION
ISSUE 6 DGT94085

F2000EX EASY 02-49-15
CODDE 1 PAGE 1 / 8
DGT94085 ISSUE 18
CONTROL
Status
lights
Pushbuttons
FIGURE 02-49-15-00 APU CONTROL PANEL
Two-position APU generator trip magnetic switch
FIGURE 02-49-15-01 OVERHEAD PANEL DURING NORMAL IN FLIGHT CONFIGURATION

02-49-15 F2000EX EASY
PAGE 2 / 8 CODDE 1
ISSUE 18 DGT94085
TO ACTIVATE
TO DEACTIVATE
- powers the APU if the push to

ON light is off power Empty windows
(APU not running and not before
powered) start-up
- deactivates the APU if push to

the ON light only is on deactivate
(APU only powered and or stop
not running) APU
N1 and EGT values
(ENG synoptic and
ENG window of PDU)
- abnormal APU stop ON

flashing
push to
- initiates APU starting start
sequence when the ON
light only is on
- initiates APU shutdown
when both ON and RUN
lights are on
(APU running)
push to
stop

F2000EX EASY 02-49-15
CODDE 1 PAGE 3 / 8
DGT94085 ISSUE 18
TO ACTIVATE
TO DEACTIVATE
contactor
closed
(Z< 35,000)
- connects the APU Connected

generator to the ESS bus contactor
closed
- allows excitation of APU
generator (Z> 35,000)
- trips automatically to
down position when the
GCU detects an over-
voltage
- acts as a reset switch contactor
when the fault is cleared open (APU
(only one reset attempt is stopped or
allowed) GPU is on)
Abnormal
Disconnected situation:
contactor
open with
APU running
and no GPU

02-49-15 F2000EX EASY
PAGE 4 / 8 CODDE 1
ISSUE 18 DGT94085
INDICATION
Cockpit indications related to APU are displayed on:

- The ELEC synoptic page for APU generator status and ammeter measurement,
- The ENG-TRM-BRK window for APU parameters,
- The ENG synoptic page for APU parameters,
- The TEST synoptic page for APU oil test.
ELEC SYNOPTIC PAGE
As the APU supplies electrical power to the airplane, APU electrical indications are
displayed in the ELEC synoptic of the lower 2/3 MDU window. This page indicates APU
generator status and the corresponding ammeter measurement.
FIGURE 02-49-15-02 ELECTRICAL SYNOPTIC INDICATION, APU RUNNING

F2000EX EASY 02-49-15
CODDE 1 PAGE 5 / 8
DGT94085 ISSUE 18
FIGURE 02-49-15-03 APU GENERATOR SYMBOL
The analog ammeter and digital readout are displayed in grey when the APU MASTER
pushbutton is ON. Colors are only displayed when the APU is running.
The amber scale and associated indication range depend on the airplane altitude:
- Up to 10,000 ft, above 300 A,
- Between 10,000 ft and 25,000 ft, above 250 A,
- Above 25,000 ft, above 200 A.
Abnormal
Normal values
values appear Invalid data
appear in green
in amber
FIGURE 02-49-15-04 APU GENERATOR AMMETER
ENG-TRM-BRK WINDOW AND ENG SYNOPTIC PAGE
APU engine parameters are only displayed when APU MASTER is ON, at the top RH corner
of the ENG synoptic and at the bottom of the ENG-TRM-BRK window.
N1 (%) and EGT (°C) are displayed as digital readouts.
N1 digital readout is displayed:
- White on a red background if N1 ≥ 110 %,
- Black on an amber background if 106 % ≤ N1 < 110 %,
- Green on a black background if N1 < 106 %.
EGT digital readout is displayed:

- White on a red background if EGT > 746°C,
- Black on an amber background if 690°C < EGT < 746°C,
- Green on a black background if EGT < 690°C.

02-49-15 F2000EX EASY
PAGE 6 / 8 CODDE 1
ISSUE 18 DGT94085
In case of failure, amber labels are displayed near APU parameters: OVSP , OIL ,
BLEED and DOOR .
FIGURE 02-49-15-05 ENG SYNOPTIC

F2000EX EASY 02-49-15
CODDE 1 PAGE 7 / 8
DGT94085 ISSUE 18
TEST SYNOPTIC PAGE
APU oil system can be checked on the TEST synoptic via the APU OIL soft key.
The system indicates:
- if APU OIL level is ok ( LEVEL OK message, see figure below), or
- if APU OIL level is too low ( ADD APU OIL ), or
- if the oil data is invalid ( TEST FAIL ).
FIGURE 02-49-15-07 LOWER MDU TEST SYNOPTIC

02-49-15 F2000EX EASY
PAGE 8 / 8 CODDE 1
ISSUE 18 DGT94085

F2000EX EASY 02-49-20
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
CIRCUIT BREAKERS
APU ECU circuit protection is provided by a conventional trip-free circuit breaker located
FIGURE 02-49-20-00 OVERHEAD CIRCUIT BREAKER PANEL
APU ECU PROTECTIONS
The APU ECU incorporates comprehensive protection, which automatically shuts down the
unit and triggers the APU FAULT CAS message when any of the following conditions is met:
- overspeed (110 % ± 1 %),
- loss of N1 signal,
- wrong position of APU air intake door,
- APU ECU failure,
- loss of DC power,
- no flame,
- slow start (starting phase control),
- speed drop.
The extra following conditions are also activated on ground:
- EGT overheat (see next section, LIMITATIONS),
- loss of EGT signal,
- low oil pressure (below 35±4 psi though N1 above 99 % for more than 10 sec),
- high oil temperature (oil temperature in the sump above 163 °C),
- electrical fuel flow regulator failure,
- APU fire,
- air conditioning overheat.

02-49-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085

F2000EX EASY 02-49-25
CODDE 1 PAGE 1 / 4
NORMAL OPERATION
DGT94085 ISSUE 10
STARTING SEQUENCE
The APU can be started using either airplane battery 1 or an external ground power unit.
On ground, the battery start is the usual operating mode. GPU start is detailed in the
ABNORMAL OPERATION sub-section.
Prior to starting the APU, the oil level must be checked as well as the security area.
Pushing the APU MASTER pushbutton turns the ON light on (steady green once air intake
door is open) and automatically starts the normal No 2 booster pump. APU ECU is powered.
Pushing the START / STOP pushbutton initiates the automatic start sequence. The RUN light
then illuminates for approximately 5 sec to indicate that the command is taken into account
(steady green). It extinguishes during APU starting. When APU start is successful (generator
on line), it illuminates again and remains illuminated until the APU is stopped.
As long as the RUN remains illuminated, the starting sequence is successful. The engine
parameters can be monitored on the ENG-TRM-BRK window. N1 and EGT can be checked
while increasing up to approximately 101 % for N1 and 400 °C for EGT.
The electrical parameters can be checked on the ELEC synoptic before connecting
equipment.
The following examples show controls and indications displayed to the pilots during normal
ground operation of the APU.
FIGURE 02-49-25-00 APU CONTROL PANEL

02-49-25 F2000EX EASY
PAGE 2 / 4 CODDE 1
NORMAL OPERATION
ISSUE 10 DGT94085
FIGURE 02-49-25-01 ELEC SYNOPTIC
FIGURE 02-49-25-02 LOWER ENG-TRM-BRK WINDOW

F2000EX EASY 02-49-25
CODDE 1 PAGE 3 / 4
NORMAL OPERATION
DGT94085 ISSUE 10
SHUTDOWN
The APU incorporates an automatic and manual shutdown system that is controlled by the
APU ECU and corresponds to the abnormal conditions detailed in the SYSTEM
PROTECTION section.
Pushing the START / STOP pushbutton closes the APU fuel shut-off valve, the APU START-
STOP green RUN light flashes for 2 sec then extinguishes.
Pushing the APU MASTER pushbutton while ON light is steady green stops electrical power
to the APU ECU. The ON light extinguishes when the air intake door is closed.
NOTE 1
When the APU is shut down using the STOP pushbutton, or if automatic shutdown occurs, the
APU cannot be restarted unless the MASTER pushbutton is momentarily unlatched and
latched again (pushed twice).
NOTE 2
Due to APU ECU shutdown logic, a transient amber OVSP label is displayed.

02-49-25 F2000EX EASY
PAGE 4 / 4 CODDE 1
NORMAL OPERATION
ISSUE 10 DGT94085

F2000EX EASY 02-49-30
CODDE 1 PAGE 1 / 4
ABNORMAL OPERATION
DGT94085 ISSUE 4
APU START WITH GPU
Prior to initiating the APU start cycle, the GPU must be plugged in and operating. When the
EXT POWER light pushbutton is illuminated, the following occurs:
- batteries No.1 and 2 are isolated,
- the battery bus, the ESS, right and left buses are powered by the GPU (buses are
automatically tied),
- APU generator is inhibited.
Pushing APU MASTER pushbutton powers the APU ECU, opens the air intake door, opens
APU fuel supply valve and illuminates the ON light.
Pushing APU START / STOP pushbutton initiates the starting sequence. This sequence is the
same as the battery starting sequence except for BAT 1 contactor which close during the
sequence, its symbol turning from gray to green on ELEC synoptic.
Until EXT POWER is depressed, GPU generator continues to power the distribution system,
inhibiting all generators, including APU, BAT 1 and BAT 2 (gray symbols).
Since the engine speed is above 99 % N1, APU bleed air is available for the air conditioning
system.

02-49-30 F2000EX EASY
PAGE 2 / 4 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085
APU STARTING SEQUENCE FAILED
If the APU fails to start when the START / STOP pushbutton is used, the RUN light does not
illuminate and the ON light of the MASTER pushbutton flashes.
APU NORMAL SHUTDOWN FAILED
If the APU fails to shut down when the START / STOP pushbutton is pushed, an alternate
method is also available. Pushing the APU MASTER pushbutton turns off the ON light and
cuts off power to the APU ECU causing the APU fuel shut-off valve to close.
NOTE
This condition should be written up as a maintenance follow-up action. This problem may be
associated with the APU ECU automatic shutdown logic.

F2000EX EASY 02-49-30
CODDE 1 PAGE 3 / 4
ABNORMAL OPERATION
DGT94085 ISSUE 4
APU OVERSPEED
In case of APU overspeed, the APU shuts down automatically.

