Fms Afm Supplement

FAA Approved
Airplane Flight Manual Supplement

for
Honeywell Flight Management System FMZ-2000
Software Version IAC 6.1 or 6.1.1 in Dassault
Aviation Falcon 900EX and Mystere-Falcon 900 (C
Definition) Aircraft
S/N:_______
This supplement must be attached to the FAA Approved Airplane Flight Manual when a dual/triple
Honeywell Flight Management System FMZ-2000 Software Version 6.1 or 6.1.1 is installed in
accordance with STC ST02969NY.
The information contained herein supplements or supersedes the basic Airplane Flight Manual only in
those areas listed herein. For Limitations, Procedures and Performance information not contained in this
supplement, consult the appropriate basic Airplane Flight Manual.
FAA Approved________________________
Norman J. Curran
ODA Administrator
Dassault Aircraft Services
ODA-955240-NE
Date: 29 May 2019
Dassault Aviation - Genuine Documentation

Access to the AFM supplement is restricted.
To request for a copy of the AFM supplement

please email:
aftermarket@FalconJet.com
FALCON 900EX
Crew
Operational
Documentation
for
Dassault
non
EASY
CODDE 1
SUPPLEMENT FMS 6.1
OR 6.1.1
STC ST02969NY
REV 2.2: June 28, 2019
2969NY-01
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 Aircraft Services.
F900EX OPERATING MANUAL - DESCRIPTION
SUPP. CODDE 1 GENERAL PAGE 2 / 16
TABLE OF CONTENTS
2969NY-01 REV 2.2
TABLE OF CONTENTS
TABLE OF CONTENTS ................................................................................................................2

FOREWORD .................................................................................................................................3
LIST OF REVISIONS ....................................................................................................................4
34-51-40 DATALINK .....................................................................................................................5
34-60-00 FLIGHT MANAGEMENT SYSTEM ................................................................................6
INTRODUCTION .......................................................................................................................6
SYSTEM DESCRIPTION ...........................................................................................................6
DATABASE ...............................................................................................................................7
SYSTEM ANNUNCIATORS AND SWITCHES ..........................................................................7
CDU AND EFIS ANNUNCIATORS .........................................................................................7
LPV-ENABLE INSTRUMENT PANEL REMOTE SWITCH......................................................8
POWER FEEDING...................................................................................................................10
CIRCUIT BREAKERS .............................................................................................................10
OPERATIONS .........................................................................................................................11
SATELLITE BASED AUGMENTATION SYSTEM (SBAS) .................................................... 11
VECTOR OPERATION/VECTOR TO FINAL ........................................................................ 12
TACTICAL AIR NAVIGATION (TACAN) APPROACHES...................................................... 12
MULTIPLE RNAV APPROACHES (Y/Z)...............................................................................12
ENROUTE HOLDING PATTERN .........................................................................................12
VERTICAL GLIDEPATH (VGP) MODE ‘ARM’ ...................................................................... 12
MAGNETIC VARIATIONS/GPS STATUS DISPLAY ............................................................. 12
BAROMETRIC VNAV TEMPERATURE COMPENSATION.................................................. 12
CIRCLING APPROACHES ...................................................................................................13
FLIGHT CONFIGURATION PAGE CHANGE ....................................................................... 13
SPECIAL MISSION FEATURES ..........................................................................................13
WAAS/LPV ...........................................................................................................................13
LPV ILS LOOK-ALIKE ..........................................................................................................13
APPROACH MINIMA TYPE SELECTION ............................................................................ 16
DASSAULT AIRCRAFT SERVICES

Proprietary Data
FOREWORD
2969NY-01 REV 2.2
FOREWORD
This supplement must be attached to the CODDE 1 when a triple Honeywell Flight management
FMZ-2000 Software Version 6.1 or 6.1.1 is installed in accordance with STC ST02969NY.
The information contained herein supplements or supersedes the basic CODDE 1 only in those areas
listed herein. For the information not contained in this supplement, consult the appropriate basic
Operating Manual Description.

Proprietary Data
LIST OF REVISIONS
2969NY-01 REV 2.2
LIST OF REVISIONS
REVISION DATE PURPOSE

Original issue 22-June-2015 Original document
Revision 1 02-February-2016 Minor corrections
Revision 2.1 8-June-2017 Minor corrections
Revision 2.2 28-June-2019 Optional FMS upgrade 6.1.1

Proprietary Data
SUPP. CODDE 1 CHAPTER 34 – NAVIGATION PAGE 5 / 16
34-51-40 DATALINK
2969NY-01 REV 2.2
34-51-40 DATALINK
This chapter only applies to FMS 6.1.1 and following upgrades.

The ATC LOGON/STATUS 3/3 page permits setting of the MAX UPLINK DELAY timer. The default value is
600 seconds, but the value can be set from 1 to 999 seconds.
The MAX UPLINK DELAY time can be turned off by entering 0.

Proprietary Data
34-60-00 FLIGHT MANAGMENT SYSTEM
2969NY-01 REV 2.2
34-60-00 FLIGHT MANAGEMENT SYSTEM
INTRODUCTION
The aircraft is equipped with three Flight Management Systems (FMS).
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).
SYSTEM DESCRIPTION
The Pilot’s guide, Honeywell Publication Number D200809000098-r002 or later approved revisions
describes the components for the Honeywell Flight Management System (FMS).
The Dual Honeywell FMZ-2000 FMS with LPV installation consists of the following units:
• Three IC-810 Integrated Avionics Computer (IAC Software Version 6.1 or 6.1.1)
• Dual HG2021 KB02 SBAS Global Landing System Sensor Unit (GLSSU)
• Dual GPS/SBAS Antenna
• Data Loader (DL)
• The Data Loader may be a DL-900 or DL-1000 and is used to load the DO-200A compliant
periodic navigation and custom data base (NBD) updates.
• The GPS/SBAS Antenna may be either a Sensor Systems Inc. S67-1575-137, Honeywell
Inc. 26002806-401 or equivalent that complies to TSO-C190.
• The HG2021 KB02 SBAS GLSSU complies to TSO C145c and TSO C146c.
The FMS system provides remote radio tuning, navigation and steering data to the Honeywell PRIMUS
2000 Digital Automatic Flight Control System (FCS) and the Honeywell Electronic Flight Instrument
System (EFIS).

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2969NY-01 REV 2.2
DATABASE
Each computer features two types of database:
• a navigation database (NAV DATABASE) which must be refreshed every 28 days using the
DATALOADER,
• a custom database (CUSTOM DATABASE), consisting of pilot-defined waypoints and stored flight
plans.
SYSTEM ANNUNCIATORS AND SWITCHES

Annunciators to provide the status of the FMS system are located on the CDU and the EFIS displays.
CDU and EFIS annunciators

The following FMS status annunciators are located on the CDU display (Figure 1), on the instrument
panel, and on the EFIS display:
FIGURE 1. CD-820 ANNUNCIATOR LOCATION

Proprietary Data
2969NY-01 REV 2.2
CDU Annunciator EFIS Annunciator

DSPLY
DR DR
DGRAD DGR
MSG MSG
OFFSET XTK
APRCH APP
TABLE 1. CDU AND EFIS ANNUNCIATORS DESCRIPTION
DSPLY is displayed when the CDU shows a flight different from the first page of the active flight plan.
DR Dead Reckoning annunciator is an alerting annunciator, and is lit when operating in the degrade
mode for longer than 2 minutes. The DR mode is defined as the loss of radio updating and all other
position sensors.
DGRAD (CDU) and DGR (EFIS) meaning DEGRADED alert the flight crew that the FMS cannot
guarantee the required accuracy for the present phase of flight. DGRAD/DGR is displayed whenever the
estimate of position uncertainty (EPU) is greater than the required navigation performance (RNP).
APRCH (CDU) and APP (EFIS) The approach annunciator located on the PFD and on the CDU, are the
primary approach mode annunciators. The approach annunciation informs the flight crew that the
system is configured properly to conduct an instrument approach. It also indicates the EFIS display has
been configured for approach lateral and vertical deviation scaling.
MSG The message annunciators will illuminate when an FMS message activates on the CDU
scratchpad. Scratchpad messages can be either advisory or alerting with the alerting message taking
precedent over the advisory message. Advisory messages will illuminate the MSG annunciator on the
CDU only. Reference Pilot’s Guide for further information.
OFFSET (CDU) and XTK (EFIS) The selected cross track annunciators illuminates when a lateral offset
has been selected on the FMS (PROGRESS page 3).
LPV-Enable instrument panel remote switch

This installation includes a remote LPV-Enable switch/light located in each side of the cockpit (Figure 2).

Proprietary Data
2969NY-01 REV 2.2
This is a pilot selectable option to enable LPV during approaches. To enable an LPV approach, the
switch/light must be pressed.
NOTE
Pressing either light pushbutton will enable LPV on both sides.
Dark – This is a normal/default mode when the aircraft avionics are powered ON.
ON – When pressed, the GLSSU is selected to output aircraft lateral and vertical deviations on the PFD
for the LPV final approach segment (ILS look-alike).
NOTE
The signal to illuminate the switch comes from the GLSSU and it is a confirmation that the GLSSU has
switched sources. This is not an LPV mode status annunciator, the actual armed and captured LPV
modes are depicted in the PFD FMAs as LOC and GS.
NOTE
When LPV is selected, short range navigation tuning (VOR/ILS) is not available.
LPV light pushbutton, each side

Dark = LPV Not Selected
ON = LPV Selected
FIGURE 2. LPV-ENABLE COCKPIT LIGHT PUSHBUTTON LOCATION

Proprietary Data
2969NY-01 REV 2.2
POWER FEEDING
FMS 1 is energized when:
• “FMS 1” circuit breaker engaged,
• “LH AV MASTER” circuit breaker engaged,
• “LH AV MASTER” switch/ light extinguished.

• “RH AV MASTER” circuit breaker engaged,
• “RH AV MASTER” switch/ light extinguished.