02-49-30 F2000EX EASY
PAGE 4 / 4 CODDE 1
ABNORMAL OPERATION
ISSUE 4 DGT94085
APU FIRE
The fire warning activates the warning horn, causes the illumination of the corresponding
FI RE
guarded AP U pushbutton on the overhead control panel and displays the CAS
message.
FI RE
Pressing the AP U pushbutton automatically shuts down the APU and shuts off the APU fuel
DI SCH
valve. Pressing the pushbutton causes discharge of the single APU fire extinguisher
cylinder dedicated to this area.
CAS MESSAGES

FIRE APU Fire detected on APU
APU FAULT APU fault detected by APU ECU
APU FIRE DETECT FAIL APU fire detection system failure
APU GEN APU generator not connected with APU running
STARTER APU APU on and starter still active
APU GEN FAIL On ground, APU contactor failed to open

F2000EX EASY 02-50-00
ATA 50 – STRUCTURE
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 4
02-50 ATA 50 – STRUCTURE
02-50-05 GENERAL
Introduction
Principal dimensions
Overall layout
Cabin layout
Fuselage
Nose cone
Landing gear
Flight deck
Flight deck windows
Passenger door
Cabin
Cabin windows
Emergency exit
Wings
Baggage compartment
Servicing compartments
Auxiliary Power Unit compartment
Empennage

Indication

CAS messages

02-50-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 4 DGT94085

F2000EX EASY 02-50-05
CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 9
INTRODUCTION
The structural design of the F2000EX EASy / F2000DX / F2000LX airplane conforms to a fail-
safe structural design concept. The airplane mainly employs high-strength aluminum alloys in
its structure.
The structure design is based on fatigue and damage tolerance requirements.
The fuselage is a fully monocoque structure made of high-strength aluminum alloy. The
airplane structure also includes other high technology materials such as titanium, corrosion-
resistant steel, and carbon composites for primary structures, fiberglass, and Kevlar for the
secondary components.
The main airplane structure consists of fuselage, wings, powerplant pylons, landing gear and
empennage.
The fuselage includes the cockpit, the passenger cabin, the forward, centerwing and aft tanks,
the baggage compartment, the forward and aft servicing compartments.
The aft structure of the airplane supports the empennage, both engines and the APU.

02-50-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 9 DGT94085
PRINCIPAL DIMENSIONS
FIGURE 02-50-05-00A F2000EX EASY / F2000DX - PRINCIPAL DIMENSIONS
FIGURE 02-50-05-00B F2000LX / F2000DX WITH WINGLETS- PRINCIPAL DIMENSIONS

F2000EX EASY 02-50-05
CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 9
OVERALL LAYOUT
FIGURE 02-50-05-01 THREE-VIEW DRAWING WITHOUT WINGLET

02-50-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
GENERAL
ISSUE 9 DGT94085
CABIN LAYOUT
FIGURE 02-50-05-02 CABIN OVERVIEW (TYPICAL)

F2000EX EASY 02-50-10
CODDE 1 PAGE 1 / 22
DESCRIPTION
DGT94085 ISSUE 14
FUSELAGE
The fuselage is an all-metal fully monocoque structure with circular bulkheads.

It is divided into three major sections:
- The nose section extends the length of the radome to the forward flight deck bulkhead.
- The center section is pressurized and extends from the forward flight deck bulkhead to the
baggage compartment partition. It includes the flight deck, passenger cabin, lavatory, wing
attach points, front and rear fuel tanks and baggage compartment. The baggage
compartment is pressurized and is accessible through an internal door and an external
door.
- The aft section includes the rear structure which supports the empennage, servicing
compartments and APU.
The nose cone, the passenger / crew door, the baggage compartment external door and both
servicing compartment doors are locked by means of common key.
FIGURE 02-50-10-00 FUSELAGE FRAME DESCRIPTION
Frame Frame
Pressurized Pressurized cabin Pressurized baggage

nose cone compartment
FIGURE 02-50-10-01 PRESSURIZED AREAS

02-50-10 F2000EX EASY
PAGE 2 / 22 CODDE 1
DESCRIPTION
ISSUE 14 DGT94085
NOSE CONE
The nose cone is a composite structure. It is pressurized and can be slid forward and locked
or lifted for better access and locked in open position by a compensating rod. The nose cone
houses radar, avionics, and other optional equipment.
Pilot and component protection (electrical wirings or flight control system) behind frame 0 is
provided by shields and energy absorption, during impact on avionics equipment installed on
the chassis attached to frame 0.
FIGURE 02-50-10-02 NOSE CONE OVERVIEW

F2000EX EASY 02-50-10
CODDE 1 PAGE 3 / 22
DESCRIPTION
DGT94085 ISSUE 14
LANDING GEAR
GENERAL
FIGURE 02-50-10-03 F2000EX EASY / F2000DX - GROUND MANEUVER CAPABILITY

02-50-10 F2000EX EASY
PAGE 4 / 22 CODDE 1
DESCRIPTION
ISSUE 14 DGT94085
FIGURE 02-50-10-04 F2000LX / F2000LXS / F2000S - GROUND MANEUVER CAPABILITY
The landing gear is of the retractable tricycle type with dual wheels on all landing gears. It is
electrically controlled and hydraulically actuated. The hydraulic system powers the nose
wheel steering, which is electrically controlled from the pilot station.

F2000EX EASY 02-50-10
CODDE 1 PAGE 5 / 22
DESCRIPTION
DGT94085 ISSUE 14
MAINTENANCE ACCESS DOOR
A maintenance access door, located in the ceiling of the nose wheel well, allows access to
the instruments behind the instrument panel.
FIGURE 02-50-10-05 NOSE WHEEL WELL DOOR
CAUTION
No warning notices this door is not in place nor locked.

02-50-10 F2000EX EASY
PAGE 6 / 22 CODDE 1
DESCRIPTION
ISSUE 14 DGT94085
FLIGHT DECK
The flight deck can seat two pilots and also an additional crew member with an optional seat
or jump seat.
The flight deck is separated from the passenger cabin by a partition and a sliding door. It is
sound-proofed and has thermal insulation.
Two crew seats are adjusted for support and comfort. The seats include a quick-disconnect
combination lap belt and shoulder harnesses with inertia reels, adjustable lumbar supports,
and vertical / horizontal adjustments. The seat cushions are removable.
FIGURE 02-50-10-06 FLIGHT DECK
 For more information, refer to CODDE1 / Chapter 02 / ATA 25

F2000EX EASY 02-50-10
CODDE 1 PAGE 7 / 22
DESCRIPTION
DGT94085 ISSUE 14
FLIGHT DECK WINDOWS
Flight deck windows include a three-part windshield, two side windows (the pilot side is
sliding), and two rear windows. The windows are made of bird impact-resistant, chemically
tempered glass sandwiched panels. They are electrically heated.
The pilot forward sliding window may be opened on the ground. If necessary, the window may
be opened in flight to ease the evacuation of smoke and fumes or during landing if forward
vision is obscured. The window has a positive lock on the inside of the window frame.
FIGURE 02-50-10-07 PILOT FORWARD SIDE WINDOW

02-50-10 F2000EX EASY
PAGE 8 / 22 CODDE 1
DESCRIPTION
ISSUE 14 DGT94085
PASSENGER DOOR
FIGURE 02-50-10-08 PASSENGER DOOR
The passenger door is located on the left side of the cabin, immediately aft of the flight deck.
It opens outward and downward. Integral stairs and handrail are provided to access the
airplane.
The door may be opened from either the inside or outside. A key lock is provided on the
exterior for security when the airplane is unattended.
A CAS message ( DOOR PAX on parking, DOOR PAX during taxiing and in flight ) is
displayed on the CAS window when the door is not fully closed and locked.

F2000EX EASY 02-50-10
CODDE 1 PAGE 9 / 22
DESCRIPTION
DGT94085 ISSUE 14
Door lift outside

pushbutton
Telescopic rods
Telescopic
handrail
Door handle Spotlights
Folding Visual Inspection

step window
FIGURE 02-50-10-09 MAIN ELEMENTS
The door is electrically lifted (BAT bus power supply). The opening/closing function can be
initiated from both inside and outside the airplane through the use of pushbuttons located on
the airplane exterior and inside the airplane on a service strip at the top of the left hand
cabinet.
FIGURE 02-50-10-10 DOOR LIFT OUTSIDE PUSHBUTTON

02-50-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085
FIGURE 02-50-10-11 INSIDE PUSHBUTTONS
A lift inhibit function is provided in the event excessive loads are imposed on the electric door
closing motor. The power supply for the motor is provided from the battery bus but is not
disabled by crash logic.
The door is equipped with two proximity sensors (one on each side). When the door is closed,
the door rollers push the levers which take place just in front of the two proximity sensors.
Proximity
sensor
FIGURE 02-50-10-12 PROXIMITY SENSOR

F2000EX EASY 02-50-10
DESCRIPTION
DGT94085 ISSUE 14
FIGURE 02-50-10-13 ROLLER
The passenger door is also equipped with a visual inspection window. When the door is
closed, the two arrows must be aligned.
FIGURE 02-50-10-14 VISUAL INSPECTION WINDOW

02-50-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085
CABIN
The passenger cabin extends from the flight deck partition to the baggage compartment. It is
sound-proofed and thermally insulated, and is equipped with side and ceiling panels,
consoles, window trim panels, and passenger service units (oxygen masks, gaspers,
passenger ordinance signs and reading lights).
Interior seating arrangements are available for up to 19 passengers. Interior arrangements
and furnishings vary among airplanes because of customer's requirements and preferences.
The items, which can be customized and tailored for customers, include:
- The arrangement of decorating elements (furniture, partitions, seats, sofas, etc.),
- The material used for trim paneling,
- Cabin equipment (galley, stereo, video, refrigerator, bar, tables, etc.),
- Cabin lighting,
- Location of front and/or rear lavatory and the cabinetry,
miscellaneous customer airplane certified equipment.
FIGURE 02-50-10-15 CABIN LAYOUT

F2000EX EASY 02-50-10
DESCRIPTION
DGT94085 ISSUE 14
CABIN WINDOWS
The passenger cabin features eighteen elliptical windows formed of two stretched acrylic
material panels. The seventh window, aft of the right side, is installed in the emergency exit.
FIGURE 02-50-10-16 CABIN WINDOWS

02-50-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085
EMERGENCY EXIT
An emergency exit is located on the right side of the cabin, at the seventh aft window, over
the wing. The exit is locked in a frame and includes a quick-unlocking mechanism, which can
be operated from either inside or outside the airplane. Unlocking is controlled from the inside
with a handle and from the outside by means of a pushbutton, which is connected to the
inside handle.
An exit panel position switch located on the upper frame member of the emergency exit
activates a CAS message DOOR EMERGENCY , when the airplane is energized.
FIGURE 02-50-10-17 EMERGENCY EXIT

F2000EX EASY 02-50-10
DESCRIPTION
DGT94085 ISSUE 14
WINGS
The airplane relies on a double sweep wing low-mounted on the fuselage.

It is a supercritical profile wing, allowing improvement of the aerodynamic elongation (wing
aspect ratio) at 0.8 optimized cruise-Mach.
It includes machined front and rear spars sandwiched between milled upper and lower load-
bearing skin panels.
Each wing is equipped with:
- One fixed leading edge,
- Leading edge slat,
- Three airbrake panels on the top surface,
- Two trailing edge flaps,
- One aileron.
The wing box structure forms one large integral (wet) fuel tank in each wing. The rear spar of
the box supports the main landing gear and the tracks for the flaps; the front spar supports the
rollers for the leading-edge slats.
FIGURE 02-50-10-18 WINGS STRUCTURE

02-50-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085
FIGURE 02-50-10-19 WINGS ASSEMBLY

F2000EX EASY 02-50-10
DESCRIPTION
DGT94085 ISSUE 14
BAGGAGE COMPARTMENT
GENERAL
The pressurized baggage compartment is located in the aft part of the center section and is
accessible in flight.
The compartment is lined and features garment hanger racks (option) in the forward area
and folding shelves to maximize baggage storage.
Access to the pressurized baggage compartment is through the door located in the aft
partition of the lavatory and left external door of the airplane.
The exterior door has a key lock for security. Baggage compartment exterior door
dimensions: 30.51 ft x 29.53 ft (0.715 m x 0.75m).
The maximum admissible weight of baggage is 1.600 lb (725 kg) without exceeding 61.4
lb/sq.ft (300 kg/m2).
FIGURE 02-50-10-20 BAGGAGE COMPARTMENT OVERVIEW

02-50-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085
CONTROL
Unlocking flap (2)
Safety lock (1)
Control handle (3)
FIGURE 02-50-10-21 CONTROL ACCESS PANEL
Three mechanisms control door opening:

- Safety lock (1) controls latching mechanism unlocking,
- Unlocking flap (2) frees the latch pawl,
- Control handle (3) enables the door to be moved clear of the frame.
NOTE
Opening the baggage compartment external door from inside the airplane is not possible.
CAUTION
Before closing the door, fold the folding step until it locks in its retaining clip.
SATETY DEVICES
Two baggage compartment door microswitches, located on door frame and two baggage
compartment door position detectors located on door frame lower web activate a CAS
message ( DOOR BAG on parking, DOOR BAG during taxiing and in flight ) when the
door is not fully closed and locked.

F2000EX EASY 02-50-10
DESCRIPTION
DGT94085 ISSUE 14
SERVICING COMPARTMENTS
FIGURE 02-50-10-22 SERVICING COMPARTMENT LOCATION
The unpressurized forward and aft servicing compartments house hydraulic bay, air
conditioning and miscellaneous components.
Forward servicing compartment door is located on the LH side of the fuselage. An access
ladder is located at the back.
FIGURE 02-50-10-23 FORWARD SERVICING COMPARTMENT DOOR

02-50-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085
Aft servicing compartment door is located below the fuselage. It is fitted with an access
ladder. The aft compartment houses hydraulic bay.
FIGURE 02-50-10-24 AFT SERVICING COMPARTMENT DOOR
The two doors are connected with sensors which activate a CAS message
DOOR AFT SERV + FORW SERV to inform that the service doors are not closed.
AUXILIARY POWER UNIT COMPARTMENT
The Auxiliary Power Unit (APU) is located in a fire-proof compartment.
FIGURE 02-50-10-25 APU COMPARTMENT

F2000EX EASY 02-50-10
DESCRIPTION
DGT94085 ISSUE 14
EMPENNAGE
The empennage consists of the horizontal and vertical stabilizers.

The horizontal stabilizer is mounted midway on the vertical fin, away from disrupted airflow
caused by the exhaust flows of engines No 1 and 2.
The horizontal stabilizer is made of high technology composite materials.
The entire horizontal stabilizer lift angle is adjustable for pitch trim and actuated by an
actuator. It comprises two elevators for pitch control.
The vertical stabilizer is metal-made and uses spars and stressed-skin construction.
The rudder is trimmed through normal trim motor operation.
FIGURE 02-50-10-26 VERTICAL FIN AND HORIZONTAL STABILIZER

02-50-10 F2000EX EASY
DESCRIPTION
ISSUE 14 DGT94085

F2000EX EASY 02-50-15
CODDE 1 PAGE 1 / 2
DGT94085 ISSUE 7
INDICATION
PASSENGER DOOR LIFT TEST
The passenger door guarded pushbuttons are located on the service trip at the top of the LH
cabinet.
When the DOOR TEST soft key is depressed:

- The DOOR LIFT pushbutton is lightened (amber color), and
- The EXT LIFT INHIBIT pushbutton is lightened (white color).
When the DOOR TEST soft key is released:
- The DOOR LIFT pushbutton remains lightened (amber color), and
- The EXT LIFT INHIBIT pushbutton is unlightened.
DOOR TEST soft key selected DOOR LIFT and EXT. LIFT INHIBIT lighted
In order to switch off the DOOR LIFT pushbutton, depress the DOOR RST soft key
DOOR LIFT and EXT. LIFT INHIBIT

DOOR ReSeT soft key selected
unlighted
FIGURE 02-50-15-00 PASSENGER DOOR LIFT TEST

02-50-15 F2000EX EASY
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ISSUE 7 DGT94085

F2000EX EASY 02-50-20
CODDE 1 PAGE 1 / 2
ABNORMAL OPERATION
DGT94085 ISSUE 14
CAS MESSAGES

DOOR AFT SERV Aft servicing door is open.
DOOR AFT SERV + FORW SERV Aft servicing door and forward servicing door are
open.
DOOR BAG During taxiing and in flight, baggage door is not fully
closed and locked.
DOOR EMERGENCY Emergency exit is open.
DOOR FORW SERV Forward servicing door is open.
DOOR FWD TOILET Forward toilet door is open (option).
DOOR PAX During taxiing and in flight, passenger door is not fully
closed and locked.
DOOR PAX + BAG During taxiing and in flight, passenger and baggage
compartment doors are not fully closed and locked.
Airplane fitted with EASy II

One of the option would not be in a right position
CABIN: NOT READY
before take-off and landing phases (e. g. mid cabin
divider closed or table not properly stowed or seat not
in correct position)
DOOR BAG On parking, baggage compartment external door is

open.
DOOR PAX On parking, passenger door is open.
DOOR PAX + BAG On parking, passenger and baggage compartment

doors are not fully closed and locked.

02-50-20 F2000EX EASY
PAGE 2 / 2 CODDE 1
ABNORMAL OPERATION
ISSUE 14 DGT94085

F2000EX EASY 02-70-00
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CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 4
02-70 ATA 70 – ENGINES
02-70-05 GENERAL
Introduction
Sources
Engines location
Introduction
Major components
Operating principle
Engine systems
Thrust Reverser
Automatic engine control
Automatic Power Reserve (APR)
Fire protection

Control
Indication

Circuit breakers

Engine start
Engine shutdown

Engine motoring
CAS messages

02-70-00 F2000EX EASY
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PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 4 DGT94085

F2000EX EASY 02-70-05
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CODDE 1 PAGE 1 / 4
GENERAL
DGT94085 ISSUE 18
INTRODUCTION
The Falcon 2000EX EASy is powered by two Pratt & Whitney PW308C (PW308C+ for Falcon
2000LXS and S) turbofan engines. Each engine is automatically controlled by a dedicated
FADEC (Full Authority Digital Electronic Control) system.
Each engine thrust rating is (sea level):
- 6,998 lb (3,113 daN) with an OAT up to ISA + 17.0 °C,
- 7,002 lb (3,115 daN) up to ISA + 23.0 °C with Automatic Power Reserve (APR).
The PW308C engine weight (without options) is 1,368 lb (620 kg).
The PW308C+ engine weight (without options) is 1,340 lb (608 kg).
The engine bypass ratio is 4.

02-70-05 F2000EX EASY
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PAGE 2 / 4 CODDE 1
GENERAL
ISSUE 18 DGT94085
ENG-TRM-FUEL ENG-TRM-FUEL

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CODDE 1 PAGE 3 / 4
GENERAL
DGT94085 ISSUE 18
SOURCES
ELECTRICAL PNEUMATIC FUEL HYDRAULIC

For engine start: For engine start: Refer to CODDE 1 / For Thrust
- APU (GND/FLT) - APU (GND) Chapter 02 / ATA 28 Reversers
operations:
- GPU (GND) - ASU (GND)
- HYD 1 and HYD 2
For Ignition: - bleed air from the
- Batteries cross-engine
(GND/FLT) (GND/FLT)

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GENERAL
ISSUE 18 DGT94085
ENGINE LOCATION
The engines are pylon-mounted on the left and right sides of the rear fuselage.
FIGURE 02-70-05-01 ENGINE LOCATION

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CODDE 1 PAGE 1 / 14
DESCRIPTION
DGT94085 ISSUE 18
INTRODUCTION
The PW308C/C+ is a turbofan engine.

Each engine includes lubrication, fuel, ignition and air systems.
Each engine is equipped with a thrust reverser.
Each engine is automatically controlled by a dedicated Full Authority Digital Engine Control
(FADEC).
Each engine is equipped with a fire detection system and both share a common fire
extinguishing system.

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DESCRIPTION
ISSUE 18 DGT94085
MAJOR COMPONENTS
INTRODUCTION
The dual-flow PW308C/C+ engine main parts are:

- 2 compressor-turbine assemblies (Low Pressure - LP spool, High Pressure - HP spool),
- 1 combustion chamber,
- 1 exhaust nozzle.
FIGURE 02-70-10-00 PW308C/C+ MAJOR COMPONENTS (CROSS SECTION)

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DESCRIPTION
DGT94085 ISSUE 18
LP SPOOL
The LP spool is composed of:

- The single stage fan compressor. The airflow going through the fan is separated by a
divider feeding both the HP compressor (primary flow) and the exhaust nozzle (secondary
flow).
- The LP shaft, which links the fan up to the three-stage LP turbine.
- The three-stage LP turbine, located downstream from the HP turbine, draws energy from
the exhaust gases to drive the fan.
The LP spool speed is designated N1. 100 % N1 corresponds to 10,400 rpm.
HP SPOOL
The HP spool is composed of a four-stage axial compressor, a single stage centrifugal

compressor, the HP shaft and a two-stage turbine. Bleed Off Valves (BOV) are located
between the axial and centrifugal compressors in order to prevent compressor stall.
The HP compressor provides high pressure airflow for the combustion chamber.
It also supplies airflow to the pneumatic systems.
The axial compressor is equipped with variable Inlet Guide Vanes (IGV) and first-stage
variable stator vanes.
The two-stage HP turbine, located downstream from the combustion chamber, extracts
energy from the exhaust gases to drive the HP compressor and the accessory gearbox.
The HP spool speed is designated N2. 100 % N2 corresponds to 26,780 rpm.
COMBUSTION CHAMBER
The combustion chamber is a straight-through annular type. It is constructed with a multi-

orifice patterned shell, designed to yield the best fuel/air ratio for combustion with minimum
exhaust smoke.
The fuel is injected into the combustion chamber through 22 air assist nozzles. On PW308C
only, two of the fuel nozzles have an additional fuel supply line to provide a separate primary
fuel flow for a better start.
The combustion chamber includes two spark igniters.
The PW308C+ is equipped with a low-emissions TALON II combustion chamber (M5010),
designed to reduce air pollution.
EXHAUST NOZZLE
Exhaust gases, exiting the LP turbine, are directed through the engine primary nozzle
equipped with a mixer. The mixer forces high speed exhaust gases to mix with the fan
peripheral secondary airflow. The gas mixture provides higher thrust and lower external
noise level.

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DESCRIPTION
ISSUE 18 DGT94085
ACCESSORY GEARBOX
The accessory gearbox is driven by the HP spool through a transfer gearbox.

All engine-driven accessories, except N1 sensor (LP rotor speed), are located on the
accessory gearbox, which transmits the mechanical power necessary for:
- The oil pump,
- The hydraulic pump (two pumps on RH engine),
- The DC generator,
- The HydroMechanical Unit (HMU), which controls fuel flow and the angle of HP
compressor Inlet Guide Vanes (IGV), and variable stator vanes,
- The Permanent Magnetic Alternator (PMA) which provides the Electronic Engine
Control (EEC) with alternating current and N2 input signal.
The air starter is connected to the accessory gearbox.