• “LH AV MASTER” circuit breaker engaged,
• “LH AV MASTER” switch/ light extinguished.
CIRCUIT BREAKERS
The circuit breakers associated with this installation are located in the overhead circuit breaker panel.
Table 2 shows information on the respective circuit breakers.
EQUIPMENT LABEL LOAD BUS AFFECTED

NAVIGATION DME1/VOR1 3.0 A A1 BUS – COMM-NAV
ALT PWR
NAVIGATION DME2/VOR2 3.0 A B1 BUS – COMM-NAV

ALT PWR
TABLE 2. CIRCUIT BREAKER DESCRIPTION

Proprietary Data
2969NY-01 REV 2.2
OPERATIONS
The three FMSs can operate in the following modes:
• “SINGLE” mode: the three FMSs are totally independent and they can have a different software
status from one another,
• “INDEPENDENT” mode: the three FMSs have the same software and the same navigation data
base. However, their active flight plans and their use data bases can be different,
• “INITIATED TRANSFER” mode: the three FMSs are identical but they can have two different active
flight plans. A manual transfer of the flight plan is possible.
• “DUAL” mode: the three FMSs are identical and they have the same active flight plan.
The IAC 6.1 or 6.1.1 software along with the GLSSU enables the system for enroute, terminal and
approach operations for RNAV approaches, including TSO C145b Class Delta 4 lateral and vertical
SBAS guidance.
IAC 6.1 or 6.1.1 enables Required Navigation Performance (RNP) in the lateral axis, VNAV
Temperature Compensation for departure, approach, and missed approach, vectors to intercept mode,
and automated HA (Hold to Altitude) legs. Angular deviations for LPV approaches are provided through
the GPS/SBAS Landing System Sensor Unit (GLSSU) as an ILS look-alike to the system.
The NAV Data Base (NDB) enhancements include Multi-RNAV, TACAN, Circling and multiple
approaches to runways.
The FMZ-2000 complies with requirements of TSO C115b.
Satellite Based Augmentation System (SBAS)

The GLSSU KB02 compliance to RTCA/DO-229D ensures interoperability with the signals-in-space
provided by the FAA WAAS and other international SBAS service providers (current or future) like the
European Geostationary Navigation Overlay Service (EGNOS), Japan's Multi-functional Transport
Satellite (MTSAT) Satellite-based Augmentation System (MSAS), and India’s GPS and GEO
Augmented Navigation (GAGAN).
The FMS uses the same priority method for SBAS sensor selection as is used for predictive RAIM
calculations. When a single GPS is installed, all installed FMS use that GPS for SBAS navigation.
When the GPS operational mode is SBAS NAVIGATION or APPROACH, the FMS indicates the GPS
receiver is using an SBAS signal for position accuracy by the following methods:
− On GPS(X) STATUS page 2/2, the operating mode is displayed as:
- DIFFERENTIAL when the GPS operational mode is SBAS NAVIGATION
- APPROACH when the GPS operational mode is SBAS PA.
− On PROGRESS page 1, the mode is displayed as GPS-D on the same line with RNP and EPU
data (3L and 3R).

Proprietary Data
2969NY-01 REV 2.2
Vector Operation/Vector to Final

The FMS v6.1 or 6.1.1 upgrade provides a means by which a vectored approach transition or vectors to
final approach procedure can be attained during any phase of flight including an en route vector
operation. For a vector to final approach transition, the FMS v6.1 or 6.1.1 will create an approach that
consists of an intercept leg leading in to the FAF; only the approach leg prior to the FAF is removed; the
departure, cruise and arrival leg will remain in the flight plan.
Tactical Air Navigation (TACAN) Approaches
The FMS v6.1 or 6.1.1 upgrade also provides the capability to display TACAN approaches as a
selection on the arrival page, which can be read from the navigation database.
Multiple RNAV Approaches (Y/Z)
The FMS v6.1 or 6.1.1 software upgrade provides the capability for multiple type approaches to be
defined on the navigation database for selection by the pilot. The software upgrade enables several
approaches of the same type be made available on the navigation database for the same runway.
Enroute Holding Pattern
The FMS v6.1 or 6.1.1 upgrade also provides the capability to utilize a database holding pattern in place
of a default hold definition at an enroute waypoint.
Vertical Glidepath (VGP) Mode ‘ARM’
When a non-localizer approach is selected in the FMS flight plan via the FMS CDU and VGP mode is
‘Captured’, the Flight Director ignores the preselected altitude and the altitude preselector can be set to
the go-around altitude.
NOTE
In FMS v6.1 or 6.1.1 the line select prompt on the CDU is removed. ‘Arming’ of the VGP is accomplished
by pressing the Flight Guidance Controller approach mode (APP) button after selecting VNAV.
Magnetic Variations/GPS Status Display

The FMS v6.1 or 6.1.1 upgrade includes the FMS magnetic Variation Table. The FMS uses the
difference between the IRS magnetic heading and the true heading as present magnetic variation in
effect, using the IRS’s magnetic variation. This ensures that the displayed magnetic heading in the
cockpit matches the FMS outputs.
The FMS software uses its internal magnetic variation tables to convert true courses to magnetic and
vice versa for locations other than the FMS current position. This design minimizes the effect of the
differences in magnetic variation tables in the cockpit.
The upgrade is based on the National Oceanic and Atmospheric Administration World Magnetic Model.
The GPS Status Display allows pilots to accurately set instrument panel clocks to GPS clocks. The GPS
Status Page includes units of seconds for UTC time.
Barometric VNAV Temperature Compensation
The FMS v6.1 or 6.1.1 software upgrade provides a means by which the crew may calculate
temperature-compensated altitude to use as the minimum altitude for an approach.

Proprietary Data
2969NY-01 REV 2.2
For cold weather the altimeter reading does not reflect the true altitude, thus when the Temp Comp is
activated, it causes all altitude constraints in the departure, approach and missed approach to be
compensated. This is done to raise the altitude constraint during cold weather flight.
Alternatively, in hot weather, the uncompensated altitude will take the aircraft higher than the published
altitude constraints and altitudes will be compensated to lower the altitude constraints.
Circling Approaches
The FMS v6.1 or 6.1.1 upgrade provides the capability to add circling approaches to the Navigation
Database. There are four cases where circling approach requirements could occur:
- Approach not aligned with the runway
- Circling pattern
- Approach aligned with runway, but not the one to land on
- Sidestep maneuver
Flight Configuration Page Change
The flight configuration pages that are accessed from the Control Display Unit contain additional options
that provide the ability to customize the Honeywell FMS features on a specific aircraft.
The advantage of doing so includes having control of barometric altitude temperature compensation;
suspending flight plan sequencing during vector operations, minimum runway lengths to be used for
airports displayed on lateral map and allowing only paved runways to be selected for approaches.
Special Mission Features
The Special Mission Features are reserved for military and certain law enforcement applications and are
not available for civil aviation operations
WAAS/LPV
The FMS v6.1 or 6.1.1 upgrade has features that incorporate functionality for WAAS/LPV approaches.
The WAAS is also referred to as Satellite Based Augmentation System (SBAS). It provides GPS signal
corrections to provide the pilot with a better position accuracy equivalent to the ILS Category 1 (precision
approach) system. The implementation of the LPV approach capitalizes on the inherent accuracy of the
WAAS signal.
LPV ILS Look-Alike
The LPV capability in this installation is designed to operate such that the PFD looks the same as if flying
an ILS approach. The vertical and lateral deviations (LOC and GS) as well as the Flight Mode
Annunciations (FMA) look exactly the same as an ILS, the only difference is the source of navigation.
The navigation source selection is done via an external LPV-Enable switch in the cockpit (see section
B.2.). When the switch is dark, the navigation source on the PFD is whatever is selected in the Display
Control Panel as NAV SOURCE (FMS or V/L) (See Figure 3); this is the normal mode for most operations
on RNAV (FMS) or V/L approaches including ILS approaches.
To fly an LPV approach, you must select the approach on the FMS, select V/L on the Display Controller
(either manually or through the auto-nav transition Preview feature), and press the LPV-Enable light
pushbutton (to ON).
The switching mechanism behind the LPV-Enable light pushbutton is provided by a new GPS/SBAS
Landing System Sensor Unit (GLSSU) which switches the navigation source to be displayed on the PFD

Proprietary Data
2969NY-01 REV 2.2
to WAAS GPS source. The pilot needs to confirm that V/L has been activated either manually in the
Display Controller or automatically by the auto-nav transition Preview feature as a navigation source (the
same as if flying an ILS).
The GLSSU sends the display information to the PFD in the same format as an ILS (see Figure 4). In this
case, the DME ground station identifier is replaced with the LPV approach runway identifier (e.g. W01A).
The signal to illuminate the LPV-Enable switch comes from the GLSSU and it is a confirmation that the
GLSSU has switched sources. It is important to note that the LPV-Enable switch is not a “status” but
rather a “selection” annunciation.
Lateral and vertical "armed" and "capture" modes for an LPV approach comes from the Flight Mode
Annunciator (FMA) LOC and/or GS for "armed" and LOC and/or GS for "captured" the same as for an ILS
approach.
The indication to the pilot as to which source of navigation is providing guidance during a V/L-selected
approach is the LPV-enable light pushbutton: dark for ILS or VOR, ON illuminated for LPV. The actual
“status” of navigation are the LOC and GS indications on the PFD FMA.
Figure 3. F900EX Display Controller

Proprietary Data
2969NY-01 REV 2.2
Figure 4. PFD during LPV Approach
The following can be observed from Figure 4:

- Lateral captured mode is LOC in the FMA.
- Vertical captured mode is GS in the FMA
- The selected navigation source is LOC1, displayed to the left of the CDI.
- The selected course (which is manually set by the pilot) is 078.
- Lateral deviation is depicted in the CDI and vertical deviation is displayed in the GSI.
- On an LPV approach, the DME ground station identifier is replaced with the LPV approach
runway identifier (e.g. W06B) above the DME letters.
The FMS navigation database contains the Final Approach Segment (FAS) data block associated with
LPV minimums. The FAS data block consists of the lateral and vertical definition for the final approach
path to be flown during the RNAV approach to LPV minimums. The FAS data block is transmitted from
the FMS to the GLSSU and is used by the GLSSU to compute the aircraft lateral and vertical deviations
on the PFD for the final approach segment.

Proprietary Data
2969NY-01 REV 2.2
When the LPV-Enable pushbutton is selected to ON, the GLSSU outputs LPV lateral and vertical
deviations and distance to the Landing Threshold Point (LTP) to the Electronic Display System and
autopilot Flight Director (FD) guidance in lieu of and in the same format as the ILS guidance provided by
the navigation radios. With the LPV engaged during an approach, the lateral and vertical deviations
(localizer and glideslope respectively) and the Flight Mode Annunciator (FMA) on the PFD, look exactly
the same as an ILS approach; however, the source of guidance is the GLSSU instead of the ILS
transmitter hence the name “ILS look-alike”.
Loss of either lateral or vertical LPV capability is depicted the same as in an ILS approach. In addition,
the FMS CDU provides predicted RAIM unavailability for an approach as much as five minutes prior to
the approach.
If LPV becomes unavailable prior to the FAF (either by loss of guidance or RAIM unavailable), the pilot
should de-select LPV and select another approach from the FMS arrival page (LNAV/VNAV or LNAV).
After the FAF, a missed approach is required.
NOTE
When installed, the Head Up Display (HUD) indications are equivalent to the PFD.
Approach minima type selection

The GLSSU is approved to conduct RNAV approach operations to LPV, LNAV/VNAV, or LNAV
minimums. When an RNAV approach contains an LPV line of minima, the ARRIVAL page includes an
indication of the selected approach minima type, as shown in Figure 5.
Figure 5. ARRIVAL Page With LPV Minimum

Proprietary Data
FALCON 900EX
Crew
Operational
Documentation
for
Dassault
non
EASy
CODDE 2
SUPPLEMENT FMS 6.1 or
6.1.1
STC ST02969NY
REV 3: August 25, 2020
2969NY-02
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 Falcon Jet.
DASSAULT FALCON JET