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DESCRIPTION
DGT94085 ISSUE 18
OPERATING PRINCIPLE
The single stage fan draws air in through the engine nacelle duct. The fan accelerates a large
air mass up to a relatively low velocity and divides it into two air flows:
- The bypass airflow (secondary, 80% of the air mass) runs through the low-velocity
bypass duct directly to the exhaust nozzle.
- The core airflow (primary, 20% of the air mass) is pressurized by the HP compressor
before entering the combustion chamber.
The core airflow enters the combustion chamber and mixes with the fuel. During engine start
(engine start selector set to START), stall detection (by avionics), continuous ignition (engine
start selector set to IGN) and flame out detection (by EEC), the mixture is ignited by one or
the two high-energy igniter plugs. The mixture then expands through the turbine section. The
HP turbine extracts energy to drive both the HP compressor through the main rotor shaft and
the accessory gearbox through transfer gearbox.
The LP turbine extracts energy to drive the fan through the LP rotor shaft.
The LP turbine exhaust airflow continues to accelerate through the exhaust mixer and mixes
with the bypass airflow in the exhaust duct, which directs it into the atmosphere to provide
thrust.
During engine start, the pneumatic starter drives the HP spool through the accessory
gearbox. When the engine reaches 50 % N2, the starter control valve closes and the air stater
declutches as the engine accelerates by itself. Ignition stops when one of these two events
occurs:
- ITT increases by 200 °C from beginning of start-up,
- Air starter declutches.
If the starter control valve fails to close when N2 reaches 50 %:
- The amber STARTER .. FAIL is displayed in the CAS window.
If the starter control valve mechanism fails, it can be manually opened and closed through an
access port in the lower engine cowl (refer to Engine Starting Valve in Dispatch
documentation).

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DESCRIPTION
ISSUE 18 DGT94085
ENGINE SYSTEMS
The engine systems include the oil, fuel, ignition and air systems described hereafter.
OIL SYSTEM
The oil system lubricates and cools both HP and LP spools and the accessory gearbox. It is
primarily composed of the following:
- A pressurized oil tank with a sight glass and an electric gauge,
- A flow-regulating pressure pump to feed the system from the oil tank,
- A clogging filter located downstream of the oil pump,
- A Fuel-Oil Heat Exchanger (FOHE) that cools oil and heats fuel,
- A combination of scavenge pumps to refeed the oil tank (directly or via the accessory
gearbox), as well as to separate air from oil, both mixed in the engine,
- A chip detector located upstream of the oil tank,
- Temperature and pressure probes and a low pressure switch.
An electrical gauge supplies oil quantity data to the avionics via the Fuel Quantity
Management Computer.
NOTE
Oil quantity should be checked 10 min to 20 after engine shutdown, and serviced with the type
and brand specified in the AFM (DGT88898) or Ground Servicing Manual (DGT681).
The Clogging Filter is equipped with a bypass line and a switch that transmits the filter
clogging information. When the filter is clogged, prior to the bypass opening,
ENG .. : OIL FILTER message appears in the CAS window.
When ferrous metal particles accumulate in the Chip Detector, ENG .. : OIL CHIP message
appears in the CAS window. The Chip Detector circuit is self-monitored and in case of
failure, ENG .. : OIL CHIP FAIL message appears in CAS window.
The indicated Oil Temperature is measured just upstream of the engine.

The indicated Oil Pressure is the pressure differential between upstream and downstream of
the engine in one of the scavenge lines.
Both data are displayed within the appropriate ENG synoptic and ENG-TRM-FUEL window.
Another Oil Pressure differential sensor detects an abnormally low pressure during
operation. When the Oil Pressure is too low, ENG .. : OIL PRESS message appears in
CAS window.

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DESCRIPTION
DGT94085 ISSUE 18
FUEL SYSTEM
The airplane fuel system feeds the engine through the Fuel Shut-Off Valve, then through the
Hydro-Mechanical Unit (HMU) assembly and then to the distribution system.
Fuel Shut-Off Valve
The fuel shut-off valve is located upstream of the engine fuel Pressurization System. It
controls fuel flow to the Hydro-Mechanical (HMU). In case of fire, the pilot can shut this
valve off using the SHUT-OFF pushbutton, which is located on the fire warning panel.
Hydro-Mechanical Unit (HMU)
The HMU is an electro-hydrauclic transducer which changes EEC signals to fuel flow and
other control functions. It regulates fuel flow, positions HP compressor inlet variable
geometry, shutdown the engine during normal and abnormal circumstances, and
provides high and low fuel pressure protection. Main HMU components are the
Pressurization System and the Fuel Control Unit.
■ Pressurization System
It is a two-stage pump (low and high pressure stages) feeding the Fuel Control Unit
(FCU) with fuel at the required pressure and flow rate. The first stage is a
centrifugal booster pump, and the second one is a gear pump. A fuel filter is
installed between both pump stages. At the pump outlet, a part of the fuel is
directed through the Fuel-Oil Heat Exchanger (FOHE) to warm it, and then directed
back to the filter to prevent ice-clogging.
When the fuel filter is clogged, a built-in bypass valve opens and activates the white
ENG .. : FUEL FILTER message in the CAS message window.
The whole HMU is protected from overpressure by a high-pressure relief valve. This
valve opens if the pump second stage pressure is too high. Fuel is then bypassed
to the pump second stage inlet.
■ Fuel Control Unit
The Fuel Control Unit (FCU) includes a metering valve and a minimum pressure
valve that supplies the nozzles.
As part of the HMU, the FCU includes an emergency standby shutdown solenoid
that is controlled through the fire control overhead panel.
As the FCU is actuated by fuel pressure, a built-in Minimum Pressure Valve (MPV)
provides a minimum fuel pressure regardless of the fuel flow.
Distribution System
The distribution system includes 22 fuel nozzles.

.

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DESCRIPTION
ISSUE 18 DGT94085
IGNITION SYSTEM
Each engine has an ignition system which includes one ignition exciter and two ignitor plugs.
Both ignitor plugs can be operated separately by the exciter. Only one is operated during
normal ground start-up, and both during in flight start-up or in flight relight.
The ignition exciter is powered by the airplane electrical system and controlled by the EEC.
AIR SYSTEM
High pressure (HP) compressor air is bled off to provide pressurizing air mainly for:
- Bearing compartment oil seals,
- Cooling air of the turbine section,
- bleed off valves controls (BOV),
- Nose cone permanent heating (for anti-icing),
- Airplane services.
A BOV failure can result in surge or ITT exceedance. It is indicated by an amber CAS
message ENG .. : MONITOR ITT or ENG .. : SURGE PROT FAIL, depending on the valve
position when it failed.
HP air and/or Low Pressure (LP) air is bled from HP compressor off to provide other airplane
services.
 For airplane services, refer to CODDE 1 / Chapter 02-36-10 ATA 36 PNEUMATIC.

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DESCRIPTION
DGT94085 ISSUE 18
THRUST REVERSER
Both engines have a Thrust Reverser (T/R) to slow down the airplane on the ground. Each
T/R is electrically controlled and hydraulically actuated.
The thrust reverser system installed on each engine consists of:
- Two T/R doors tilted by two hydraulic actuators.
o The LH T/R is powered by the HYD 1 system, and
o The RH T/R is powered by the HYD 2 system.
o To deploy the doors, the hydraulic actuators must overcome the exhaust
aerodynamic forces that keep the doors stowed.
o The upper and lower doors differ in geometry and are not interchangeable between
engines.
- Two pin locks actuators per door, which lock the T/R in to stowed position.
The thrust reverser system installed on the airframe consists of:
- One hydraulic accumulator per engine, to actuate the T/R for one cycle (deploy-stow)
if the corresponding hydraulic system fails.
- A Thrust Reverser Control Unit (TRCU) that controls and monitors each T/R:
o It receives WOW, TL position and T/R status switches.
o It provides output power to hydraulic valves solenoids (isolation, lock and control)
embedded in the Hydraulic Control Valve and Isolation Valve.
o It provides monitoring to the EEC for flight deck indication.
CAUTION
Use of thrust reverser to move the airplane back is forbidden.
FIGURE 02-70-10-01 THRUST REVERSER IN DEPLOYED POSITION

02-70-10 F2000EX EASY
ATA 70 – ENGINES
DESCRIPTION
ISSUE 18 DGT94085
AUTOMATIC ENGINE CONTROL
Each engine is controlled by a Full Authority Digital Engine Control (FADEC) which regulates
N1 in response to a Thrust Lever Angle (TLA). The main components of the FADEC are the
Thrust Lever (TL), the Electronic Engine Control (EEC) and the HydroMechanical Unit (HMU).
The EEC is powered by one Permanent Magnetic Alternator (PMA), so that it is independent
of airplane electrical system. Should the PMA fail at engine start, the EEC is powered by the
airplane electrical system.
One EEC has two channels A and B. Both channels run at the same time: one controls the
engine, the other one is in standby. During start, the channels are temporarily swapped to test
the standby channel. At each engine start, each channel role reverses (in control / standby).
The EEC continuously monitors both channels. In case of discrepancy, the faulty channel is
automatically deactivated. If both channels are impaired (ex: by a failed N1 sensor), the
engine operates at a reduced capacity (ex: with N2 sensor data). The complete failure of both
channels makes the engine shut down.
The EEC:
- Controls the entire engine start sequence,
- Commands the closing of the Bleed-Off Valve,
- Continuously controls N1 and N2 primarily based on TLA and flight parameters,
- Synchronizes ENG 2 with ENG 1 (N1 or N2 when commended by crew),
- Computes the minimum N1 for wing anti-icing,
- Controls the ignition,
- Controls the Inlet Guide Vanes (IGV),
- Ouputs the engine parameters toward the avionics.
The EEC also provides:
- Hung and hot start protection (on ground only),
- Overspeed protection,
- Flameout protection with automatic relight.
On ground, the EEC aborts the engine start:
- When there is no ignition within 20 seconds,
- When ITT is too high (Hot start protection),
- When an IGV is faulty,
- When N2 does not reach 5.2% within 15 seconds on PW308C (hung start protection),
- When N2 does not reach 6.5% within 15 seconds on PW308C+ (hung start
protection),
- In absence of N1 signal when N2 reaches ground idle.

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DESCRIPTION
DGT94085 ISSUE 18
AUTOMATIC POWER RESERVE (APR)
If an engine fails when both thrust levers are in TO detent (MAX CLB respectively), the
remaining engine thrust automatically increases up to APR rating (MCT respectively).
THROTTLE POSITION APR THRUST
MAX CLB Maximum Continuous Thrust rating
With APR:
Take-Off rating limited by MAX ITT 895°C for 5
TO
minutes (FADEC v8) or 875°C for 10 minutes
(FADEC v9 - M3453).
The APR mode can be manually forced or inhibited.
Condition of activation:
- One thrust lever at or beyond MAX CLB detent, and
- 15 % gap between both engine N1, and
- Altitude below 20,000 ft, and
- Temperature above ISA +15 °C (59 °F).
APR automatically deactivates if the thrust lever on live engine is set below MAX CLB detent.
NOTE
If APR activates, the Bleed Air System automatically closes. It will reopen when APR stops.

02-70-10 F2000EX EASY
ATA 70 – ENGINES
DESCRIPTION
ISSUE 18 DGT94085
FIGURE 02-70-10-02 THRUST RATINGS WITH/WITHOUT APR

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DESCRIPTION
DGT94085 ISSUE 18
FIRE PROTECTION
On each engine, fire is detected by two capillary tubes (one around the fan area – zone 1, one
around the engine core – zone 2), which react to high temperatures.
Fire protection is ensured by two fire extinguishers shared by both engines.

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DESCRIPTION
ISSUE 18 DGT94085

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DGT94085 ISSUE 18
CONTROL
FIGURE 02-70-15-00 PEDESTAL ENGINE ROTARY SWITCH AND THRUST LEVERS
FIGURE 02-70-15-01 PEDESTAL ENGINE ROTARY SWITCH

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ISSUE 18 DGT94085
SELECTOR SET TO FUNCTION ENG SYNOPTIC
Allows dry/wet engine

motoring.
MOTOR
Allows permanent supply of

both ignition systems (direct
energization of the ignitor
plugs).
IGN
Normal position of the

selector.
On ground: interrupts the
dry/wet motoring.
NORMAL
This unsteady position

allows the automatic engine
start sequence.
START

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DGT94085 ISSUE 18
FIGURE 02-70-15-02 MAN START / MOTORING BUTTONS (OVERHEAD PANEL)
FUNCTION ENG START SELECTOR MAN START BUTTON SYNOPTIC
DRY/WET
ENGINE
MOTORING
MOTOR
PUSH THE
ENGINE MANUAL CORRESPONDING
STARTING BUTTON
NORMAL

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ISSUE 18 DGT94085
FIGURE 02-70-15-03 APR SWITCHES (INSTRUMENT PANEL)
SWITCH FUNCTION PILOT ACTION
When the pilot pushes the switch in,

DISABLE APR AUTO the light illuminates white. DAY
ARMING The APR system is disengaged in
the FADEC.
NIGHT
When the pilot pushes the switch in,
the light illuminates green.
The APR system is engaged in the
FADEC (if a thrust ever is at or
PROTECT AGAINST above MAX CLB). DAY
APR AUTO ARMING
FAILURE When APR is On, shows on
ENG-TRIM-FUEL window and on
SYNOP/ENG.
NIGHT
APR O’RIDE has priority over APR
DISARM.

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DGT94085 ISSUE 18
THRUST CONTROL UNIT (TCU)
Each thrust lever allows the pilot adjusting the engine thrust from cut-off to full thrust. Each
lever is equipped with three stops corresponding to stop (STOP), idle (IDLE) and take-off
(TO). One detent locates max climb thrust (MAX CLB). White marks indicate these four
positions.
Each thrust lever has:
- A thrust reverser (T/R) control lever.
- A catch (also called toggle switch) that must be raised to move the thrust lever from
STOP to IDLE position, and vice versa.
- An electrical motor that clutches when the AutoThrottle (AT) is engaged.
- A tranduscer that converts the lever position into a digital signal sent to the EEC.
Thrust levers and T/R control levers have an artificial feel system.
An engine fire repeater warning light is installed in each lever.
FIGURE 02-70-15-04 THRUST LEVER
Cut-off position Idle position Thrust reverser actuated
FIGURE 02-70-15-05 THRUST LEVER POSITIONS

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ISSUE 18 DGT94085
AUTOTHROTTLE ENGAGEMENT
Push on AT pushbutton to engage the AutoThrottle.

THRUST REVERSER
The T/R control lever is only enabled when on the ground, with the thrust lever in IDLE stop.
As soon as the T/R control lever is lifted in the reverse-idle detent, the thrust lever is locked
into the IDLE stop. Next, pulling the T/R control lever increases thrust; up to full reverse
thrust when the T/R control lever reaches the rear stop.
Folding the T/R control lever down allows normal thrust lever operation.
SOFT KEY CONTROLS
Soft keys for selection of CRUISE thrust limit mode and N1 / N2 synchronization are located
on the right side of the ENG synoptic.
FIGURE 02-70-15-07 MDU ENG SYNOPTIC

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DGT94085 ISSUE 18
AutoThrottle mode selection
When CRUISE box is checked, the thrust is limited to max cruise thrust, indicated by the
first inner white bug on the N1 gauge.
The AutoThrottle cruise setting is displayed on the ENG synoptic (CRUISE) and in each
PDU top left corner (CRU).
AFCS vertical Mode SYNOP / ENG PDU top-left display

(AutoThrottle ON)
A/T A/T N1_

CLB
 CLB
A/T N1_
EASy I
CRU _
ALT, ASEL, VALT,
A/T
VASL, VS, PATH,
VPTH, G/S and VGP
 CRUISE A/T SPD
EASy II
CRU _
FIGURE 02-70-15-08 ENG SYNOPTIC CRUISE MODE
When CRUISE box is selected, Autothrottle mode can be A/T N1 (EASy I) or A/T SPD
(EASy II). In both cases, the thurst is adjusted to reach and maintain the target speed
without exceeding Maximum Cruise Thrust.
N1 or N2 synchronization
The N1 or N2 synchronization runs both engines at the same N1 or N2, thus reduces
possible uncomfortable low frequency vibrations.
When SYNC N1 or SYNC N2 soft key is selected, the FADEC system synchronizes both
engines N1 or N2 from IDLE to MAX CLB thrust (Engine 1 is the master).
Synchronization works irrespectively of the AutoThrottle engagement.
SYNC N1 is recommended at high thrust setting (climb, cruise).
SYNC N2 is recommended at low thrust setting (descent).

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ISSUE 18 DGT94085
INDICATION
The ENG CAS window shows both engines primary parameters (N1, N2 and ITT).
The ENG-TRM-FUEL window shows both engines secondary parameters (Fuel Flow, Oil
Pressure and Oil Temperature).
The ENG synoptic shows both engines primary and secondary parameters, along with the
LP spool vibration level and the EEC active channel.
ENGINE SYNOPTIC
FIGURE 02-70-15-09 ENGINE SYNOPTIC
The ENG Synoptic shows:

- N1 (in %), ITT (in °Celsius), N2 (in %),
- Fuel Flow (in Pounds Per Hour),
- Oil Pressure (in PSI) and Oil Temperature (in °Celsius),
- N1 vibration level,
- APU N1 and EGT (while running),
- AutoThrottle cruise thrust setting (CRUISE soft key),
- SYNC N1 and SYNC N2 soft keys,
- EEC active channel (here EEC1 channel A controls the ENG1 and EEC2 channel B
controls the ENG2),
- APR annunciation if triggered,
- START, IGN and Thrust reversers TRANS or DEPLOY indication.

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DGT94085 ISSUE 18
N1 INDICATION
Computed T/O
Actual T/O N1N1 TLA bug
N1 is the LP spool (fan) rotation speed (in % of reference speed) and represents the thrust.
The TLA magenta bug indicates the Thrust Lever Angle. It shows the thrust the pilot requires
by moving the thrust lever. During acceleration or deceleration, the TLA bug and N1 digital
pointer may not coincide.
Start sequence: Hung start detected by the N1 normal indication

- TLA bug at IDLE, EEC.
- N1 increases up to IDLE
N1 overspeed T/R in transit T/R deployed
Invalid data Amber arc = WINGS A/I N1 less than WINGS A/I
minimum N1 minimum N1
NOTE
The Autothrottle complies with the WINGS A/I minimum N1.
WINGS A/I minimum N1 increases if the engine or its bleed air system fails.
WINGS A/I minimum N1 does NOT increase if the brake heating (option) is in use.

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ISSUE 18 DGT94085
ITT INDICATION
ITT (Inter Turbine Temperature) is the temperature between the HP and LP turbines (T45).
Ignition ON Normal indication Data mismatch between

MAU 1 and MAU 2
Invalid data ITT exceedance Over temperature
ITT display with the Thurst Lever below TO detent:

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DGT94085 ISSUE 18
ITT display with the Thrust Lever in TO detent:
A/C without M3453 (Fadec v9.03) – T/O thrust limited to 5 minutes
APR mode not operating APR mode operating
A/C with M3453 (Fadec v9.03) – T/O thrust limited to 10 minutes One Engine Inoperative
APR mode not operating APR mode operating

02-70-15 F2000EX EASY
ATA 70 – ENGINES
ISSUE 18 DGT94085
N2, OIL AND VIB INDICATIONS
N2 is the HP spool rotation speed (in % of reference speed).

OIL (Psi) indicates the average oil pressure in the oil distribution system.
OIL (°C) indicates the average oil temperature in the oil distribution system.
VIB indicates the vibrations sensed on the engine intermediate case (LP spool).
Red and amber bands can change with engine thrust variation.
Low oil pressure and too high

Normal indication N2 overspeed
oil temperature
Data mismatch between MAU

Excessive vibration level Invalid data
1 and MAU 2

F2000EX EASY 02-70-15
ATA 70 – ENGINES
DGT94085 ISSUE 18
AUTOTHROTTLE STATUS
AutoThrottle engagement (nothing if A/T is off) and mode annunciation ( or

) are displayed on the ENG synoptic.
A/T
CRUISE
OIL LEVEL ON TEST SYNOPTIC
On the ground only, both engines oil level is checked with ENG OIL softkey in the TEST
synoptic.
FIGURE 02-70-15-11 ENGINE OIL LEVEL ON TEST SYNOPTIC

02-70-15 F2000EX EASY
ATA 70 – ENGINES
ISSUE 18 DGT94085
ENG-CAS WINDOW
The primary engine parameters are displayed below the CAS message window:
- N1 analog gauge and digital readout,

- N1 computed (at takeoff),
- ITT analog gauge and digital readout,
- N2 digital readout.
FIGURE 02-70-15-12 ENG-CAS PERMANENT WINDOW

F2000EX EASY 02-70-15
ATA 70 – ENGINES
DGT94085 ISSUE 18
ENG-TRM-FUEL WINDOW
The engine-trim-fuel window shows the secondary engine parameters.
- Fuel Flow (FF) digital readout,

- Oil Pressure and Oil Temperature digital readouts.
Both pilots must display the ENG-TRM-FUEL window in the PDU lower 1/6 window for
takeoff and landing.
The ENG-TRM-FUEL window automatically pops-up when an engine parameter exceeds

the limits.
FIGURE 02-70-15-13 ENG-TRM-FUEL WINDOW

02-70-15 F2000EX EASY
ATA 70 – ENGINES
ISSUE 18 DGT94085
THERMOCOUPLES HARNESS FOR FOR

ITT COMPUTATION
FIGURE 02-70-15-14 ENGINE MAIN SENSORS LOCATIONS

F2000EX EASY 02-70-20
ATA 70 – ENGINES
CODDE 1 PAGE 1 / 2
SYSTEM PROTECTION
DGT94085 ISSUE 4
CIRCUIT BREAKERS
FIGURE 02-70-20-00 ENGINE CIRCUIT BREAKER PANEL

02-70-20 F2000EX EASY
ATA 70 – ENGINES
PAGE 2 / 2 CODDE 1
SYSTEM PROTECTION
ISSUE 4 DGT94085

F2000EX EASY 02-70-25
ATA 70 – ENGINES
CODDE 1 PAGE 1 / 2
NORMAL OPERATION
DGT94085 ISSUE 18
ENGINE STARTING
The EEC always controls the engine starting sequence. Firstly, the pilot must swiftly advance
the Thrust Lever from STOP to IDLE. Secondly, the pilot must hold the pedestal engine rotary
switch on START for one second.
NOTE
Moving the Thrust Lever too slowly from STOP to IDLE can trigger the amber CAS message:
ENG .. NO DISPATCH.
The system automatically turns on the corresponding fuel booster pump and manages the
power sources (igniters and starter control valve).
In case of an anomaly, the crew can stop the starting sequence at any time by pulling back
the thrust lever to STOP position.
Continuous ignition of engine(s) is done by setting the pedestal engine rotary switch to IGN,
which activates all the ignition plugs simultaneously. When the EEC detects a rapid engine
deceleration or a compressor stall (flame out detection), it automatically commands ignition
(IGN shows in the ITT gauge).
The Thrust Lever must always be retarded to the STOP position before restarting the engine.
ENGINE SHUTDOWN
To shut an engine down, the pilot must swiftly move the corresponding Thrust Lever from
IDLE to the STOP position while raising the catch.
NOTE
Moving the Thrust Lever too slowly from IDLE to STOP can trigger the amber CAS message:
ENG .. NO DISPATCH.
The EEC monitors the shutdown sequence. The corresponding fuel booster pump is not
automatically turned off.