Proprietary Data
F900EX
Supp. CODDE 2 GENERAL PAGE 2 / 26

TABLE OF CONTENTS
2969NY- 02 REV 3
TABLE OF CONTENTS
FOREWORD ................................................................................................................... 3
LIST OF REVISIONS....................................................................................................... 4
LIMITATIONS – AIRPLANE GENERAL .......................................................................... 5
LIMITATIONS - AIRPLANE SYSTEMS ATA 34 - NAVIGATION ..................................... 9
NORMAL OPERATIONS – FLIGHT PHASES - POWER ON........................................ 12
NORMAL OPERATIONS – FLIGHT PHASES - BEFORE DESCENT ........................... 13
NORMAL OPERATIONS – FLIGHT PHASES - APPROACH ....................................... 14
NORMAL OPERATIONS – SYSTEMS ATA 22 - AUTOFLIGHT ................................... 15
NORMAL OPERATIONS – SYSTEMS ATA 34 - NAVIGATION.................................... 16
SPECIAL PROCEDURES – OPERATIONS – RNAV LPV APPROACH ....................... 21
ABNORMAL – ATA 34 - NAVIGATION ......................................................................... 26
DASSAULT FALCON JET

Proprietary Data
F900EX

FOREWORD
2969NY- 02 REV 3
FOREWORD
This supplement must be attached to the CODDE 2 when triple Honeywell Flight management
FMZ-2000 Software Version 6.1 or 6.1.1 is installed in accordance with STC ST02969NY.
The information contained herein supplements or supersedes the basic CODDE 2 only in those
areas listed herein. For limitations, Procedure information not contained in this supplement,
consult the appropriate basic CODDE 2.
DASSAULT FALCON JET

Proprietary Data
F900EX

LIST OF REVISIONS
2969NY- 02 REV 3
LIST OF REVISIONS
Original 22-June-2015 Original document
Revision 1 02-February-2016 Addition of FMS message
Revision 2.1 8-June-2017 Detailed Missed Approach
Revision 3 25-August-2020 Table of approaches has been changed.
DASSAULT FALCON JET

Proprietary Data
F900EX
LIMITATIONS
Supp. CODDE 2 AIRPLANE GENERAL PAGE 5 / 26
2969NY- 02 GENERAL REV 3
LIMITATIONS – AIRPLANE GENERAL
KINDS OF OPERATION
- Provided the FMZ-2000 Flight Management System with IAC 6.1 or 6.1.1 software is receiving
usable signals and has a current NAV database, it has been demonstrated capable of and meet
the accuracy specifications of:
o Day and Night VFR,
o IFR,
o Extended overwater and remote area overflight,
o Non-precision approaches (VOR, VOR/DME, NDB, NDB/DME, TACAN)
o GPS based approaches : GPS/RNAV operation (restricted to WGS-84 reference)
- Satellite navigation relies on GPS-WAAS (SBAS) signals
- Upgrade 6.1.1: Latency timer (seconds)
FMS GENERAL
- FMS software must be identified NZ6.1 or 6.1.1 on the AVIONICS Setup window, Software
section.
- The FMS when not operating in degraded or dead reckoning mode, has been demonstrated to
comply with the applicable requirements for:
o FAA AC 20-138D (Airworthiness Approval of Positioning and Navigation Systems);
o EASA AMC 20-27 (Airworthiness Approval and Operational Criteria for RNP
APPROACH (RNP APCH)).
NOTE
AC 20-138D includes the airworthiness considerations contained in AC 90-101A (Approval Guidance
for RNP Procedures with AR) and AC 90-105 (Approval Guidance for RNP Operations and
Barometric Vertical Navigation).
- Special mission features are reserved for military and certain law enforcement applications and
are not available for civil aviation operations.
DASSAULT FALCON JET

Proprietary Data
F900EX
LIMITATIONS
LATERAL NAVIGATION
IFR OCEANIC / RNP 10 / NAT-MNPS / REMOTE AREA
- GPS is Primary Means of navigation in oceanic and remote airspace (see FAA Order 8400.33
Paragraph 9b(1)(c)).
- Flight in North Atlantic (NAT) Minimum Navigation Performance Specifications (MNPS) airspace
is authorized in accordance with AC 91-49 and AC 120-33;
- RNP 10 requirements (FAA Order 8400.12A Paragraph 12b(4),(5)) are met when
o With a minimum of a single IRS and single GLSSU operational, RNP-10 operations
are unlimited.
o Upon failure of all GLSSU, RNP-10 operations are time limited as described below:
 FMS Navigation Mode DME/DME – no time limit.
 FMS Navigation Mode VOR/DME – no time limit.
 FMS Navigation Mode IRS – 6.2 hours maximum flight time starting upon
failure of all GPS Sensors.
o If the FMS navigation mode transitions out from DME/DME or VOR/DME to IRS,
the maximum flight time in IRS navigation is based upon the previous FMS
navigation mode:
 DME/DME  5.9 hours.
 VOR/DME  5.7 hours.
RNP 5 (B-RNAV)
- BRNAV: Operations within the European Airspace System in accordance with the criteria of JAA
Temporary Guidance Material, Leaflet No. 2 and FAA AC 90-96A Appendix 1.
- This installation complies with equipage and accuracy requirement of operations requiring RNP-
5 navigational accuracy (see AC 90-96A).
RNP 4
- This installation complies with RNP-4 navigation requirements (see FAA Order 8400.33
Paragraph 9b(1)(c)).
DASSAULT FALCON JET

Proprietary Data
F900EX
LIMITATIONS
P-RNAV (JAA TGL-10)

- Operations within the European Airspace System in accordance with the criteria of JAA
Temporary Guidance Material, Leaflet No. 10 and FAA AC90-96A Appendix 2.
NOTE
The system meets the requirements of DO236B Required Navigation Performance (RNP) and is
approved for operations, as long as the estimated position uncertainty (EPU) does not exceed the
published RNP.
RNP 2, RNP 1 AND RNP 0.3

- This installation complies with RNP 2, RNP 1 and RNP 0.3 navigation requirements (FFA order
8900.1 Volume 4, Chapter 1, Section 2, paragraph 32).
US TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV) OPERATIONS (AC 90-100A)

- Departure Procedures (Standard Instrument Departures and Obstacle Departure Procedures),
and Standard Terminal Arrivals in accordance with the criteria of AC 90-100A (Q-routes and T-
routes).
NON-PRECISION APPROACH OPERATION

- Non-precision approaches using GPS are approved.
- This FMZ-2000 installation is NOT approved for RNP AR approach procedures with RNP RF
legs.
VERTICAL NAVIGATION
- This installation complies with AC 20-138D and the equivalent EASA AMC 20-28 for RNAV
approach operations using GPS/WAAS for LPV approaches.
- This installation also complies with AC 90-107 (Guidance for Localizer Performance with
Vertical Guidance).
- This FMZ-2000 with IAC v6.1 or 6.1.1 software is approved for FCS coupled lateral and vertical
instrument approaches including non-precision approaches.
DASSAULT FALCON JET

Proprietary Data
F900EX
LIMITATIONS
TAKEOFF & LANDING DATA (TOLD)

The TOLD database includes:
- Setting of all approach (APP) and landing (LND) speed to VREF applicable in the current
F900EX Airplane Flight Manual performance charts up to Revision 12
- F900EX- Automatic Bleed Override Controller (ABOC) performance per DTM561-SUP23 Issue
2 (F900EX AFM Supplement 23) when installed per modification M3885 or SB F900EX-259
(ABOC).
- For F900EX - Option SB1B (MTOW = 49,000 lbs and MLW = 44,500 lbs).
DASSAULT FALCON JET

Proprietary Data
F900EX
LIMITATIONS
Supp. CODDE 2 AIRPLANE SYSTEMS PAGE 9 / 26
2969NY- 02 ATA 34 - NAVIGATION REV 3
LIMITATIONS - AIRPLANE SYSTEMS ATA 34 - NAVIGATION

OPERATIONS
FMS
- The Honeywell Flight Management System (FMS) Software Version IACv6.1 or 6.1.1 Pilot’s
Guide, Honeywell Publication Number D200809000098--r002 dated September 2013 (or later
approved version of the manual) must be immediately available to the flight crew whenever
navigation is predicated on the use of the FMS.
- The fuel quantity, fuel required and fuel remaining estimate functions of the FMS are
“supplemental information only” and must be verified by the flight crew.
- Oceanic, en route and terminal area operation with the Degrade DGRAD annunciator
illuminated requires flight crew to verify the FMS present position using another IFR approved
navigation system.
- IFR en route and terminal navigation is prohibited unless the pilot verifies the currency of the
database or verifies each selected waypoint for accuracy by reference to up-to-date approved
data.
AVIONICS
NAVIGATION MODE AND PERFORMANCE
- Following a period of Dead Reckoning DR, the aircraft position shall be verified by visually
sighting ground reference points and/or by using other navigation equipment such as VOR,
DME, TACAN, IRS, NDB, and/or radar fix.
NAVIGATION
- The aircraft must have other approved navigation equipment installed and operating,
appropriate to the intended route of flight.
- If remote / oceanic operations are based on GPS only, check FDE availability before flight.
NOTE
- FDE check is not required provided GPS/SBAS antennae are TSO C145c and TSO C146c
compliant.
- Navigation must not be predicated upon GPS when operating in non WGS-84 airspace. GPS
must be deselected in areas which are not WGS-84 compliant.
FLIGHT MANAGEMENT
- TOLD functions are provided for advisory purposes only. Airplane Flight Manual (AFM)
performance data remains the only certified data.
DASSAULT FALCON JET

Proprietary Data
F900EX
LIMITATIONS
CRUISE PERFORMANCE
- FUEL and TIME prediction are advisory only and must not be used for flight planning.
SID / STAR / APPROACHES / TERMINAL PROCEDURES

- ILS, LOC, LOC-BC, LDA, SDF, GS & MLS approaches using the FMS mode for Final Approach
course guidance are prohibited.
FMS-BASED APPROACHES
- Use of Flight Director half bank mode is prohibited during FMS terminal and approach
operations.
- Predictive RAIM is not available in FMS 3.
- APP annunciators located on the pilot PFD and APRCH on the CDU indicates the CDI
approach scale. It is displayed 2 NM prior to the FAF.
WARNING
- FMS shall run up-to-date databases
- FMS instrument approaches must be accomplished in accordance with approved instrument
approach procedures.
CAUTION
- FMS instrument approach must be discontinued anytime the Degrade (DGRAD on FMS CDU
or DGR on EFIS) annunciator comes on after the FAF, unless visual references for continuing
the approach are present.
- GPS/WAAS approach guidance can only be used for published navigation data referenced to
the WGS-84 reference system.
LNAV OPERATIONS
- LNAV/VNAV or LNAV minima
o require both pilots to conduct an altimetry crosscheck prior to the FAF to ensure
that both altimeters agree within ±100 feet.
o outside of published temperature constraints are not authorized unless FMS
temperature compensation (ISA COMP) is active.
o When LNAV/VNAV RNAV MIN is selected, both LNAV/VNAV DA and LNAV Baro-
VNAV MDA are approved.
DASSAULT FALCON JET