02-70-25 F2000EX EASY
ATA 70 – ENGINES
PAGE 2 / 2 CODDE 1
NORMAL OPERATION
ISSUE 18 DGT94085

F2000EX EASY 02-70-30
ATA 70 – ENGINES
CODDE 1 PAGE 1 / 2
ABNORMAL OPERATION
DGT94085 ISSUE 18
ENGINE MOTORING
NOTE
No AFM / CODDE 2 procedure instructs to Wet Motor the engines. Some procedures can ask
the pilots to Dry Motor the engines, refer to these procedures.
Information given below is for comprehension purpose.
Corresponding engine Dry motoring Wet motoring
Thrust Lever STOP
Fuel Booster pump OFF ON

Pedestal engine rotary switch MOTOR
Thrust Lever STOP (check) IDLE

MAN START (overhead) Push for 1 second[1] Push and hold[2]
Duration 30 seconds[2] Hold 20 seconds

(N2 and N1 should increase)
Thrust Lever STOP

Pedestal engine rotary switch NORMAL (stops motoring)
Fuel Booster pumps OFF

[1] No need to hold the push button for a dry motoring (a full cycle lasts 300 seconds).
[2] CODDEs and AMM recommends not exceeding 30 seconds in dry motoring.
[3] The push button must be held during the wet motoring.
 For abnormal and emergency procedures: refer to CODDE 2 / Chapter 03.
CAUTION
A WET MOTORING MUST ALWAYS BE FOLLOWED BY A DRY MOTORING.
CAUTION
MOTORINGS LIMITATIONS:
- WAIT AT LEAST 30 SECONDS BETWEEN EACH OF 3 SUCCESSIVE MOTORINGS,
- WAIT AT LEAST 15 MINUTES BETWEEN EACH SERIES OF 3 MOTORINGS.

02-70-30 F2000EX EASY
ATA 70 – ENGINES
PAGE 2 / 2 CODDE 1
ABNORMAL OPERATION
ISSUE 18 DGT94085
CAS MESSAGES
 refer to CODDE 2 / APPENDIX 1 MASTER CAS MESSAGES LIST.

F2000EX EASY 03-00-00
TECHNICAL INFORMATION PAGES - GENERAL
CODDE 1 PAGE 1 / 2
TABLE OF CONTENTS
DGT94085 ISSUE 11
03-00 TECHNICAL INFORMATION PAGES - GENERAL
03-00-05 GENERAL
Presentation
03-05 TECHNICAL INFORMATION PAGES
03-05-00 FLIGHT PATH SYMBOL – GENERAL

Prerequisites
General principles
Operational benefits
Conclusion
03-05-05 FLIGHT PATH SYMBOL – DETAILED

Prerequisites
Description
Conclusion
03-05-10 ACCELERATION CHEVRON

Prerequisites
Description
Conclusion
03-05-15 ROTATION SYMBOL

Prerequisites
Description
Conclusion

03-00-00 F2000EX EASY
PAGE 2 / 2 CODDE 1
TABLE OF CONTENTS
ISSUE 11 DGT94085

F2000EX EASY 03-00-05
CODDE 1 PAGE 1 / 2
GENERAL
DGT94085 ISSUE 11
PRESENTATION
Falcon airplanes fitted with EASy feature primary means of information that have never been
used so far in corporate aviation. Based on basic flight mechanics principles, all these primary
means work toward providing the pilot with direct, immediate, intuitive assessment and control
of the airplane trajectory.
Targeting pilots with a large variety of experiences, Dassault Aviation has created Technical
Information Pages for educational purpose. Reviewing them allows for pilots to remember
basics of flight mechanics before any initial type rating training and checking.
In order to emphasize the acquisition of key principles rather than in-depth theory, all
schematics, drawings, symbols or equations have been voluntarily simplified. As a result,
although they may depict an approximate theoretical situation, they provide pilots with an
easy-to-review and an easy-to-remember tool.
The Technical Information Pages (TIP) section has been organized to support a progressive
learning process. Consequently, Dassault Aviation recommends reviewing them in the
following sequence:
REVIEW
AIRPLANE TRAJECTORY
SEQUENCE
1 03-05-00 - Flight Path Symbol – General
2 03-05-05 - Flight Path Symbol – Detailed
3 03-05-10 - Acceleration Chevron
4 03-05-15 - Rotation Symbol
Most given examples correspond to normal situations where pilot inputs cause a progressive
and smooth change in flight characteristics, except where otherwise mentioned.
Consequently, any deviations to this assumption may result in different interpretation or
visualization. Detailed information is provided in CODDE 1 / Chapter 02.

03-00-05 F2000EX EASY
PAGE 2 / 2 CODDE 1
GENERAL
ISSUE 11 DGT94085

F2000EX EASY 03-05-00
TECHNICAL INFORMATION PAGES
CODDE 1 PAGE 1 / 4
FLIGHT PATH SYMBOL – GENERAL
DGT94085 ISSUE 4
PREREQUISITES
Technical Information Page to be reviewed prior to this one:

- 03-00-05 – GENERAL.
GENERAL PRINCIPLES
In the vertical plan, 3 angles can have a

direct or indirect influence on the flight
path of an airplane. These angles Fuselage reference
characterize the Flight Path Vector,
which is the instantaneous actual
airplane trajectory: α
θ
- The pitch angle (θ), angle between the γ Flight
horizon reference and the fuselage Path
reference Vector
θ
- The path angle (γ) (also called slope),
angle between the horizon reference Horizon reference
and the airplane flight path vector
- The angle of attack (α), angle between FIGURE 03-05-00-00
the airplane flight path vector and the
fuselage reference
Piloting an airplane consists of controlling its trajectory, in particular in the vertical plane.
Usually, the pilot will set a reference pitch attitude and then adjust it by acting on the yoke
and/or the engine power, in order to:
- have the airplane level off (see FIGURE 03-05-00-01),
- have the airplane descend (see FIGURE 03-05-00-02),
- have the airplane climb (see FIGURE 03-05-00-03).

03-05-00 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 4 DGT94085
γ > 0°
γ = 0° γ < 0°
FIGURE 03-05-00-01 FIGURE 03-05-00-02 FIGURE 03-05-00-03

AIRPLANE LEVELLING OFF AIRPLANE DESCENDING AIRPLANE CLIMBING
Flying the pitch angle does not offer the most

intuitive mean to control the airplane trajectory, as θ > 0°
pitch and flight path angles can be opposite in
some flight conditions. For instance, the pitch γ < 0°
angle can be positive or equal to zero while the
airplane is descending, or worse, stalling.
FIGURE 03-05-00-04
To understand the airplane actual flight path or to maintain a defined slope (ex: descent at a
constant – 3° slope), the pilot has to interpret the pitch symbol position on the Attitude Display
Indicator (ADI) in relation to other information (airspeed, vertical speed, altitude, ...).
In order to help pilots control accurately or be aware of the airplane trajectory actually flown,
Dassault Aviation has decided to provide crews flying EASy Falcons with a direct and intuitive
primary mean of control and awareness: the Flight Path Symbol (FPS), displayed on the ADI
and the SFD (Secondary Flight Display).

F2000EX EASY 03-05-00
CODDE 1 PAGE 3 / 4
DGT94085 ISSUE 4
OPERATIONAL BENEFITS
The position of the FPS with respect to the horizon reference line gives an
instant indication of the actual airplane vertical trajectory, as follows:
γ = 0°
FIGURE 03-05-00-05
AIRPLANE LEVELLING OFF
γ < 0°
FIGURE 03-05-00-06
AIRPLANE DESCENDING
γ > 0°
FIGURE 03-05-00-07
AIRPLANE CLIMBING

03-05-00 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 4 DGT94085
In addition to the FPS position, the position of the little “wings” on both sides of the FPS circle
with respect to the horizon reference line gives also instant indication of the actual airplane
horizontal trajectory and roll attitude, as follows:
The airplane is performing a

right turn at a 45° bank
angle and is level.

left turn at 45° bank angle
and is climbing.

right turn and is descending
CONCLUSION
Using the FPS results in reduced pilot workload and awareness of actual trajectory since the
pilot has now the capability of:
- instantly visualizing and controlling the actual airplane trajectory,
- managing the airplane flight path in a better and easier way, regardless of airplane
configuration, airspeed variations, wind velocity and direction, turbulence, …

F2000EX EASY 03-05-05
CODDE 1 PAGE 1 / 4
FLIGHT PATH SYMBOL – DETAILED
DGT94085 ISSUE 4
PREREQUISITES
Technical Information Pages to be reviewed prior to this one:

- 03-00-05 – GENERAL,
- 03-05-00 – FLIGHT PATH SYMBOL – GENERAL.
DESCRIPTION
GENERAL PRINCIPLES
The Flight Path Vector (FPV) can be described with respect to two different reference
systems:
- the ground reference system,
- the air mass reference system associated to the air mass in which the airplane is flying.
As shown on the figure 03-05-05-00 thereafter, the difference between ground and air mass
reference systems is wind dependent. For given flight conditions (speed, thrust setting) and
when observed from the ground, both FPV direction and magnitude (FPVG) will be affected
by variations of wind force and direction. Whereas, in the same flight conditions and when
observed from the air mass, FPV direction and magnitude (FPVA) will not be affected by
wind variations.
Currently, pilots use pitch attitude as the primary parameter to control flight path.
On EASy Falcons, the combination of modern technology equipment such as the IRS
(Inertial Reference System) and computers offers both measurement capability and
computing power to calculate FPVG and FPVA. The two flight path vectors are presented to
the pilot, in addition to the Pitch Symbol:
- the FPS displayed in the ADI (Attitude Director Indicator) shows the FPV direction
observed from the ground (FPVG) and provides the flight path angle relative to the
ground (γG)
- whereas the FPS displayed in the SFD (Secondary Flight Display) shows the FPV
direction observed from the air mass (FPVA) and provides the flight path angle relative
to the air mass (γA).

03-05-05 F2000EX EASY
PAGE 2 / 4 CODDE 1
ISSUE 4 DGT94085
ADI in PDU SFD
Air Mass
10 10
FPVG WIND
γG γA
FPVA
10 10
Fuselage
reference
FPVG : Flight Path Vector relative to the ground Pitch symbol FPS symbol
FPVA : Flight Path Vector relative to the air mass
FIGURE 03-05-05-00 FLIGHT PATH ANGLE VALUES
Consequently, one pitch angle setting may correspond to two different flight path angles
displayed in the ADI and the SFD, depending on wind force and direction.
OPERATIONAL BENEFITS
Example No 1 hereafter (figure 03-05-05-01) gives 2 graphical representations of

trajectories flown at a constant True Air Speed (TAS) in identical wind conditions, but
obtained by setting and keeping constant 2 different primary attitude flight parameters.
- On trajectory 1, the pilot has set the Flight Path Symbol in the ADI for a constant
descent at – 3°. The result is:
o on the trajectory, a constant straight slope relative to the ground unaffected by
significant wind variations; reaching the expected trajectory end on the ground is
ensured whatever wind variation in force or direction during descent,
o necessary pilot actions on the yoke dictated by wind effect in order to maintain the
FPS set at -3°; in this example, it results in significant pitch attitude variations all along
the flight path.
- On trajectory 2, the pilot has set the Pitch Symbol in the ADI at +1° and maintained it
constant during the descent. The result is:
o on the trajectory, variation of the slope relative to the ground as wind varies during
descent; if no pitch correction is applied, reaching the expected trajectory end on the
ground will depend on the magnitude of wind variation in force or direction along the
flight path,
o with no pilot action, a constant position and magnitude of the FPV relative to the air
(FPVA) during descent, and affection of the FPV position relative to the ground (FPVG)
directly caused by wind variations.
NOTE
Along both trajectories 1 and 2, the FPVA magnitude has remained constant, meaning that the
True Air Speed (TAS) has also remained constant. Wind changes along the flight path result in
Ground Speed (GS) variations shown by FPVG magnitude variations in the figure shown.

F2000EX EASY 03-05-05
CODDE 1 PAGE 3 / 4
DGT94085 ISSUE 4
10
200
10
10
200
10
ADI – Constant pitch (+1°)

10
2 ADI – Constant pitch (+1°) 200
10
ADI – Constant pitch (+1°)
10
1
200
10
10 -3°
ADI – Constant FPS setting
200
ADI
10
10

200
1 Trajectory 1
10
2 Trajectory 2
Flight Path Vector relative to the ground (FPVG) End of trajectory

on the ground
Flight Path Vector relative to the air mass (FPVA)
Wind
FIGURE 03-05-05-01 EXAMPLE 1

03-05-05 F2000EX EASY
PAGE 4 / 4 CODDE 1
ISSUE 4 DGT94085
Example No 2 (see figure 03-05-05-02) shows another situation where flying a constant
flight path angle relative to the ground contributes directly and obviously to safety
enhancement.
(Constant FPS setting on the ADI along trajectory 1 instead of constant pitch angle setting
along trajectory 2):
10
200
10 10
200

10
10
200 ADI – Constant FPS setting

10

1
10
200
10
1 Trajectory 1
ADI – Constant pitch setting

2 Trajectory 2
Flight Path Vector Flight Path Vector relative to

relative to the ground the air mass Wind
FIGURE 03-05-05-02 EXAMPLE 2
CONCLUSION
The benefit for pilots of knowing the airplane flight path angle through the FPS position in the
ADI and using it as the primary mean of flight path control is really outstanding. The FPS is
the unique tool to control the airplane trajectory with respect to the ground, which is a safety
requirement particularly during descent, approach and obstacle clearance.

F2000EX EASY 03-05-10
CODDE 1 PAGE 1 / 10
ACCELERATION CHEVRON
DGT94085 ISSUE 9
PREREQUISITES

- 03-00-05 – GENERAL,
- 03-05-00 – FLIGHT PATH SYMBOL – GENERAL.
DESCRIPTION
WHAT IS THE ACCELERATION CHEVRON (AC) ?
The Acceleration Chevron (AC) is the green V-shape symbol displayed in the ADI
(Attitude Director Indicator). When used in relation with the Flight Path Symbol (FPS), it
gives an immediate and intuitive indication about the airplane ability to stabilize and maintain
speed, accelerate or decelerate.
When used in relation with the FPS scale in the ADI, and for smooth maneuvers, it gives an
immediate and intuitive indication about the maximum flight path angle that can be
instantaneously flown at steady speed, which is a valuable information for a pilot in an
engine failure situation for instance.
WHAT IS THE TREND VECTOR (TV) ?
The Trend Vector (TV) is a green double-line bar which is displayed above (when the
airplane is accelerating) or below (when the airplane is decelerating) the speed pointer
250 in the ADI. On Falcon fitted with EASy, this green double-line bar can be
topped by a horizontal line when the acceleration is above the scale limit ( ).
WHAT IS THE THRUST DIRECTOR (TD) ?
The Thrust Director (TD) is the magenta open box displayed in the ADI. In order to fly the
speed selected on the Guidance Panel and displayed on the speed scale (speed bug in
magenta), the AC must be set in the TD box.

03-05-10 F2000EX EASY
PAGE 2 / 10 CODDE 1
ISSUE 9 DGT94085
GENERAL PRINCIPLES
Acceleration Chevron and Trend Vector
The relative positions of the AC and the FPS provide the pilot with an immediate, direct
and intuitive means to assess and precisely control the acceleration along any given flight
path, whatever is the instantaneous airplane trajectory (straight level flight, descent, and
climb):
- When the AC is above the FPS, the airplane is accelerating
- When the AC is below the FPS, the airplane is decelerating
- When the AC is aligned with the FPS, the airplane is maintaining

speed.
The pilot will control the AC, thus the speed, in moving the thrust levers. The AC position
can also vary upon landing gear, airbrakes or slats / flaps activation, due to the
consequent variation in drag.
The airplane acceleration or deceleration along the flight path can be cross-checked
through the TV position with respect to the speed pointer.
Additionally, the length of the TV, as well as the distance between the AC and the FPS,
are proportional to the acceleration (when AC is above FPS) or deceleration (when AC is
below FPS):
Medium acceleration High acceleration
Low acceleration
without exceeding scale limit exceeding scale limit
25
250 250
Medium deceleration High deceleration
Low deceleration
without exceeding scale limit exceeding scale limit
250 250
250

F2000EX EASY 03-05-10
CODDE 1 PAGE 3 / 10
DGT94085 ISSUE 9
As a result, three main situations may occur:
SITUATIONS VISUALIZATION COMMENTS

Airplane straight level flying and maintaining
speed
250
Airplane climbing and maintaining speed The AC is aligned
with the FPS:
Maintaining the speed is steady
current speed and no TV is
250 displayed
Airplane descending and maintaining speed
250
Airplane straight level flying and accelerating
255 The AC is above

the FPS: speed is
Airplane climbing and accelerating increasing and TV
is displayed above
the speed pointer
Acceleration In addition, the

more distant the
AC and the FPS
are, the longer the
255 TV is, the higher
the acceleration is,
the faster the
Airplane descending and accelerating
speed is increasing

03-05-10 F2000EX EASY
PAGE 4 / 10 CODDE 1
ISSUE 9 DGT94085
SITUATIONS VISUALIZATION COMMENTS

Airplane straight level flying and decelerating
255
The AC is below
the FPS: speed is
decreasing and TV
is displayed below
the speed pointer
Airplane climbing and decelerating
Deceleration In addition, the

more distant the
AC and the FPS
255 are, the longer the
TV is, the higher
the deceleration is,
the quicker the
Airplane descending and decelerating
speed is
decreasing
255

F2000EX EASY 03-05-10
CODDE 1 PAGE 5 / 10
DGT94085 ISSUE 9
HOW TO USE THE ACCELERATION CHEVRON (AC)
Acceleration Chevron without Thrust Director
The following examples describe the use of the AC, the FPS and the TV without the TD.
■ Initial situation: in level flight, speed 180 kt:
180
EVENT NEW SITUATION
Thrust is slightly increased in

level flight 185
MAX IDLE
Speed is slowly increasing, as confirmed by the
TV position and AC position above the FPS
Thrust is slightly decreased

175
in level flight
MAX IDLE
Speed is slowly decreasing, as confirmed by
the TV position and AC position below the FPS
Two examples of resulting situations:
183
Airplane descending with a

constant thrust
185
Speed is slowly increasing, as confirmed by the
TV position and AC position above the FPS.
Increasing (decreasing) the angle of descent
will increase (decrease) the distance between
the AC and the FPS.

03-05-10 F2000EX EASY
PAGE 6 / 10 CODDE 1
ISSUE 9 DGT94085
EVENT NEW SITUATION

Two examples of resulting situations:
178
Airplane climbing with a

constant thrust
175
Speed is slowly decreasing, as confirmed by the
TV position and AC position below the FPS.
Increasing (decreasing) the angle of climb will
increase (decrease) the distance between the
AC and the FPS.
■ Initial situation: descending on a 3° path at 180 kt
180
EVENT NEW SITUATION
175
Change in configuration:
(example: landing gear and
slats / flaps are extended) Speed is slowly decreasing, as confirmed by
the TV position and AC position below the FPS.
Therefore, increasing thrust will help in
maintaining the speed.