Proprietary Data
F900EX
LIMITATIONS
NOTE
- Arming VGP mode requires VNAV then APP to be selected in this order on the Mode Control
Panel (MCP).
LPV OPERATIONS
- The autopilot Minimum Use Height for an LPV approach is the same as for the ILS approach:
o 80 ft with serviceable radio-altimeter;
o 150 ft without radio-altimeter data.
- A missed approach must be accomplished past the FAF, if below 1,000 ft AGL and vertical
deviation guidance is flagged.
- LPV approaches using the Vectors-To-Final Preview Mode are prohibited when there is a
course change at the Final Approach Fix (FAF).
VOR/DME, NDB OR VOR OPERATIONS

- Non-precision approaches using GPS are approved, provided:
o 2NM prior to the final approach fix, FMS APRCH annunciator is illuminated on the
FMS CDU and APP annunciator is illuminated on the PFD.
o “DGRAD” annunciator remains dark on the FMS CDU and “DGR” annunciator
remains dark on the PFD.
- When GPS is not operating or RAIM is invalid, FMS will conduct the approach as long as it can
maintain DME/DME or VOR/DME navigation.
WARNING
- Do not use VGP mode during circling approaches, as the ASEL will be ignored by the autopilot.
NOTE
- Default RNP is 0.5 in radio navigation.
- As the aircraft gets lower, line of sight to optimum ground navigation stations may be lost and
EPU may increase above 0.5 thereby activating the DGRAD / DGR annunciators.
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
Supp. CODDE 2 FLIGHT PHASES PAGE 12 / 26
POWER ON
2969NY-02 REV 3
NORMAL OPERATIONS – FLIGHT PHASES - POWER ON
 29. FMS
Normal operating procedures are outlined in the Honeywell Flight Management System (FMS)
Pilot’s Guide, Honeywell Publication Number D200809000098--r002 or later approved revisions.
For non-LPV approaches:

Check the predictive RAIM and verify RAIM will be acceptable at the Estimated Time of Arrival.
 Estimated Time of Departure ...........................................................................................Enter
 Predictive RAIM .............................................................................................................. Check
COMMENTS: If a GPS navigation outage is predicted or occurs (either a RAIM outage or NOTAM
predicted outages), the pilot should rely on other approved equipment, change the
departure time, or destination airport.
RNP settings are accessed from PROGRESS 2/3, select RNP to go to the SET RNP page.
The default values for Required Navigation Performance (RNP) are:
MANUAL --.-- ARRIVAL 1.00

DEPARTURE 1.00 APPROACH 0.30/0.50
ENROUTE 2.00 MISSED APPR 1.00
COMMENTS: The RNP value sets the lateral deviation scale for the EFIS and will automatically
transition to the current phase of flight. RNP also sets the position error alert for
each phase of flight. Any changes to these values will be translated into lateral
deviation scaling changes on the EFIS displays.
NOTE
The transition to APPROACH RNP/scaling occurs at the first published approach waypoint in the
flight plan.
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
2969NY-02 CLIMB, CRUISE, DESCENT REV 3
NORMAL OPERATIONS – FLIGHT PHASES - BEFORE DESCENT
 2. Approach settings
Select the desired instrument approach and approach transition, into the active flight plan from the
FMS navigation database.
NOTE
VOR, VOR/DME and NDB approaches into non-WGS-84 airspace requires both GPS sensors to be
deselected to use the VOR signal for navigation.
 Checks arrival, approach and missed approach waypoints: the PF reads the waypoints
sequence and their associated constraints on the CDU while the PNF checks them against the
charts.
RNAV LPV approach only
 LPV ENABLE switch to .................................................................................................. ON
PF PNF
RNAV LPV APPROACHES
Active NAV RNAV Approach Load RNAV Approach Load

Stand-by NAV Backup facility Backup facility
LPV Enable ON ON
CDI V/L LPV course LPV course
BRG FMS Displayed Displayed
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
2969NY-02 APPROACH REV 3
NORMAL OPERATIONS – FLIGHT PHASES - APPROACH
INSTRUMENT APPROACH
Final approach preparation

The following table provides a summary of the applicable FD modes and ASEL settings as a
function of the intended kind of approach.
Published Approach FD Modes Push

App
APP ASEL on final
Category
Type Minima LAT’L VERT’L button?
ILS CAT1 G/A altitude when
ILS LOC (*) G/S (*) YES
CAT II ILS CAT2 G/S is active
LOC (GS
LOC
out) YES
LOC LOC (*) FPA G/A altitude when
LOC-DME LOC-DME flying below it
B/C B/C B/C BC (*) FPA NO
G/A altitude after
LPV LPV LOC (*) G/S (*) YES
the FAF
G/A altitude when
LNAV/VNAV LNAV/VNAV LNAV (*) VGP (*) YES
VGP is active
RNAV
APPCH
G/A altitude when
LNAV LNAV LNAV (*) FPA NO
flying below it
G/A altitude when

VOR LNAV VGP YES
VOR, VGP is active
or GPS NDB
Straight-In VOR/DME else else
or GPS G/A altitude when
NDB, etc. NO
or VOR, NDB flying below it
HDG/TRK FPA
Circle-to- MDA, next G/A
CIRCLING Visual Visual NO
Land altitude
Legend: (*) this guidance mode MUST be selected to use the given minima (e.g. VGP must be
used to descend to LNAV/VNAV minima).
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
Supp. CODDE 2 SYSTEMS PAGE 15 / 26
2969NY-02 ATA 22 - AUTOFLIGHT REV 3
NORMAL OPERATIONS – SYSTEMS ATA 22 - AUTOFLIGHT
RNAV LPV CAPTURE

ACTIONS ANNUNCIATOR COMMENTS
Assumptions: LNAV AP ALT
- RNAV LPV approach active ←
- Initial approach in NAV
mode, FMS NAV source
- Select HDG mode to HDG AP ALT
intercept ←
- Select VOR source
- Verify LPV Enable ON
- Select APPR mode HDG AP ALT - Before capture, LOC and
LOC ← GS GS are armed and appear
white
- Monitor Lateral capture LOC AP ALT - During localizer capture
← GS LOC flashes
- GS is armed and appears
white steady
- Monitor Vertical capture LOC AP GS - When captured, LOC is
← steady,
- During glide slope capture,
GS flashes
- AP/FD will capture the glide
slope only if the localizer
has been captured first
- When localizer and glide LOC AP GS - LOC and GS are steady
slope are captured ←
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
2969NY-02 ATA 34 - NAVIGATION REV 3
NORMAL OPERATIONS – SYSTEMS ATA 34 - NAVIGATION

HOLDING PATTERNS
EN ROUTE HOLDING PATTERNS
The FMS is capable of using a published hold in place of a default hold definition at an en route
waypoint. When the crew selects a hold at an en route waypoint, the FMS first determines if there
is a published hold at that particular waypoint. When a hold is defined at that waypoint, a page is
displayed which permits the selection of either the published hold or a default hold. The selected
published hold can be changed by the crew before inserting. If multiple patterns exist for a
particular fix, all are displayed on the page, and the desired pattern can be selected.
AUTOMATED HOLD AT A FIX TO AN ALTITUDE TERMINATION SEQUENCING

Hold to altitude legs are handled in a manner similar to heading or course to an altitude. When a
hold to an altitude is defined in the navigation database, the aircraft will fly the hold and
automatically exits the holding pattern upon reaching the required altitude. The options EXIT and
RESUME HOLD are not given through LSK 4L on the ACTIVE FLIGHT PLAN 1/3 page as the
FMS is in control of the sequencing of this leg. Besides:
- The pilot can manually delete the hold from the flight plan prior to entering the pattern.
- Once in the pattern, an attempt to delete (1L) to manually exit the hold is inhibited.
- The pilot has the option to perform a DIRECT-TO another waypoint in order to manually
exit a hold to an altitude.
- The hold altitude is displayed on the right side of the active flight plan as an at-or-above
altitude constraint that can be modified by the pilot.
NOTE
Manually entering an at-or-above altitude constraint on a manually entered hold does not create a
hold to an altitude.
APPROACH PHASE
LPV APPROACH
RNAV approaches to LPV minimums are flown using an ILS Look-Alike system presenting an
RNAV LPV approach in a format similar to traditional ILS approaches using the short range
navigation display (V/L).
The LPV Enable switch is used to select which type of lateral and vertical deviations are displayed
(and coupled to the autopilot flight director). The selectable types are:
- VOR/LOC/DME (vertical and lateral deviations and DME distances)
- SBAS (RNAV LPV) and distance to LTP.
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
VGP SELECTION AND VGP MODE

When the aircraft is within 30NM flight plan distance from the destination, the Vertical Glide Path
(VGP) mode is armed by pushing the approach mode (APP) button on the Flight Guidance
Controller, after selecting VNAV.
VECTOR TO FINAL MODE

A vector to final approach feature has been added for creating an intercept leg leading to the FAF
that is aligned with the final approach course extending 10 NM.
Loading an approach procedure using a vector to final transition can be accomplished by:
- Selecting the “VECTORS XXX CRS TO ICT”, or
- Not selecting an available approach transition
NOTE
Only the approach leg prior to the FAF is removed; the departure, cruise and arrival leg will remain
unchanged in the flight plan.
The ACT VECTORS (LSK 4L) prompt is displayed if all of the following conditions are satisfied:
- Aircraft is currently within the terminal area of the destination
- The FAF has not been sequenced yet
NOTE
Selecting the ACT VECTORS prompt modify the flight plan making the FAF the active waypoint,
removing all prior waypoints in the flight plan.
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
MULTIPLE RNAV APPROACHES (Suffix Based Approaches)

These are displayed on the ARRIVAL / APPROACH page (e.g. RNAV– Z 22L, RNAV – Y 04R).
Procedures that are defined as circle to land can only be selected on the ARRIVAL / APPROACH
page (e.g. RNAV – D CIRCLE).
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
NOTE
When a circling approach is added to the flight plan, the vertical predictions assume a BOD at the
airport destination for calculation of the VPATH. It is expected that the pilot positions the altitude pre-
selector appropriately for leveling off in preparation for the manual landing or missed approach.
WARNING
Do not use VGP during circling approaches, as the altitude pre-selector will be ignored by the
autopilot. The flight crew is responsible to ensure the aircraft does not descend below the MDA.
TEMPERATURE COMPENSATION
If the pilot does not compensate the altitude for temperature:
 In cold weather, the indicated altitude reads higher than the true one.
 In hot weather, the indicated altitude reads lower than the true one.
The FMS V6.1 or 6.1.1 Temperature Compensation function automatically computes the altitude
increment (or decrement). See the Honeywell Pilot’s Guide, section 5, for more details.
The Falcon 900EX FMS compensates the waypoint altitude constraints for temperature on SID,
STAR, Approach and Missed Approach procedures.
Non-coded altitudes, such as DAs and MDAs, are not automatically compensated when TEMP
COMP is activated. Calculation can be done on the last TEMP COMP page.
The FMS V6.1 or 6.1.1 cannot compensate for temperature any pilot-entered altitude constraint.
 TO CONFIGURE TEMP COMP:

 MAINTENANCE ............................................................................................................. Open
 SETUP ............................................................................................................................ Open
 FLIGHT CONFIG ............................................................................................................ Open
 TEMP COMP CONFIG Page .......................................................................................... Open
 OFF, or HOT, or HOT & COLD .....................................................................................Select
 BEFORE DEPARTURE OR BEFORE DESCENT

 TAKEOFF Page or LAND / GA INIT Page ...................................................................... Open
 LSK 2L : OAT Surface..................................................................................................... Enter
 TEMP COMP (LSK 4R)..................................................................................................Select
 Compensated Altitudes ................................................................................................ Review
 MDA .................................................................................................................... Compensate
 ACTIVATE (LSK 4R) ......................................................................................................Select
 ATC ............................................................................................................................... Advise
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
NOTE
Temperature compensation is not applied to the LPV (SBAS) final approach segment as it is GPS
position referenced, thereby constituting a geometric approach not affected by barometric changes.
GO AROUND
Do not compensate the ATC assigned altitudes.
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
Supp. CODDE 2 SPECIAL PROCEDURES- OPERATIONS PAGE 21 / 26
2969NY-02 RNAV LPV APPROACH REV 3
SPECIAL PROCEDURES – OPERATIONS – RNAV LPV APPROACH

RNAV APPROACHES WITH LPV MINIMA
GENERAL
RNAV approaches with LPV minima (also called “LPV approaches”) are only available for
airplanes fitted with STC ST02969NY (FMS soft. 6.1 or 6.1.1).
LIMITATIONS
Operational conditions
- Decision Altitude: 200 ft minimum above runway threshold altitude.
- Temperature restrictions published in the approach chart do not apply to LPV approaches.
- Approach must be retrieved from the FMS navigation database without any modification.
BRIEFINGS
Arrival briefing should focus on:
- LPV approach particularities and course of action in preparation of specific event driving to
discontinue the approach. Refer to LPV APPROACHES limitations;
- LPV ENABLE pushbutton to DESELECT during Go Around (PNF task allocation)
NORMAL PROCEDURES
The following actions apply in addition to existing normal procedures.
Airplane and flight preparation
 Crew / Operator approval ........................................................................................................... Check
 Airplane technical acceptance ................................................................................................... Check
 GPS / GPS-WAAS NOTAMs ..................................................................................................... Check
NOTE
Some regulations require that at least one non-GPS based approach procedure is available at
alternate airport or destination airport:
- When a destination alternate and/or a take-off alternate is required,
- At the destination airport when a destination alternate is not required.
Before Descent
 FMS ARRIVAL page: RNAV MIN .................................................................LPV xxxx (FAS Identifier)
 LPV ENABLE pushbutton: ............................................................................................. ON - Check
 CDI: CRS ........................................................................................................................................ Set
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
NOTE
To select LNAV/VNAV or LNAV minimums for the same approach prior to the FAF
 LPV-Enable switch ..................................................................................................................Deselect
 LPV Enable Light .................................................................................................... Out
 NAV SOURCE: FMS ..................................................................................................................Select
 FMS ARRIVAL page, .............................................................................. Select RNAV MIN (LSK 2R)
 LNAV/VNAV or LNAV ..........................................................................................Select
COMMENT: Check for a flight plan discontinuity and ensure the correct TO waypoint is selected for
the approach. Set the appropriate DA or MDA minimums and continue the approach.
Temperature compensation may be required
Approach Manual Transition
 PRIOR TO FAF
 NAV SOURCE: LOC 1/2 ........................................................................................................... Check
 CDI: DME replaced with LPV approach ID ................................................................................ Check
 Guidance Panel: APP .................................................................................................................Select
 FD modes ............................................................................................................................... LOC/GS
 Lateral and vertical deviations ...................................................................................................Monitor
Approach Auto Transition (NAV to NAV transfer)
 PRIOR TO FAF
 NAV SOURCE: FMS................................................................................................................. Check
 Preview source LOC1/2 .................................................................................................................. Set
 Guidance Panel: APP .................................................................................................................Select
 FD modes ............................................................................................................... LOC / VGP armed
 NAV SOURCE: LOC1/2 ............................................................................................................. Check
 FD modes ............................................................................................................................. LOC / GS
 CDI: DME replaced with LPV approach ID ................................................................................ Check
 Lateral and vertical deviations ...................................................................................................Monitor
 AFTER FAF
 Guidance Panel: ASEL ...................................................................................................... G/A altitude
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
NOTE
If vertical guidance is flagged after the FAF and above 1,000 ft AGL, approach may be continued
using published LNAV minimum. Temperature compensation may be required. APP must be re-
selected in the MCP to re-arm the lateral (LOC) deviations.
G/A Procedure
 G/A Button................................................................................................................................... Press
 G/A Altitude ........................................................................................................................Confirm/Set
 LPV Enable Switch..................................................................................................................Deselect
 LPV Enable Light ..................................................................................................... Out
 NAV SOURCE ................................................................................................................... Select FMS
 LNAV Button .............................................................................................................................. Press
 VNAV Button ............................................................................................................................... Press
LPV approaches should be discontinued for any of the following reasons:

- Lateral / Vertical guidance is flagged past the FAF.
- A landing cannot be accomplished upon reaching the DA.
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
NOTE
When a missed-approach is selected by pushing the GA button or selecting the MISSED APPR
prompt (4L) on the CDU.
• LNAV/VNAV modes are dropped
• FD reverts to ROL / GA then ROL / PIT modes (FD bars command wings level and 14 degree
climb angle)
• The FAS data block is cleared from memory which invalidates the deviations from the GLSSU.
LOC and G/S show on both PFD.
• The missed approach is inserted into the active flight plan
• Autopilot disengages
• LNAV and Vertical modes must be reengaged.
• LPV ENABLE Button light will not turn off automatically. It must be manually turned off.
- The approach annunciator will extinguish (if previously illuminated).
- If the DGRAD / DGR annunciator was illuminated, it can possibly extinguish, as the RNP threshold
changes to terminal area requirements once the missed approach procedure is activated.
- In addition, the CDI scaling will also change to reflect the new RNP value.
Post-flight
Some regulations (e.g. AMC 20-28) require to record technical defects or technical limitations
exceeding during approach, in particular:
- Significant navigation errors due to incorrect data or a database coding error,
- Unexpected deviations in lateral / vertical flight path not caused by pilot input or erroneous
operation of equipment,
- Significant misleading information without a failure warning,
- Total loss or multiple navigation equipment failure,
- Loss of integrity function LPV UNAVAIL-USE LNV/VNV whereas LPV approach operations had
not been reported as unavailable or unreliable during preflight planning (see NOTAM).
DASSAULT FALCON JET

Proprietary Data
F900EX
NORMAL OPERATIONS
ABNORMAL PROCEDURES
The approach capability is lost if:
Flags on the CDU
LPV UNAVAIL-USE LNV/VNV

OR
LPV UNAVAIL-LOAD 1 OR 2
OR
CHK NAV SRC-SEL LPV SW
DASSAULT FALCON JET

Proprietary Data
F900EX
EMERGENCY AND ABNORMAL OPERATIONS
Supp. CODDE 2 ABNORMAL PAGE 26 / 26
2969NY- 02 ATA 34 – NAVIGATION REV 3
ABNORMAL – ATA 34 - NAVIGATION
FMS MESSAGES
CDU MESSAGE EXPLANATION CLEARING

THERE IS NO ALTERNATE VALID RELOAD THE RNAV
GPS SENSOR AVAILABLE FOR APPROACH WITH LNAV/VNAV
LPV UNAVAIL –LPV LOAD-1 SBAS OPERATIONS AND THE FAS OR LNAV MINIMA IF
DB IS REJECTED BY THE SBAS AVAILABLE OR SELECT
RECEIVER ANOTHER APPROACH.
THE APPROACH MODE IS RNAV

RELOAD THE RNAV
WITH LPV MINIMUMS AND THE
APPROACH WITH LNAV/VNAV
LPV UNAVAIL –LPV LOAD-2 CHANNEL ID IN THE FAS DATA OR LNAV MINIMA IF
BLOCK DOES NOT MATCH THE
AVAILABLE OR SELECT
CHANNEL ID FROM THE SOURCE
ANOTHER APPROACH.
SELECTED GPS RECEIVER.
RELOAD THE RNAV

THE APPROACH MODE IS LPV AND
LPV UNAVAIL –USE THE
APPROACH WITH LNAV/VNAV
LNAV/VNV ON—SIDE GNSSU IS REPORTING
OR LNAV MINIMA OR SELECT
ANOTHER NON-LPV
SBAS INVALID.
APPROACH.
THE FLIGHT CREW HAS NOT

SELECTED THE REMOTE LPV
SELECT THE LPV ENABLE
ENABLE SWITCH TO LPV ON, AN
SWITCH TO ON.
CHK NAV SRC-SEL LPV SW RNAV APPROACH WITH LPV SELECT NAV OR NAV
MINIMUMS HAS BEEN LOADED
PREVIEW FOR THE NAV
INTO THE FLIGHT PLAN, AND THE
SOURCE.
AIRCRAFT IS WITHIN 4 NM OF THE
FAF .
A RNAV APPROACH TO LPV
MINIMUMS IS LOADED IN THE
REMOVE DME HOLD FROM
DESELECT DME(X) HOLD FLIGHT PLAN, THE LPV ENABLE THE NAV RADIO.
SWITCH IS ON AND A NAV DME
RADIO IS IN DME HOLD MODE.
SELECT THE CROSS SIDE V/L
GPS 1 FAILED THE INPUTS FROM THE GPS 1
2 (GLSSU2).
HAVE FAILED.
SELECT THE CROSS SIDE V/L
GPS 2 FAILED THE INPUTS FROM THE GPS 2
1 (GLSSU1).
HAVE FAILED.
DASSAULT FALCON JET

Proprietary Data
DASSAULT FALCON JET
Proprietary Data
F900EX
Operations Manual
CODDE 3
FMS 6.1 OR 6.1.1 STC ST02969NY
Quick Reference Handbook 1

(VOLUME 1)
REVISION 3: AUGUST 25, 2020
2969NY-03
DASSAULT FALCON JET Revision 3

Proprietary Data
INTENTIONALLY LEFT BLANK

Proprietary Data
F900EX
CONTENTS
Page 1 of 1
Supp QRH1 Table of contents
2969NY-03
TABLE OF CONTENTS
CONTENTS
List of revisions
GENERAL
Airplane configuration
Kinds of operation
LIMITATIONS
ATA 34 - Navigation
OPERATIONS
Normal Operations – Flight Phases
Systems - ATA 34
Operations – RNAV LPV approach