F2000EX EASY 03-05-10
CODDE 1 PAGE 7 / 10
DGT94085 ISSUE 9
■ Initial Situation: start of climb at speed 190 kt, then high acceleration in climb
190
EVENT NEW SITUATION
190
One engine failure without increasing the live
engines thrust The engine failure results in a lower AC
position. In this particular case, the airplane
is still accelerating but at a lower rate. The
new AC position indicates the maximum
instantaneous flight path angle that can be
flown at a constant speed for smooth
maneuvers

03-05-10 F2000EX EASY
PAGE 8 / 10 CODDE 1
ISSUE 9 DGT94085
Acceleration Chevron with Thrust Director
To reach and maintain the speed selected on the Guidance Panel, the pilot has basically
to 'fly' the AC into the TD box. Consequently, two main situations may occur:
■ Example No 1:
The airplane flies level at 180 kt, then 210 kt is set in the SPEED window on the
Guidance Panel. The TD moves upward on the ADI.
210
220
200
1
180
160
140
MAX IDLE
210
220
TRANSITION
200
1
The pilot increases the thrust to set the AC

185
into the TD box, in level flight. While, the 160
airplane accelerates the AC closes on the TD
140
MAX IDLE
210
240
NEW SITUATION AND COMMENTS
220
1
Sufficient thrust is available to accelerate to
the selected speed. The pilot has reached
210
210 kt (AC inside TD box) in level flight by 200
using thrust only, and he can now adjust the
throttles to keep 210 kt 180
MAX IDLE

F2000EX EASY 03-05-10
CODDE 1 PAGE 9 / 10
DGT94085 ISSUE 9
■ Example No 2:
The airplane flies level at 180 kt, then 300 kt is set in the SPEED window on the
Guidance Panel. The TD moves upwards on the ADI.
300
220
200
1
180
160
140
MAX IDLE
300
220
TRANSITION STEP 1 200

1
The pilot sets climb thrust to accelerate in

185
level flight and bring the AC into the TD box. 160
140
MAX IDLE
300
280
1
Climb thrust is not enough to accelerate to
the selected speed. 270
Consequently, in level flight, the speed 260
stabilizes below 300 kt although climb thrust

240
has been set.
MAX IDLE

03-05-10 F2000EX EASY
ISSUE 9 DGT94085
300
300
TRANSITION STEP 3 1
280
275
To reach 300 kt, the pilot has to descent in
260
order to accelerate
240
MAX IDLE
300
320

1
285
The AC meets the TD and the pilot can now
280
adjust the throttles to keep the AC inside the
TD 260
MAX IDLE
300
340
NEW SITUATION AND COMMENTS
320
1
When speed is 300 kt, the AC, TD and FPS 300

are aligned. To maintain 300 kt in keeping the 280
present flight path, the pilot has just to adjust
the thrust 260
MAX IDLE
CONCLUSION
With EASy, the Acceleration Chevron (AC) is the primary means to assess the airplane
energy along with the Flight Path Symbol (FPS). When the AC and the FPS are used together
with the Thrust Director (TD), they provide the pilot with a direct, intuitive and immediate
means to capture, track or control simultaneously the airspeed or the airspeed variation along
the airplane flight path.

F2000EX EASY 03-05-15
CODDE 1 PAGE 1 / 6
ROTATION SYMBOL
DGT94085 ISSUE 4
PREREQUISITES

- 03-00-05 – GENERAL,
- 03-05-00 – FLIGHT PATH SYMBOL – GENERAL,
- 03-05-05 – FLIGHT PATH SYMBOL – DETAILED.
DESCRIPTION
WHAT IS THE ROTATION SYMBOL (ROS) ?
The ROtation Symbol (ROS) is the magenta inverted-T symbol displayed in

the ADI (Attitude Director Indicator) during take-off, from brake release to 3 seconds after
lift-off. It is located at the bottom of the ADI at brake release, and on the horizon reference
line at the end of the rotation. It provides the pilot with an easy-to-follow vertical mean to
control the rotation phase of the airplane.
GENERAL PRINCIPLES
The rotation is a particular phase of the take-off where the combined increase of speed and
angle of attack increase provides the necessary lift to get the airplane airborne and
eventually climb.
The rotation phase can be divided into two consecutive parts:
- The first part starts with the rotation initiation created by the pilot pulling on the yoke.
During this part, the lift increases but does not compensate for the weight of the
airplane
- The second part starts as soon as the lift, created by the pilot still pulling on the yoke,
exceeds the airplane weight. As a result, the airplane lifts off and starts climbing.
AIRPLANE NOT-EQUIPPED WITH EASY

- The airplane is rolling on
the ground, with no pitch
- Lift (created by airplane
Rotate ! speed only) does not
compensate for the airplane
weight yet
- <Rotate> is called out
NOTE
On an airplane with a FPS,
the visualization would be:

03-05-15 F2000EX EASY
PAGE 2 / 6 CODDE 1
ROTATION SYMBOL
ISSUE 4 DGT94085
- The pilot is pulling on the

yoke to set the pitch to the
take-off value
- The airplane initiates a
rotation while still rolling on
the ground. However, the
combination of speed and
angle of attack does not yet
R create lift enough to lift up
O
T the airplane
A
T
NOTE
I On an airplane with a FPS,
O the visualization would be:
N
P
H
A
S
E - The pilot keeps pulling on
the yoke to set the pitch to
the take-off value
P
A - The airplane continues its
R
T
rotation, and the
1 angle of attack does almost
create lift enough to lift the
airplane up
NOTE
On an airplane with a FPS,
the visualization would be:

F2000EX EASY 03-05-15
CODDE 1 PAGE 3 / 6
ROTATION SYMBOL
DGT94085 ISSUE 4
R
O
T
- The pilot has set the pitch
A to the take-off value
T
I - The combination of speed
O and angle of attack now
N creates enough lift to lift up
P the airplane
H
A
NOTE
S On an airplane with a FPS,
E the visualization would be:
P
A
R
T
Legend:
AIRPLANE EQUIPPED WITH EASY
On Falcons fitted with EASy, pilots are provided with both flight path and pitch information,
by the way of the FPS and the Pitch Symbol .
However, it has been decided not to use the FPS during the rotation phase because:
- during the first part of the rotation phase, the FPS remains aligned with the horizon
reference line whereas it is necessary to have a cue to set the appropriate take-off
attitude,
- during the second part of the rotation phase, the FPS position permanently changes
with the speed.
In addition, flying both FPS and Pitch Symbol simultaneously was perceived as possible but
not comfortable for the pilot. This would imply non-intuitive and repeated eye pattern in the
ADI between the horizon reference line (where the FPS is located) and the top of the ADI
(where the Pitch Symbol is ultimately located) and this during a heavy work-loaded flight
phase.
That is the reason why the ROS ( ) was created to provide the pilot with a
valid, easy-to-use pitch reference to control the two parts of the rotation phase. When the
pilot brings the ROS from the bottom of the ADI up to the horizon reference line, he / she
actually sets the appropriate pitch value for take-off. Moreover, being initially located at the
bottom of the ADI, the ROS will move upward as the FPS will do when "pushed by the ROS"
once the airplane is airborne. This results in a smooth, linear eye pattern from the bottom to
the top of the ADI, significantly decreasing the pilot workload.

03-05-15 F2000EX EASY
PAGE 4 / 6 CODDE 1
ROTATION SYMBOL
ISSUE 4 DGT94085
HOW TO USE THE ROTATION SYMBOL (ROS)
As soon as <Rotate> is called out, the pilot initiates the rotation by pulling on the yoke. This
causes the ROS to rise up from the bottom of the ADI. Then the pilot controls the rotation by
bringing the ROS to the horizon reference line in the ADI. By doing that, the pilot gives the
airplane the appropriate angle of attack to generate the necessary lift to lift up and climb.
As soon as the airplane is airborne, the FPS rises off from the horizon reference line where
it was stuck during the rolling and rotation phases. Three seconds after lift up, the ROS
disappears and FPS naturally becomes the primary mean of flight path control for the pilot.
- The airplane is rolling on the

ground (pitch and flight path
Rotate ! angle are null)
- Lift (created by speed only)
does not compensate for the
airplane weight yet
- ROS is at the bottom of the
ADI
- <Rotate> is called out
- The pilot is pulling on the

yoke to set the ROS on the
R horizon reference line, which
O causes the pitch symbol to
T rise up too, but not the FPS
A
T - The airplane rotates while
I
O
still rolling on the ground.
N However, the combination of
speed and angle of attack
P
H does not create lift enough for
A lift up
S
E
- The pilot keeps on pulling on
P the yoke to set the ROS on
A the horizon reference line,
R
T
which causes the pitch
symbol to rise up too, but not
1 the FPS
- The airplane keeps on
rotating while rolling on the
ground. However, the
angle of attack does not
create lift enough for lift off

F2000EX EASY 03-05-15
CODDE 1 PAGE 5 / 6
ROTATION SYMBOL
DGT94085 ISSUE 4
R
O
T
A - The pilot has set the take-off
T attitude by keeping the ROS
I
O on the horizon reference line
N until it disappears, which
P
causes the FPS to climb
H above the horizon line
A reference
S
E - The combination of speed
and angle of attack now
P creates lift enough to lift off
A the airplane
R
T
- 3 seconds after lift off, the

ROS disappears and the pilot
flies the FPS to climb
Legend:
CONCLUSION
The ROtation Symbol (ROS) is a symbol providing the pilot with valid flight information to
control the rotation phase up to three seconds after lift off. It helps the pilot to measure out
how much input he / she must give to the yoke to perform the rotation by reaching the
appropriate angle of attack, in safe and comfortable conditions.

03-05-15 F2000EX EASY
PAGE 6 / 6 CODDE 1
ROTATION SYMBOL
ISSUE 4 DGT94085

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FALCON 2000EX EASy

ORIGINAL: March 31, 2004

Copyright© 2004 by Dassault Aviation.

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

DGT94085 - ISSUE 4 DASSAULT AVIATION Proprietary Data

DGT94085 – ISSUE 4 DASSAULT AVIATION Proprietary Data

DGT94085 - ISSUE 4 DASSAULT AVIATION Proprietary Data

00-00-00 TABLE OF CONTENTS

00-00-05 MANUAL DESCRIPTION

00-00-10 AMENDMENTS TO THE MANUAL

00-00-15 LIST OF REVISIONS AND EFFECTIVE SUB-SECTIONS

00-00-20 AIRPLANE CONFIGURATION

DASSAULT AVIATION Proprietary Data

FOR TRAINING PURPOSES ONLY

INTENTIONALLY LEFT BLANK

DASSAULT AVIATION Proprietary Data

FOR TRAINING PURPOSES ONLY

DASSAULT AVIATION Proprietary Data

FOR TRAINING PURPOSES ONLY

DASSAULT AVIATION Proprietary Data

FOR TRAINING PURPOSES ONLY

F2000EX EASY (1) 00-05-00 (3)

- (1) Airplane type, model.

(1) DASSAULT AVIATION Proprietary Data (2) (3)

- (1 and 3) DASSAULT AVIATION logo.

DASSAULT AVIATION Proprietary Data

FOR TRAINING PURPOSES ONLY

CREW ALERTING SYSTEM MESSAGES

DASSAULT AVIATION Proprietary Data

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DASSAULT AVIATION Proprietary Data

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INTENTIONALLY LEFT BLANK

DASSAULT AVIATION Proprietary Data

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REFERENCE DATE PURPOSE

Issue 4 Reversion panel update M2617 and step 3

Update of ATA 24 section: description of Ultra

DASSAULT AVIATION Proprietary Data

FOR TRAINING PURPOSES ONLY

REFERENCE DATE PURPOSE

Update to take into account:

Revision 8 7-May-2010 Miscellaneous improvements and corrections in

Update to take-into account:

Revision 10 5-May-2011 Miscellaneous improvements and corrections in

DASSAULT AVIATION Proprietary Data

FOR TRAINING PURPOSES ONLY

REFERENCE DATE PURPOSE

Revision 11 30-Oct-2011 Miscellaneous corrections in several ATA

Update to take into account:

Revision 12 30-Apr-2012 - TCAS II change 7.1 MOPS (M3394)

Update to take into account:

Revision 14 30-Nov-2013 Miscellaneous improvements and corrections in

DASSAULT AVIATION Proprietary Data

FOR TRAINING PURPOSES ONLY

REFERENCE DATE PURPOSE

Update to take-into account:

Update to take-into account:

Update to take-into account:

Update to take-into account:

DASSAULT AVIATION Proprietary Data

FOR TRAINING PURPOSES ONLY

LIST OF EFFECTIVE SUB-SECTIONS