Proprietary Data
F900EX
CONTENTS
Page 1 of 1
Supp QRH1 List of revisions
2969NY-03
LIST OF REVISIONS

Original 22-June-2015 Original document
Revision 1 15-December-2015 New organization of the document

Revision 2.1 8-June-2017 -FMS setting table for approach
-Detailed missed approach
Revision 3 25-August-2020 Table of approaches has been
changed

Proprietary Data
F900EX
GENERAL
Page 1 of 1
Supp QRH1 Introduction
2969NY-03
AIRPLANE CONFIGURATION
MODIFICATIONS,
DESCRIPTION
SERVICE BULLETINS, or STC
HONEYWELL FLIGHT MANAGEMENT
STC ST02969NY SYSTEM FMZ-2000 SOFTWARE
VERSION IAC 6.1 OR 6.1.1

Proprietary Data
F900EX
GENERAL
Page 1 of 3
Supp. QRH1 Kinds of operation
2969NY-03
KINDS OF OPERATION
- Provided the FMZ-2000 Flight Management System with IAC 6.1 or 6.1.1
software is receiving usable signals and has a current NAV database,
it has been demonstrated capable of and meet the accuracy
specifications of:
o Day and Night VFR,
o IFR,
o Extended overwater and remote area overflight,
o Non-precision approaches (VOR, VOR/DME, NDB,
NDB/DME, TACAN)
o GPS based approaches : GPS/RNAV operation (restricted to
WGS-84 reference)
- Satellite navigation relies on GPS-WAAS (SBAS) signals
- Upgrade 6.1.1: Latency timer (seconds)
FMS GENERAL
- FMS software must be identified NZ6.1 or 6.1.1 on the AVIONICS Setup

window, Software section.
- The FMS when not operating in degraded or dead reckoning mode, has
been demonstrated to comply with the applicable requirements for:
o FAA AC 20-138D (Airworthiness Approval of Positioning and
Navigation Systems);
o EASA AMC 20-27 (Airworthiness Approval and Operational
Criteria for RNP APPROACH (RNP APCH)).
AC 20-138D includes the airworthiness considerations contained in AC 90-

101A (Approval Guidance for RNP Procedures with AR) and AC 90-105
(Approval Guidance for RNP Operations and Barometric Vertical Navigation).
- Special mission features are reserved for military and certain law
enforcement applications and are not available for civil aviation
operations.
LATERAL NAVIGATION
IFR OCEANIC / RNP 10 / NAT-MNPS / REMOTE AREA
- GPS is Primary Means of navigation in oceanic and remote airspace (see

FAA Order 8400.33 Paragraph 9b(1)(c)).
- Flight in North Atlantic (NAT) Minimum Navigation Performance
Specifications (MNPS) airspace is authorized in accordance with AC
91-49 and AC 120-33.
- RNP 10 requirements (FAA Order 8400.12A Paragraph 12b(4),(5)) are met
when

Proprietary Data
F900EX
GENERAL
Page 2 of 3
2969NY-03
o With a minimum of a single IRS and single GLSSU
operational, RNP-10 operations are unlimited.

Proprietary Data
F900EX
GENERAL
Page 2 of 3
2969NY-03
o Upon failure of all GLSSU, RNP-10 operations are time

limited as described below:
 FMS Navigation Mode DME/DME – no time limit.
 FMS Navigation Mode VOR/DME – no time limit.
 FMS Navigation Mode IRS – 6.2 hours maximum
flight time starting upon failure of all GPS Sensors.
o If the FMS navigation mode transitions out from DME/DME or

VOR/DME to IRS, the maximum flight time in IRS navigation
is based upon the previous FMS navigation mode:
 DME/DME  5.9 hours.
 VOR/DME  5.7 hours.
RNP 5 (B-RNAV)
- BRNAV: Operations within the European Airspace System in accordance

with the criteria of JAA Temporary Guidance Material, Leaflet No. 2
and FAA AC 90-96A Appendix 1.
- This installation complies with equipage and accuracy requirement of
operations requiring RNP 5 navigational accuracy (see AC 90-96A).
RNP 4
- This installation complies with equipage and accuracy requirement of
operations requiring RNP 4 navigational accuracy (see FAA Order
8400.33 Paragraph 9b(1)(c)).
P-RNAV (JAA TGL-10)

- Operations within the European Airspace System in accordance with the
criteria of JAA Temporary Guidance Material, Leaflet No. 10 and FAA
AC90-96A Appendix 2.
The system meets the requirements of DO236B Required Navigation

Performance (RNP) and is approved for operations, as long as the estimated
position uncertainty (EPU) does not exceed the published RNP.
RNP 2, RNP 1 AND RNP 0.3

- This installation complies with RNP 2, RNP 1 and RNP 0.3 navigation
requirements (FFA order 8900.1 Volume 4, Chapter 1, Section 2,
paragraph 32).

Proprietary Data
F900EX
GENERAL
Supp. QRH1 Page 3 of 3
Kinds of operation
2969NY-03
US TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV)

OPERATIONS (AC 90-100A)
- Departure Procedures (Standard Instrument Departures and Obstacle
Departure Procedures), and Standard Terminal Arrivals in
accordance with the criteria of AC 90-100A (Q-routes and T-routes).
NON-PRECISION APPROACH OPERATION
- Non-precision approaches using GPS are approved.

- This FMZ-2000 installation is NOT approved for RNP AR approach
procedures with RNP RF legs.
VERTICAL NAVIGATION
- This installation complies with AC 20-138D and the equivalent EASA AMC
20-28 for RNAV approach operations using GPS/WAAS for LPV
approaches.
- This installation also complies with AC 90-107 (Guidance for Localizer
Performance with Vertical Guidance).
- This FMZ-2000 with IAC v6.1 or 6.1.1 software is approved for FCS
coupled lateral and vertical instrument approaches including non-
precision approaches.
The TOLD database includes:

- Setting of all approach (APP) and landing (LND) speed to VREF applicable
in the current F900EX Airplane Flight Manual performance charts up
to Revision 12
- F900EX- Automatic Bleed Override Controller (ABOC) performance per
DTM561-SUP23 Issue 2 (F900EX AFM Supplement 23) when
installed per modification M3885 or SB F900EX-259 (ABOC).
- For F900EX - Option SB1B (MTOW = 49,000 lbs and MLW = 44,500 lbs).

Proprietary Data
F900EX
LIMITATIONS
Page 1 of 3
Supp. QRH1 ATA 34- Navigation
2969NY-03
OPERATIONS
FMS
- The Honeywell Flight Management System (FMS) Software Version
IACv6.1 Pilot’s Guide, Honeywell Publication Number
D200809000098--r002 dated September 2013 (or later approved
version of the manual) must be immediately available to the flight
crew whenever navigation is predicated on the use of the FMS.
- The fuel quantity, fuel required and fuel remaining estimate functions of the
FMS are “supplemental information only” and must be verified by the
flight crew.
- Oceanic, en route and terminal area operation with the Degrade DGRAD
annunciator illuminated requires flight crew to verify the FMS present
position using another IFR approved navigation system.
- IFR en route and terminal navigation is prohibited unless the pilot verifies
the currency of the database or verifies each selected waypoint for
accuracy by reference to up-to-date approved data.
AVIONICS
NAVIGATION MODE AND PERFORMANCE

- Following a period of Dead Reckoning DR, the aircraft position shall be
verified by visually sighting ground reference points and/or by using
other navigation equipment such as VOR, DME, TACAN, IRS, NDB,
and/or radar fix.
NAVIGATION
- The aircraft must have other approved navigation equipment installed and
operating, appropriate to the intended route of flight.
- If remote / oceanic operations are based on GPS only, check FDE
availability before flight.
FDE check is not required provided GPS/SBAS antennae are TSO C145c and
TSO C146c compliant.
- Navigation must not be predicated upon GPS when operating in non WGS-
84 airspace. GPS must be deselected in areas which are not WGS-
84 compliant.
FLIGHT MANAGEMENT

- TOLD functions are provided for advisory purposes only. Airplane Flight
Manual (AFM) performance data remains the only certified data.
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Proprietary Data
F900EX
LIMITATIONS
Page 2 of 3
2969NY-03
CRUISE PERFORMANCE
- FUEL and TIME prediction are advisory only and must not be used for flight
planning.
SID / STAR / APPROACHES / TERMINAL PROCEDURES
- ILS, LOC, LOC-BC, LDA, SDF, IGS & MLS approaches using the FMS
mode for Final Approach course guidance are prohibited.
FMS-BASED APPROACHES
- Use of Flight Director half bank mode is prohibited during FMS terminal and
approach operations.
- Predictive RAIM is not available in FMS 3.
- APP annunciators located on the pilot PFD and APRCH on the CDU
indicates the CDI approach scale. It is displayed 2 NM prior to the
FAF.
FMS SHALL RUN UP-TO-DATE DATABASES

FMS INSTRUMENT APPROACHES MUST BE ACCOMPLISHED IN
ACCORDANCE WITH APPROVED INSTRUMENT APPROACH
PROCEDURES.
FMS instrument approach must be discontinued anytime the Degrade

(DGRAD on FMS CDU or DGR on EFIS) annunciator comes on after the
FAF unless visual references for continuing the approach are present.
GPS/WAAS approach guidance may only be used for published

navigation data referenced to the WGS-84 reference system.
LNAV OPERATIONS
- LNAV/VNAV or LNAV minima
o require both pilots to conduct an altimetry crosscheck prior to
the FAF to ensure both altimeters agree within ±100 feet.
o outside of published temperature constraints are not
authorized unless FMS temperature compensation (ISA
COMP) is active.
o When LNAV/VNAV RNAV MIN is selected, both LNAV/VNAV
DA and LNAV Baro-VNAV MDA are approved.
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Proprietary Data
F900EX
LIMITATIONS
Page 3 of 3
2969NY-03
Arming VGP mode requires VNAV then APP to be selected in this order on
the Mode Control Panel (MCP)
LPV OPERATIONS
- The autopilot Minimum Use Height for an LPV approach is the same as for
the ILS approach:
o 80 ft with serviceable radio-altimeter;
o 150 ft without radio-altimeter data.
- A missed approach must be accomplished past the FAF, if below 1,000 ft
AGL and vertical deviation guidance is flagged.
- LPV approaches using the Vectors-To-Final Preview Mode are prohibited
when there is a course change at the Final Approach Fix (FAF).
VOR/DME, NDB OR VOR OPERATIONS

Non-precision approaches using GPS are approved, provided:
o 2NM prior to the final approach fix, FMS APRCH annunciator
is illuminated on the FMS CDU and APP annunciator is
illuminated on the PFD,
o “DGRAD” annunciator remains dark on the FMS CDU and
“DGR” annunciator remains dark on the PFD.
- When GPS is not operating or RAIM is invalid, FMS will conduct the
approach as long as it can maintain DME/DME or VOR/DME
navigation.
DO NOT USE VGP MODE DURING CIRCLING APPROACHES, AS THE

ASEL WILL BE IGNORED BY THE AUTOPILOT.
Default RNP is 0.5 in radio navigation.

As the aircraft gets lower, line of sight to optimum ground navigation stations
may be lost and EPU may increase above 0.5 thereby activating the DGRAD
/ DGR annunciators.
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Proprietary Data
F900EX
NORMAL OPERATIONS
Flight phases
2969NY-03
NORMAL OPERATIONS – FLIGHT PHASES – POWER ON
29. FMS
Normal operating procedures are outlined in the Honeywell Flight
Management System (FMS) Pilot’s Guide, Honeywell Publication
Number D200809000098--r002 or later approved revisions.
For non-LPV approaches:

Check the predictive RAIM and verify RAIM will be acceptable at the
Estimated Time of Arrival.
 Estimated Time of Departure ……………………………….Enter
 Predictive RAIM……………………………………………..Check
RNP settings are accessed from PROGRESS 2/3, select RNP to go to

the SET RNP page.
The default values for Required Navigation Performance (RNP) are:
MANUAL --.-- ARRIVAL 1.00

DEPARTURE 1.00 APPROACH 0.30/0.50
ENROUTE 2.00 MISSED APPR 1.00
NOTE
The transition to APPROACH RNP/scaling occurs at the first published
approach waypoint in the flight plan.
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Proprietary Data
F900EX
NORMAL OPERATIONS
Flight phases
2969NY-03
NORMAL OPERATIONS – FLIGHT PHASES – BEFORE DESCENT
2. Approach settings
Select the desired instrument approach and approach transition, into the
active flight plan from the FMS navigation database.
NOTE
VOR, VOR/DME and NDB approaches into non-WGS-84 airspace
requires both GPS sensors to be deselected to use the VOR signal for
navigation.
 Checks arrival, approach and missed approach waypoints: the PF

reads the waypoints sequence and their associated constraints on the
CDU while the PNF checks them against the charts.
RNAV LPV approach only
 LPV ENABLE switch to …………………………………………………..ON
PF PNF
RNAV LPV APPROACHES
Active NAV RNAV Approach Load RNAV Approach Load

Stand-by NAV Backup facility Backup facility
LPV Enable ON ON
CDI V/L LPV course LPV course
BRG FMS Displayed Displayed
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Proprietary Data
F900EX
NORMAL OPERATIONS
Flight phases
2969NY-03
NORMAL OPERATIONS – FLIGHT PHASES - APPROACH
INSTRUMENT APPROACH
Final approach preparation

The following table provides a summary of the applicable FD modes and
ASEL settings as a function of the intended kind of approach.
Published Push
FD Modes
Approach App APP ASEL on
Category button final
Type Minima LAT’L VERT’L ?
ILS CAT1 G/A altitude

LOC G/S
ILS CAT II ( ) ( ) YES when G/S is
CAT2 * *
ILS active
LOC
LOC
(GS out)
LOC LOC FPA YES G/A altitude
LOC LOC ( ) when flying
*
DME DME below it
( )
B/C B/C B/C BC * FPA NO
G/A altitude
LOC G/S
LPV LPV ( ) ( ) YES after the
* *
FAF
G/A altitude
LNAV LNAV LNAV VGP
( ) ( ) YES when VGP
RNAV VNAV VNAV * *
is active
APPCH
G/A altitude
LNAV LNAV LNAV FPA NO when flying
( )
* below it
VOR G/A altitude

or GPS LNAV VGP YES when VGP
VOR,
NDB is active
Straight-In VOR/DME
or GPS else G/A altitude
, NDB, etc. else
or VOR, NO when flying
NDB… HDG/TRK FPA below it
Circle-to- MDA, next
CIRCLING
Land Visual Visual NO
G/A altitude
Legend: (*) this guidance mode MUST be selected to use the given
minima (e.g. VGP must be used to descend to LNAV/VNAV minima).
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Proprietary Data
F900EX
NORMAL OPERATIONS
Flight phases
2969NY-03
NORMAL OPERATIONS – SYSTEMS ATA 22 - AUTOFLIGHT
RNAV LPV CAPTURE
ACTIONS ANNUNCIATOR COMMENTS

Assumptions: LNAV AP ALT
- RNAV LPV ←
approach
active
- Initial approach
in NAV mode,
FMS NAV
source
- Select HDG HDG AP ALT
mode to ←
intercept
- Select VOR
source
- Verify LPV
Enable ON
- Select APPR HDG AP ALT Before capture, LOC and GS
mode LOC ← GS are armed and appear
white
- Monitor Lateral LOC AP ALT During localizer capture LOC
capture ← GS flashes
GS is armed and appears
white steady
- Monitor Vertical LOC AP GS When captured, LOC is
capture ← steady,
During glide slope capture,
GS flashes
AP/FD will capture the glide
slope only if the localizer
has been captured first
- When localizer LOC AP GS LOC and GS are steady
and glide slope ←
are captured
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Proprietary Data
F900EX NORMAL OPERATIONS
Supp. QRH1 Systems Page 1 of 5
2969NY-03 ATA 34- Navigation
NAVIGATION
HOLDING PATTERNS
The FMS is capable of using a published hold in place of a default hold

definition at an en route waypoint. When the crew selects a hold at an en
route waypoint, the FMS first determines if there is a published hold at that
particular waypoint. When a hold is defined at that waypoint, a page is
displayed which permits the selection of either the published hold or a default
hold. The selected published hold can be changed by the crew before
inserting. If multiple patterns exist for a particular fix, all are displayed on the
page, and the desired pattern can be selected.
AUTOMATED HOLD AT A FIX TO AN ALTITUDE TERMINATION

SEQUENCING
Hold to altitude legs are handled in a manner similar to heading or course to
an altitude. When a hold to an altitude is defined in the navigation database,
the aircraft will fly the hold and automatically exits the holding pattern upon
reaching the required altitude. The options EXIT and RESUME HOLD are not
given through LSK 4L on the ACTIVE FLIGHT PLAN 1/3 page as the FMS is
in control of the sequencing of this leg. Besides:
- The pilot can manually delete the hold from the flight plan prior to
entering the pattern.
- Once in the pattern, an attempt to delete (1L) to manually exit the
hold is inhibited.
- The pilot has the option to perform a DIRECT-TO another
waypoint in order to manually exit a hold to an altitude.
- The hold altitude is displayed on the right side of the active flight
plan as an at-or-above altitude constraint that can be modified
by the pilot.
Manually entering an at-or-above altitude constraint on a manually entered

hold does not create a hold to an altitude.
APPROACH PHASE
LPV APPROACH
RNAV approaches to LPV minimums are flown using an ILS Look-Alike
system presenting an RNAV LPV approach in a format similar to traditional
ILS approaches using the short range navigation display (V/L).
The LPV Enable switch is used to select which type of lateral and vertical
deviations are displayed (and coupled to the autopilot flight director). The
selectable types are:
- VOR/LOC/DME (vertical and lateral deviations and DME
distances)
- SBAS (RNAV LPV) and distance to LTP.
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Proprietary Data
VGP SELECTION AND VGP MODE

Arming the Vertical Glide Path (VGP) mode is accomplished by pressing the
Flight Guidance Controller approach mode (APP) button after selecting VNAV
and the aircraft is within 30nm flight plan distance.
VECTOR TO FINAL MODE

A vector to final approach feature has been added for creating an intercept leg
leading to the FAF that is aligned with the final approach course extending 10
NM.
Loading an approach procedure using a vector to final transition can be
accomplished by:
- Selecting the “VECTORS XXX CRS TO ICT”, or
- Not selecting an available approach transition
Only the approach leg prior to the FAF is removed; the departure, cruise and
arrival leg will remain unchanged in the flight plan.
The ACT VECTORS (LSK 4L) prompt is displayed if all of the following
conditions are satisfied:
- Aircraft is currently within the terminal area of the destination
- The FAF has not been sequenced yet
Selecting the ACT VECTORS prompt modify the flight plan making the FAF
the active waypoint, removing all prior waypoints in the fight plan.
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Proprietary Data
MULTIPLE RNAV APPROACHES (Suffix Based Approaches)

These are displayed on the ARRIVAL / APPROACH page (e.g. RNAV– Z 22L,
RNAV – Y 04R).
Procedures that are defined as circle to land can only be selected on the
ARRIVAL / APPROACH page (e.g. RNAV – D CIRCLE).
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Proprietary Data
When a circling approach is added to the flight plan, the vertical predictions
assume a BOD at the airport destination for calculation of the VPATH. It is
expected that the pilot positions the altitude pre-selector appropriately for
leveling off in preparation for the manual landing or missed approach.
Do not use VGP during circling approaches, as the altitude pre-

selector will be ignored by the autopilot. The flight crew is responsible
to ensure the aircraft does not descend below the MDA.
The FMS provides all database TACAN approaches to the arrival airport
runway for selection by the pilot on the ARRIVAL pages.
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Proprietary Data
TEMPERATURE COMPENSATION
If the pilot does not compensate the altitude for temperature:
 In cold weather, the indicated altitude reads higher than the true
one.
 In hot weather, the indicated altitude reads lower than the true one.
The FMS V6.1 or 6.1.1 Temperature Compensation function automatically
computes the altitude increment (or decrement). See the Honeywell Pilot’s
Guide, section 5, for more details.
The Falcon 900EX FMS compensates the waypoint altitude constraints for
temperature on SID, STAR, Approach and Missed Approach procedures.
Non-coded altitudes, such as DAs and MDAs, are not automatically
compensated when TEMP COMP is activated. Calculation can be done on
the last TEMP COMP page.
The FMS V6.1 or 6.1.1 cannot compensate for temperature any pilot-entered
altitude constraint.
 TO CONFIGURE TEMP COMP:

 MAINTENANCE .................................................................... open
 SETUP .................................................................................... open
 FLIGHT CONFIG .................................................................... open
 TEMP COMP CONFIG Page ................................................. open
 OFF, or HOT, or HOT & COLD ............................................select
 BEFORE DEPARTURE OR BEFORE DESCENT

 TAKEOFF Page or LAND / GA INIT Page ............................. open
 LSK 2L : OAT Surface ............................................................ enter
 TEMP COMP (LSK 4R) .........................................................select
 Compensated Altitudes ........................................................review
 MDA ............................................................................ compensate
 ACTIVATE (LSK 4R) .............................................................select
 ATC.......................................................................................advise
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Proprietary Data
Supp. QRH1 Special procedures- Operations Page 1 of 5
2969NY-03 RNAV LPV Approach
RNAV APPROACHES WITH LPV MINIMA
GENERAL
RNAV approaches with LPV minima (also called “LPV approaches”) are only
available for airplanes fitted with STC ST02969NY (FMS soft. 6.1 or 6.1.1).
LIMITATIONS
Operational conditions
- Decision Altitude: at or above 200 ft above runway threshold altitude.
- Temperature restrictions published in the approach chart do not apply to
LPV approaches.
- Approach must be retrieved from the FMS navigation database without any
modification.
BRIEFINGS
Arrival briefing should focus on:
- LPV approach particularities and course of action in preparation of specific
event driving to discontinue the approach. Refer to LPV
APPROACHES limitations;
- LPV ENABLE pushbutton to DESELECT during Go Around (PNF task
allocation)
NORMAL PROCEDURES
The following actions apply in addition to existing normal procedures.
Airplane and flight preparation
 Crew / Operator approval ..................................................................... Check
 Airplane technical acceptance .............................................................. Check
 GPS / GPS-WAAS NOTAMs ................................................................ Check
Some regulations require that at least one non-GPS based approach

procedure is available at alternate airport or destination airport:
- When a destination alternate and/or a take-off alternate is required,
- At the destination airport when a destination alternate is not required.
Before Descent
 FMS ARRIVAL page: RNAV MIN ...........................LPV xxxx (FAS Identifier)
 LPV ENABLE pushbutton: .......................................................... ON - Check
 CDI: CRS ................................................................................................... Set
To select LNAV/VNAV or LNAV minimums for the same approach prior to the
FAF
 LPV-Enable switch ............................................................................ Deselect
 LPV Enable Light ............................................................. Out
 NAV SOURCE: FMS ............................................................................ Select
 FMS ARRIVAL page, ........................................ Select RNAV MIN (LSK 2R)
 LNAV/VNAV or LNAV ................................................. Select
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Proprietary Data
Approach Manual Transition
 PRIOR TO FAF
 NAV SOURCE: LOC 1/2 ..................................................... Check
 CDI: DME replaced with LPV approach ID........................... Check
 Guidance Panel: APP ........................................................... Select
 FD modes ......................................................................... LOC/GS
 Lateral and vertical deviations ............................................ Monitor
Approach Auto Transition (NAV to NAV transfer)
 PRIOR TO FAF
 NAV SOURCE: FMS ........................................................... Check
 Preview source LOC1/2............................................................. Set
 Guidance Panel: APP ........................................................... Select
 FD modes .......................................................... LOC / VGP armed
 NAV SOURCE: LOC1/2 ....................................................... Check
 FD modes ....................................................................... LOC / GS
 CDI: DME replaced with LPV approach ID........................... Check
 Lateral and vertical deviations ............................................ Monitor
 AFTER FAF
 Guidance Panel: ASEL ................................................ G/A altitude
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Proprietary Data
If vertical guidance is flagged after the FAF and above 1,000 ft AGL, approach
may be continued using published LNAV minimum. Temperature
compensation may be required. APP must be re-selected in the MCP to re-
arm the lateral (LOC) deviations.
G/A Procedure
 G/A Button ............................................................................................. Press
 G/A Altitude .................................................................................. Confirm/Set
 LPV Enable Switch ........................................................................... Deselect
 LPV Enable Light.............................................................. Out
 NAV SOURCE ............................................................................. Select FMS
 LNAV Button ................................................................. Press
 VNAV Button .......................................................................................... Press
LPV approaches should be discontinued for any of the following reasons:

- Lateral / Vertical guidance is flagged past the FAF.
- A landing cannot be accomplished upon reaching the DA.
When a missed-approach is selected by pushing the GA button or selecting

the MISSED APPR prompt (4L) on the CDU.
• LNAV/VNAV modes are dropped
• FD reverts to ROL / GA then ROL / PIT modes (FD bars command
wings level and 14 degree climb angle)
• The FAS data block is cleared from memory which invalidates the
deviations from the GLSSU. LOC and G/S show on both PFD.
• The missed approach is inserted into the active flight plan
• Autopilot disengages
• LNAV and Vertical modes must be reengaged.
• LPV ENABLE Button light will not turn off automatically. It must be
manually turned off.
• The approach annunciator will extinguish (if previously illuminated).
• If the DGRAD / DGR annunciator was illuminated, it can possibly
extinguish, as the RNP threshold changes to terminal area requirements once
the missed approach procedure is activated.
• In addition, the CDI scaling will also change to reflect the new RNP
value.
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Proprietary Data
Post-flight
Some regulations (e.g. AMC 20-28) require to record technical defects or
technical limitations exceeding during approach, in particular:
- Significant navigation errors due to incorrect data or a database coding
error,
- Unexpected deviations in lateral / vertical flight path not caused by pilot
input or erroneous operation of equipment,
- Significant misleading information without a failure warning,
- Total loss or multiple navigation equipment failure,
- Loss of integrity function LPV UNAVAIL-USE LNV/VNV whereas SBAS or
LPV approach operations had not been reported as unavailable or
unreliable during preflight planning (see NOTAM).
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Proprietary Data
ABNORMAL PROCEDURES
The approach capability is lost if:
Flags on the CDU
LPV UNAVAIL-USE LNV/VNV

OR
LPV UNAVAIL-LOAD 1 OR 2
OR
CHK NAV SRC-SEL LPV SW
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Proprietary Data
F900EX EMERGENCY AND ABNORMAL OPERATIONS
ABNORMAL Page 1 of 1
Supp. QRH2
ATA 34 - NAVIGATION
2969NY-03
ATA 34 - NAVIGATION
FMS MESSAGES
CDU MESSAGE EXPLANATION CLEARING
THERE IS NO
RELOAD THE RNAV
ALTERNATE VALID GPS
APPROACH WITH
SENSOR AVAILABLE
LPV UNAVAIL – LNAV/VNAV OR
FOR SBAS
LPV LOAD-1 LNAV MINIMA IF
OPERATIONS AND THE
AVAILABLE OR
FAS DB IS REJECTED
SELECT ANOTHER
BY THE SBAS
APPROACH.
RECEIVER
THE APPROACH MODE
IS RNAV WITH LPV RELOAD THE RNAV
MINIMUMS AND THE APPROACH WITH
LPV UNAVAIL – CHANNEL ID IN THE LNAV/VNAV OR
LPV LOAD-2 FAS DATA BLOCK DOES LNAV MINIMA IF
NOT MATCH THE AVAILABLE OR
CHANNEL ID FROM THE SELECT ANOTHER
SOURCE SELECTED APPROACH.
GPS RECEIVER.
RELOAD THE RNAV
THE APPROACH MODE APPROACH WITH
LPV UNAVAIL – IS LPV AND THE LNAV/VNAV OR
USE LNAV/VNV ON—SIDE GNSSU IS LNAV MINIMA OR
REPORTING SBAS SELECT ANOTHER
INVALID. NON-LPV
APPROACH.
THE FLIGHT CREW HAS
NOT SELECTED THE
REMOTE LPV ENABLE
SELECT THE LPV
SWITCH TO LPV ON, AN
ENABLE SWITCH TO
CHK NAV SRC- RNAV APPROACH WITH
ON.
SEL LPV SW LPV MINIMUMS HAS
SELECT NAV OR
BEEN LOADED INTO
NAV PREVIEW FOR
THE FLIGHT PLAN, AND
THE NAV SOURCE.
THE AIRCRAFT IS
WITHIN 4 NM OF THE
FAF .
A RNAV APPROACH TO
LPV MINIMUMS IS
LOADED IN THE FLIGHT REMOVE DME HOLD
DESELECT
PLAN, THE LPV ENABLE FROM THE NAV
DME(X) HOLD SWITCH IS ON AND A RADIO.
NAV DME RADIO IS IN
DME HOLD MODE.
SELECT THE CROSS
GPS 1 FAILED THE INPUTS FROM THE
SIDE V/L 2 (GLSSU2).
GPS 1 HAVE FAILED.
SELECT THE CROSS
GPS 2 FAILED THE INPUTS FROM THE
SIDE V/L 1 (GLSSU1).
GPS 2 HAVE FAILED.
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DASSAULT FALCON JET
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Fms Afm Supplement

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FAA Approved

Airplane Flight Manual Supplement

Date: 29 May 2019

Dassault Aviation - Genuine Documentation

To request for a copy of the AFM supplement

REV 2.2: June 28, 2019

TABLE OF CONTENTS ................................................................................................................2

DASSAULT AIRCRAFT SERVICES

DASSAULT AIRCRAFT SERVICES

REVISION DATE PURPOSE

DASSAULT AIRCRAFT SERVICES

This chapter only applies to FMS 6.1.1 and following upgrades.

DASSAULT AIRCRAFT SERVICES

34-60-00 FLIGHT MANAGEMENT SYSTEM

DASSAULT AIRCRAFT SERVICES

SYSTEM ANNUNCIATORS AND SWITCHES

CDU and EFIS annunciators

FIGURE 1. CD-820 ANNUNCIATOR LOCATION

DASSAULT AIRCRAFT SERVICES

CDU Annunciator EFIS Annunciator

LPV-Enable instrument panel remote switch

DASSAULT AIRCRAFT SERVICES

LPV light pushbutton, each side

FIGURE 2. LPV-ENABLE COCKPIT LIGHT PUSHBUTTON LOCATION

DASSAULT AIRCRAFT SERVICES

FMS 2 is energized when:

FMS 3 is energized when:

EQUIPMENT LABEL LOAD BUS AFFECTED

NAVIGATION DME2/VOR2 3.0 A B1 BUS – COMM-NAV

TABLE 2. CIRCUIT BREAKER DESCRIPTION

DASSAULT AIRCRAFT SERVICES

The FMZ-2000 complies with requirements of TSO C115b.

Satellite Based Augmentation System (SBAS)

DASSAULT AIRCRAFT SERVICES

Vector Operation/Vector to Final

Magnetic Variations/GPS Status Display

DASSAULT AIRCRAFT SERVICES

DASSAULT AIRCRAFT SERVICES

Figure 3. F900EX Display Controller

DASSAULT AIRCRAFT SERVICES

Figure 4. PFD during LPV Approach

The following can be observed from Figure 4:

DASSAULT AIRCRAFT SERVICES

Approach minima type selection

Figure 5. ARRIVAL Page With LPV Minimum

DASSAULT AIRCRAFT SERVICES

DASSAULT FALCON JET

Supp. CODDE 2 GENERAL PAGE 2 / 26

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Supp. CODDE 2 GENERAL PAGE 3 / 26

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Supp. CODDE 2 GENERAL PAGE 4 / 26

DASSAULT FALCON JET

LIMITATIONS – AIRPLANE GENERAL

DASSAULT FALCON JET

DASSAULT FALCON JET

P-RNAV (JAA TGL-10)

RNP 2, RNP 1 AND RNP 0.3

US TERMINAL AND EN ROUTE AREA NAVIGATION (RNAV) OPERATIONS (AC 90-100A)

NON-PRECISION APPROACH OPERATION

DASSAULT FALCON JET

TAKEOFF & LANDING DATA (TOLD)

DASSAULT FALCON JET

LIMITATIONS - AIRPLANE SYSTEMS ATA 34 - NAVIGATION